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THE INSTITUTION
MECHANICAL ENGINEERS.
ESTABLISHED 1847.
PROCEEDINGS.
1898.
'arts 3-4.
PUBLISHED BY THE INSTITUTION,
Storey's Gate, St. James's Park, Westminister, S.W,
The right of Pnhlicatinn and of Trnn^ation is rrserved.
TJ
I
CONTENTS.
1898.
Parts 3-4.
List of Past-Presidents .....
List of Officers .......
List of Members ......
Proceedings, Summer Meeting, Derby. — Reception
Election of New Members ....
" Aluminium " ; by E. Eistori
" Narrow-Gauge Kailways " ; by L. S. Eobertson
" Water Softening " ; by L. Archbutt
Excursions, &c.
Notices of Works visited
Memoirs ....
Proceedings, October Meeting. —
Election of New Members
Transferences
Nomination of Candidates for Council
Presentation to Local Secretaries of Derby Meeting
" Electric Plant " ; by W. E. Laugdon .
" Express Locomotives " ; by W. M. Smith
" Testing of Materials " : by W. G. Peet .
Memoirs .......
Index to Proceedings 1898, Parts P>-4
Plates, 66-130.
IV
V
vii
337
340
347
376
404
455
462
528
545
546
548
549
550
553
605
670
696
714
^t JnstMait of Uletljianical (Engineers.
PAST-PRESIDENTS.
George Stephenson, 1847-48. (Deceased 1848.)
Robert Stephenson, F.R.S., 1849-53. (Deceased 1859.)
Sir William Fairbairn. Bart., LL.D., F.R.S., 1854-55. (Deceased 1874.)
Sir Joseph Whitworth, Bart., D.C.L., LL.D., F.K.S.. 1856-57, 1866.
(Deceased 1887.)
John Penn, F.R.S., 1858-59, 1867-68. (Deceased 1878.)
JAiiES Kennedy. 1860. (Deceased 1886.)
The Right Hon. Lord Armstrong, C.B., D.C.L., LL.D., F.R.S., 1861-62. 1869.
Robert Napier, 1863-65. (Deceased 1876.)
John Ramsbottom, 1870-71. (Deceased 1897.)
Sir William Siemens, D.C.L., LL.D., F.R.S., 1872-73. (Deceased 1883.)
Sir Frederick J. Bramwell, Bakt., D.C.L., LL.D., F.R.S., 1874-7.5.
Thomas Hawkslet, F.R.S., 1876-77. (Deceased 1893.)
John Robinson, 1878-79.
Edward A. Cowper, 1880-81. (Deceased 1893.)
Percy G. B. Westmacott, 1882-83.
Sir Lowthian Bell, Bart . F.R.S., 1884.
Jeremiah Head, 1885-86.
Sir Edward H. Carbutt, Bart., 1887-88.
Charles Cochrane, 1889. (Deceased 1898.)
Joseph Tomiinson, 1890-91. (Deceased 1894.)
Sir William Anderson, K.C.B., D.C.L., F.R.S., 1892-93. (Deceased 1898.)
Alexandei! B. W. Kennedy, LL.D., F.R.S., 1894-95.
E. WiND^ou Richards, 1896-97.
C|)t Institution of glecljanital Otntiiiiem.
OFFICERS.
1898.
PRESIDENT.
Samdel Waite Johnson, Derby.
PAST-PRESIDENTS.
Sir William Anderson, K.C.B., D.O.L., F.R.S., Woolwiclj.
TueRt. Hon. Lord Armstrong, C.B.,D.C.L., LL.D., F.R.S., Newcastle-on-Tyiic.
Sir Lowthian Bell, Bart., F.R.S Nortliallertou.
Sir Frederick J. Bramwell, Bart., D.C.L., LL.D., F.R.S., London.
Sir Edward H. Carbutt, Bart., London.
Jeremiah Head, London.
Alexandeb B. W. Kennedy, LL.D., F.R.S., London.
E. Windsor Richards, Caerleon.
John Robinson, Leek.
Perot G. B. Wbstmacott, Ascot.
VICE-PRESIDENTS.
Sir Douglas Galton, K.C.B., D.O.L., LL.D., F.R.S., .. London.
.\rthur Keen, Biimingliaiu.
IOdwabd p. Martin Dowlais.
WiLLi.\M H. Maw, London.
Sir William H. White, K.C.B., LL.D., D.Sc, F.R.S., .. London.
J . Hartley Wicksteed, Leeds.
MEMBERS OP COUNCIL.
John A. F. Aspinall, Horwich.
Henry Davey, London.
William Dean, Swindon.
Bryan Donkin, London.
Edward B. Ellington, London.
H. (tkaham Harris, London.
John Hopkinson, Jun.. D.Sc, F.R.S., Ijondon.
William Laird, Biikenliead.
Henry Lea, Birmingham.
.John G. Mair-Romley, London.
Henry D. Marshall, Gainsborouijli.
Ali'red Morcom. Birmingham.
T. Hurry Riches* Cardiff.
John I. Thornycroft, F.R.S., London.
A. Tannett Walker, Leeds.
TREASURER.
Harry Lee Millab.
SECRETARY.
Edgar Wobthinqton,
The Instilntion of Mechanical Engineer*,
Storey'g Gdte, St. James's Park, Wegtminxter, IS. W.
[Telegraphic address: — Mech, Lcmdwi. Teleplione: — We^tminsi-r, 2H4.]
Digitized by tine Internet Arciiive
in 2010 witii funding from
University of Toronto
littp://www.arcliive.org/details/p3p4proceedin1898inst
1838.
®Ije litstitutioii 0f gletljanical (bw^mtxs.
ESTABLISHED 1847.
LIST OF MEMBERS,
WITH YEAR OF ELECTION.
[^Telegraph Address and Telephone No. appended icithin hrachets-l
1898.
HONORARY LIFE MEMBERS.
1S90. H. R. H. Albert Edward, Prince of Wales, K.G., K.T., K.P., G.C.B.,
G.C.S.I., &c., Marlborough House, Pall Mall, London, S.W.
1892. Field Marshal H.R.H. the Duke of Cambridge, K.G., K.T., K.P., G.C.B.,
G.C.S.I., &c., Gloucester House, Park Lane, London, W.
1883, Abel, Sir Frederick Augustus, Bart., K.C.B.,D.C.L., D.Sc, F.R.S., Tlie
Imperial Institute, Imperial Institute Road, London, S.W. ; and
2 "Whitehall Court, London, S.W. [Imperial Institute, London.
Kensington 743.]
1878. Crawford and Balcarres, The Right Hon. the Earl of, K.T., F.R.S.,
2 Cavendish Square, London, W. ; Haigh Hall, Wigan ; and Observatory,
Dunecht, Aberdeen.
1889. Eiffel, Gustave, 37 Rue Pasquier, Paris.
1883. Kennedy, Professor Alexander Blackie William, LL.D., F.R.S., 17
Victoria Street, Westminster, S.W. [Kinematic, London,']
1878. Rajdeigh, The Right Hon. Lord, F.R.S., 4 Carlton Gardens, London, S.W. ;
and Terling Place, Witham, Essex.
1897. Roberts-Austen, William Chandler, C.B., D.C.L., F.R.S., Professor of
Metallurgy, Royal College of Science; Chemist of the Royal Mint,
Tower Hill, London. E.
1888. Ro.-se, The Right Hon. tlie Earl of, K.P., D.C.L., LL.D., F.R.S., Birr
Castle, Parsonstown, Ireland.
1896. Unwin, William Cawthorne, F.R.S. , Professor of Engineering, City and
Guilds of London Central Institution, Exhibition Road, London, S.W. •
and 7 Palace Gate Mansions. Kensington, London, W.
9 r.
1898.
MEMBERS.
1890. Abbott, Arthur Harold, care of Messrs. Octavius Steel and Co., Calcutta,
India.
1878. Abbott, Thomas, Newark Boiler Works, Xevrark lAlhott, Xeicarl:.'] ; and
Arlington House, Eetford.
1883. Abbott, TTilliam Sutherland, Superintendent and Chief Engineer, Alagoas
Eailway, Maceio, Brazil : (or care of George S. Abbott, Lime Villa,
South Woodford, Essex.)
1861. Abel, Cliarles Denton, Messrs. Abel and Imrav, Birkbeck Bank
Chambers, Southampton Buildings, London, W.C. [Patentahle, London.
Holbom 109.]
1894. Accles, William Sloane, 39 Yictoria Street, Westminster, S.W.
1892. Acland, Captain Francis Edward Dyke, 76 Cheapside, London, E.C.
[^Onager, London. Bank 5252.]
1S07. Adams, Edwin, Messrs. Hulse and Co.. Ordsal Works, Eegent Bridge,
Salford, Manchester.
1876. Adams, Henry, 60 Queen Victoria Street, London, E.C. \_rthiirnum,
London.']
ISSl. Adams, William John, 35 Queen Victoria Street, London, E.C. [Packing,
London. Bank 38.]
1897. Adamson, Daniel, Works Manager, Messrs. Joseph Adamson and Co.,
Hyde, near Manchester.
1871. Adamson, Joseph, Messrs. Joseph Adamson and Co., Hyde, near
Manchester. [Adamson, Hyde.']
1889. Addy, George, Waverley Works, SheflBeld. [Milling, Sheffield.]
1887. Ahmed Pasha, Rear Admiral, Engineer-in-Chief and Head of Technical
Inspecting Commission, Imperial Naval Arsenal, Constantinople.
1891. Ahrbecker, Henry Conrad Vandepoel, Morts Dock and Engineering Co.,
Balmain, Sydney, New South Wales.
1895. Ahrons, Ernest Leopold, Messrs. Simon-Carves, 20 Mount Street,
Manchester.
1893. Ainley, Henry, 3Iessrs. Piatt Brothers and Co., Hartford Iron Works,
Oldham.
1898. Akers, Charles Henry, 16 Calle Oriento, No. 35, Guatemala.
1885. Alderson, George Beeton, Messrs. Allen, Alderson and Co., Alexandria,
Egypt; Norland House, Ramleh, Alexandria, Egypt: (or care of
Messrs. Stafford Allen and Sons, 7 Cowper Street, Finsbury, London, E.C.)
1881. Alexander, Edward Disney, Milton, Northamptonshire.
1875. Allan, George, New British Iron Works, Corngreaves, near Birmingham;
and Corngreaves Hall, near Birmingham.
1898. Allan, Robert, Messrs. Riley, Hargreaves and Co., Singapore, Straits
Settlements : (or care of David Dunlop, 93 Hope Street, Glasgow.)
189S. MEMBEBS. ix
1SS5. Allcard, Harry, Messrs. Easterbrook Allcard and Co., Albert Works,
Penistone Koad, Sbeffield.
ISli. Allen, Francis, Messrs. Allen Alderson and Co., Gracechurcli Street,
Alexandria, Egypt : (or care of 3Iessrs. Stafford Allen and Sons,
7 Cowper Street, Fiusbury, London, E.G.)
1891. Allen, Marcus, Union Brass and Iron Works, Great Ancoats Street, and
Phoenix Iron Works, Jersey Street, Manchester \_Valves, Manchester.
Xat. 60.] ; and The Xest, Knutsford.
1881. Allen, Percy Euskiu, AVoodberrie Hill, Loughton, Essex.
18S5. Allen, William Heniy, Messrs. W. H. Allen Son and Co., York Street
Works, Lambeth, London, S.E. \_Pump, London.']; and Queen's
Engineering Works, Bedford. IPumj), Bedford.']
1882. Allen, William Milward, Principal Assistant Engineer, Engine Boiler
and Employers' Liability Insurance Co., 12 King Street, Manchester.
1877. Alle3% Stephen, Messrs. Alley and MacLellan, Sentinel Works, Polmadie
Koad, Glasgow. [^Alley, Glasgow. Koyal 673.]
1SG5. AUeyne, Sir John Gay Newton, Burt., Chevin, Belper.
1884. Alleyne, Keynold Henry Newton, 11 Avenue Victoria, Scarborough.
1872. Alliott, James Bingham, Messrs. Manlove AlHott and Co., Bloomsgrove
Works, Ilkeston Road, Nottingham. [_ManIoves., Nottingham.]
1891. AUott, Charles Sneath, 46 Brown Street, Manchester. [^Allotted,
Manchester. Nat. 1952.]
1871. AUport, Howard Aston, Dodworth Grove, Barnsley.
1SS4. Almond, Harry John, General Manager, La Guaira and Caracas Railway,
Caracas, Venezuela : (or care of Messrs. G. and W. Almond, C7 Willow
Walk, London, S.E.)
1885. Amos, Ewart Charles, Mansion House Chambers, 11 Queen Victoria
Street, London, E.C. ; and Eastdene, St. James' Road, Sutton, Surrey.
^Drilling, London.]
1867. Amo.5, James Chapman, Rose Cottage, Fairfax Road, Teddiugton, S.O.,
Middlesex.
1891. Anderson, Alexander Southerland, Chief Engineer, Ordnance Department,
Ordnance Factory, Cawnpore, India.
1880. Anderson, Edward William, Messrs. Easton, Anderson and Goolden, Erith
Iron Works, Erith, S.O., Kent; and Roydon Lodge, Eritb, S.O.,
Kent.
1890. Anderson, Herbert William, Messrs. Hilton Anderson and Co., Manor
Works, Hailing, near Rochester.
1892. Anderson, John Wemyss, Pearl Assurance Buildings, Liverpool. [Thermo,
Liverpool.]
1894. Anderson, Tom Scott, Royal Insurance BuUdings, Sheffield; and
8 Southbourne Road, Victoria Park, Sheffield.
2 c 2
X MEMBERS. 18P8.
1856. Anderson, Sir William, K.C.B., D.C.L., F.K.S.. Director-General of
Ordnance Factories, G Eoyal Arsenal, Woolwich.
1891. Anderson, William, IMcssrs. Head Wrightson and Co., Teesdale Iron
Works, Stockton-on-Tees.
1892. Andrew, Thomas, Eand Club, Johannesburg, Transvaal, South
Africa.
1895. Andrews, Thomas, Messrs. Andrews and Bab}% Welsh Wagon Works, East
Moors, Cardiff. IWagons, Cardiff. 693.]
1893. Angas, William Moore, Jacksonville, Florida, United States: (or care of
G. Douglas Angas, Neswick, Bainton, Hull.)
1885. Anson, Frederick Henry, 15 Dean's Yard, Westminster, S.W.
1883. Appleby, Percy Yavasseur, Messrs. Jessop and Appleby Brothers,
22 Walbrook, London, E.G. [MiUwrigld, London.']
1874. Aramburu y Silva, Fernando, Messrs. Aramburu and Sons, Cartridge
Manufacturers, Calle de la Yirgeu de las Azucenas, Bladrid :
(or care of Manuel Cardenosa, 86 Great Tower Street,
London, E.G.)
1881. Archbold, Joseph Gibson, Manager, Blyth Dry Dock, Blyth,
Northumberland.
1874. Archer, David, 275 Pershore Road, Birmingham.
1883. Arens, Henrique, Messrs. Arens and Irmaos, Engineering Works, Rio de
Janeiro, Brazil : (or care of Messrs. Marshall Sons and Co., Britannia
Iron Works, Gainsborough.)
1882. Armer, James, Messrs. John Birch and Co., 11 Queen Street Place, London,
E.G.
1894. Armour, James Glencairii, Cereal Court (A), Brunswick Street,
Liverpool.
1858. Armstrong, The Right Hon. Lord, C.B., D.C.L., LL.D., F.R.S., Elswick,
Newcastle-on-Tyne ; and Cragside, MorpetL
1866. Armstrong, George, Locomotive Department, Great Western Railway,
Stafford Road Works, Wolverhampton.
1882. Armstrong, George Frederick, F.R.S.E., Professor of Engineering, The
University, Edinburgh.
1876. Armstrong, William, Jun., Alining Engineer, Wingate Colliery, County
Durham.
1870. Armstrong, William Irving, Timber Works and Saw Mills, 17 North
Bridge Street, Sunderland.
1898. Arnold, Joseph Albert, Messrs. Eastwood, Swingler and Co., A'ictoria and
Railway Iron Works, Derby. [Swingler, Derby. 150.]
1894. Arnot, "William, 79 West Regent Street, Glasgow. \_Induction, Glasgow.
5341.]
1887. Arrol, Sir William, M.V., IJv.D., Dalmarnock Iron Works, Glasgow.
1898. MEMBERS. xi
1SS7. Arteaga, Alberto de, 1320 Artes, Buenos Aires, Ai-geutine Republic:
(or care of M. Kaggio-Carneiro, 55 and 5G Bishopsgate Street Within,
London, E.G.)
1S73. Ashbury, Thomas {Life Meinher), 17 St. Ann's Square, Manchester; and
Ash Grove, Victoria Park, Longsight, Manchester. [Thomas Ashbury,
Manchester.']
ISSS. Ashby, George, Messrs. N. Warlia and Sons, Cumballa Hill, Bombay, India.
1895. Ashcrofr, Andrew George, Principal, Woolwich Polytechnic, William
Street, Woolwich; and 6 St. Margaret's Eoail, Plumstead.
1890. Ashley, Thomas James, Messrs. McNeill and Co., Samarang, Java.
1891. Ashworth, Henry, The Villa, Llangorse, Talgarth, R.S.O., Breconshire.
1890. Askham, John Unwin, Messi's. Askham Brothers and Wilson, Yorkshire
Steel Works, Napier Street, Sheffield.
1890. Askham, Philip Unwin, Messrs. Askham Brothers and Wilson, Yorkshire
Steel Works, Napier Street, Sheffield.
1881. Aspinall, John Audley Frederick, Chief Mechanical Engineer, Lancashire
and Yorkshire Railway, Horwich, near Bolton; and Fern Bank,
Heaton, Bolton.
1891. Aspleu, Bernard, Southall : (or care of W. W. Aspleu, Foxton Hall,
Royston, Cambridgeshire.)
1877. Astbury, James, Smethwick Foundry, near Birmingham.
1890. Aston, John W., Messrs. G. E. Belliss and Co., Ledsam Street,
Birmingham; and Municipal Technical School, Birmingham,
1889. Atkinson, Alexander, Jamniu, Kashmir, India: (or care of Messrs.
Grindlay and Co., 55 Parliament Street, Westminster, S.W.)
1875. Atkinson, Edward {Life Memher),32 Park Road, West Dulwicb, Loudon, S.E.
1890. Atkinson, Edward Tui-ner, London County Council, Spring Gardens,
London. S.W.
1892. Atkinson, James, The Woodlands, Marple, near Stockport.
1897. Atsumi, Sadamoto, 2G Nishino-cho, Unagitani, Osaka, Japan.
1898. Attwood, Jabez, Foster Street, Stourbridge. [Attwoods, Stourbridge.]
1892. Ault, Edwin, 47 Victoria Street, Westminster, S.W.
1892. Austin, James Meredith, 11 Emperor's Gate, London, S.W.
1891. Aveline, William Rebotier, Shell Transport and Trading Co., IG Leadenhall
Street, London, E.C.
1882. Aveling, Thomas Lake, Messrs. Aveling and Porter, Rochester. lAveling,
Rochester.']
1897. Avery, William Beilby {Life Memhcr), Messrs. W. and T. Avery, Soho
Foundry and Digbeth, Birmingham.
1891. Bagshaw, Walter, Victoria Foundry, Batlcy.
1885. Bailey, Sir William Henry, Albion Works, Salford, Manchester [Beacon.
Salford.] ; and Sale Hall, Cheshire.
XU MEMBERS. 1898.
1872. Bailly, Philimond, 282 Eue Eoyale, Bruxelles, Belgium.
1890. Bain, George, Locomotive Department. Egyptian Government Eailways,
Cairo, Egypt.
1880. Baiu, William Xeish, 40 St. Enoch Square, Glasgow; and Collin gwood,
7 Aytoun Road, Pollokshields, Glasgow. IGlacis, Glasgoic-I
1869. Bainbridge, Emerson, ]\I.P., Xunnery Colliery Offices, New Haymarket,
Sheffield ; and 4 Whitehall Court, London, S.W.
1898. Baister, Cliarles, Locomotive Engineer, North Eastern Railway, Darlington.
1890. Baker, Sir Benjamin, K.C.M.G., LL.D., F.E.S. (Life Member), 2 Queen
Square Place, Westminster, S.W.
1897. Baker, George Samuel, Messrs. Joseph Baker and Sons, Willesden
Junction, London, N.W. [Ma pleleaf, London. Harlesden 3.]
1896. Baker, William Henry, Superintendent of Works, Residency Post Office,
Gwalior, Central Lidia.
1893. Baldwin, Alfred, M.P., Wilden Iron Works, Stourport.
1894. Baldwin, Arthur Hugh, Messrs. Kendall and Gent, Victoria Works,
Belle Vue, Manchester. [Tools, Manchester. .)147.]
1877. Bale, Manfred Powis, Appold Street, Finsbury, London, E.G.
1897. Balkwill, Alfred John. Works Manager, Messrs. E. Green and Son,
Economiser Works, Wakefield.
1898. Bamford, Robert George, Perambore Works. Madras Railway, Madras, India.
1887. Bamlett, Adam Carlisle, Agricultural Engineering Works, Thirsk.
1898. Bancroft, Francis James, Water Engineer, Town Hall, Hull.
1892. Banister, George Henry, Carriage Department, Royal Arsenal, Woolwich.
1888. Barker, Eric Gordon, Locomotive Superintendent, Wirral Railway, Dock
Station, Birkenhead; and Guyse House, Oxton, R.O.,near Birkenhead.
1896. Barker, Matthew Wilson. P.O. Box 14G3, Johannesburg, Transvaal, South
Africa.
1885. Barker, Tom Birkett. Scholefield Street, Birmingham. [Gafengine,
Birmingham. 2530.]
1880. Barlow-Massicks, Thomas, The Oaks, Millom, Cumberland.
1891. Barnes, John Edward Lloyd, Messrs. Sloan and Lloyd Barnes, 34 Castle
Street, Liverpool. [Technical, Liverpool. 0080.]
1881. Barnett, John Davis, Assistant Mechanical Superintendent, Grand Trunk
Railway, Stratford, Ontario, Canada.
1887. Bamingham, James, 41 Victoria Buildings, Victoria Street, Manchester.
1884. Barr, Archibald, D.Sc, Professor of Engineering, The University, Glasgow.
1885. Barrie, William, Superintendent Engineer, Nippon Yusen Kaisha Steam
Ship Co., 2C6 Blufi", Yokohama, Japan.
1887. Barringer, Herbert, 88 Bishopsgate Street Within, London, E.G.
1862. Barrow, Joseph, Messrs. Thomas Shanks and Co., Johnstone, near
Glasgow. [Shanlcs, Johnstone.']
1898. MEMBERS. xiii
1871. Barry, Sir John Wolfe, E.C.B., LL.D., F.R.S.. 21 Delahay Street,
Westminster, S.W. [Consilium, London. Westminster 24.]
1883. Bartlett, James Herbert, Middlesbrough, Kentucky. United States.
1887. Bate, Major Charles 3IcGuu-e, R.E., Royal Engineers' Office, Ryde, Isle
of AVight.
1SS5. Batemau, Henry, Sui^eriutendent, 3Iuuicipal Fire Brigade and Stores,
Rangoon, India.
1896. Bateman, James Thomas, Fair View, Bebington, near Birkenhead.
1891. Bates, Henry, Messrs. Hulse and Co., Ordsal Works, Regent Bridge,
Salford, Manchester ; and 30 Halliwell Terrace, Trafford Road, Salford,
Manchester.
1892. Baxter, Peter Macleod, Messrs. McKie and Baxter, Copland Works,
Govan, Glasgow.
1889. Bayford, William James, Engineer and Manager, Messrs. Meakin and
Co., Brewers, Delhi, India.
1872. Bayliss, Thomas Richard, Belmont, XorthfielJ, Birmingham.
1891. Baynes, John, Electric Railway Carriage and Tramway Works Co., Strand
Road, Preston, Lancashire.
1877. Beale, William Phipson, Q.C, 10 New Court. Carey Street, London,
W.C. ; and 19 L'pper Phillimore Gardens, Kensington, London, W.
1898. Beard.Arthur Charles, London County Council, SpringGardens,London, S.AV.
1895. Beard, Bernard, Messrs. Francis Morton and Co., Hamilton Iron Works,
Garston, near Liverpool.
1887. Beardmore, William, Parkhead Forge and Steel AVorks, Glasgow.
1893. Beare, Thomas Hudson, F.R.S.E., Professor of Engineering, University
College, Gower Street, London, W.C.
1893. Beastow, AVilliam Henry, Messrs. Brooks and Doxey, Union Iron
AVorks, West Gorton, Manchester ; and Junction Iron AA^orks, Miles
Platting, Manchester ; and 157 Hyde Road, West Gorton, Manchester.
1891. Beatty, Hazlitt Michael, Chief Locomotive Superintendent, Cape
Government Railways, Cape Town, Cape Colony ; and Rosclare Camp
Ground, Rondebosch, near Cape Town, Cape Colony.
1880. Beaumont, AA'illiam AVorby, Outer Temple, 222 Strand, London, AV.C.
[yihromotor, London.']
1859. Beck, Edward (Life Member), Dallam Forge, AA'arrington ; and Springfield,
AVarrington.
1873. Beck, AA'illiam Henry, 115 Cannon Street, London, E.C.
1887. Beckwith, George, 313 Hainault Road, Leytonstone, London, X.E.
1875. Beckwith, John Henry, Messrs. Galloways, Knott Mill Iron AA'orks,
Manchester ; and 48 Scarisbrick Road, Southport.
1882. Bedson, Joseph Phillips, Parkhurst, Jliddiesbrough.
1875. Beeley, Thomas, Engineer and Boiler Maker, Hyde Junction Iron Works,
Hyde, near Manchester. [Bedey, Hyde.']
XIV MEMUliKS. 189S.
189S. Beesly, Gerald, London Works, near Birniingliam.
1888. Beldam, Asplan, 77 Gracechurcli Street, London, E.G.
I880. Bell, Charles Lowthian, Clarence Iron Works, Middlesbrough; anJ
Linthorpe, Middlesbrough. IBelh, Middleshrough. 5510.]
1897. Bell, Captain Charles Thornhill, K.A., Superintendent, Gun Carriage
Factory, Madras, India.
1S5S. Bell, Sir Lowthian, Bart., F.E.S., Clarence Iron Works, Middlesbrough ;
Eounton Grange, Northallerton; and Reform Club, Pall Mall, London,
S.W. [^Sir Lowthian Bell, Middlesbrough.^
18D7. Bellamy, Alfred Eowe, Managing Director, Messrs. J. E. H. Andrew
and Co., Reddish, near Stockport.
18GS. Belliss, George Edward, Messrs. G. E. Belliss and Co., Ledsam Street,
Birmingham ^Belliss, Birmingham.'] ; and The Dell, King's Norton, near
Birmingham.
1897. Belliss, John, Messrs. G. E. Belliss and Co., Ledsam Street, Birmingham.
[Belliss, Birmingham.']
1878. Belsham, Maurice, Messrs. Price and Belsham, 52 Queen Victoria Street,
London, E.C.
1895. Benn, Sykes, Messrs. S. S. Stott and Co., Has! ingden, near Manchester.
[Elevator, Saslingden. 103.]
lS9i. Bennett, James William, Messrs. Taylor and Lawson, Engineering Works,
Batavia ; and Harwood, Branksome Park, Bournemouth.
1895. Bennington, John William, Fleet Engineer, 15. X., H.M.S. "Hermione,"
China.
1895. Bennion, Charles, Messrs. Pearson and Bcnnion, Union Works. Leicester; an(i
Danes Hill House, Hinckley Road, Leicester. [Prominent, Leicester. 103.]
1891. Bentley, George, Messrs. Bentley and Jackson, Lodge Bank AVorkb, Bury,
Lancashire.
1895. Bcrchem, Alphonse Henry Emanuel, Woithington Pumping Engine Co.,
153 Queen Victoria Street, London, E.C.
1890. Berkley, James Eustace, Messrs. George Berkley and Co., 13 Sirdar's
Palace, Apollo Street, Bombay, Imlia.
1878. Berrier-Fontaine, Marc, Dirccteur des Cou.-tructions navales, Directeur
de I'Etablissement national d'Indrct, par la Basse Indre, (Loire
inferieure), France.
1 893. Berry, Henry, Croydon Works, Leeds.
1893. Berry, John Ferrier, care of Messrs. Howard Farrar and Co., P. O.
Box 455, Johannesburg, Transvaal, South Africa.
1S97. Berthitz, Charles, Works Manager, Ateliers de Constructions Me'caniques
ci-devant Ducommun, Mulhouse, Alsace, Germany.
1890. Bertram, Alexander, Messrs. Newton Chambers and Co., Thorncliffe Iron
Works and Collieries, near Sheflield.
1898. MEMBEKS, XY
1891. Bertram, David Noble, Messrs. Bertrams, St. Katberine's Works, Sciennes,
Edinburgh.
1861. Bessemer, Sir Henry, F.K.S., Denmark Hill, London, S.E.
1891. Best, Francis Edward, Baeis Gold and Silver Mines, via Gavilane^.
Durango,Mexico: (or 1 Swan Walk, Chelsea Embankment, London, S.W.)
1893. Betts, Samuel, Locomotive Superintendent, Oxelosund-Fleu-Westmanlands
Railway, Eskilstuna, Sweden.
1891. Bevis, Alfred William, Brunswick Villa, Malvern Eoad, Acock's Green,
Birmingham.
18G6. Bevis, Kestel Katsej% Messrs. Laird Brothers, Birkenhead Iron AVorks,
Birkenhead ; and Manor Hill, Birkenhead.
1892. Bickle, Thomas Edwin, Messrs. Bickle and Co., Great Western Docks-,
Plymouth. \_Engineers, Plymouth. 176.]
18S5. Bicknell, Arthur Channing, 42 Pelham Street, South Kensington, Londoii,
S.W.
188".. Bicknell, Edward, 17 Eussell Street, Bath.
188-1. Bika, Le'on Joseph, Locomotive Engineer-in-Chief, Belgian State Railway,
29 Rue des Palais, Bruxelles, Belgium.
1898. Bilbie, John, Messrs. Bilbie, Hobson and Co., SO Queen Yietoria Street,
London, E.C.
1897. Billetop, Torben Christian, Messrs. Henry Watson and Son, High Bridge
Works, Newcastle-on-Tyne.
1888. Billinton, Robert John, Locomotive Superintendent, Loudon Brighton and
South Coast Railway, Brighton.
1890. Bingham, Charles Henry, Messrs. Walker and Hall, Electro Works,
Howard Street, Sheffield. IBingham, Sheffield.^
1887. Binnie, Sir Alexander Richardson, Engineer, London County Council,
Spring Gardens, London, S.W. ; and 77 Ladbroke Grove, Notting Hill,
London, AV.
1891. Bird, George, Jlessrs. James Bartle and Co., Western Iron Works, Xottiiig
Hill, London, W.
1897. Bird, William Hobart, Hearsall House, Coventry.
1880. Birkett, Herbert, 91 Victoria Street, Westminster, S.W.
1897. Black, James Mark, Board of Trade Surveyor, Board of Trade Office,
Londonderry.
1896. Black, Peter Blair, 185 Palmeraton Buildings, Old Broad Street, London,
E.C. £Blacl;ness, London.']
1879. Black, William, 1 Lovaine Place, Xewcastle-on-Tyne.
1891. Black, William, Eaglesclifie, Newport Road. Cardiff.
1891. Blackburn, Arthur Henry, Fuel Economizer v^o., iviarteawau, New York,
United States.
1891. Blackburn, George William, Messrs. T. Green and Son, Smithfield Iron
Works, Leeds.
XVI MEMBERS. 1898.
1890. BlackljuiTi, Jolm. Kesident Engineer. Colne Valley Water Works, Busliey,
Watford.
1898. Blackstone, Edward Christoplier, Slanaging Director, ilessrs. Blackstone
and Co., Rutland Engineering Works, Stamford. [Blacl:stones, Stamford.']
1862. Blake, Henry Wollaston, F.R.S., 8 Devonshire Place. London, W.
1886. Blandford, Thomas, Corbridge, E.S.O., Northumberland.
1898. Blaue, William, P.O. Box 435, Johannesburg, Transvaal, South Africa.
1892. Blechynden, John, General Manager, Shanghai Engineering, Shipbuilding
and Dock Company, Shanghai, China. \_Steam, Slianghai.']
1867. Bleckly, John James, Bewsey Iron Works, Warrington ; and Daresbury
Lodge, Altrincham.
1882. Blundstone, Samuel Eichardson, Catherine Chambers, 8 Catherine Street,
Strand, London, W.C.
188-1. Bocquet, Harry Claude, Leopoldina Piailway, Piio de Janeiro, Brazil : (or
Llanwye, Hampton Park, Hereford.)
1863. Boeddinghaus, Julius, Electrotechniker, Diisseldorf, Germany.
1S9S. Bofley, William, Messrs. Green and Co., Church Gresley Potteries, near
Burtou-on-Trent.
1895. Bond, George Creswell. Xevrcastle Chambers, Xottingham. [Bonds,
Xottingham. 441.]
1884. Bone, William Lockhart, Works of the Ant and Bee, West Gorton,
Manchester.
1895. Boorman, Joseph As^hworth, Messrs. Green-wood and Batley, Albion Works,
Leeds.
1892. Booth, John William, Union Foundry, Eodley, near Leeds.
1890. Booth, Eobert, 110 Cannon Street, London, E.C.
1880. Borodin, Alexander, President, Eibinsk Eailway ; Demidoff pcreculok, 1,
St. Petersburg, Eussia.
1888. BoiTows, William, Messrs. Edward Borrows and Sons, Providence Foundry,
Sutton, St. Helen's, Lancashire.
1891. Boswell, Samuel, Messrs. Galloways. Knott 3Iill Iron Works. Manchester;
and 2 Wentworth Villas, Clarence Road, Longsiglit, Manchester.
1888. Boulding, Sidney, Messrs. Green and Boulding. lO.') Bunhill Row, London,
E.C. [^Temperature, London.]
1886. Boult, Alfred Julius, Messrs. Boult and Wade, 111 Hatton Garden,
London, E.C. [Boult, Loudon. Holborn ISO.]
1878. Bourdon, Francois Edouard, 74 Faubourg du Temple, Paris : (or care of
Messrs. Xegretti and Zambra, Holborn Viaduct, London, E.C.)
1886. Bounie, Thomas Johnstone, Imperial Chinese Railways, Tientsin, China:
(or care of Mrs. Bourne, 16 Park Road, Southborough, Tunbridge Wells.)
1879. Bourne, William Temple, Messrs. Bourne and Grove, Bridge Steam Saw
Mills, Worcesler.
1898. MEMBERS. XVll
1891. Bousfield, John Ebenezer, 4 South Street, Finsbury, London, E.G.
[Livention, London. Avenue 691.]
1879. Bovey, Henry Taylor, LL.D., Professor of Engineering, McGill University,
Montreal, Canada.
1880. Bow, William, Messrs. Bow IMcLachlan and Co., Thistle Engine Works,
Paisley. [Boic, Paisley.']
1888. Bowen, Edward (^Life Member), Locomotive and Carriage Superintendent,
Porto Alegre and Now Hamburg Railway, Rio Grande do Sol, Brazil :
(or care of Benjamin Packham, 18 Upper Wellington Road, Brighton.)
1858. Bower, John Wilkes (Life Member), Meredale, R ugby Road, Leamington Spa.
1892. Bowker, Arthur F., Borough Green, Kent.
1893. Boyd, James Tennant, Lochgany Lodge, Lenzie, Glasgow.
1890. Boyd, John White, 59 St. Vincent Street, Glasgow. ISilenf, Glasgow.']
1882. Bradley, Frederic, Sandhills, Liverpool ; Clensmore Foundry,
Kidderminster ; and Thornton Hall. Childer Thornton, near Chester.
189G. Bradney, Walter, Billiter Buildings, Billiter Street, London, E.C.
1897. Bradshaw, George Theobald Mathew, Locomotive and Resident
Engineer, Ballycastle Railway, Ballymoney, Ireland.
1878. Braithwaite, Charles C, Boreham Wood Works, Elstree, Herts. [Paching,
Boreham TT'oofZ.]
1875. Braithwaite, Richard diaries, Messrs. Braithwaite and Kirk, Crown
Bridge Works, Westbromwich IBraitliwaite, 'WestbromiDich.]; and
39 Victoria Street, Westminster, S.W.
1854. Bramwell, Sir Frederick Joseph, Bart., D.C.L., LL.D., F.R.S., Messrs.
Bramwell and Harris, 5 Great George Street, Westminster, S.W,
[^JVellbram, London. Westminster 60.]
1892. Brand, David Jollie, Messrs. Brand and Dryburgh, Cleveland Foundry and
Engine Works, Townsville, North Queensland.
1895. Bratt, Edward Hicks Eraser, Messrs. Bratt and Gibson, Taiping, Perak,
Straits Settlements.
1885. Brearley, Benjamin J., Union Plate Glass Works, St. Helen's ; and The
Laurels, Queen's Park, St. Helen's.
1891. Brewster, Edwin Henry George, 12 Dartmouth Street, Queen Anne's
Gate, Westminster, S.W.
1890. Brewster, Walter Seckford, Wrentham, Fleet Street, Carlton, near Sydney,
New South Wales.
1887. Brier, Henry, Messrs. J. and E. Hall, Dartford ; and 1 Miskin Road, Dartford.
1889. Briggs, Charles, care of Robert Briggs, Howden.
1881. Briggs, John Henry, Babcock and Wilcox Boiler Works, Renfrew.
1897. Bright, Charles, F.R.S.E., 21 Old Queen Street, Westminster, S.W.
1894. Brindley, George Samuel, 249 Blufl", Yokohama, Japan. [Brindley,
Yohohama.]
Xviii MEMEERS. 1898.
1S95. Britten, Thomas Joliusou, P.O. Box 494, Joliaimesbuig, Transvaal, Soutli
Africa.
1891. Broadbeut, William, Messrs. Thomas Broadbent and Sons, Central Iroa
Works, Huddersfield. [Broadbent, Huddersjield. 102.]
1S9G. Broadfoot, Andrew Wilson, Locomotive Superintendent, Great Southern
Railway, Albany, Western Australia.
1891. Brock, Cameron William Harrison, IJi) Fux Hill, Upper Norwood, London
S.E.
18G5. Brock, Walter, Messrs. Denny and Co., Engine Works, Dumbarton,
[Lennox, Dumbarton. 1 and 15.]
1896. Brocklehurst, George, Bridgetown, Barbados, AV'est Indies.
1890. Brodie, John Alexander, 3 Cook Street, Liverpool.
1897. Brodrick, William Holborn, 37 Wellington Street, Hull.
1852. Brogden, Henry (Life Member), Hale Lodge, Altrinchani, near
Manchester.
1890. Brogden, Thomas, ^lussrs. Applel)y and Brogden, Sandside, Scarborough.
1892. Bromiley, William J., Messrs. Dobson and Barlow, Kay Street Machine
Works, Bolton.
1892. Broml}% Alfred Hammond, 18 Eldon Street, Moorfields, London, E.G.
1892. Brooke, John Walter, Adrian Iron Works, Lowestoft.
1892. Brooke, Eobert Grundy, Messrs. Holden and Brooke, Sirius Works, West
Gorton, Manchester. [Influx, Manchester.'\
1884. Brook-Fox, Frederick George, care of Metsrs. Grindlay, Groom and Co.,
Bombay, India.
1897. Brooks, Samuel Herbert {Life Member), Union Iron AVorks, West Gorton,
Manchester.
1880. Brophy, Michael Mary, Messrs. James Slater and Co., 251 High Holborn.
London, W.C.
1874. Brotherhood, Peter, 15 and 17 Belvedere Eoad, Lambeth, London,
S.E. ; and 15 Hyde Park Gardens, London, W. [Brotherhood, London.']
188G. Brown, Andrew, 110 Cannon Street, Loudon, E.C. ; and Willis Eoad,
Erith, S.O., Kent. [Broirpost, London. Bank 647.]
1866. Brown, Andrew Betts, F.E.S.E., Messrs. Brown Brothers and Co.,
Eoscbank Iron Works, Edinburgh.
1891. Brown, Arthur Mogg, P.O. Box 379, Port Elizabeth, South Africa.
1885. Brown, Benjamin, Widnes Foundry, Widnes.
1880. Brown, Francis Eobert Fountainc, St. James' Club, ^Montreal, Canada.
1889. Brown, Captain Frederick Alexander William, E.A., Army Ordnance
Dei^arfment, Haulbowline, Cork Plarbour, Ireland.
1881. Brown, George William, Trollhiittan, Alexandra Road, Beading. [251.]
1898. Brown, Harry, Department of Mines, Sydney, Xew South Wales.
1892. Brown, James Fiddes, Works Superintendent, Charing Cross and StraniJ
Electricity Supply Corporation, 15 Maiden Lane, Strand, London, W.C-
1S98.
1884. Brown, Oswakl, 32 Victoria Street, AVcstminster, S. W. {_Acqua, London.']
1888. Browu, William, Messrs. W. Simons and Co., London Works, Eenfrew.
1892. Brown, "William, Messrs. Siemens Brothers and Co., Woolwich.
1874. Browne, Tomyns Eeginald, Deputy Locomotive Superintendent, East
Indian Eailway, Jamalpur, Bengal, India : (or care of Mrs. Browne,
care of A. C. Brett, Moznflerpore, East Liss, Hants.)
1874. Bruce, Sir George Barclay, 3 Victoria Street, Westminster, S.W.
1889. Bruce, Eobt^t, 77 Billiter Buildings, London, E.G. [Tangential, London.']
1867. Bruce, William Dutf, 17 Victoria Street, Westminster, S.W. ; and 23
Eoland Gardens, South Kensington, London, S.W.
1888. BrufiF, Charles Clarke, Coalport China Co., Coalport, near Ironbridge,
Salojj.
1873. Brunei, Henry Marc, 21 Delahay Street, Westminster, S.W. [Westminster
24.]
1892. Brunlees, John, 12 Victoria Street, Westminster, S.W. [Westminster 245.]
1887. Brunton, Philip George, Inspector of Ironwork, Public Works Department,
Sj-dney, New South Wales : (or care of J. D. Brunton, 19 Great
George Street, Westminster, S.W.)
1884. Bryan, William B., Engineer, East London Water Works, Lea Bridge,
Clapton, London, N.E.
1892. Buckley, John T., 36 Cleveland Eoad, Lytham, E.S.O., Lancashire.
1877. Buckley, Samuel, Messrs. Buckley and Taylor, Castle Iron Works, Oldham.
1895. Buckley, Victor^Emanuel, Managing Dlrectoi', Eiga Spinning and Thread
Works, Strasdeuhof, Eiga, Eussia.
1886. Buckney, Thomas, 53 Gower Street,'London, W.C.
1887. Buckton, Walter, 27 Ladbroke Square, London, W.
1896. Buckwell, George AVilliam, Board of Trade Offices, Custom House
Arcade, Liverpool.
187S. Buddicom, Harry William, Penbedw, Xannerch, near Mold.
1886. Budenberg, Christian Frederick, Messrs. Schiiffer and Budenbero-,
AVhitworth Street, London Eoad, Manchester; and Bowden Lane,
Marple, Stockport. [Manometer, Manchester. 899.]
1882. Budge, Enrique, Engiueer-iu-Chief, Harbour Works, Valparaiso, Chile :
(or care of Messrs. Eose-Innes Cox and Co., 4 Fenchurch Avenue,
London, E.C.)
1881. Bulkley, Henry Wheeler, N.Y. Times Building, 41 Park Eow, New York,
United States.
1884. Bullock, Josepli Howell, General JIanager, Pelsall Coal and Iron Works,
near Walsall ; and The Laburnums, Hill Toj), West Bromwich.
iS82. Bulmer, John, Spring Garden Engineering Works, Pitt Street, Newcastle-
on-Tyiie.
1891. Bumsted, Francis Dixon, Cannock Chase Foundry and Engine Works
Ileduesford, near Stafibrd.
1898.
1884. Bunt, Thomas, Superintendent Engineer, Kiang;nan Arsenal, Shanghai,
China : (or care of K. Pearce, Lanartli House, Holders Hill, Hendon,
London, N.W.)
1884. Bunting, George Albert, Eose Hill, Horrabridge, E.S.O., Devon.
1885. Burder, Walter Chapman, Messrs. Messenger and Co., Loughborough.
1891. Burgess, Francis Chassereau Boughey, 43 Gwaelod-y-garth. Merthyr
Tydvil.
1894. Burke, Michael James, Locomotive and Carriage Superintendent, Morvi
Railway, Morvi, India.
1881. Burn, Robert Scott, 11 Albert Terrace, 3Iusselburgh, near Edinburgh.
1893. Burnes, Thomas, R.N., Homeleigh, Lougton Avenue, Sydenham,
London, S.E.
1S7S. Burnett, Robert Harvsy, Messrs. Beyer Peacock and Co., Gorton Foundry.
Manchester.
1878. Burrell, Charles, Jun., Messrs. Charles Burrell and Sons, St. Nicholas
Works, Thetford. [Burrell, Thet/ord.']
1885. Burrell, Frederick John, Messrs. Charles Burrell and Sons, St. Nicholas
Works, Thetford. [BurreU, Tlietford.']
1887. Burstal, Edward KjTiaston. Messrs. Stevenson and Burstal, 38 Parliament
Street, Westminster, S.W.
1896. Burstall, Frederic William, Professor of Engineering, Mason University
College, Birmingham.
1890. Burstall, Henry Robert John, Messrs. Burstall and Monkhouse, 14 Old
Queen Street, Westminster, S.W. [Advisedly, London.']
1898. Burt, George (^Life Memhcr), Messrs. John Mowlem and Co., 19 Grosvenor
Road, London, S.W.
1884. Butcher, Joseph John, P. 0. Box 132, Thompsonville, Connecticut, United
States.
1882. Butler, Edmund, Kirkstall Forge, near Leeds. [Forge, Kirlstall.']
1892. Butler, Henry William, 8 Lome Villas, Workington.
1884. Butler, Hugh Myddleton, Kirkstall Forge, near Leeds.
1891. Butler, James, Victoria Iron Works. Halifax ; and Longfield, Halifax.
1888. Butter, Frederick Henry, Carriage Department. Royal Arsenal, Woolwich ;
and 41 Montpelier Vale, Blackheath, London, S.E.
1891. Butter, Henry Joseph, Messrs. Tannett Walker and Co., Leeds; and
Claremont, Burrage Road, Plumstead.
1894. Bntterworth, Joseph, Messrs. Lancaster and Tonge, Pendleton,
Manchester.
1892. Byrne, Francis Furlong, Dublin Cycle Co., 2 Lower Abbey Street, Dublin.
[Mermnid, Dublin.]
1898. MEMBERS. SXl
1SS7. Caigcr. Emery John, Messrs. E. J. Caiger and Co., 92 Billiter Buildings.
Billiter Street, Loudon, E.C. [_Caiger, London.']
1886. Cairnes, Frederick Evelyn, Bridgewater Hotel, "W'orsley, near Manchester.
1889. Callau, "William, Eiver Plate Fresh Meat Co., 2 Coleman Street,
London, E.C.
1886. Cambridge, Henry, Stuart Chambers, Mount Stuart Square, Cardiflf.
1898. Cameron, John, Taff Yale Fiailway, Cardiff.
1893. Campbell, Andrew Chisholm, Messrs. James Campbell and Sons, Vulcan
Engine "Works. "William Moult Street, Liverpool.
1877. Campbell, Angus, Logic, Mussoorie, X. "W. Provinces, India.
1880. Campbell, Daniel, Messrs. Campbell, Macmaster and Co., 11 and 12
Clement's Lane, Lombard Street, London, E.C. [^DuJce, London.
Avenue 2011.]
1S9S. Campbell, Hugh, Campbell Gas Engine Co., Kingston, Halifax. [Camgas,
Halifax. 92,]
1869. Campbell, James, Hunslet Engine "Works, Leeds. rEngineco, Leeds.]
1893. Campbell, James Alexander Miller, Messrs. James Campbell and Sons,
"S'nlcan Engine "Works, "William Moult Street, Liverpool.
1882. Campbell, John, Messrs. K. "W. Deacon and Co., Kalimaas "Works,
Soerabaya, Java.
1892. Campbell, "William "Walker, Messrs. Campbell and Caldervrood, Soho
Engine "Works, Paisley. [Soho, Fuisley. 162.]
1SS5. Capito, Charles Alfred Adolph, Penywern House, Penywern Koad, Earl's
Court. London, S."W.
1892. Capper, David Sing, Professor of Mechanical Engineering, King's College,
Strand, London, "W.C.
1S9S. Capron, Athol John, Green Oak, Totley, Sheffield.
1860. Carbutt, Sir Edward Hamer, Bart., 19 Hyde Park Gardens, Loudon, "^'. ;
and Xanhiust, Cranleigh, Guildford.
1S7S. Cardew, Cornelius Edward, Locomotive and Carriage Superintendent,
Burma Railways Co., Insein, Burma.
1S75. Cardozo, Francisco Correa de Mesquita {Life Meniber), Messrs. Cardozo
and Irmao, Pernambuco Engine "VN'orks, Pernambuco, Brazil : (or care of
Messrs. Fry Miers and Co., 8 Great "Winchester Street, London, E.C.)
1S92. Carnegie, David, Royal Laboratory, Royal Arsenal, "Woolwich.
1S66. Carpmael, "William, 2i Southampton Buildings, London, "V\'.C. [Carpmael,
luondon. Holtorn 50.]
1895. Carr, Robert Alfred, 1 "West Pier, London Docks, London, E.
1892. Carrack, Charles, Messrs. Crossley Brothers, 116 New Street, Birmingham.
1884. Carrick, Henry, Messrs. Carrick and Wardale, Redheugh Engine
"Works, Gateshead ; and Hall Garth, Coatham Mundevillo, Darlington.
[Wardale, Gateshead.]
1898.
1S85. Carter, Herbert Fuller, Calle de Gante 11, Ciudad de Mexico, Mexico :
(or care of H. Maynard Carter, 79 Wool Exchange, Coleman Street,
London, E.G.)
1877. Carter, William, General Manager, The Hydraulic Engineering Company,
Chester.
1888. Castle, Frank, Koyal College of Science, Exhibition Eoad, South
Kensington, London, S.W.
1891. Caswell, Samuel John, care of Messrs. A. C. Sim and Co., IS Concession,
Kobe, Japan.
1892. Causer, William George, Brighton Villa, Handsworth, E.O., Birmingham.
1883. Cawley, George, 29 Great George Street, Westminster, S.W.
i892. Chadwick, Osbert, C. M. G., Crown Agents' Department, Colonial Office,
Downing Street, liOndon, S.W. ; and 11 Airlie Gardens, Kensington,
London, W.
1894. Chaffey, George, Seymour, Texas, United States.
1876. Challen, Stephen William, Messrs. Taylor and Challen, Derwent
Foundry, 60 and 62 Constitution Hill, Birmingham. [Dericent,
Birmingham.']
1S89. Challen, Walter Bernard, Messrs. Taylor and Challen, Derwent Foundry,
60 and 62 Constitution Hill, Birmingham.
LS92. Chalmers, George, St. John del Key Mining Co., Finsbury House.
Blomfield Street, London, E.C.
1886. Chalmers, Jobn Reid, 18 Hemingford Road, Barnsbury, London, N.
1897. Chambers, Edward John, Managing Director, Messrs. Bullers, Tipton.
1896. Chambers, Robert Martin, Messrs. Chambers and Co., Cuba Street, Belfast.
1890. Chandler, Noel, Cannock Chase Foundry and Engine Works, Hednesford,
near Stafford.
1888. Chapman, Arthur, Assam Railways and Trading Co., 1 Clive Gliat
Street, Calcutta, India ; The New Club, Calcutta, India : (or Hulne
Park, Alnwick.)
1866. Chapman, Henry, 69 Victoria Street, Westminster, S.W. [Tuhalcuin,
London.] ; and 10 Rue Laffitte, Paris.
1878. Cliapman, James Gregson, Messrs. Fawcett Preston and Co., Phoenix
Foundry, Liverpool; and 25 Austiufriars, London, E.C. IFaiccett,
London.']
1887. Chapman, Joseph Crawhall, 70 Chancery Lane, London, W.C. ; and St.
]\Iil(lred'8, Lovelace Gardens, Surbiton.
1898. Chapman, Leonard, Sail Street, Lambeth, London, S.E. ; and liunnymcdc.
Hampton Wick, London, S.AV.
1893. Charlcsworlh, Sheard, Messrs. S. Cbarlesworth and Co., Richmond Hill
Iron Works, Oldliam. \_Cliarlesicortli, Engineers, Oldham. • 63.]
1885. Charnock, George Frederick, Engineering Department, Technical College,
Bradford.
1898. MEMBEES. XXlll
1895. Charuock, James {Life Member), Messrs. Yikoul Morosoff and Sons,
Orehovo, near Moscow, Kussia : (or care of Messrs. Samuel Montagu
and Co., GO Old Broad Stre^t, London, E.G.)
1877. Chater, John, Messrs. Henry Pooley and Son, 89 Fleet Street, London, E.G.
1890. Chater, John Richard, Messi-s. Henry Pooley and Son, 28 Mosley Street,
Newcastle-on-Tyne.
1885. Ghatfeild Clarke, Leslie, 132 Westbourne Terrace, Hyde Park, London, W.
1891. Chatterton, Alfred, Professor of Engineering, College of Engineering,
Madras, India.
1887. Chatwin, James, Victoria Works, Great Tindal Street, Ladywood,
Birmingham.
1867. Chatwood, Samuel, Lancashire Safe and Lock Works, Bolton; and
High Lawn, Broad Oak Park, Worsley, near Manchester.
1898. Chatwood, Samuel Eawsthorne, Manager, Lancashire Safe and Lock
Works, Bolton. [Chatwoods, Bolton. 333.]
1873. Cheesman, William Talbot, Hartlepool Rope Works, Hartlepool.
1897. Ghilde, Henry Slade, Messrs. Childe and Rowand, Wakefield. [Childe,
WakefiM. 33.]
1895. Chittenden, Edmund Barrow, West Mailing, Kent.
1880. Churchward, George Dundas, Metropolitan Railway Carriage and Wagon
Co., Saltley Works, Birmingham.
1894. Churchward, George Jackson, Great Western Railway Carriage Works,
Swindon.
1896. Claremont, Ernest Alexander, Messrs. F. H. Royce and Co., Cooke Street,
Hulme, Manchester. \_Sioitch, Manchester. 772.]
1891. Clark, Augustus, Bowman's Heirs, Peruambuco, Brazil.
1871. Clark, Christopher Fisher, Mining Engineer, Garswood Coal and Iron
Co., Park Lane Collieries, Wigan; and Cranbury Lodge, Park Lane,
Wigan. [Parh Lane, Wigan.']
1867. Clark, George, Southwick Engine Works, near Sunderland.
1896. Clark, George, Jun., Southwick Engine Works, near Sunderland.
1889. Clark, Thomas Alexander, Superintendent of Workshops, George Heriot's
Hospital School, Edinbui-gh.
1896. Clark, Thomas Forster, Locomotive Superintendent, Metropolitan
Railway, Xeasden, London, N.W.
1893. Clarke, Edward Fuhrmann, Curzoii Chambers, Paradise Street,
Birmingham ; and 59 Stanmore Road, Edgbaston, Birmingham.
1894. Clarkson, Charles, Green Lane, Chester Road, Erdington, Birmingham.
1898. Clarkson, James, Messrs. J. and P. Coats, 89 Wellington Street,
Glasgow.
1891. Clarkson, Thomas, Clarkson and Capel Steam Car Syndicate, Deverell
Street, Loudon, S.E. [^Supersede, London. Hop 141.]
XXIV MEMBERS. 189S.
1892. Clay, Charles Butler, Xatioual Telephone Co., St. Andrew's House.
Holborn Circus, London, E.C.
1882. Clayton, William Wikeley, Messrs. Hudswell Clarke and Co., Railway
Foundry, Jack Lane, Leeds. [_Loco, Leeds. Central 504.]
1890. Cleathero, Edward Thomas, The Hollies, Barringtou Koad, Altriucham.
1890. Cleaver, Arthur, Engineer, Nottingham Laimdry Co., Sherwood, near
Nottingham ; and Hornby House, Sherwood, near Nottingham.
1890. Cleland, William, Sheffield Testing Works, Blonk Street, Sheffield.
1873. Clench, Frederick, Lincoln Works, Chesterfield.
1S97. Clifibrd, Charles, Chief Mechanical Engineer, Great Northern Eailway of
Ireland, Dundalk.
1885. Clifton, George Bellamy, Great Western Eailway Electric Light Works,
150 Westboume Terrace, Paddington, London, W.
1885. Close, John, York Engineering Works, Leeman Road, York.
1885. Clutterbuck, Herbert, Engineers' Department, London County Council,
Spring Gardens, London, S.W.
1881. Cochrane, Brodie, Greencroft Park, Lanchester, Durham.
1858. Cochrane, Charles, Woodside Ii'on Works, near Dudley ; and Green Royde,
Pedmore, near Stourbridge.
1887. Cochrane, George, Resident Engineer, London Hydraulic Power Works,
46 Holland Street, Blackfriars Road, London, S.E.
1885. Cochrane, John, Grahamston Foundry and Engine Works, Barrhead, near
Glasgow. [Cochrane, Barrhead.']
1869. Cochrane, Joseph Bramah, Woodside Iron Works, near Dudley.
1868. Cochrane,William, Mining Engineer, Els wick Colliery, Elswick, Newcastle-
on-Tyne ; and Oakfield House, Gosforth, Newcastle-on-Tyne.
1864. Coddington, Sir William, Bart.,]M.P., Ordnance Cotton Mill, Blackburn;
and Wycollar, Blackburn.
1889. Coey, Robert, Locomotive Engineer, Great Southern and Western
Railway, luchicore Works, near Dublin.
1898. Coker, Ernest George, H.M. Patent Office, Chancery Lane, London, W.C.
1889. Colam, William Newby, 57 Henderson Row, Edinburgh. [Colam, Cable,
Edinburgh.^
1892. Cole, Henry Aylwin Bevan, 79§ Gracechurch Street, London, E.C.
[Carbuncle, London.^
1878. Coles, Henry James, London Crane Works, Derby.
1894. Collis, Alfred Edward, Lincoln Science School, Monk's Road, Lincoln.
1884. Coltman, John Charles, Messrs. Huram Collman and Son, Engineering
Works, Meadow Lane, Loughborough.
1878. Colyer, Frederick, 14 Victoria Street, Westminster, S.W.
1888. Combe, Abram, ISIessrs. Combe Barbour and Combe, Falls Foundry,
Belfast.
1898. MEMBEB8. XXV
ISSl. Comptou-Biacebridge, Jolin EJwanl, Feldliolm, Barnes Common, London,
S.W.
1S9G. Conaty, George, Engineer, Birmingliam and Midland Tramvrays,
Birmingliam.
1SS8. Constantine, Ezekiel Grayson, 17 St. Ann's Square, Manchester. [Constant,
Manchester.']
1SS6. Couyers, Sidney "Ward, Railway Construction Branch, Public 'Works
Department, Sydney, New South "Wales.
1874. Conyers, William, New Zealand Chambers, 483 Collins Street, Melbourne,
Victoria.
1896. Cook, Charles, Messrs. Barry, Henry and Co., G4 Mark Lane, London, E.C.
1S8S. Cook, John Joseph, Messrs. Robinson Cooks and Co., Atlas Foundry,
St. Helen's, Lancashii*e.
1 892. Cooke, Eupert Thomas, 889 Ashton Old Eoad, Manchester.
1S77. Cooper, Arthur, North Eastern Steel Co., Eoyal Exchange, Middlesbrough.
1883. Cooper, Charles Friend, 6 "Wardrobe Place, Doctors' Commons,
London, E.C.
1877. Cooper, George, Pencliflfe, Alleyne Eoad, "West Dulwich, London, S.E.
1898. Cooper, Henry, Messrs. Tickers, Sons and Maxim, Eiver Don Works.
Sheffield.
1891. Cooper, Myles, 36 Victoria Street, Manchester.
1874. Cooper, "William, Neptune Engine "Works, Hull. [Neptune, Hull.']
1881. Coote, Arthur, Messrs. E. and "W. Hawthorn Leslie and Co., Hebburn^
Newcastle-on-Tyne.
1885. Coppe'e, Evence, 223 Avenue Louise, Bruxelles, Belgimn.
1892. Corin, Philip Burne, Messrs. J. M. B. Corin and Son, Anchor Foundry,
Penzance.
1895. Corner, John Frederick, Boiler Insurance and Steam Power Co., 67 King-
Street, Manchester.
1895. Cornish, Edwin, Staff Engineer, E.N., H.M.S. " Hawke," ilediterranean
Station.
1848. Corry, Edward {Life Member'), 9 New Broad Street, London, E.C.
1881. Cosser, Thomas, McLeod Eoad L-on "W'orks, Karachi, India : (or care of
Mes.srs. Ironside Gyles and Co., 1 Gresham Buildings, Guildhall,
London, E.C.)
1SS3. Cotton, Henry Streatfeild, Oaklands, Isfield, near Uckfield.
1896. Cottrell, Stephen Butler, Pacific Buildings, 31 James Street, Liverpool.
[Motor, Liverpool. Central 5460.]
1894, Cottrill, John Ormerod, Bee Hive Works, Bolton.
1887. Coulman, John, Assistant Locomotive Superintendent, Hull and Barnsley
Eailway, Spring Head "Works, Hull.
1895. Couper, Sinclair, Messrs. Lindsay Burnet and Co., Moore Park Boiler
Works, Govan, Glasgow. [Burnet, Glasgow. South Side 1513.]
^ r. 9
XXVI MEMBERS. 1898.
1878. Courtney, Frank Stuart, Messrs. Easton Anderson and Goolden,
Broad Sanctuary Chambers, Broad Sanctuary, Westminster, S.W. ;
and 39 Alleyu Park. Dulwich, Loudon, S.E.
1875. Coward, Edward, Jlessrs. Melland and Coward, Cotton Mills and Bleach
Works, Heaton Mersey, near Manchester.
1896. Cowdell, Henry Charles, Cradley Boiler Works, Cradley Heath, S.O.,
Staffordshire. [Boiler, Cradley Reath.']
1893. Cowell, John Kay, P.O. Box 2141, Johannesburg, Transvaal, South Africa.
1875. Cowen, Edward Samuel, Messrs. G. E. Cowen and Co., Beck Works,
Brook Street, Nottingham ; and 9 The Ropewalk, Nottingham. ICoicen,
Nottingham. 87.]
1898. Cowen, George Roberts, 9 The Pioiiewalk, Nottingham.
1898. Cowens, William Edward, Works ^Manager, Messrs. John Abbot and Co.,
Park Works, Gateshead.
1880. Cowper, Charles Edward, 144 Addison Gardens, London, W.
1892. Cowper-Coles, Sherard Osborn, Grosvenor Mansions, Victoria Street,
Westminster, S.W. [Zincking, London.^
1888. Cox, Herbert Henry, 17 Wodehouse Terrace, Falmouth.
1897. Cox, Job, Birmingham Corporation Baths and Parks Departments, Kent
Street, Birmingham. [994.]
1896. Craig, Alexander, Messrs. A. and G. Craig, Queen's Quay and Boating
Club Road, Londonderry.
1866. Craven, William, Messrs. Craven Brothers, Yauxhall Iron Works, Osborne
Street, Manchester. [Vauxhall, 3Ianchester. 659.]
1894. Craven, William H. S., Messrs. Craven Brothers, Vauxhall Iron Works,
Osborne Street, Manchester. IVauxhall, Manchester. 659.]
1897. Crawford, Walter William, 91 Pitt Street, Sydney, New South Wales.
[CrtW/o»?c, Sydney. 2362.]
1898. Crewe, Henry Thomas, 78 Queen Victoria Street, London, E.C.
1889. Cribb, Frederick James, Messrs. Marshall Sons and Co., Britannia Iron
Works, Gainsborough.
1893. Crippin, Thomas Henry, Bolton Engineering Co., Turton Street, Bolton;
and 89 Bury New Road, Bolton.
1897. Critchley, James Sidney, AVorks Manager, Daimler Motor Co., Motor
Mills, Coventry.
1883. Croft, Henry, M.P., Chemanns, Vancouver Island.
1878. Crohn, Frederick William, 14 Burney Street, Greenwich, London, S.E.
1877. Crompton, Rookes Evelyn Bell, Arc Works, Chelmsford; and Mansion House
Buildings, Queen Victoria Street, London, E.C. [Crompton, Chelmsford.']
1898. Cronin, Richard, Locomotive Superintendent, Dublin, Wicklow and
W^exford Railway, Upper Grand Canal Street, Dublin.
1884. Crook, Charles Alexander, Telegraph Construction and Maintenance
Works, Enflerby's Wlinrf. East Greenwich, London, S.E.
1898. MEMBERS. XXVii
1881. Crosland, James Foyell Lovelock, Chief Engineer, Boiler Insurance
and Stenm Power Co., 67 King Street, Manchester.
1891. Croslanil, Joseph, Messrs. Seehohm and Dieckstahl, Dannemora Steel
"Works, Sheffield ; and Stanley Avenue, Birkdale, Soiithport.
1875. Crossley, William John, Messrs. Crossky Brothers, Great Marlborough
Street, Manchester. ICrogsleys, Openshaw.']
1882. Cruickshank, William Douglass, Chief Government Engineer Surveyor,
Marine Board, Sydney, New South Wales.
1898. Cruttwell, George Edward Wilson, 14 Delahay Street, Westminster, S.W.
[^Cruttifell , Lonrlon. Westminster 571.]
1898. Cullen, Peter John, Messrs. Henry Simon, 333 Kent Street, Sydney, Xew
South AVales.
1889. Cullen, William Hart, Resident Engineer, The Aluminium Co., Oldbury,
near Birmingham.
1887. Cutler, George Benjamin, Messrs. Samuel Cutler and Sons, Providence
Iron Works, Millwall, London, E. ; and 4 Westcombe Park,Blackheath,
London, S.E. [_Cutler, Milhoall. Eastern 59.]
1876. Cutler, Samuel, Messrs. Samuel Cutler and Sons, Providence Iron Works,
Millwall, London, E. ICutler, Millwall. Eastern 59.]
1891. Cutler, Samuel, Jun., Messrs. Samuel Cutler and Sons, Providence Iron
Works, Millwall, London, E. [Cutler, Millwall. Eastern .lO.]
1888. Dadabhoy, Cursetjee, Messrs. Shajjurji Sorabji and Co., Bombay Foundry
and Engine Works, Khetwady, Bombay, India ; and Cumbala Hill,
Bombay, India.
1891. Daglish, Harry Bolton, Jlessrs. Robert Daglish and Co., St. Helen's
Engine and Boiler Works, St. Helen's, Lancashire.
1895. Daintree, Thomas Ekins, Alma Villa, Old Park Road, Hitchin.
1883. D' Albert, Charles, Socie'te' des Anciens Etablissements Hotchkiss et Cie.,
6 Route de Gonesse, St. Denis, Seine, France.
1890. Dalby, William Ernest, Professor of Mechanical Engineering, City and
Guilds of London Institute : Finsbury Technical College, Leonard
Street, City Road, London, E.C.
1889. Dalgamo, James Robert, 454 Great Western Road, Aberdeen.
1893. Dall, John, Messrs. F. Loyland and Co., Atlantic Engine Works, Bootle,
Liverpool.
1893. Dalrymple, Alexander, Superintendent Engineer, Hall Line of Steamers,
19 Tower Buildings N., Water Street, Liverpool.
1881. D' Alton, Patrick Walter, London Electric Supply Corporation, Stowage
Wharf, Deptford, London, S.E.
1866. Daniel, Edward Freer, Messrs. Worthington and Co., The Brewery,
Burton-on-Trent ; and 89 Derby Street, Burton-on-Trent.
XXviii MEMBERS. 1898.
1866. Daniel, "William, Messrs. John Fowler and Co., Steam Plough and
Locomotive AVorks, Leeds ; and Fern Bank, Horsforth, Leeds.
1891. Daniels, Thomas, Messrs. Nasmyth Wilson and Co., Patricroft, Manchester.
1888. Darbishire, James Edward, 110 Cannon Street, Loudon, E.G. ^Ezra,
London. Avenue 306.]
1878. Darwin, Horace (^Life Member), The Orchard, Huntingdon Road,
Cambridge.
1873. Davey, Henry, Messrs. Hathorn Davey and Co., Sun Foundry, Dewsbury
Road, Leeds [^Sun Foundry, Leeds'] ; and 3 Prince's Street,
Westminster, S.W. [Subterranean, London.']
1890. Davidson, Albert, 139 Norfolk Street, Sheffield.
1888. Davidson, Samuel Cleland, Sirocco Works, Bridge End, Belfast.
1880. Davies, Charles Merson, Messrs. Diibs and Co., Glasgow Locomotive
Works, Glasgow ; and Leslie House, Pollokshiekls, Glasgow.
1897. Davies, Edmund Joseph, Messrs. Eansomes, Sims and Jefferies, Orwell
Works, Ipswich.
1885. Davies, Edward John Mines, 21: Harrington Square, London, N.W.
1891. Davies, Jolm Hubert, P.O. Box 1386, Johannesburg, Transvaal, South Africa.
189i. Davis, George, Engineer's Office, Lancashire and Yorkshire Railway,
Hunt's Bank, Manchester.
1877. Davison, John Walter, Bombay Baroda and Central India Railway,
Ahmedabad, India : (or care of Mrs. Channon, 97 Shirland Road,
jMaida Vale, London, W.)
1884. Davison, Robert, Locomotive Department, Caledonian Railway, St. Rollox,
Glasgow.
1873. Davy, David, Broom Cioft, Parkhead, Sheffield.
1892. Davy, William James, 15 Victoria Street, Westminster, S.W.
1874. Daw, Samuel, 50 Chelsea Road, Southsea, Portsmouth.
1879. Dawson, Bernard, 110 Cannon Street, London, E.C, {_Crocus, London] ;
and The Laurels, Malvern Link, ^Malvern. [Heather, Malvern Linli.]
1875. Dawson, Edward, 2 Windsor Place, Cardiff. [Mechanical, Cardiff.]
189G. Day, Charles, Messrs. Cole, Marchent and Morley, Prospect Foundry,
Bradford.
1890. Day, George Cameron, Messrs. Day Summers and Co., Northam Iron
Works, Southampton ; and 29 Carlton Cresent, Southampton.
1886. Dayson, William Ogden, Blaenavon Works, Blaenavon, R.S.O.,
Monmouthshire.
1874. Deacon, George Frederick, 32 Victoria Street, Westminster, S.W.
1880. Deacon, Richard William, Glenthorne, Astwood, Worcester.
1894. Deakin, Benjamin Walter, British Insulated Wire Co., 65 Queen Street,
Melbourne, Victoria.
1868. Dean, William, Locomotive Superintendent, Great Western Railway,
Swindon.
1898.
MEMBERS.
1887. Deas, James, Clj'de Navigation, Glasgow.
1866. Death, Ephraim, Beresford House, Leicester.
1890. Deeley, Kicliard Mountford, Locomotive Department, Midland Kailway,
Derby ; and 38 Charnwood Street, Derby.
I8S9. Defries, Wolf, Messrs. Dofries and Sons, 117 Houndsditch, Loudon, E.
[Defries, London.']
1882. Denison, Samuel, Messrs. Samuel Denison and Son, Hunslet Fountliy,
Leeds. [Weigh, Leeds. Central 1238.]
1892. Dennis, George D., 26 Newton Koad, Bayswater, London, W.
1888. Dent, Charles Hastings, London and North Western Eailway, Lime
Street Station, Liverpool.
1S9S. De Eitter, Walter Henry, 33 Three Colt Street, Limehouse, London, E.
[Deritter, London.']
1895. Dewhurst, John Henry, Messrs. John Dewliurst and Son, Atterclilfe Eoad,
Sheffield. [1614.]
18S3. Dick, Frank Wesley, Palmers Shipbuilding and Iron Works, Jarrow.
1S9L Diek, John Norman, Government Marine Surveyor, Penang, Straits
Settlements.
1890. Dickinson, Alfred, 120 Colmore Eow, Birmingham. [^Traction, Birmingham.]
1891. Dickinson, James Clark, Palmer's Hill Engine Works, Sunderland.
1880. Dickinson, John, Palmer's Hill Engine Works, Sunderland. [Bede,
Sunderland.]
1892. Dickinson, Eichard Henry, Locomotive Superintendent, Birmingham
Central Tramways, Kyotts Lake Depot, Birmingham.
1875. Dickinson, William, Warham Eoad, Croydon.
1886. Dixon, Eobert, Oakfield, Lymui, Warrington.
1883. Dixon, Samuel, Messrs. Kendall and Gent, Victoria Works, Belle Vue,
Manchester. [Tools, Manchester. 5117.]
1898. Dixon, Walter, 164 St. Vincent Street, Glasgow. [Fresco, Glasgow. 3656.]
1897. Dixon, Walter Frank, Chief Engineer, Locomotive Department, Sormovo
Works, Nijui Novgorod, Eussia.
1887. Dixon, William Basil, Messrs. John Penn and Sons, Greenwich, London,
S.E.
1896. Dobson, Adam, 7 Marsh's Buildings, Donegall Street, Belfast. [966.]
1872. Dobson, Sir Benjamin Alfred, Messrs. Dobson and Barlow, Kay Street
Machine Works, Bolton. [Doh&onA, Bolton.]
1880. Dodd, John, Messrs. Piatt Brothers and Co., Hartford Iron Works, Oldham.
1868. Dodman, Alfred, Higligate Foundry, Lynn. [Dodman, Lynn.]
1889. Dolby, Ernest Eichard, 8 Prince's Street, Westminster, S.W.
1808. Dmaldson, Hay Frederick, Deputy Director General of Ordnance
Factories, Eoval Arsenal, Woolwicli ; and Wood Lodge, Shooter's Hill,
Kent.
XXX MEMBEB8. 1898»
1876. Donaldson, John, Jlessrs. John I. Thornycroft and Co., Steam Yacht and'
Launch Builders, Church "Wharf, Chiswick, Loudon, W.; and Tower
House, Turnham Green.
1873. Donkin, Bryan (^Life Member), Messrs. Bryan Donkin and Co., 55
Southwark Park Road, Bermondsey, London, S.E. [Donkin Company,
London. Hop 662.] ; and The Mount, Wray Park, Eeigate.
1895. Donkin, Harry Julyan, "Works Manager, Messrs. Bryan Donkin and Co.,.
55 Southwark Park Road, Bermondsey, London, S.E.
1891. Donovan, Edward Wynne, Messrs. J. S. Leach and Co., Bioughton
Bridge Iron "Works, Sulford, Manchester. [Dazzle, Manchester.']
1896. Dorman, "William Sansom, "Works Manager, Gloucester "Wagon "Works,
Gloucester.
1865. Douglas, Charles Prattman (Life Member), Thornbeck Hill, Carmel Road,
Darlington.
1879. Douglass, Sir James Nicholas, F.R.S., Stella House, Bonchurch, Ventnor.
1879. Douglass, "William, Chief Engineer to the Commissioners of Irish Lights,
"Westmoreland Street, Dublin.
1891. Douglass. "V^^illiam James, Messrs. Douglass Brothers, Globe Iron Works,
Blaydon-on-Tyne, R.S.O., County Durham.
1887. Douglass, William Tregartlien, 15 Victoria Street, Westminster, S.W.
1857. DoTe, George, Messrs. Cowans Sheldon and Co., St. Nicholas Engine
and Iron Works, Carlisle ; and Yiewfield, Stanwix, near Carlisle.
1873. Dove, George, Eedbourn Hill Iron and Coal Co., Frodingham, near
Doncaster [i?efZ6owrn, Frodingham.']; and Hodroyd Hall, near Barnsley.
1866. Downey, Alfred C, Messrs. Downey and Co., Coatham Iron Works,
Bliddlesbrough ; and Belle Vue, Marton Road, Middlesbrough.
1881. Dowson, Joseph Emerson, 39 Old Queen Street, Westmins.er, S.W.
[GaseouK, London.]
1880. Doxford, Robert Pile, Messrs. William Doxford and Sons, Pallioa
Shipbuilding and Engine Works, Sunderland.
1874. Dredge, James, C.M.G., 35 Bedford Street, Strand, London, W.C. [Gerrard
3663.]
1890. Drewet, Tom, Government Senior Inspector of Steam Boilers, Town
Custom House, Bombay, India.
1898. Dronsfield, Joseph Standring, Messrs. Dronsfield Brothers, Atlas Works,
Oldham.
1896. Dronsfield, William, Messrs. Dronsfield Brothers, Atlas Works, Oldham.
1886. Drummond, Dugald, Locomotive Engineer, London and South Western
Railway, Nine Elms, London, S.W.
1898. Drummond, George William, Glasgow Railway Engineering Co., Govan,
Glasgow ; and South Bank Lodge, Surbiton.
1898. Drummond, Peter, Locomotive Superintendent, Highland Railway,
Inverness.
1898. MEMBERS. XXxi
1889. Drummond, Richard Oliver Gardner, P. 0. Bos 92, Johannesburg,
Transvaal, South Africa.
1896. Dryden, Thomas, Grimshaw Street Foundry, Preston. [36.]
1877. Diibs, Charles Ralph, Messrs. Diibs and Co., Glasgow Locomotiye Works,
Glasgow.
1885. Duckering, Charles, AVater Side "Works, Rosemary Lane, Lincoln.
1868. Dugard, William Henry, Messrs. Dugard Brothers, Vulcan Rolling
Mills, Bridge Street West, Summer Lane, Birmingham. {^Vulcan,
Birmingham.^
1879. Duncan, David John Russell, 28 Victoria Street, Westminster, S.W.
1886. Duncan, Norman, Mechanical Engineer to the Municipality, Rangoon,
British Burmah, India.
1894. Diinell, George Robert, 36 Bedford Street, Strand, London, W.C. ; and
7 Spencer Road, Grove Park, Chiswick, London, W.
1898. Dunkerley, Stanley, Professor of Applied Mechanics, Royal Naval College,.
Greenwich, London, S.E.
1892. Dunlop, James, Victoria Jubilee Technical Institute, BycuUa, Bombay,
India.
1870. Dunlop, James Wilkie, 39 Delancey Street, Regent's Park, London, N.W.
1890. Dunn, Hugh Shaw, Engineer, Caprington Collieries, Kilmarnock.
1895. Dunn, Matthew, Engineer, Gas and Water Department, Urban District
Council, Goole.
1886. Duvall, Charles Anthony, Thames Mining Machinery Co., 63 Queen
Victoria Street, London, E.C.
1887. Dymond, George Cecil, Messrs. W. P. Thompson and Co., 6 Lord Street,.
Liverpool.
1865. Dyson, Robert, Messrs. Owen and Dyson, Rother Iron Works, Rotherham.
1880. Eager, John Edward. Messrs. William Crichton and Co., Engineering and
Shipbuilding Works, Abo, Finland.
1869. Eamshaw, William Lawrence, Superintending Marine Engineer, South
Eastern Railway, Folkestone.
1858. Easton, Edward, 11 Dekthay Street, Westminster, S.W.
1884. Eastwood, Charles, Manager, Linacre Gas Works, Liverpool.
1892. Eastwood, Thomas Carline, Messrs. Eastwood Swinglcr and Co., Victoria
and Railway Iron Works, Derby. [Smingler, Derby.']
1888. Eaton-Shore, George, Borough Engineer, Temple Chambers, Crewe.
1896. Eborall, Cornelius Willes, District Locomotive Superintendent, East
Indian Railway, Jamalpnr, India : (or care of Messrs. William Watson
and Co., 7 Waterloo Place, Pall Mali, London, S.W.)
1897. Echevarri, Juan Thomas Wood, British Aluminium Co., 9 Victoria Street,
Westminster, S.W.
SXXll MEMBERS. 1898.
1878. Eckart, William Roberts, Eoom 4, Nevada Block. San Francisco ; and
3014 Clay Street, San Francisco, California, United States.
1868. Eddison, Robert William, Messrs. John Fowler and Co., Steam Plough
and Locomotive Works, Leeds.
1886. Ede, Francis Joseph, Messrs. Ede Brothers, Silchar, Cachar, India.
1893. Eden, The Hon. Francis Fleetwood, Los Talleres de Sola, Ferro Carril del
Sud, Buenos Aires, Argentine Republic.
1892. Edgcome, James Edmund, Borough Electrical Engineer, Kingston-on-
Thames.
1887. Edlin, Herbert William, P.O. Box 674, Johannesburg, Transvaal, South
Africa. [3Iotor, Jolmnneshurg.']
1883. Edmiston, James Brown, Marine Superintending Engineer, Messrs.
Hamilton Eraser and Co., K Exchange BuOdiugs, Liverpool ; and Ivy
Cottage, Highfield Road, Walton, Liverpool.
1877. Edwards, Frederick, 62 Bishopsgate Street Within, London, E.C.
1891. Edwards, Herbert Francis, Messrs. Forster, Brown and Rees, Guildhall
Chambers, Cardiff.
1885. Edwards, Walter Cleeve, Public Works Department, Yryburg, British
Bechuanaland, South Africa.
1896. Ekin, Tom Charles, 21 Old Queen Street, Westminster, S.W.
1888. Ellery, Henry George, 7 Fcrnbank Road, Redland, Bristol.
1875. Ellington, Edward Bayzand, Hydraulic Engineering Works, Chester;
and Hydraulic Engineering Co., Palace Chambers, 9 Bridge Street,
Westminster, S.W.
1892. Elliott, Archibald Campbell, D.Sc, Professor of Engineering, University
College of South Wales and Monmouthshire, Cardiff.
1895. Elliott, George, 2 Clarinda, Cavehill Road, Belfast.
1883. Elliott, Henry John, Elliott's Metal Company, 22 Leadenhall Buildings,
Leadenhall Street, London, E.C.
1882. Elliott, Thomas Graham, Messrs. Fairbairn, Naylor, Macpherson and Co.,
Wellington Foundry, Leeds.
1895. Ellis, Arthur Devonshire, Managing Director, Messrs. Thwaites Brothers,
Vulcan Iron Works, Bradford.
1880. Ellis, Oswald William, 31 Grosvenor Place, Jesmond, Newcastle-on-Tyne.
[Rohey, Neiecastle-on-Tyne.']
1896. Ellis, William Frederick Wood, 2 Dulal Street. Fort, Bombay, India; and
23 Waldemar Avenue, Fulham, London, S.W.
1897. Elswortli, John Francis, Les Huilorics, Alexandria, Egypt.
1885. Elsworthj', Edward Houtson, Messrs. Richardson and Cruddas, BycuUa
Iron Works, Bombay, India; and Altamont Road, Cumbala Hill,
Bombay, India.
1878. Elwin, Charles, London County Council, Spring Gardens, London,
S.W.
1898. MEMBERS. XXXIU
1S90. English, Lt.-Colonel Thomas, Hawlej', near Daitford.
1894. English, Thomas Matthew, Superintendent, Die and Coining Department,
H. M. Mint, Bombay, India.
ISQi. Ennor, Charles John, 55 Eua da Eeboleira, Oporto, Portugal.
1890. Esson, John, Chatteris Engineering Works, Chatteris, S.O., Cambridgeshire.
1884. Etherington, John, 39a King William Street, London Bridge, London, E.G.
1887. Evans, Arthur George, Palace Chambers, 9 Bridge Street, Westminster,
S.W. ; and The Clift, Chippenham.
188-4. Evans, David, Messrs. Bolckow Vaughan and Co., Cleveland Iron and
Steel Works, South Bank, K.S.O., Yorkshire.
1887. Everitt, Nevill Henry, Messrs. Thomas Piggott and Co., Atlas Works,
Birmingham ; and Hillside, Knowle, Warwickshire.
1897. Evers, Joseph Henry, General Manager, Messrs. Manning, Wardle and
Co., Boyne Engine Works, Hunslet, Leeds. [_Manning, Leeds.']
1894. Ewen, John Taylor, Millbank House, Forfar.
1881. Ewen, Thomas Buttwell, Messrs. Ewen and Mitton, Smithfield Works,
Sherlock Street, Birmingham.
1891. Ewing, James Alfred, F.K.S., Professor of Mechanism and Applied
Mechanics, Engineering Department, The University, Cambridge ; and
Langdale Lodge, Cambridge.
1890. Exton, George Gaskell, Messrs. Chubb and Son, 128 Queen Victoria
Street, London, E.C.
1868. Fairbairn, Sir Andrew, Messrs. Fairbairn Naylor Macphersou and Co.,
Wellington Foundry, Leeds ; and Askham Richard, York.
1875. Farcot, Jean Joseph Le'on, Blessrs. Farcot and Sons, Engine Works,
13 Avenue de la Gare, St. Ouen, France.
1880. Farcot, Paul, Messrs. Farcot and Sons, Engine Works, 13 Avenue de la
Gare, St. Ouen, France.
1881. Farrar, Sidney Howard, Messrs. Howard Farrar and Co., Port Elizabeth,
South Africa; and care of Messrs. F. A. Robinson and Co., 54 Old Broad
Street, London, E.C.
1882. Fawcett, Thomas Coustantine, White House Engineering Works, Leeds.
[_Fawcett, Leeds.']
1882. Feeny, Victor Isidore, 60 Queen Victoria Street, London, E.C. \_Victor
Feeny, London.]
1876. Fell, John Corry, 1 Queen Victoria Street, London, E.C. ; and Excelsior
Works, Old Street, London, E.C.
1869. Fenwick, ClenncU, 57 Gracechurch Street, London, E.C.
1892. Fenwick, James, 19 Bridge Street, Sydney, New South Wales. [1038.]
1881. Ferguson, AVilliam, Harbour Board, Wellington, New Zealand : (or care of
Montgomery Ferguson, 81 James Street, Dublin.)
XXXIV MEMBERS. 1898.
1S96. Ferguson. William Deeble, Albert Villa, Ravenhill Road. Belfasf.
1866. Fiddes, Walter, 2 Quceu's Avenue, Tyndall's P:irk, Bristol.
1867. Field, Edward, 4 Trafalgar Square, London, W.C.
1888. Field, Howard, 12 London Street, Fenchurcli Street, LondoQ, E.G.
1884. Fielden, Joseph Petrie, Park Terrace, Rochdale.
1874. Fielding, John, Messrs. Fielding and Piatt, Atlas Iron Works,
Gloucester. [Atlas, Gloucester.']
1891. Finlayson, Finlay, Clydeside Tube Works, Whifflet, Coatbridge.
1888. Fischer, Gustave Joseph, Railway Constructioa Branch, Public Works
Department, Sydney, New South Wales ; and Oakhurst, West Street,
North Sydney, New South Wales.
1897. Fish, Sylvester Robert, Messrs. F. Street and Co., Palacio da Flor da
Murta, 156 Rua do P090 dos Negros 158, Lisbon, Portugal.
1889. Fisher, Henry Bedwell, Marine Shops, London Brighton and South
Coast Railway, Newhaven, Sussex.
1884. Fisher, Henry Oakden, Ty Mynydd, Radyr, near Cardiff.
1897. Fisher, Pearson, ^lessrs. Edward Chester and Co., Renfrew, near Paisley.
1888. FitzGerald, Maurice Frederick, Professor of Engineering, Queen's College,
Belfast.
1877. Flannery, James Fortescue, M.P., 9 Fenchurch Street, London, E.G.
[Avenue 338.]
1898. Fletcher, William, Messrs. Clayton and Sauttleworth, Stamp End Works,
Lincoln.
1892. Focken, Charles Frederick, care of Institute of Engineers and Shipbuilders,
Hong Kong, China.
1887. Foley, Nelson, Engineering Manager, Societa Industriale Napoletana
Hawthorn-Guppy, Naples, Italy.
1882. Forbes, David Moncur, Engineer, H. M. Mint, Bombay,
1892. Forbes, Percy Alexander, ^lessrs. Lambert Brothers, Tube !Mills, Iron and
Brass Works, Walsall.
1882. Forbes, William George Loudon Stuart, Mechanical Superintendent,
H. M. Mint, Calcutta.
1892. Forrest, Hilary Sheldon, General Manager, Messrs. Dobson and Barlow,
Kay Street ^Machine Works, Bolton.
1888. Forster, Alfred Llewellyn, Assistant Engineer, Newcastle and Gateshead
Water Works, Newcastle-on-Tyne.
1882. Forsyth, Robert Alexander, Court way, G old Tops, Newport, Monmouthshire.
1889. Foster, Ernest Howard, Messrs. Henr.' R. Worthington, 86 Liberty Street,
New York, United States.
1889. Foster, Herbert Anderton {Life Member), Messrs. John Foster and Son,
Black Dike Spinning Mills, Queensbury, near Bradford.
1888, Foster, James, Lily Bank. St. Andrew's Drive, PoUoksbields, Glasgow,
1898. MEMBEES. XXXV
1884. Foster, Jolin Slater, Messrs. Jones and Foster, 39 Bloomsbury Street,
Birmingham.
1882. Fothergil], John Eeed, Consulling Engineer, Dock Office, "West
Hartlepool ; and 1 Bathgate Terrace, West Hartlepool.
1877. Foulis, Williiim, Manager, Glasgow Corporation Gas Department, City
Chambers, 45 John Street, Glasgow.
1885. Fourny, Hector Foster, French Chambers, Queen's Dock-Side, Hull.
IVeritas, Hull.l
1866. Fowler, George, Basford Hall, near Nottingham.
1896. Fowler, Henry, Lancashire and Yorkshire Kail way, Horwich, near
Bolton.
1847. Fowler, Sir John, Bart., K.C.M.G., 2 Queen Square Place, Westminster,
S.AV.
1894. Fowler, Robert Henry, Messrs. John Fowler and Co., Steam Plough and
Locomotive Works, Leeds. [Fowler, Leeds.']
1885. Fowler, William Henry, Hodson's Court, Corporation Street, Manchester ;
and Brook House, Flixton, near Manchester.
1866. Fox, Sir Douglas, 28 Victoria Street, Westminster, S.W.
1875. Fox, Samson, Blairquhan Castle, Maybole.
1884. Framptou, Edwin, General Engine and Boiler Co., Hatcham Iron
Works, Pomeroy Street, New Cross Road, London, S.E. [Oxygen,
London.']
1885. Frauki, James Peter, Morts Dock and EngiueerLng Co., Morts Bay, Sydney,
New South Wales : (or care of Messrs. Goldsbrough Mort and Co., 149
Leadenhall Street, London, E.C.)
1877. Eraser, John Hazell, Messrs. John Fraser and Son, Millwall Boiler Works,
London, E. ; and 110 Cannon Street, London, E.C
1888. Frenzel, Arthur Benjamin, 314 W. 133rd Street, New York, United
States.
1891. Frier, John Drummond, Heathdene, Pinewood Road, Abbey Wood, Kent.
1866. Fry, Albert, Bristol Wagon Works, Lawrence Hill, Bristol.
1891. Fuller, Charles Frederick, 97 Queen Victoria Street, Loudon, E.C.
1884. Furness, Edward, Messrs. Edward Furness and Sons, Darnley Road,
Gravesend.
1890. Gadd, William, Assistant Locomotive Engineer, Waterford and Limerick
Railway, Limerick.
1866. Galloway, Charles John, Managing Director, IMessrs. Galloways, Knott
Mill Iron Works, Manchester. [Gallowcuj, Mancheder.]
1862. Galton, Sir Douglas, K.C.B., D.C.L., LL.D., F.R.S., 12 Chester Street,
Grosvenor Place, London, S.W.
XXXVi MEMBEES. 1898.
1S9S. Gandy, Frederick, Staveley Coal and Iron Co., Chesterfield.
1884. Ganga Earn, Eai Bahadur, Executive Engineer, Public "Works
Department, Amritsar, Punjaub, India : (or care of Messrs. Thomas
Wilson and Co., 10 and 12 Eastcheap, London, E.G.)
1891. Garrard, Charles Eiley, Garrard Manufacturing Co., Magneto Works,
Eyland Street; Birmingham. [^Gearing, Birmingham. 90-1.]
1882. Garrett, Frank, Messrs. Eichard Garrett and Sons, Leiston Works, Leiston,
E.S.O., Suffolk. [Garrett, Leiston.']
1891:. Gatehouse, Tom Ernest, 4 Ludgate Hill, London, E.C. [Ageelcay,
London. Holbom 933.]
1867. Gauntlett, William Henry, 33 Albert Terrace, Middlesbrough. [Pyrometer,
Middlesbrough.']
1S95. Gaynor, Captain Henrj' Francis, E.E., Staff College, Camberley.
1888. Gaze, Edward Henry James, 4 Victoria Drive, Mount Florida, Glasgow.
1895. Geach, Frederick Samuel, 64 Vincent Street, St. Helens, Lancashire.
1888. Geddes, Christopher, 2a Drury Buildings, Water Street, Liverpool.
[Graccius, Liverpool.]
1880. Geoghegan, Samuel, Messrs. A. Guinness Son and Co., St. James' Gate
Brewery, Dublin. [Guinness, Dublin.]
1896. German, Walter Hussey, Colonial Sugar Eefining Co., Sydney, New
South Wales.
1887. Gibb, Andrew, Managing Engineer, ^Messrs. Eait and Gardiner, Millwall
Docks, London, E. ; and 30 South Street, Greenwich, London, S.E.
1871. Gibbins, Eichard Cadbury, Berkley Street, Birmingham. [Gibbins,
Birmingham.]
1898. Gibson, George Henry, 71 Woolton Eoad, Garston, near Liverpool.
1883. Gilchrist, Percy Carlyle, F.E.S. {Life Member), Frognal Bank, Finchley
New Eoad, Hampstead, London, N.W.
1898. Giles, Benjamin, Divisional Superintendent, Great Western Eailway,
Newton Abbot.
1880. Gill, Charles, Messrs. Young and Gill, Engineering Works, Java ; and
Java Lodge, Beckenham.
1889. Gill, Frederick Henry, Messrs. Alexander Penney and Co., 107 Fenchurch
Street, London, E.C.
1884. Gimson, Arthur James, Messrs. Gimson and Co., Engine Works, Vulcan
Street, Leicester. [Gimson, Leicester. 6.]
1881, Girdwood, Wilham Wallace, 24 Plashet Eoad, Upton :Manor, London, E.
1874. Gjers, John, Bournewood, Bournemouth.
1896. Glasgow, Arthur Graham, Messrs. Humphreys and Glasgow, 9 Victoria
Street, Westminster, S.W.
1887. Gledhill, Manassah, Sir W. G. Armstrong, "Wliitworth and Co.,
Openshaw, Manchester.
1898. MEMBEES. XXXvii
1898. Glen, David Corse, Messrs. Matheson and Co., 3 Lombard Street,
London, E.C.
1880. Godfrey, William Bernard, 23 St. Swithin's Lane, London, E.C.
1888. Goff, John, Messrs. Salt and Co., The Brewery, Burton-on-Trent.
1882. Goldsmith, Alfred Joseph, Lillington, Moray Street, New Farm, Brisbane,
Queensland.
1877. Goodbody, Eobert, Messrs. Goodbody, Clashawaun Jute Factory, Clara,
near Moate, Ireland.
1875. Goodfellow, George Ben, Messrs. Goodfellow and Matthews, Hyde Iron
Works, Hyde, near Manchester. \_Goodfellow, Hyde.']
1S90. Goodman, John, Professor of Engineering, Yorkshire College, Leeds.
1889. Goold, William Tom, Shillingford Works, Wallingford.
186.5. Goransson, Goran Fredrick, Sandvik Iron Works, near Gefle, Sweden: (or
care of James Bird, 143 Cannon Street, London, E.C.)
1887. Gordon, Alexander, Niles Tool Works, and Messrs. Gordon and Maxwell,
Hamilton, Ohio, United States.
1879. Gorman, William Augustus, Messrs. Siebe and Gorman, 187 Westminster
Bridge Eoad, London, S.E. [^Siehe, London.']
1880. Gottschalk, Alexandre, 13 Rue Auber, Paris.
1877. Goulty, Wallis Elvers, Kuruman, Leicester Road, Altrincham.
1878. Grafton, Alexander, Vulcan Works, Bedford. [Grafton, Bedford.]
1894. Graham, Maurice, Messrs. Graham, Morton and Co., Black Bull Street,
Leeds.
189G. Graham, Robert, Ponce, Porto Rico.
1886. Grant, Percy, Assistant Locomotive, Carriage, and Wagon Superintendent,
Sola Works, Ferro Carril del Sud, Buenos Aires, Argentine
Republic : (or care of John M. Grant, 136 Sutherland Avenue, Maida
Vale, London, W.)
1895. Grant, Thomas Maxwell, Managing Director, Messrs. Napier Brothers,
100 Hyde Park Street, Glasgow. llVindlass, Glasgow. 714.]
1891. Gray, George Macfarlane (^Life Member'), Board of Trade Surveyors'
Office, Custom House Arcade, Liverpool.
1865. Gray, John Macfarlane, 4 Ladbroke Crescent, Netting Hill, London, W.
1879. Gray, Thomas Lowe (Life Member), Lloyd's Register, 2 White Lion
Court, Cornhill, London, E.C. ; and 24 St. Michael's Road, Stockwell,
London, S.W.
1898. Greaven, Louis, Calle Bogota 2416, Flores, Buenos Aires, Argentine
Republic: (or care of E. Nolan, 17 Beach, Qucenstown, Co.
Cork.)
1861. Green, Sir Edward, Bart., Messrs. E. Green and Son, Phoenix Works,
Wakefield.
XXXVIU MEMBERS. 1898.
1888. Green, Henrj- Joseph Kcrsting, 29 Clive Street, Calcutta, India : (or care
of Messrs. J. B. Barry and Son, 110 Cannon Street, London, E.G.)
1898. Green, Thomas Willoughby, Messrs. Thomas Green and Son, Smithfield
Iron Works, Leeds. [^Smithfield, Leeds. Central 158.]
1893. Green, William Penrose, Messrs. Thomas Green and Son, Smithfield Iron
Works, Leeds. [Smithfield, Leeds. Central 158.]
1895. Greensmith, James Eades, Mason Machine Works, Taunton, Massachusetts,
United States.
1878. Greenwood, Arthur, Messrs. Greenwood and Batley, Albion Works,
Leeds.
1874. Greenwood, William Henry (Life Member), Birmingham Metal and
Munitions Co., Adderley Park Mills, Birmingham.
1894. Gregory, Horace Mark, Messrs. Brown, Lenox and Co., 9 Martin's Lane,
Cannon Street, London, E.C. ; and Ynysyngharad, Pontypridd.
1892. Gresham, Harry Edward, Messrs. Gresham and Craven, Craven Iron
Works, Salford, Manchester. [Brake, Manchester. 613.]
1880. Gresham, James, Mfessrs. Gresham and Craven, Craven Iron Works,
Salford, Manchester. [Brahe, Manchester. 613.]
1883. Grew, Frederick, G3 Burnt Ash Hill, Lee, London, S.E.
1895. Griffith, Percy, 54 Parliament Street, Westminster, S.W.
1895. Griffiths, Harry Denis, P.O. Box 311, Auckland, New Zealand.
1884. Griffiths, James E., Messrs. Griffiths and James, 2 Bute Crescent,
Cardiff.
1873. Griffiths, John Alfred, Peel Street, South Brisbane, Queensland : (or care
of Thomas Griffiths, Langham Eoad, Bowdon, near Altrincham.)
1889. Grimshaw, James Walter, Eesident Engineer, Harbours and Kivers
Department, Sydney, New Soutli Wales ; and Australian C^ub, Sydney,
New South Wales.
1891. Groom, Richard Alfred, Shropshire Works, Wellington, Salop.
1879. Grose, Arthur, Messrs. Grose Norman and Co., Reliance Works,
Northampton.
1886. Grove, David, 24 Friedrich Strasse, Berlin.
1898. Grover, Frederick, Yorkshire College, Leeds.
1898. Guest, Charles Henry, General Manager, Messrs. R. W. Webb, Draycott,
near Derby. [Tyre, Draycott. 1632.]
1884. Gulland, James Ker, Diamond Drill Co., 8 Victoria Street, Westminster,
S.W. [Gulland, London.']
1870. Gwynne, James Eglinton Anderson (Life Member), Brooke Street Works,
Holborn, London, E.C. [Gicjjnnegram, London.'}
1870. Gwynne, John, Hammersmith Iron Works, Hammersmith, London, W. ;
and 89 Cannon Street, Loudon, E.C.
1898. MEMBERS. XXXIX
1888. Hadfield, Robert Abbott, Hecla Foundry Steel Works, Sheffield. [Eadfield,
Sheffield.']
1894. Haigh, Noel Newall, Messrs. W. B. Haigh and Co., Globe Iron Works,
Plane Street, Oldham.
1897. Haldane, John Wilton Cuninghame, 30 North John Street, Liverpool.
1884. Hall, Albert Francis, George F. Blake Manufacturing Co., Third Street,
East Cambridge, Massachusetts; and 3 Cordis Street, Charlestown,
Boston, Massachusetts, United States.
1892. Hall, George Edward, Mechanical Superintendent, Lighting Department,
Salford Corporation, Wilburn Street, Salford, Manchester.
1894. Hall, Henry Piatt, Messrs. Piatt Brothers and Co., Hartford New Works,
Oldham.
1881. Hall, John Percy, Carville, Lawrie Park Road, Sydenham, London,
S.E.
1882. Hall, John Willim, 71 Temple Row, Birmingham.
1890. Hall, Oscar Standving, Messrs. Robert Hall and Sons, Hope Foundry,
Bury, Lancashire.
1874. Hall, Thomas Bernard, 119 Colmore Row, Birmingham; and Ingleside,
Sandon Road, Edgbaston, Birmingham. [^Tamar, Birmingham.']
1871. Hall, William Silver, 9a Tsukiji, Tokyo, Japan: (or care of Messrs.
Takata and Co., 88 Bishopsgate Street Within, London, E.C.)
[Silverhall, Tohyo.]
1889. Hall -Brown, Ebenezer, Messrs. Hall -Brown Buttery and Co.,
Helen Street Engine Works, Govan, Glasgow. ^Triple, Glasgoic.
South Side 1843.]
1880. Hallett, John Harry, 123 Bute Street, Cardiff. [Consulting, Cardiff.]
1871. Halpin, Druitt, 17 Victoria Street, Westminster, S.W. [Halfin, London.
Westminster 75, care of Victoria Chambers Co.]
1898. Halstead, Arthur Frederick, Locomotive Superintendent, Rio Tinto
Railway, Huelva, Spain.
1895 . Halstead, John Henry, Fremantle, Western Australia ; and 24 Alma
Road, Birkdale, Southport.
1894. Hamer, Walter, Messrs. Dobson and Barlow, Kay Street Machine Works,
Bolton. [^Dobsomt, Bolton.]
1894. Hamilton, Robert, Park Villa, Institution Hill, Singapore, Straits
Settlements.
1898. Hammett, John George, Mahalakshini Station Road, Bombay, India.
1875. Hammond, Walter John, The Grange, Knockholt, near Sevenoaks.
1886. Hanbury, John James, Edgeley, Walm Lane, Willesden Park, London, N. W.
1896. Handyside, Charles Baird, Messrs. Waterlow and Sons, Finsbury,
London, E.C.
1891. Harcourt, Otto Simon Henry, Clarence Iron Works, Leeds.
2 E
Xl MEMBEES. 1898.
1894. Harding, James Cooper, Messrs. T. Eicliardson and Sons, Hartlepool
Engine "Works, Hartlepool.
1888. Harding, Thomas Walter, Tower "Works, Leeds.
1874. Harding, "VN^illiam Bishop, Eastbank, Hereford.
1881. Hardingham, George Gattoa Melhuish, Clun House, Surrey Street,
London, "W.C. \_Hardingliam, London.']
1883. Hardy, John George, 13 Eiemergasse, Stadt, Vienna.
1869. Harfield, "William Horatio, Arundel House, Thames Embankment,
London, "W.C. '^Harfield, London.]
1887. Hargraves, Richard, 4 Richmond Terrace, Blackburn.
1887. Hargreaves, John Henry, Messrs. Hick Hargreaves and Co., Soho L^on
"U'orks, Crook Street, Bolton.
1888. Harker, "William, Messrs. Richard Schram and Co., Cannon Street
House, London, E.C. ^Schram, London.]
1898. Harlock, Edward Baker, Messrs. Brnnner, Mond and Co., Middlewich.
1894. Harmer, Oscar, Messrs. Alfred Herbert and Co., Coventry ; and Hopedale,
Spencer Park, Coventry.
1891. Harris, Gordon, Messrs. Merryweather and Sons, Fire-Engine "Works,
Greenwich Road, London, S.E.
1879. Harris, Henry Graham, Messrs. Bramwell and Harris, 5 Great George
Street, Westminster, S.W. IWellbram, London. Westminster 60.]
1873. Harris, Richard Henry, 63 Queen Victoria Street, London, E.C. ; and Oak
HiU, Surbiton, R.O., near Kingston-on-Thames.
1877. Harris, William Wallington, Messrs. A. M. Perkins and Son, 6 Seaford
Street, Regent Square, London, W.C. ; and 24 Alexandra Villas, Homsey
Park, London, N.
1885. Harrison, Frederick Henry, Lincoln Malleable Iron Wo.ks, Lincoln.
[^Malleable, Lincoln.]
1888. Harrison, George, 3.5 Therapia Road, Honor Oak, London, S.E.
1889. Harrison, Captain Gilbert Harwood, R.E., War Office, Whitehall,
London, S.W.
1885. Harrison, Joseph, Royal College of Science, Exhibition Road, South
Kensington, London, S.W.
1891. Harrison, Joseph Hutchinson, Messrs. Howson and Harrison, 2 Exchange
Place, Middlesbrough ; and Clifford Villa, Coatham, Redcar.
1887. Harrison, Thomas Henry, Messrs. Davey Paxman and Co., 78 Queen
Victoria Street, London, E.C.
1894. Harrison, William John, Locomotive Superintendent, Cia. Paulista, Rio
Claro, Srio Paulo, Brazil ; and 44 Bournemouth Road, Folkestone.
1890. Harrison, William Robert, Burnett Avenue, Scale Lane, Hull. [Arbitrate,
Hull]
1883. Hart, Frederick, 36 Prospect Street, Poughkeepsie, New York, "United States.
1898. MEMBERS. xK
1872. Hartael!, Wilson, Benson's Buildings, Park Eow, Leeds.
1882. Harvey, Charles Kandolph, 15 Rosslyn Terrace, Kelvinside, Glasgow.
1892. Harvey, Francis Haniel, Messrs. Harvey and Co., Hayle Foundry, Hayle,
Cornwall.
1886. Harvey, John Boyd, North's Navigation Collieries, Tondu, near Bridgend,
Glamorganshire.
1883. Harvey, Robert, 1 Palace Gate, London, \V.
1S97. Harvey, Robert, Managing Dii-ector, Messrs. McOuie, Harvey and Co.,
Scotland Street Engine Works, Glasgow. IMaconie, Glasgow. Royal
565.]
1S78. Harwood, Robert, Soho L-on Works, Bolton.
1881. Haslam, Sir Alfred Scale, Union Foundry, Derby. [Zero, Derby.']
1898. Haslam, William Gilbert, Union Foundry, Derby.
1885. Hatton, Robert James, Henley's Telegraph Works, North Woolwich,
London, E.
1857. Haughton, S. Wilfred (Life Member), Greenbank, Carlow, Ireland.
1878. Haughton, Thomas, 6 Lombard Court, London, E.G. [Hauglmot, London.']
1885. Haughton, Thomas James, Constitutional Club, Northumberland Avenue,
London, W.C.
1892. Hawkins, Rupert Skelton, District Locomotive Superintendent, Indian
Midland Railway, Jhansi, India.
1861. Hawkins, William Bailey, 39 Lombard Street, London, E.C.
1870. Hawksley, Charles, 30 Great George Street, Westminster, S.W.
1891. Hawksley, George William, Brightside Boiler and Engine Works, Savile
Street East, Sheffield. [HawMey, Slieffield. 327.]
1882. Hayes, Edward, Watling Works, Stony Stratford. [Hayes, Stony Stratford.]
1879. Hayes, John, 55 Steep Hill, Lincoln.
1 880. Hay ter, Harrison, 33 Great George Street, Westminster, S.W.
1885. Head, Archibald Potter, Messrs. Jeremiah Head and Son, 47 Victoria
Street, Westminster, S.W. [Principium, London. Westminster 237] ;
and Queen's Square, Middlesbrough.
1888. Head, Harold EUershaw, Bronte Villa, Castle Arch, Guildford.
1869. Head, Jeremiah, Messrs. Jeremiah Head and Son, 47 Victoria Street,
Westminster, S.W. [Principium, London. Westminster 237.] ; and
Queen's Square, Middlesbrough. (Former Member 1859-1861.)
1857. Healey, Edward Charles, 33 Norfolk Street, Strand, London, W.C.
1890. Heap, Ray Douglas Theodore, Electrical Engineer's Office, (Waterloo
and City Railway), London and South Western Railway, Launcelot
Street, London, S.E.
1872. Heap,William,28 Chapel Street, Liverpool. [Metal, Liverpool. Central 809.]
1898. Hearson, Hugh Reginald, 1 The Bund, Shanghai, China.
2 E 2
Xlli MEMBERS. 1898.
1898. Heath, Asliton Mailer, care of John Carruthers, 13 Victoria Street,
"We8tmin8ter,'S.W.
1889. Heath, George Wilson, Messrs. Heath and Co., Observatory "Works,
Crayford, Kent.
1888. Heatly, Harrr, Messrs. Heatly and Gresham, 110 Cannon Street, London,
E.C. ; and Ballygunge, West HillEoad, W^andsworth, London, S."W.
1897. Heaton, Charles, Brades Steel "Works, near Birmingham. ^Brades,
Birmingham.']
1897. Heaton, George, Brades Steel "Works, near Birmingham. [Brades,
Birmingham.'] (Former Member 1860-1S69.)
1875. Heenan, Hammersley, Slessrs. Heenan and Froude, Newton Heath Iron
"Works, near Manchester; and The Manor House, "Wilmslow, near
Manchester. {Spherical, Neicton Heath.]
1895. Helnke, Edwin Harry AKred, Locomotive Superintendent, Ferro Carril
Mexicano, Orizaba, Mexico : (or care of Miss F. Heinke, The College,
Stoke Bishop, near Bristol.)
1879. Hele-Shaw, Henry Selby, LL.D., Professor of Engineering, University
College, Liverpool.
1869. Henderson, David Marr, Cockayne Hatley, Potton, Bedfordshire.
1888. Henning, Gustavus Charles, 220 Broadway, New York, L'nited States.
1879. Henriques, Cecil Quixam, Messrs. John H. Wilson and Co., 15 Victoria
Street, Westminster, S."W. [Drague, London^
1875. Hepburn, George, Eedcross Chambers, Kedcross Street, Liverpool.
[Hepburn, Liverpool.]
1891. Hepburn, Thomas, Officiating Chief Mechanical Engineer, Small Arms
Ammunition Factory, Kirkee, Poona, Lidia.
1892. Herbert, AKred, Machine-Tool "Works, Coventry. [Lathe, Coventry. 52.]
1893. Herbert, Charles, 35 Queen Victoria Street, London, 'E.C. [Mancunian,
London.]
1893. Herbert, George Henry, Messrs. Kichard Hornsby and Sons, 75a Queen
Victoria Street, London, E.C.
1894. Herman, Benjamin Richard, Messrs. B. E. Herman and Co., McLeod
Eoad, Karachi, India. [Herman, Karachi. 47.]
1884. Hernu, Arthur Henry, 69 Victoria Street, "Westminster, S."W.
1894. Herriot, William Scott, 11 Eose Hill Street, Derby.
1884. Hervey, Matthew "Wilson, Assistant Engineer, West Middlesex Water
Works, Hammersmith, London, W.
1879. He-sketh, Everard, Messrs. J. and E. Hall, Iron Works, Dartford. [Hesheth,
Dart/ord.]
1897. Hctherington, Edward Palmer, Messrs. John Hetherington and Sons,
Vulcan Wurks. Pollard Street. Manchester.
1872. Hewlett, Alfred, Haseley Manor, Warwick.
I
1898. MKMBfiBS. xliii
1885. Hicken, Thomas, La Compania Fabricantes Ingleses, 302 C'alle Balcarce,
Buenos Aires, Argentine Republic : (or care of Miss Hicken, Bourtou,
near Eugby.)
1896. Higby, Robert George, Sitarampur, Bengal, India.
1894. Higgtubottom, Lloyd, Messrs. Higgiubottom and Mannock, Crown Iron
Works, West Gorton, Manchester.
1879. Higson, Jacob, Mining Engineer, Crown Buildings, 18 Booth Street,
Manchester.
1883. Hill, John Kershaw, Engineer and Manager, West Surrey Water Works,
High Street, Walton-on-Thames.
1885. Hill, Robert Anderson, 2i Selborne Road, Hove, Sussex.
1890. Hiller, Edward George, Chief Engineer, National Boiler Insurance Co.,
22 St. Ann's Square, Manchester.
1882. Hiller, Henry, Consulting Engineer, National Boiler Insurance Co.,
22 St. Ann's Square, Manchester; and Athelney, Stanley Road,
Alexandra Park, Manchester.
1873. Hilton, Franklin, 45 Talbot Street, Southport.
1898. Hipktns, William Edward, Managing Director, Messrs. James AVatt and
Co., Soho Foundry, Smethwick, Birmingham.
1897. Hiraoka, Hiroshi, Hiraoka Engineering Works, Houjo, Tokyo, Japan.
[^Herocar, Tohyo.']
1897. Hirst, James, Chief Engineer, Mount Morgan Gold Mining Co., Mount
Morgan, Queensland.
1896. Hitchcock, Cyril, District Locomotive Superintendent, North Western
Railway, Lahore, Punjaub, India.
1898. Hobbs, Charles James, Hydraulic Engineering Co., 9 Bridge Street,
Westminister, S.W.
1891. Hodge, Arthur, Belle Vue Terrace, St. Austell.
1891. Hodges, Frank Grattidge, Locomotive Department, Midland Railway,
Burton - on-Trent.
1897. Hodges, Frank William, Vauxhall Iron Works, Wandsworth Road,
London, S.W. ; and Rushmore, Corkrau Road, Surbiton.
1896. Hodges, Marcus Henry, Messrs. Hodges Brothers, City Basin Iron Works,
Exeter.
1870. Hodges, Petronius, 101 Bumgreave Road, Pitsmoor, Sheffield.
1880. Hodgson, Charles, Messrs. Saxby and Farmer, Railway Signal Works,
Canterbury Road, Kilbum, London, N.W. {^Signalmen, London.
Kilburn 421.]
1889. Hodgson, George Herbert, Thornton Road, Bradford.
1892. Hodgson, Henry Edwin, Brookhouse Iron Works, Cleckheaton, S. O.,
Yorkshire.
1891. Hogarth, Thomas Oswald, Great Western Railway Works, Swindon.
xliv MEMBECS. 1898.
1889. Hoggins, Alfred Farquharson, Brush Electrical Engineering Co., 49
Queen Victoria Street, London, E.G.
1866. Holcroft, Thomas, Bilston Foundry, Bilston.
1886. Hoi den, James, Locomotive Superintendent, Great Eastern EaUway,
Stratford Works, London, E.
1895. Holgate, Charles Henzell, School Close Works, Leeds.
1884. Holland, Calvert Bernard, Hazel Villa, Thicket Koad, Anerley, London, S.E.
1895. Holliday, John, Messrs. A. Guinness, Son and Co., St. James' Gate
Brewery, Dublin.
1886. Hollis, Charles William, Xottingham Engineering Co., St. Alban's
Works, Kadford, Xottingham. {_Iron, Nottingham. Basford 1578.]
1885. Hollis, Henry William, Fairfield, Darlington.
1896. Holman, Frederick, Messrs. N. Holman and Sons, Penzance Foundry,
Penzance.
1891. Holman, Hugh Wilson, Messrs. E. J. Caiger and Co., 92 Billiter Buildings,
Billiter Street, London, E.C. [Caiger, Loyidon.^
1896. Holmes, Percy Frederick, Messrs. W. C. Holmes and Co., Whitestone
Iron Works and Tumbridge Foundries, Huddersfield. {_Holmes,
Euddenfield. 113.]
1892. HolmstriJm, Carl Albert, care of Swedish and Xorwegian Consulate,
Shanghai, China : (or care of Messrs. Vickers Sons and Maxim, 28
Victoria Street, Westminster, S.W.)
1883. Holroyd, John, Amcliflfe, Downs Eoad, Luton.
1873. Holt, Henry Percy, 15 Kensington Court, London, W.
1888. Homan, Harold, Messrs. Homan and Eodgers, 10 Marsden Street,
Manchester. \_Namoh, Manchester. 637.]
1895. Homfray, Samuel George, Sir W. G. Armstrong, Whitwurth and Co.,
8 Great George Street, Westminster, S.W.
1890. Hooker, Benjamin, Pear Tree Court, Farringdon Eoad, London, E.C.
1892. Hope, John Basil, Locomotive Department, North Eastern Eailway, Leeds.
1866. Hopkins, John Satchell, Jesmond Grove, Highiield Eoad, Edgbaston,
Birmingham.
1885. Hopkinson, Charles, Werneth Chambers, 29 Princess Street, Manchester.
1894. Hopkinson, Edward, D.Sc, Messrs. Mather and Piatt, Salford Iron Works,
Manchester.
1856. Hopkinson, John, Inglewood, St. Margaret's Eoad, Bowdon, near
Altriacham.
1874. Hopkinson, John, Jun., D.Sc, F.E.S., 26 Victoria Street, Westminster,
S.W. [Westminster 92.]
1877. Hopkinson, Joseph, Messrs. Joseph Hopkinson and Co., Britannia Works,
Huddersfield.
1890. Hopper, Allan, Messrs. William Hopper and Co., Moscow, Eussia.
1898. MEMBEE8. xlv
1890. Hopper, James Kussell, Messrs. William Hopper and Co., Moscow, Eussia.
1889. Hopwood, John, Locomotive Superintendent, Argentiae Great Western
Eailway, Mendoza, Argentine Eepublic.
1895. Homer, John, Clonard Foundry, Belfast.
1880. Homsby, James, Messrs. Eichard Hornsby and Sons, Spittlegate Iron
Works, Grantham. {^Hornsbys, Grantham.']
1889. Horsfield, Cooper, Messrs. Holroyd Horsfield and Wilson, Larchfield
Foundry, Hunslet Eoad, Leeds.
1891. Horsfield, Ealph, Messrs. Kalph Horsfield and Co., Chapel-en-le-Frith,
near Stockport.
1873. Horsley, Charles, 22 Wharf Eoad, City Eoad, London, N.
1892. Horsnell, Daniel, 79 Farringdon Eoad, London, E.C.
1868. Horton, Enoch, Alma Works, Darlaston, near Wednesbury.
1886. Hosgood, Joha Howell, Locomotive and Hydraulic Superintendent, Barry
Dock and Eailways, Barry, near Cardiff.
1891. Hosgood, Walter James, Locomotive Department, Port Talbot Eailway
and Docks, Port Talbot.
1889. Hosken, Eichard, care of Messrs. W. Hosken and Co., P.O. Box 667,
Johannesburg, Transvaal, South Africa : (or care of J. Hosken, 27
Mincing Lane, London, E.C.)
1866. Houghton, John Campbell Arthur, Sparnon, Torquay.
1898. Houghton, Eeginald James, Electrical Copper Co., Ditton Eoad, Widnes.
1889. Houghton, Thomas Harry, 58 Pitt Street, Sydney, New South Wales :
(or care of Messrs. James Simpson and Co., 101 Grosvenor Eoad,
Pimlico, London, S.W.) \_Expansion, Sydney.']
1887. Houghton-Brown, Ernest, Messrs. Houghton-Brown Brothers, Kingsbury
L:on Works, Ballspond, London, N.
1896. House, Henry Alonzo, Bridgeport, Connecticut, United States.
1895. House, Henry Alouzo, Juu., Manager, Liquid Fuel Engineering Co.,
Columbine Ship Yard, East Cowes, Isle of Wight.
1891. How, William Field, Mutual Life Buildings, George Street, Sydney,
New South Wales. [Alaska, Sydney.]
1864. Howard, Eliot, Messrs. Hayward Tyler and Co., 90 Whitecross Street,
London, E.C.
1897. Howard, Henry Fox, Messrs. Hayward, Tyler and Co., 90 Whitecross
Street, London, E.C.
1879. Howard, James Harold, Britannia Iron Works, Bedford ; and The
Grange, Kempston, Bedford.
1882. Howard, John William, Gloucester Wagon Works, Gloucester.
1896. Howarth, Alfred Montgomery, Eailway Construction Department, Public
Works Office, Sydney, New South Wales.
1885. Howarth, WUliam, Manager, Oldham Boiler Works, Oldham. [Boilers,
Oldham.]
Xlvi MEMBEBS. 1898.
1861. Howell, Joseph Bennett, Messrs. Howell and Co., Brook Steel Works,
Brookhill, Sheffield [Howell, Sheffield.'] ; and The Tower, Hathersage,
near Sheffield.
1877. Howell, Samuel Earnshaw, Messrs. Howell and Co., Brook Steel "Works,
Brookhill, Slieffield. [Eoicell, Sheffield.']
1892. Howitt, James John, Messrs. Bowman Thompson and Co., Lostock Gralam,
North wich.
1882. Howl, Edmund, Messrs. Lee Howl and Co, Tipton. [Howl, Tipton.]
1877. Howlett, Francis, Messrs. Henry Clayton Son and Howlett, Atlas Works,
Woodfield Eoad, Harrow Koad, Loudon, W. [Brichpress, London.]
1891. Hoy, Henry Albert, Locomotive Works, Lancashire and Yorkshire
Railway, Horwich, near Boltou.
1887. Hoyle, James Rossiter, Messrs. Thomas Firth and Sons, Norfolk Works,
Sheffield.
1891. Hubback, Charles Arbuthnot, Locomotive and Rolling Stock
Superintendent, Natal and Nova Cruz Brazilian Railway, Natal, Rio
Grande do Norte, BrazU.
1898. Hudson, Francis James, Locomotive Department, Midland Railway,
Derby ; and 40 West Avenue, Derby.
1882. Hudson, John George, Messrs. Hick Hargreaves and Co., Soho Iron
Works, Crook Street, Bolton ; and Glenholme, Bromley Cross, Bolton.
1884. Hudson, Robert, Gildersome Foundry, near Leeds [Gildersome, Leeds.
Central 14.]; and Weetwood Mount, Headinglej', near Leeds.
[Headingley 4.]
1893. Hudson, William, Ahmedabad, Bombay, India.
1881. Hughes, Edward William Mackenzie, Managing Director, Hughes' Solid
Rolled Axle-Box Co., 53 Victoria Street, Westminster, S.W. ; and
1 The Terrace, Thurlow Park Road, West Norwood, London, S.E.
[Sirhind, London.]
1867. Hughes, George Douglas, Leen Side Works, Nottingham.
1889. Hughes, John, Messrs. Hughes and Lancaster, 47 Victoria Street,
Westminster, S.W.
1891. Hughes, Robert M., Bengal-Nagpur Railway, Chakardharpiu-, India: (or
care of Reginald D. Hughes, 69 Cromford Road, West Hill, London, S.W.)
1883. Hulse, Joseph Whitworth, Messrs. Hulse and Co., Ordsal Works, Regent
Bridge, Salford, Manchester.
1897. Hulse, Richard Lamplough, 35 Queen Victoria Street, London, E.C.
1866. Humplirys, Robert Harry, Messrs. Humphrys Tennaut and Co., Deptford
Pier, London, S.E.
1894. Humpidge, James Dickerson, Messrs. Humpidge, Holborow and Co.,
Dudbridgelrou Works, Stroud, Gloucestershire [Humpidge, Cainscross.] ;
and Glengar, Frome Park Road, Stroud, Gloucestershire.
1898. MEMBEBS. xlvii
1898. Hunt, Robert Woolston, 1137 The Kookery, Chicago, Illinois, United
States.
1889. Hunter, Charles Lafayette, Engineer, Bute Docks, Cardiff.
1886. Hunter, John, Messrs. Campbells and Hunter, Dolphin Foundry, Say nor
Road, Hunslet, Leeds.
1877. Hunter, Walter, 17 Victoria Street, Westminster, S.W. [Westminster 75.]
1888. Huxley, George, 20 Mount Street, Manchester.
1885. Hylaud, John Frank, Railway Contractor, Sao Carlos do Pinhal, Estado de
Sao Paulo, Brazil : (or care of Messrs. Lewis and Hyland, New Rents,
Ashford, Kent.)
1897. I'Anson, Joseph Coventry, 31 Broadway, Westminster, S.W.
1877. Imray, John, Messrs. Abel and Imray, Birkbeck Bank Chambers,
Southampton Buildings, London, W.C.
1882. Ingham, William, 31 Whitworth Street, Manchester. [2202.]
1895. Ingham, William, Water Engineer, Torquay.
1888. Ingleby, Joseph, 20 Mount Street, Manchester.
1883. Instone, Thomas, 146 Leadenhall House, Leadenhall Street, London, E.C.
1894. lorns, Charles Risbec, Waverley Works, 22| Cazenove Road, Stoke
Newington, London, N.
1892. Irons, Thoiuas, Messrs. Hudson Brothers, Clyde Engineering Works,
Granville, New South Wales.
1898. Irwin, Delacherois Hastings, Managing Director, Messrs. Crossley Brothers,
Openshaw, Manchester. [_Crossleys, Opensliaw.^
1895. Isaac, Robert, Messrs. Owen, Isaac and Owen, Union Iron Works,
Portmadoc. [Isaac, Portmadoc]
1887. Ivatt, Henry Alfred, Locomotive Engineer, Great Northern Railway,
Doncaster.
1898. Iveson, Thomas Gill, Locomotive Department, Midland Railway, Derb3\
1884. Jacks, Thomas William Moseley, Patent Shaft Works, Wednesbury; and
Woodgreen, AVednesbury.
1898. Jackson, Algernon Brooker, 16 Great Tower Street, London, E.C.
1847. Jackson, Peter Rothwell, Salford Rolling Mills, Manchester ; and
Blackbrooke, Pontrilas, R.S.O., Herefordshiie. \_Jacksons, Manchester.^
1895. Jackson, Robert Cattley, Newcastle-on-Tyne Electric Supply Co., Pandon
Dene, Newcastle-ou-Tyne. {_Supphj, Newcastle-on-Tyne. P.O. 530.]
1886. Jackson, Thomas, Woodlands View, Horsforth, near IjceJa.
1889. Jackson, William, Thorn Grove, Mannofield, Aberdeen.
1876. Jacobs, Charles Mattathias, 88 Bishopsgate Street Within, London, E.C.
[^Vexillum, London.']
Xlviii MEMBEBS. 1898.
1878. Jakeman, Christoplier John "Wallace, Manager, Messrs. Merryweather
and Sons, Tram Locomotive Works, Greenwich Eoad, London, S.E.
1893. James, Arthur William, Calcutta Landing and Shipping Co., 24 Strand
Eoad, Calcutta, India.
1889. James, Charles William, Usine Anglo-Fran9aise d' Automobiles, 9 and
11 Kue Stendhal, Paris.
1895. James, Christopher William, Messrs. Joshua Buckton and Co., Well House
Foundry, Meadow Eoad, Leeds.
1895. James, Enoch, General Manager, Patent Shaft and Axletree Works,
Wednesbury.
1889. James, Eeginald William, 1 Queen Victoria Street, London, E.G.
1879. Jameson, George, Messrs. John Jameson and Son, Bow Street Distillery,
Dublin.
1881. Jameson, John, Messrs. Jameson and Schaeffer, 2 Akenside Hill, Newcastle-
on-Tyne. [Jameson, Newcastle-on-Tyne. P.O. 226.]
1888. Jaques, Captain William Henry, 141 Broadway, New York, United States.
1888. Jeejeebhoy, Piroshaw Bomanjee, 17 Church Street, Bombay, India.
1880. Jeiferies, John Eobert, Messrs. Eansomes, Sims and Jefferies, Orwell
Works, Ipswich.
1881. Jeiferiss, Thomas, Messrs. Tangyes, Cornwall Works, Soho, near
Birmingham. [Ta?igyes, Birmingham.']
1877. Jeffreys, Edward Homer, Hawkhills, Chapel Allerton, Leeds.
1893. Jenkin, Charles Frewen, 4 Vanbrugh Park Eoad West, Blackheath,
London, S.E.
1894. Jenkin, Thomas Henry, Messrs. J. Jamieson and Co., Queen's Dock
Chambers, Hull. [Propeller, Hull. 94.]
1880. Jenkins, Ehys, Patent Office, 25 Southampton Buildings, London, W.C.
1892. Jenkins, William John, Messrs. W. J. Jenkins and Co., Beehive Works,
Eetford.
1896. Jenkinson, Thomas, Messrs. Pilkingtou Brothers, Plate Glass Works, St.
Helen's, Lancashire.
1893. Jennins, Henry Horwood, Messrs. Edwin Oldroyd and Co., Crown Works,
Leeds. [Calorifics, Leeds. Central 241.]
1878. Jensen, Peter, 77 Chancery Lane, London, W.C. [Venture, London."}
1889. Jessop, George, Messrs. Jessop and Appleby Brothers, London St.am-Crane
and Engine Works, Leicester. [Jessop, Leicester.']
1885. Johnson, John Clarke, Messrs. James Eussell and Sons, Crown Tube Works,
AVednesbury.
1890. Johnson, John William, care of Baron L. Knoop, Maison de la Banque des
Marchauds, Ilyinka, Moscow, Eussia.
1891. Johnson, Lacey Eobert, Master Mechanic, Pacific Division, Canadian
Pacific EaUway, Vancouver, British Columbia.
1898. MEMBEU8. xlis
18S8. Johnson, Lawrence Potter, Insein, Lower Burma : (or 9 Blacklieath Eise,
Lewisham, London, S.E.)
1882. Johnson, Samuel, Manager, Globe Cotton and Woollen Machine Works,
Eochdale ; and Glebelands, Rochdale.
1887. Johnson, Samuel Henry, Engineering Works, Carpenter's Eoad, Stratford,
London, E. ; and The Warren Hill, Loughton, Essex.
1861. Johnson, Samuel Waite, Locomotive Superintendent, Midland Railway,
Derby.
1888. Johnson, William, Castleton Foundry and Engineering Works, Armley
Road, Leeds.
1896. Johnston, James, Chief Engineer, Brighton Corporation Water Works,
12 Bond Street, Brighton. [140.]
1895. Johnstone, Captain James Henry L'Estrange, R.E. {Life Member), Horse
Guards, Whitehall, London, S.W.
1872. Joicey, Jacob Gowland. Messrs. J. and G. Joicey and Co., Forth Banks
West Factory, Newcastle-on-Tyne. ^Engines, Newcastle-on-Tyne.']
1882. Jolin, Philip, 35 Narrow Wine Street. Bristol; and 2 Elmdale Road,
Redland, Bristol.
1891. Jones, Charles Frederick, 85 Davenport Street, Bolton.
1871. Jones, Charles Henry, Assistant Locomotive Superintendent, Midland
Railway, Derby.
1873. Jones, Edward, Broomfield House, Perry Barr, Birmingham.
1884. Jones, Felix, Messrs. Jones and Foster, 39 Bloomsbury Street, Birmingham.
1878. Jones, Frederick Robert, Superintending Engineer, Sirmoor State, Nahan,
near Umballa, Punjaub, India : (or care of Messrs. Richard W. Jones
and Co., Newport, Monmouthshire.)
1867. Jones, George Edward, District Locomotive Superintendent, North
Western Railway, Sukkur, Scinde, India : (or care of Mrs. Edward
Jones, Homelea, All Saints' Villas, Cheltenham.)
1878. Jones, Harry Edward, Engineer, Commercial Gas Works, Stepney,
London, E.
1881. Jones, Herbert Edward, Locomotive, Carriage and Wagon Superintendent,
Cambrian Railways, Oswestry.
1890. Jones, Morlais Glasfryn, 6 Delahay Street, Westminster, S.W.
1882. Jones, Samuel Gilbert, Hatherley Court, Gloucester.
1887. Jones, Thomas, Central Board School, Deansgate, Manchester; and
4 Manley Road, Alexandra Park, Manchester.
1872. Jones, William Richard Sumption, Whitehall Court, London, S.W,
1883. Jordan, Edward, Manager, Cardiff Junction Dry Dock and Engineering
Works, Cardiff.
1891. Jordan, Henry George, Jun., Municipal Technical School, Princess
Street, Manchester ; and 6 Manley Road, Whalley Range, Manchester.
HEMBEBS. 1898.
1880. Joy, David, 85 Gracechurch Street, Loudon, E.G. ; and 118 Broadhurst
Gardens, West Hampstead, London, N.W. (Former Member 1853-
1867.)
1891. Judd, Joseph Henrj-, School Board Offices, Manchester.
1878. Jiingeimann, Carl, 9 Nettelbeck Strasse, Berlin, W., Germany.
1884. Justice, Howard Rudulph, 55 and 56 Chancery Lane, London, W.C.
[Syng, London. Holborn 3.]
1888. Kapteyn, Albert, Westinghouse Brake Co., Canal Koad, York Road,
King's Cross, London, N.
1869. Keen, Arthur, London Works, near Birmingham. \_Glohe, Birmingham.^
1883. Keen, Francis Watkins, Patent Nut and Bolt Works, Westbromwich.
1881. Kendal, Ramsey, Locomotive Department, North Eastern Railway,
Darlington.
1879. Kennedy, Professor Alexander Blackie William, LL.D., F.R.S., 17 Victoria
Street, Westminster, S.W. [Kinematic, London.']
1892. Kennedy, Thomas, The Glenfield Engineering Works, Kilmarnock.
1875. Kenrick, George Hamilton, Messrs. A. Kenriek and Sons, Spon Lane,
Westbromwich ; and Whetstone, Somerset Road, Edgbaston,
Birmingham.
1892. Kensington, Frederick, 2 Copthall Buildings, London, E.C.
1866. Kershaw, John, G G Bickenhall Mansions, Gloucester Place, London, W.
1884. Kershaw, Thomas Edward, Chilvers Coton Foundry, Nuneaton.
1885. Keyworth, Thomas Egerton, Ferro Carril Buenos Aires y Rosario,
Campana, Buenos Aires, Argentine Republic : (or care of J. R. H.
Keyworth, 28 Grosvenor Road, Birkenhead.)
1885. Kidd, Hector, Colonial Sugar Refining Co., Sydney, New South Wales.
1894. Kiernan, George, Manager, Messrs. Gresham and Craven, Craven Iron
Works, Salfurd, Manchebter.
1888. Kikuchi, Kyozo, Superintendent Engineer, Hirano Spinning Mill, Osaka,
Japan.
1895. King, Charles Penrose, Resident Engineer, Epsom Water Works,
Epsom.
1897. King, Henry Charles, Great Western Railway Works, Swindon. •
1895. King, Thomas Scott, Messrs. Davey Paxman and Co., Standard Iron
Works, Colchester.
1872. King, William, Engineer, Liverpool United Gas Works, Duke Street,
Liverpool.
1893. Kinghorn, John Warden, care of Messrs. Jardiue Matheson and Co.,
Hong Kong, China.
1898. MBMBEES. li
1877. Kirk, Henry, Messrs. Kirk Brotliers and Co., New Yard Iron Works,
Workington. [Kirlis, Worhinrfton.']
1884. Kirkaldy, John, 101 Leadenhall Street, London, E.G. [^ComTpactum,
London.']
1875. Kirkwood, James, Chief Inspector of Machinery for Pei Yang Squadron;
care of Commissioner of Customs, Kowloon, Hong Kong, China : (or
Grange Park, Prestwick, Ayrshire.)
1864. Kirtley, William, Locomotive Superintendent, London Chatham and
Dover Eailway, Longhedge Works, Wandsworth Koad, London, S.W.
[Westminster 5.]
1859. Kitson, Sir James, Bart., M.P., Monk Bridge Iron AVorks, Leeds.
1868. Kitson, John Hawthorn, Airedale Foundiy, Leeds. [Airedale, Leeds.']
1874. KJein, Thorvald, 50 Southbrook Koad, Lee, London, S.E.
1889. Knap, Conrad, 11 Queen Victoria Street, London, E.G.
1886. Knight, Charles Albert, Babcock and Wilcox Co., 21 Bothwell Street,
Glasgow.
1890. Knight, James Percy, Kaiser Steam Tug Co., 27 Great Tower Street,
London, E.C. [Longboat, London. Avenue 203.]
1896. Kwang, Kwong Yung {Life Member), Linsi Colliery ; care of the Chinese
Engineering and Mining Co., Tientsin, North China.
1898. Lackland, John James, Water Engineer, Town Hall, St. Helens,
Lancashire. [69.]
1881. Laing, Arthur, Deptford Shipbuilding Yard, Sunderland.
1872. Laird, WUliam, IMessrs. Laird Brothers, Birkenhead Iron Works,
Birkenhead. [Laird, BirJienhead. 3.]
1883. Lake, William Robert, 45 Southampton Buildings, London, W.C. [Scopo,
London.]
1897. Lambert, AVilliam Eraser, Messrs. G. S. Goodwin and Co., 19 James Street,
Liverpool.
1896. Lane, Francis Lawrence, Works Manager, Leeds Forge, Leeds.
1881. Langdon, William, Oaklields, Kingsbury, London, N.W.
1881. Lange, Frederick Montague Townshend, 3 Prince's Mansions, Victoria
Street, Westminster, S.W.
1893. Langford, William, The Oaklands, Hagley Koad, Birmingham.
1879. Lapage, Richard Herbert, Oakfield, Langley Avenue, Surbiton, London,
S.W.
1888. Latham, Baldwin, 13 Victoria Street, Westminster, S.W. ; and Duppas
House, Old Town, Croydon.
1890. Laurie, Leonard George, Mill Parade, Newport, Monmouthshire.
1867. Lawrence, Henry, 24 Grainger Street West, Newcastle-on-Tyne.
lii MEMBERS. 1898.
1893. Lawiic, James Assistant Government Marine Surveyor, Singapore, Straits
Settlements.
1874. Laws, "William George, Borough Engineer and Town Surveyor, Town
Hall, Newcastle-on-Tyne ; and 65 Osborne Eoad, Newcastle-on-Tyne.
[^Engineer, Newcastle-on-Tyne.']
1882. Lawson, Frederick William, Messrs. Samuel Lawson and Sons, Hope
Foundry, Leeds.
1870. Layborn, Daniel, Messrs. Daniel Layborn and Co., Dutton Street, Liverpool.
1883. Laycock, William S., Victoria Street Works, Sheffield; and Eanmoor,
Sheffield. [Invention, ShefieU. 907.]
1860. Lea, Henry, 38 Bennett's Hill, Birmingham. [Engineer, Birmingham. 113.]
1892. Lea, Richard Henry, Stoke Green, Coventry.
1895. Lea, William Arthur, Compafjia de Ferrocarriles del Distrito, Department©
de Construccion, Mexico City, Mexico.
1889. Leaf, Henry Meredith, Burlington Lodge, Streatham Common, London,
S.W.
1883. Leavitt, Erasmus Darwin, Jun., 604 Main Street, Cambridgeport,
Massachusetts, United States.
1890. Ledingham, John Machray, Royal Laboratory, Royal Arsenal, Woolwich.
1887. Lee, Cuthbert Ridley, Messrs. C. R. Lee and Co., Suffolk House, Laurence
Pountney Hill, London, E.C.
1862. Lee, J. C. Frank, 6 Great Winchester Street, London, E.C.
1892. Lee, Richard John, Messrs. Harrison, Lee and Sons, City Foundry,
Limerick.
1890. Lee, Samuel Edward, Messrs. Harrison, Lee and Sons, City Foundry,
Limerick.
1863. Lees, Samuel, Messrs. H, Lees and Sons, Park Bridge Iron Works,
Ashton-under-Lyne.
1889. Legros, Lucien Alpbonse, 57 Brook Green, Hammersmith, London, W.
1896. Leisse, George Charles, Messrs. John Fowler and Co., Steam Plough and
Locomotive Works, Leeds.
1898. Leopard, Charles William, 33 Minories, London. E.C.
1878. Lewis, Gilbert, 538 Eccles New Road, Eccles, Manchester.
1895. Lewis, Herbert William, Acting Senior Inspector of BoUers, Custom
House, Bombay, India.
1898. Lewis, Joseph Slater, F.E.S.E., General Manager, Messrs. P. R. Jackson
and Co., Salford Rolling lilills, Manchester ; and Norwood, Ellesmere
Park, Eccles. [Slater Leicis, Eccles. 34.]
1884. Lewis, Sir William Thomas, Bart., Bute Mineral Estate Office, Aberdare ;
and Mardy, Aberdare.
1894. Liebert, Henry Anton, Messrs. John Holroyd and Co., Perseverance
Works, Milnrow, Rochdale.
1898. MEMBEBS. liii
1880. Lightfoot, Thomas Bell, Cornwall Buildings, 35 Queen Victoria Street,
London, E.G. ^Separator, London.^ ; and 7 Eastcombe Villas, Charlton
Eoad, Blackheath, London, S.E.
1891. Lindsay, William Kobertson, 1 Lome Terrace, Forfar Koad, Dundee.
1890. Lineham, WUfrid James, Professor of Engineering and Mechanical
Science, The Goldsmiths' Institute, New Cross, London, S.E. ; and
Jesmond, Leyland Koad, Lee, London, S.E.
1856. Linn, Alexander Grainger, 121 Upper Parliament Street, Liverpool.
1876. Lishman, Thomas, Mining Engineer, Hetton Colliery, near Fence
Houses.
1881. List, John, Superintendent Engineer, Messrs. Donald Currie and Co.,
Orchard Works, Blackwall, London, E. ; and 3 St. John's Park,
Blackheath, London, S.E.
1890. Lister, Robert Eamsbottom, Messrs. Beyer Peacock and Co., Gorton
Foundry, Manchester.
1890. Livens, Frederick Howard, Messrs. Ruston Proctor and Co., Sheaf Iron
Works, Lincoln.
1895. Livingston, James, 30 Great St. Helen's, London, E.C. [^Cinerary,
London.']
1S86. Li vsey, John Edward, 34 Octavia Street, Battersea, London, S.W.
1867. Lloyd, Charles, 78 Station Road, South Shore, Blackpool.
1854. Lloyd, George Braithwaite (Life ilfeynSer), Edgbaston Grove, Birmingham.
1882. Lloyd, Robert Samuel, Messrs. Hayward Tyler and Co., 90 Whitecross
Street, London, E.C.
1894. Lloyd, Sampson Zachary, Managing Director, Engineering Department,
Messrs. Nettlefolds, Birmingham [Nettlefolds, Birmingham.']; and
Areley Hall, Stourport.
1897. Loane, Samuel Joshua, Acting Chief Engineer, Madras Municipality,
Municipal Office, Madras, India.
1898. Lobnifz, Fred, IMessrs. Lobnitz and Co., Renfrew, near Paisley; and
Clarence House, Renfrew, near Paisley.
1879. Lockhart, William Stronach, 67 Granville Park, Blackheath, London,
S.E.
1890. Logan, John Walker, Messrs. Davey Paxman and Co., Standard Iron
Works, Colchester ; and P.O. Box 2037, Johannesburg, Transvaal, South
Africa.
1883. Logan, Robert Patrick Tredennick, Engineer's Office, Great Northern
Railway of Ireland, Dundalk.
1884. Longbottom, Luke, Locomotive Carriage and Wagon Superintendent,
North Stafifordshire Railway, Stoke-on-Trent.
1894. Longridge, Captain Cecil Clement, 15 George Street, Mansion House,
London, E.C.
liv MEMBERS 1898.
1880. Longridge, Michael, Cliief Engineer, Engine and Boiler Insnrance Co.,
12 King Street, Manchester.
1856. Longridge, Eobert Bewick, ^lanaging Director, Engine and Boiler Insurance
Co., 12 King Street, Manchester; and Yew Tree House, Tabley, near
Knutsford.
1875. Longridge, Eobert Charles, Kilrie, Knutsford.
1880. Longworth, Daniel, 2 bis Eue Simoneau, Boulogne-sur-j\Ier, France.
1887. Lorrain, James Grieve, Norfolk House, Norfolk Street, London, W.C.
[_Lorrain, London.']
1898. Lotbiniere, Captain Alain Chartier Joly de, E.E., Eoyal Engineer
Workshops, School of Military Engineering, Chatham.
1888. Low, David Allan, Professor of Engineering, East London Technical
College, People's Palace, Mile End Eoad, London, E.
1885. Low, Eobert, Powis Lodge, Vicarage Park, Plumstead.
1884. Lowcock, Arthur, Cloverfield, "Whitchurch, Shropshire.
1891. Lowdon, Thomas, Kiugsland Crescent, Barry Docks, B.O., near Cardiff.
1873. Lucas, Arthur, 27 Bruton Street, New Bond Street, London, W.
1889. Lucy, Arthur John, Meadowcroft, Penn Eoad, Croydon.
1897. Lucy, Ernest Edward, Assistant Locomotive Superintendent, Great
Western Eailway, Stafford Eoad Works, Wolverhampton.
1886. Lucy, William Theodore, Messrs. Evans. Livock and Co., 130 Calle 25 de
INIayo, Buenos Aires, Argentine Eepublic : (or Thomleigh, Woodstock
Eoad, Oxford.)
1895. Lumsden, Thomas Templeton Mackie, Managing Director, Messrs.
James Milne and Son, Slilton House Works, Edinburgh.
1898. Lunt, Charles Thomas, Vanguard Cycle Co., Walsall. [Vanguard,
Walsall. 6075.]
1877. Lupton, Arnold, Professor of Mining Engineering, Yorkshire College,
Leeds ; and 6 De Grey Eoad, Leeds. [Arnold Lupton, Leeds. Central
330.]
1897. Lupton, Hugh, Messrs. Hathorn, Davey and Co., Sun Foundry, Dewsbury
Eoad, Leeds. [Hathorn, Leeds. Central 524.]
1887. Lupton, Kenneth, 6 Jesson Street, Coventry.
1889. Macallan, George, Works Manager, Great Eastern Eailway. Stratford
Works, London, E.
1892. Macbean, John James, Messrs. Howarth Erskine and Co., Singapore,
Straits Settlements.
1888. Macbeth, John Bruce King, 44 Tamarind Lane, Bombay, India : (or care
of Norman Macbeth, Heaton, Bolton.)
1883. Macbeth, Norman, Messrs. John and Edward Wood, Victoria Foundry,
Bolton.
1898. MEMBERS. Iv
1884. MacCarthy, Samuel, Messrs. Lloyd and Lloyd, 90 Cannon Street, London,
E.G. ; and 18 Adelaide Eoad, Brockley, London, S.E.
1877. MacCoU, Hector, Bloomfield, Belfast.
1897. MacDonald, David Johnstone, South St. Koque's Works, Dundee.
[Medalist, Dundee. 239.]
1889. Macdonald, James Alexander, Broad Oaks Iron Works, Chesterfield.
1895. MacGarvey, Howard, Lombard Street Works, Dublin.
1892. Mackay, Charles O'Keefe, Locomotive Department, Lancashire and
Yorkshire Eailway, Horvrich, near Bolton.
1890. Mackay, Joseph, Bangkok Dock Co., Bangkok, Siam : (or care of Messrs.
John Birch and Co., 10 Queen Street Place, London, E.C.) [Mackay,
Banghok.']
1885. Mackenzie, John William, Messrs. Wheatlcy and Mackenzie, 40 Chancery
Lane, London, W.C. ; and Northfield, Oxford Eoad, Upper Teddington,
S.O., Middlesex.
1894. Mackie, John, Eeading L-on Works, Heading. [Engineering, Beading.']
1875. Maclagan, Eobert, Blantyre, British Central Africa : (or care of Dr.
Maclagan, 9 Cadogan Place, Belgrave Square, London, S.W.)
1889. MacLay, Alexander, Professor of Mechanical Engineering, Glasgow and
West of Scotland Technical College, 38 Bath Street, Glasgow.
1886. MacLean, Alexander Scott, Messrs. Alexander Scott and Sons,
Sugar Eefinery, Berry-yards, Greenock ; and 31 Bank Street,
Greenock.
1877. MacLellan, John A., Messrs. Alley and MacLellan, Sentinel Works,
Pohnadie Eoad, Glasgow. [Alley, Glasgoic. Eoyal 673.]
1864. Macnab, Archibald Francis, Tokyo, Japan.
1884. Macpherson, Alexander Sinclair, Messrs. Fair bairn, Naylor, Macpherson
and Co., Wellington Foundry, Leeds.
1892. Mactear, James, F.E.S.E., 28 Victoria Street, Westminster, S.W.
[Celestine, London. Westminster 66.]
1879. Maginnis, James Porter, 9 Carteret Street, Queen Anne's Gate, Westminster,
S.W. [Offsett, London.']
1891. Mahon, Major Eeginald Henry, E.A., Superintendent, H. M. Shell
Factory, Cossipore, Calcutta, India.
1896. Main, William Henderson, Superintendent, Engine Department, H. M.
Mint, Bombay, India.
1873. Mair-Eumley, John George {Life Member), 43 Palace Court, London, W.
[Ipsum, London.]
1884. Mais, Henry Coathupe, 2 Prell's Buildings, Collins and Queen Streets,
MelboTurne, Victoria.
1898. Maitland, Cree, Locomotive Engineer and Manager, Sungei Ujong Eailway,
Port Dickson, Singapore, Straits Settlements.
2 r
Ivi HEMBEBS. 1898.
1883. Malan, Ernest de Merindol, Westingliouse Brake Co., York Eoad, King's
Cross, London, N.
1879. Malcolm, Bowman, Locomotive Engineer. Belfast and Northern Counties
Eailvray, Belfast.
1896. Malloch, William Farquhar, P.O. Box 2681, Johannesburg, Transvaal,
South Africa.
1891. Manisty, Edward, Dundalk Iron "Works, Dundalk, Ireland ; and 24a
Bryanston Square, London, W.
1894. Mann, James Hutchinson, Messrs. Mann and Charlesworth, Canning
Works, Dewsbury Eoad, Leeds. {^Canning, Leeds. Central 1335.]
1888. Mano, Bunji, Professor of Mechanical Engineering, Imperial University,
Tokyo, Japan.
1875. Mansergh, James, 5 Victoria Street, "Westminster, S.W.
1894. Mansfield, Edwin, Messrs. Edwin Mansfield and Sons, Whitby
Engineering Works, near Chester. [Jilansiield, Whithy, Chester.']
1891. Manson, James, Locomotive Superintendent, Glasgow and South Western
Eailway, Kilmarnock.
1897. Mantle, Harry George, Old Level Iron Works, Brierley Hill. [^Hall, Brierley
mn. 12,005.]
1862. Mappiu, Sir Frederick Thorpe, Bart., ]M.P., Messrs. Thomas Turton and
Sons, Sheaf Works, Sheffield ; and Thornbury, Sheffield.
1897. Mapplebeck, Edward, ilessrs. John Wilkes, Sons and 3Iapplebeck,
Liverpool Street, Birmingham. [Wilhes, Birmingham.']
1878. Marie', Georges, 4 Boulevard des Sablons, Neuilly-sur-Seine, France.
1891. Marks, Edward Charles Eobert, 13 Temple Street, Birmingham.
1888. Marks, George Croydon, 18 Southampton Buildings, Chancery Lane,
London, W.C. [^Reconstruction, London.]
1896. Markwick, Alfred Ernest, Superintendent of Machinery, Karachi
Municipality, Lawrence Eoad, Karachi, India.
1884. Marquand, Augustus John, 2 Dock Chambers, Bute Docks, Cardiff.
[Martial,\Cardiff:]
1887. Marriott, William, Engineer and Locomotive Superintendent, Midland and
Great Northern Joint Eailways, Melton Constable, Norfolk,
1896. Marsh, Douglas Earle, Locomotive Department, Great Northern Eailway,
Doncaster.
1875. Marshall, Eev. Alfred {Life Member), The Vicarage, Feckenham, Eedditch.
1865. Marshall, Francis Carr, Messrs. E. and W. Hawthorn Leslie and Co.,
St. Peter's Works, Newcastle-on-Tyne.
1890. Marshall, Frank Herbert, Messrs. Wilsons, Pease and Co., Tees Iron Works,
Middlesbrough.
1885. Marshall, Henry Dickenson, Messrs. JIarshall, Sons and Co., Britannia Iron
Works, Gainsborough, [Marshalls, Gainsborough. 10.]
1898. MEMBBBS. Ivii
1897. Marshall, Herbert, Messrs. Marshall, Sons and Co., Britannia Iron Works,
Gainsborough. I31arshalls, Gainsborough. 10.]
1871. Marshall, James, Messrs. Marshall, Sons and Co., Britannia Iron "Works,
Gainsborough. [^Marshalls, Gainshorough. 10.]
1885. Marshall, Jenner Guest, Norwich Union Chambers, Birmingham; and
Westcott Barton Manor, Oxfordshire.
1877. Marshall, "William Bayley, Richmond Hill, Edgbaston, Birmingham.
[^Augustus, Birmingham.']
1847. Marshall, "William Prime, Riclimond Hill, Edgbaston, Birmingham.
[_Augustus, Birmingham.]
1859. Marten, Edward Bindon, Pedmore, Stourbridge. [^Marten, Stourbridge.
8504.]
1881. Martin, Edward Pritchard (Life Member), Dowlais Iron "Works, Dowlais.
1889. Martin, The Hon. James, Messrs. James Martin and Co., Phoenix
Foundry, Gawler, South Australia : (or care of J. C. Lanyon,
27 Gresham House, Old Broad Street, London, E.G.)
1886. Martin, William Hamilton, Engineering Manager, The Scheldt Eoyal
Shipbuilding and Engineering "NA^orks, Flushing, Holland.
1882. Martindale, "Warine Ben Hay, 38 Parliament Street, "Westminster, S.'U'". ;
and Newlands, Iiigatestone, Essex.
1884. Massey, George, Post Office Chambers, Pitt Street, Sydney, New South
"Wales.
1890. Massey, Stephen, Messrs. B. and S. Massey, Openshaw, Manchester.
1893. Massey, William Henry, 25 Queen Anne's Gate, "V\"estmuister, S.'A\''. ; and
Twyford, R.S.O., Berkshire.
1892. Masterton, John Fraser, Locomotive Department, South Eastern Railway,
Ashford, Kent.
1894. Mather, George Radford, Messrs. G. R. Mather and Son, Albion Foundry,
"A\''ellingborough. ^Mather, Wellingborough.']
1867. Mather, "William, Messrs. Mather and Piatt, Salford Iron "Works,
Manchester. [Mather, Manchester.]
1883. Mather, "William Penn, Queen Dyeing Co., Providence, Rhode Island,
"United States.
1882. Matheson, Henry Cripps, Enfield, Sunny Gardens, Hendon, London,
N.W.
1891. Mathewsou, Jeremiah Eugene, Tilghman's Sand-Blast Co., Broadheath,
near IManchester.
1886. Matthews, Robert, Parrs House, Heaton Mersey, near Manchester.
1895. Matthews, Thomas, Imperial Iron "Works, "West Gorton, Manchester.
1853. Maudslay, Henry (Life Meinber), "Westminster Palace Hotel, 4 Victoria
Street, "Westminster, S."W. : (or care of John Barnard, 47 Lincoln's Inn
Fields, London, W.C.)
2 F 2
Iviii MEMBEBS. 1898^.
1893. Maunsell, Richard Edward Lloyd, Assistant Locomotive Engineer, Great
Southern and Western Eailway, Inchicore Works, near Dublin.
1873. Maw, William Henry, 35 Bedford Street, Strand, London, W.C. [Gerrard
3663.]
1884. Maxim, Hiram Stevens, Messrs. Tickers, Sons and Maxim, 32 Victoria
Street, Westminster, S.W. ; and 18 Queen's Gate Place, South
Kensington, London, S.W.
1859. Maylor, William, Hanley Grange, Hanley Castle, Worcestershire.
1874. McClean, Frank, Norfolk House, Norfolk Street, Strand, London, W.C.
1898. McCowen, Victor A. H., City Electrical Engineer, Town Hall, Belfast.
1891. McCredie, Arthur Latimer, Mutual Life of New York Buildings, Martin
Place, Sydney, New South Wales. [Ebony, Sydney. 63.]
1892. McDonald, John, Locomotive Works, Imperial Government Railways,.
Tokyo, Japan.
1878. McDonald, John Alexander, Assistant Engiueer-in-chief, Public Works
Department, Perth, Western Australia : (or care of James E.
McDonald, 4 Chapel Street, Cripplegate, London, E.C.)
1865. McDonnell, Alexander, 23 Denbigh Street, London, S.W. ; and Eydens,
Hersham Eoad, Walton-on-Thames.
1891. McFarlane, George, Sun Insurance Buildings, 121 West George Street,
Glasgow. [Bunsloy, Glasgow. Eoyal 3777.]
1895. McFarlane, James, 27 Spring Gardens, Abbeyhill, Edinburgh.
1895. McGee, Walter, Albion Works, Stoney Brae, Paisley. [137.]
1897. McGlashan, William, Chief Mechanical Engineer, Foundry and Shell
Factory, Cossipore, Calcutta, India.
1889. Mclntyre, John Henry A., Lecturer on Mechanical Engineenng, Allan
Glen's School, Glasgow.
1880. McLachlan, John, Messrs. Bow, McLachlau and Co., Thistle Engine
Works, Paisley. [Boic, Paisley.']
1888. McLaren, Henry, Messrs. J. and H. McLaren, Midland Engine Works,
Leeds.
1882. McLaren, Eaynes Lauder, 10 Lammas Park Gardens, Ealing.
London, W.
1888. McLarty, Farquhar Matheson, 26 Brougham Street, Greenock. [UiiiquCf
Greenoc/i.]
1885. McNeil, John, Messrs. Aitken, ^McNeil and Co., Helen Street, Govan,
Glasgow ICoJonial, GJasfjoic'] ; and Eosario, Dalkeith Avenue, Dumbreck,.
Glasgow.
1896. McPherson, Stewart, Manager, Barnagore Jute Works, Calcutta, India.
1894. McQueen, Joliu, Messrs. John Hetherington and Sons, Vulcan AVorks,
Pollard Street, Manchester.
1891. Meade, Thomas de Courcy, Town Hall, Manchester.
1S98. 'members. lix
1882. Meats, John Tempest, Mason Machine "Works, Taunton, Massachusetts,
United States.
1881. Meik, Charles Scott, care of P. Walter Meik, 16 Victoria Street,
Westminster, S.W.
1887. Melhuish, Frederick, Assistant Engineer, South wark and Vauxhall Water
Works, Southwark Bridge Koad, London, S.E.
1891. Melville, William Charles, Superintendent Engineer, Liverpool Steam
Tug Co., 44 Chapel Street, Liverpool.
1888. Melville, William Wilkie, Messrs. Cadd}^ and Co., Daybrook, Nottingham.
1897. Mendizabal, Carlos, General Manager, Altos Hornos Iron and Steel
Works, Bilbao, Spain.
1878. Menier, Henri, 56 Kue de Chateaudun, Paris.
1876. Menzies, William, Messrs. Menzies and Co., 50 Side, Newcastle-on-Tyne.
[William Menzies, Neiccastle-on-Tyne. G.P.O. 200. Nor. Bis. 1144.]
1897. Meredith, John, Messrs. Turney and Co., Whitemoor Works, Nottingham.
1894. Merrick, Kobert, Warren's Place Iron Works, Cork.
1896. Merrifield, Leonard Lancaster, 19 Abingdon Street, Westminster, S.W.
1875. Merryweather, James Compton, Messrs. Merryweather and Sons, Fire-
Engine Works, Greenwich Koad, London, S.E. ; and 4 Whitehall
Court, London, S.W. [Merrtjweather, London.']
1891. Metcalfe, Frederick Spencer, Pumping Station, Sewage Works, Burton-
on-Trent.
1881. Meysey-Thompson, Arthur Herbert, Messrs. Hathorn Davey and Co., Sun
Foundry, Dewsbury Koad, Leeds.
1877. Michele, Yitale Domenico de, 14 Delahay Street, Westminster, S.W. ; and
Higham Hall, Rochester.
1898. Micklewright, William, Works Manager, Messrs. John Russell and Co.,
Alma Tube Works, Walsall.
1884. Middleton, Reginald Empson, 17 Victoria Street, Westminster, S.W.
1891. Middleton, Robert, Sheepscar Foundry, Leeds.
1891. Middleton, Robert Thomas, Superintendent of Bridge Works, Bombay
Baroda and Central India Railway, Bombay, India.
1862. Miers, Francis C, Messrs. Fry Miers and Co., Suflfolk House, 5 Laurence
Pountney Hill, London, E.C. ; and Eden Cottage, West Wickham Road,
Beckenham. [Foundation, London. Bank 920.]
1874. Milburn, John, Hawkshead Foundry, Quay Side, Workington.
1893. Millar, Jackson, Messrs. Riley Hargreaves and Co., 11 Merchant Road,
Singapore, Straits Settlements: (or care of David Dunlop, 93 Hope
Street, Glasgow.)
1889. Miller, Adam, Avondale Lodge, Bull Wood, Dunoon, Argyllshire.
1885. Miller, Harry WUliam, Princess Estate and Gold Mining Co., P.O. Box
1366, Johannesburg, Transvaal, South Africa.
Is MEMBEBS. 1898.
1886. Miller, Jolin Smitli, Messrs. Smith Brothers and Co., Hyson Green Works,
Nottingham.
1887. Miller, Thomas Lodwick, 7 Tower Buildings N., "Water Street, Liverpool.
1893. MUligan, William Scott, Messrs. Pollit and Wigzell, Bank Foundry,
Sowerby Bridge.
1893. Millington, Frederick Handel, Manager, Patent Pulp Manufacturing Co.,
Thetford ; and Mill House, Thetford.
1885. Mniis, Charles Thomas, Principal, Educational Department, Borough
Eoad Polytechnic, London, S.E.
1898. Mills, George Pilkington, Works Manager, Ealeigh Cycle Works, Lenton,
Nottingham ; and The Woodlands, Beeston, Nottingham.
1898. Mills, Eichard, Locomotive Department, Midland Eailway, Derby; and
290 Uttoxeter Eoad, Derby."
1897. Mills, William, Atlas Works, Bonner's Field, Sunderland. ^Engineer,
Sunderland. 552.]
1887. MUoe, William, Castle Buildings, West Street, Durban, Natal [Metallic,
Durban'] ; and The Oaks, 52 Queen Street, Durban, Natal.
1898. Mitchell, George, Manager, Vacuum Brake Co., 32 Queen Victoria Street.
London, E.G. [Solution, London. Bank 5534.]
1892. Mitcheson, George Arthur, Longton, Staffordshire. [Mitcheson, Longton.
4045.]
1897. Miyabara, Constructor Captain Jiro, Naval Department, Tokyo, Japan.
1870. Moberly, Charles Henry, 33 Bennett Park, Blackheath, London, S.E.
1896. Mofiatt, Alexander Charles, Messrs. Mofi'att and Eastmead, 39 Victoria
Street, Westminster, S.W. [Hoisticay, London.']
1885. Morr, James, Boyd's Ice Factory, Calicut Street, Bombay, India. [Frigid,
Bombay.]
1898. Mol( cey, Charles Simpson Twigge, Chief Engineer, Colonial Consignment
and Distributing Co., Nelson's Wharf, Commercial Eoad, Lambeth,
London, S.E.
1879. Molesworth, Sir Guilford Lindsay, K.C.I.E., The Manor House, Bexley,
S.O., Kent.
1882. Molesworth, James Murray, Aberdeen House, Upper Holly Walk,
Leamington.
1881. Molinos, Le'on, 48 Eue de Provence, Paris.
1897. Monkhouse, Edward Wyndham, Messrs. Burstall and Monkhouse, 14 Old
Queen Street, Westminster, S.W. [Advii-edly, Lorulon.]
1884. Monroe, Eobert, Manager, Penarth Slipway and Engineering Works,
Penarth Dock, Penarth.
1898. Moon, Edgar Eupert, Locomotive Superintendent, Midland Railway of
Western Australia, Midland Junction Works, Western Australia : (or
care of J. E. Moon, Cloudesleigh, Brixton, near Plymouth.)
1898. MEMBEBS. Ld
1884. Moore, Benjamin Theophilus, Longwood, Bexley, S.O., Kent.
1876. Moore, Joseph, 1099 Adeline Street, Oakland, San Francisco, California :
(or care of Ealph Moore, Government Inspector of Mines, 13 Clairmont
Gardens, Glasgow.)
1895. Moore, William James Perry, Worthington Pumping Engine Co., 153
Queen Victoria Street, London, E.C.
1897. Morcom, Alfred, Managing Director, Messrs. G. E. Belliss and Co., Ledsam
Street, Birmingham. [Belliss, Birmingham.^
1880. Moreland, Eichard, Messrs. Kichard Moreland and Son, 3 Old Street,
St. Luke's, London, E.C. [Expansion, London.']
1889. Morgan, David John, 12 "Windsor Eoad, Barry, near Cardiff.
1887. Morison, Donald Barns, Messrs. T. Eichardson and Sons, Hartlepool
Engine "Works, Hartlepool.
1896. Morley, Herbert "William, Messrs. Cole, Marchent and Morley, Prospect
Foundry, Bradford. [Cole, Bradford. 690.]
1895. Morrin, Eichard, Superintendent Engineer, Messrs. Lamport and Holt,
21 Water Street, Liverpool.
1888. Morris, Charles, Messrs. Jessop and Co., Phoenix Iron Works, Calcutta, India.
1874. Morris, Edmund Legh, New Eiver Water Works, Finsbury Park,
London, N.
1890. Morris, Francis Sanders, 4 Trafalgar Square, London, W.C.
1898. Morris, John, Eoyal Technical Institute, Salford, Manchester.
1890. Morris, John Alfred (^Life Member), Empire Engineering Co., Empire
Works, Failsworth, Manchester.
1892. Morton, David Home, 95 Bath Street, Glasgow.
1898. Moulton, Arthur Johnson, Locomotive Department, Midland Eailway,
Derby.
1858. Mountain, Charles George, 35 Exchange Buildings, Stephenson Place,
Birmingham.
1886. Mountain, William Charles, Messrs. Ernest Scott and Moimtain, Close
Works, Newcastle-on-Tyne [Eseo, Newcastle-on-Tyne. 1259.]; and 9 St.
George's Terrace, Jesmond, Newcastle-on-Tyne.
1884. Mower, George A. (Life Member), Crosby Steam Gage and Valve Co.,
75 Queen Victoria Street, London, E.C. [Crosby, London.]
1885. Mudd, Thomas, Manager, Central Marine Engine Works, West Hartlepool.
1873. Muir, Alfred, Messrs. William Muir and Co., Britannia Works, Sherboume
Street, Straugeways, Manchester.
1876. Muirhead, Eichard, 6G Parrock Street, Gravesend.
1890. Mumford, Charles Edward, Messrs. Hobert Boby, St. Andrew's Works,
Bury St. Edmunds.
1897. Muuro, Edward May, Messrs. H. Brecknell, Sons and Munro, Edinburgh
Chambers, Baldwin Street, Bristol. [Brecknell, Bristol. 407.]
Ixii MEHBEBS. 1898.
1890. Munro, Jolin, Professor of Mechanical Engineering, Merchant Venturers'
Technical College, Unity Street, Bristol.
1890. Munro, Eobert Douglas, Chief Engineer, Scottish Boiler Insurance and
Engine Inspection Co., 13 Dundas Street, Glasgow.
1889. Miinster, Bernard Adolph, Engineer, Yokohama, Japan.
1891. Murdoch, Eobert Macmillan, Phoenix Metal Die and Engineering Co.,
40 Coin Street, Stamford Street, London, S.E.
1890. Murray, Alexander John, Chief Mechanical Engineer, Government Gun-
Powder Factory, Kirkee, Bombay, India.
1890. Murray, Kenneth Sutherland, Brin's Oxygen Works, 69 Horseferry Bead,
"Westminster, S.W.
1894. Murray, Thomas Roberts, Managing Director, Messrs. Spencer and Co.,
Melksham.
1882. Musgrave, Walter Martin, Messrs. John Musgrave and Sons, Globe Iron
Works, Bolton. [^Musgi-ave, Bolton.']
1897. Musker, Arthur, Messrs. C. and A. Musker, Dundas Street, Bootle,
Liverpool. IFulgor, Liverpool. Bootle 104.]
1897. Musker, Charles, Messrs. C. and A. Musker, Dundas Street, Bootle,
Liverpool. [_Fidgor, Liverpool. Bootle 104.]
1888. Myers-Beswick, William Beswick (^Life Member), 14 Victoria Street,
Westminster, S.W.
1889. Nash, Thomas, Sheffield Testing Works, Blonk Street, Sheffield; and
Guzerat House, Nether Edge, Sheffield.
1889. Nasmith, Joseph, 61 Barton Arcade, Manchester.
1888. Nathan, Adolphus, Messrs. Larini Nathan and Co., Milan ; and 15 Via
Bigli, Milan, Italy.
1861. Naylor, John William, Messrs. Fairbairn, Nay lor, Macpherson and Co.,
Wellington Foundry, Leeds.
1898. Naylor, Tom Hyde, Messrs. Bolckow, Vaughan and Co., Cleveland Iron
and Steel Works, South Bank, E.S.O., Yorkshire.
1883. Neate, Percy John, 16 The Banks, High Street, Rochester.
1889. Needham, Joseph Edward, Patent Office, 25 Southampton Buildings,
London, W.C.
1884. Nelson, John, Contractor's Office, 8 Lendal, York. [Nelson, York.]
1895. Nesbit, David Mein, Messrs. Ashwell and Nesbit, 12 Great James Street,
Bedford Row, London, W.C. [Plenum, London. Holborn 587];
and Victoria Foundry, Leicester.
1881. Nesfield, Arthur, 14 Water Street, Liverpool.
1890. Newton, Percy, 23 Alexander Square, South Kensington, London, S.W.
1897. Newton, Thomas George, Messrs. W. Summerscales and Sons, Chiswell
House, 133 Finsbury Pavement, London, E.C.
1898. MEMBERS. Iyiit
1884. NichoUs, James Mayne, Locomotive Superintendent, Nitrate Railways,
Iquique, Chili.
1884. Nicholson, Henry, care of G. H. HiU, Albert Chambers, Albert Square,
Manchester.
1894. Nicholson, John Rumney, Engineers' Office, Port Talbot Graving Dock,
Port Talbot.
1886. Noakes, Thomas Joseph, Messrs. Thomas Noakes and Sons, 35 and 37
Brick Lane, Whitechapel, London, E,
1884. Noakes, "Walter Maplesden, 73 Clarence Street, "Wynyard Square, Sydney,
New South Wales.
1892. Norris, William, Messrs. Coulthard and Co., Preston.
1868. Norria, William Gregory, Coalbrookdale Iron Works, Coalbrookdale,
Shropshire.
1883. North, Gamble, Pisagua, Chile : Queenswood, Eltham : (or 57
Gracechurcli Street, London, E.C.)
1878. Northcott, WQliam Henry, General Engine and Boiler Co., Hatcham L:on
Works, Pomeroy Street, New Cross Road, London, S.E.; and 6 Earl's
Court Square, London, S.W. \_Oxygen, London.']
1888. Norton, William Eardley, 8 Great George Street, Westminster, S.W.
1898. Nutt, George Beaumont, Locomotive Superintendent, Beira Railway,
Beira, East Africa.
1885. Oakes, Sir Reginald Louis, Bart., Socie'te Anonyme La Me'tallurgique,
1 Place de Louvain, Bruxelles, Belgium.
1887. O'Brien, Benjamin Thompson, 34 Catharine Street, Liverpool.
1887. O'Brien, John Owden, Messrs. W. P. Thompson and Co., Ducie Buildings,
6 Bank Street, Manchester.
1890. Ockendon, William, Messrs. John Brown and Co., Atlas Steel and Iron
Works, Sheffield.
1868. O'Connor, Charles, 20 Lyra Road, Waterloo, Liverpool.
1888. O'Donnell, John Patrick, 70 and 71 Palace Chambers, 9 Bridge Street,
Westminster, S.W. ; and Fingal, Hemmelton Road, Bromley, Kent.
\_ODonnell, London. Westminster 378.]
1889. Ogden, Fred, Patent Office, 25 Southampton Buildings, London, W.C.
1886. Ogle, Percy John, 4 Bishopsgate Street Within, London, E.C. [Oglio,
London. Avenue 956.]
1894. Oka, Saneyasu, 141, 1 Chome, Funakori Cho, Osaka, Japan.
1893. Oke, Francis Robert, 5 Coppenhall Terrace, Crewe. [Oke, Orewe.']
1875. Okes, John Charles Raymond, 63 Queen Victoria Street, London, E.C.
\^Odktree, London.']
1882. Orange, James, Messrs. Dauby Leigh and Orange, Hong Kong, China :
(or care of Mrs. Mary Orange, 2 West End Terrace, Jersey.)
Ixiv MEMBEBS. 1898.
1885. Ormerod, Eicbard Oliver, 35 Pliilbeacli Gardens, South Kensington,
London, S.W.
1897. Orr, Charles Eoger, Manager, Gourepore Jute Manufacturing and Linseed
Crushing Co., Calcutta ; and Naihati, Bengal, India.
1892. Osmond, Frederick John, The Tower, Bagot Street, Birmingham.
[Osmond, Birmingham. 550.]
1867. Oughterson, George Blake, Broadway House, 2 Broadway, Westminster,
S.W. ; and 40 Blessington Eoad, Lewisham, London, S.E.
1897. Outram, Francis Davidson, late E.E., Messrs. Eobertson and Outram,
28 Victoria Street, "Westminster, S.W. \_Eyeb6lts, London.']
1889. Owen, Thomas, Midland Railway, Derby.
1897. Owens, Philip Eobert, Messrs. Donaldson and Owens, 25 Tower Buildings,
Liverpool. [Torpedo, Liverpool.']
1877. Pan ton, William Henry, Messrs. Dorman Long and Co., Middlesbrough. ;
1898. Park, Charles Archibald, Carriage Superintendent, London and North
Western EaUway, Wolverton, E.S.O., Bucks.
1872. Parker, Thoroas, Gorton House, Gorton, near Manchester.
1888. Parker, Thomas, Jun., Carriage and Wagon Superintendent, Manchester
SheflSeld and Lincolnshire Eailway, Gorton, near Manchester; and
Gorton House, Gorton, near Manchester.
1891. Parker, Thomas, F.E.S.E., Manor House, Tettenhall, Wolverhampton.
[Parher, Tettenhall.]
1895. Parkinson, Hudson Clough, Engineer's Office, Cumberland Basin, Bristol
Docks, Bristol.
1884. Parlane, William, Manager, Hong Kong Ice Company, Hong Kong,
China : (or Ladyton Cottage, Bonhill, Dumbartonshire.)
1892. Parratt, William Heather, Eose Hall, Canje Creek, Berbice, British Guiana.
1892. Parrott, Thomas Henry, Fairlight, Westfield Eoad, Edgbaston,
Birmingham.
1886. Parry, Alfred, Mersey View, Blundellsands, Liverpool.
1889. Parry, Evan Henry, care of Wolhuter Gold Mines, P. O. Bos 860,
Johannesburg, Transvaal, South Africa.
1878. Parsons, The Hon. Eichard Clere, Messrs. Bateman Parsons and
Bateman, 39 Victoria Street, Westminster, S.AV. [Outfall, London.] ;
and 48 Prince's Gardens, London, S.W.
1886. Passmore, Frank Bailey, Suffolk House, 5 Laurence Pountney Hill,
London, E.C. [Knarf, London.]
1896. Patchell, William Henrj', Enginecr-in-chief, Charing Cross and Strand
Electricity Supply Corporation, _15 Maiden Lane, Covent Garden,
London, W.C.
1898. MEMBERS. IxV
1880. Paterson, Walter Saunders, Bombay Bmmah Trading Corporation,
Kangoon, British Burmah, India : (or care of Messrs. "Wallace Brothers,
8 Austin Friars, London, E.G.)
1877. Paton, John McClure Caldwell, Messrs. Manlove Alliott and Co.,
Bloomsgrove Works, Ilkeston Koad, Nottingham. [Manloves,
Nottingham.^
1881. Patterson, Anthony, Dowlais Iron Works, Cardiff; and 9 Glossop Terrace,
Cardiff.
1883. Pattison, Giovanni, Messrs. C. and T. T. Pattison, Engineering Works,
Naples. IPattison, Naples.']
1891. Pattison, Joseph, 123 Bute Street, Cardiff.
1891. Paul, Matthew, Jun., Messrs. Matthew Paul and Co., Levenford Works,
Dumbarton.
1872. Paxman, James Noah, Messrs. Davey Paxman and Co., Standard Iron
Works, Colchester. IPaxman, Colchester.']
1880. Peache, James Courthope, 87 East Hill, Colchester.
1890. Peacock, Francis, Egyptian Delta Light Kailway, Damanhour, Lower
Egypt.
1890. Peacock, James Albert Wells, Egyptian Delta Light Kailway, Damanhour,
Lower Egypt.
1869. Peacock, Kalph, Messrs. Beyer Peacock and Co., Gorton Foundry,
Manchester.
1873. Pearce, Richard, Carriage and Wagon Superintendent, East Indian
Railway, Howrah, Bengal, India.
1897. Pearce, Thomas, Managing Director, Messrs. Johns and Waygood, Sturt
Street, South Melbourne, Victoria : (or care of Messrs. C. R. Lee and
Co., Suffolk House, Laurence Pountney Hill, London, E.C.)
1884. Pearson, Frank Henry, Earle's Shipbuilding and Engineering Works, Hull.
1 885. Pearson, Henry William, Engineer, Bristol Water Works, Small Street,Bri6tol .
1888. Peel, Charles Edmund, Quay Parade, Swansea.
1898. Peet, William (radsby, Locomotive Department, Midland Railway, Derby.
1897. Penn, Frederick James, Messrs. Westley Richards and Co., 82 High
Street, Birmingham.
1873. Penn, John, M.P., 22 Carlton House Terrace, London, S.W.
1873. Penn, William, Messrs. John Penn and Sons, Marine Engineers,
Greenwich, London, S.E.
1874. Pepper, Joseph EUershaw, Clarence Iron Works, Leeds.
1874. Percy, Cornelius McLeod, King Street, Wigan.
1898. Perks, John, Messrs. John Knowles and Co., Wooden Box, Burton-on-
Trent.
1898. Pettigrew, William Frank, Locomotive Superintendent, Fumess Railway,
Barrow-in-Furness.
Ixvi MEMBEBS. 1898.
1893. PLilip, William Littlejolin, General Manager, The Miniees, Watson and
Yaryan Co., Scotland Street, Glasgow; and 7 Sherbrooke Avenue,
PoUokshields, Glasgow. IMirrlees, Glai-gow.']
1881. Philipson, John, Messrs. Atkinson and Philipson, Carriage Manufactory,
27 Pilgrim Street, Newcastle-on-Tyne. [^Carriage, Newcastle-on-Tyne.
1641.]
1885. Phillips, Charles David, Emlyn Engineering Works, Newport,
Monmouthshire. [Machinery, Neioport, Mon.']
1885. Phillips, Lionel, Messrs. Wernher, Beit and Co., 120 Bishopsgate Street
Within, London, E.C.
1879. Phillips, Kobert Edward, 70 Chancery Lane, London, W.C. IPhicycle,
London. Holborn 1200.]
1890. Phillips, Walter, West India House, Leadenhall Street, London, E.C.
^Philology, London.'}
1882. Phipps, Christopher Edward, Locomotive Superintendent, Madras Railway,
Perambore Works, Madras, India.
1894. Pickering, Jonathan, Resident Engineer, Colonial Sugar Refining Co.,
Sydney, Xew South Wales; and Broadwater, Richmond River, New
South Wales : (or care of John Pickering, 1 Hdlend Gardens, Partick
Hill, Glasgow.)
1876. Piercy, Henry James Taylor, Messrs. Piercy and Co., Broad Street Engine
Works, Birmingham. [Piercy, Birmingham. 20.]
1877. Pigot, Thomas Francis, 14 FitzwiUiam Place, Dublin.
1888. Pilkington, Herbert, Sheepbridge Iron Works, Chesterfield.
1883. Pillow, Edward, Director of Technical Instruction for Norfolk, Shire Hall,
Norwich ; and 2 Carlton Terrace, Mill Hill Road, Norwich.
1892. Pinder, Charles Ralph, Broken Hill Chambers, 31 Queen Street,
Melbourne, Yictoria.
1892. Pirie, George, 3 Church Terrace, Burrage Road, Plumstead.
1888. Pirrie, The Right Hon. William James, Messrs. Harland and Wolfi", Belfast.
1883. Pitt, Walter, Messrs. Stothert and Pitt, Newark Foundry, Bath. [Stothert,
Bath.']
1887. Place, John, Chief Engineer, Linotype Co., Broadheath, near Manchester ;
and Regent Road, Altrincham.
1883. Piatt, James Edward, Messrs. Piatt Brothers and Co., Hartford Iron
Works, Oldham.
1867. Piatt, Samuel Radcliffe {Life Member), Messrs. Piatt Brothers and Co.,
Hartford Iron Works, Oldham.
1878. Platts, John Joseph, Resident Engineer, Odessa Water Works, Odessa,
Russia.
1869. Player, John (L?/e Member), Clydach Foundry, near Swansea.
1898. MEMBERS. Ixvii
1892. Pogson, Alfred Lee, Engineer-in-Chief, Harbour Trust Board and Works,
Madras, India.
1888. Pogson, Joseph, Manager and Engineer, Huddersfield Corporation
Tramways, Huddersfield.
1894. Poland, William, Messrs. William Poland and Co., King's Bench Walk,
Southwark, London, S.E. {^Determine, London.']
1893. Pollit, Edward Ernest, Messrs. PoUit and Wigzell, Bank Foundry, Sowerby
Bridge.
1894. Pollitt, Harry, Chief Locomotive Engineer, Great Central Kailway,
Gorton, Manchester. [Traction, Gorton.']
1886. Pollock, James, 22 Billiter Street, London, E.C. [Specific, London.]
1876. Pouley, Henry, Homestead, Radnor Drive, Liscard, near Liverpool.
1898. Pooley, Henry, Jun., Messrs. Henry Pooley and Son, Albion Foundry,
Kidsgrove, Staflfordshire.
1890. Potter, William Henry, Brougham Chambers, Wheeler Gate, Nottingham.
1864. Potts, Benjamin Langford Foster, 55 Chancery Lane, London, W.C. ; and
117 Camberwell Grove, London, S.E.
1878. Powel, Henry Coke, Cartref, 3 Winn Eoad, Burnt Ash Hill, Lee,
London, S.E.
1874. Powell, Thomas, Brynteg, Neath.
1891. Powles, Henry Handley Pridham, 90 Oakley Street, Chelsea, London, S.W.
1898. Powrie, William, Messrs. Furnival and Co., 32 St. Bride Street, London.
E.C. [Furnival, London.]
1867. Pratchitt, John, Messrs. Pratchitt Brothers, Denton Iron Works, Carlisle.
1865. Pratchitt, William, Messrs. Pratchitt Brothers, Denton Iron Works, Carlisle.
1892. Pratt, Middleton, 6 Richmond Terrace, New Brighton, near Birkenhead.
1885. Pratten, William John, Messrs. Harland and Wolff, Belfast.
1890. Preece, William Henry, C.B., F.R.S., General Post Office, St. Martin's-le-
Grand, London, E.C.
1882. Presser, Ernest Charles Antoine, Barquillo 26, Madrid.
1897. Price, Charles Edwin, Messrs. Price and Corneille, 112 Grosvenor Road,
London, S.W. [Proclino, London.]
1877. Price, Henry Sherley, Messrs. Wheatley Kirk, Price, and Goulty, 49 Queen
Victoria Street, London, E.C. [Indices, London.]
1896. Price, James, Harbour Engineer, 9 Lapp's Quay, Cork.
1890. Price, John, Inspecting Engineer, Workington.
1889. Price, John Bennett, 313 Temple Chambers, Brazennose Street,
Manchester ; and Wyresdale, Wilbraham Road, Chorlton-cum-Hardy,
near Manchester.
1859. Price-Williams, Richard, 32 Victoria Street, Westminster, S.W. [Spandrel,
London.]
1886. Price-Williams, Seymour William, 5 Victoria Street, Westminster, S.W.
Ixviii MEMBERS. 1898.
1895. Proctor, Charles Faraday, Fittings Department, Edison and Swan Co.,
Ponders End, London, N.
1 894. Pryce, Henry James, Locomotive Superintendent, North London Railway,
Bow Eoad Works, London, E.
1890. Pugh, Charles Henry, Whitworth Works, Rea Street South, Birmingham.
1895. Pugh, Cliarles Vernon, 34 Spon Street, Coventry.
1887. Pullen, William Wade Fitzherbert, Fairley Villa, Oxford Ptoad, Putney,
London, S.W.
1898. Pulman, Thomas Charles, care of Messrs. Grindlay and Co., Calcutta,
India.
1884. Puplett, Samuel, 47 Victoria Street, Westminster, S.W.
1887. Pyne, Sir Thomas Salter, C.S.I., care of H.H. the Ameer of Afghanistan,
Kabul : (or care of E. C. Clarke, Foreign Office, Government of India,
Simla or Calcutta, India : or care of Edmund Neel, CLE., India Office,
Whitehall, London, S.W.)
1892. Quentrall, Thomas, H.M. Inspector of Mines, Kimberley, South Africa.
1870. Eadcliffe, William (Life Member), Camden House, 25 Collegiate Crescent,
Sheffield.
1878. Eadford, Richard Heber, 15 St. James' Row, Sheffield. [Eadford, Sheffield.']
1868. Rafarel, Frederic William, Cwmbran Nut and Bolt Works, near Newport,
Monmouthshire.
1885. Rainforth, William, Britannia Iron Works, Lincoln. [Rainforths, Lincoln.']
1878. Rait, Henry Milnes, Messrs. Rait and Gardiner, 155 Fenchurch Street,
London, E.C. [Repaire, London.]
1892. Ramsay, William, Superintendent Engineer, Scottish Oriental Steamship
Co., Hong Kong, China.
1894. Ramsbottom, John Goodfellow, Messrs. Beyer Peacock and Co., Gorton
Foundry, Manchester.
1898. Ranger, Robert, Messrs. Ind, Coope and Co., Burton-on-Trent.
1860. Ransoms, Allen, 304 King's Road, Chelsea, London, S.W. [Ransome,
London.]
1886. Ransome, .lames Edward, Messrs. Ransomes, Sims and Jefferies, Orwell
Works, Ipswich. [Ransomes, Ipswich.]
1888. Rapley, Frederick Harvey, 1416 Empire Building, 71 Broadway, New
York, United States.
1889. Ratcliffe, James Thomas, BaumwoU-Manufactur von Izr. K. Poznanski,
Lodz, Russian Poland.
1883. Rathbone, Edgar Philip, South African Argosy Association, 18 Bishopsgate
Street Witliin, London, E.C.
1898.) MEMBERS. Itit
1867. Eatliffe, George, 7a Laurence Pountney Hill, London, E.G.
1893. Kaven, Vincent Litchfield, Locomotive Department, North Eastern
Railway, Darlington.
1872. Eavrlina, John, Manager, Metropolitan Railway-Carriage and Wagon
Works, Saltley, Birmingham [^Metro, Birmingham.'] ; and The Monnt,
Erdington, near Birmingham.
1883. Reader, Reuben, Phcenis Works, Cremorne Sh"eet, Nottingham.
1887. Readhead, Robert, Messrs. Jolm Readhead and Sons, West Docks, South
Shields. lEeadhead, South Shields. G.P.O. 14. Nat. 2024.]
1882. Reay, Thomas Purvis, Messrs. Kitson and Co., Airedale Foundry, Leeds.
1881. Redpath, Francis Robert, Canada Sugar Refinery, Montreal, Canada.
[^Eedpath, Montreal.'}
1883. Reed, Alexander Henry, 64 Mark Lane, London, E.C. IWagon, London.']
1870. Reed, Sir Edward James, K.C.B., F.R.S., Broadway Chambers,
Westminster, S.W. [^Carnage, London.]
1894. Reed, Joseph William, Manager, Engine Works Department, Palmer's
Shipbuilding and Iron Works, Jarrow.
1891. Reed, Thomas Alfred, Bute Docks, Cardiff. [Steam,, Cardiff. 171.]
1897. Eeid, Andrew Thomson, Messrs. Neilson, Reid and Co., Hyde Park
Locomotive Works, Glasgow. INeilson, Springburn. Royal 822.]
1891. Reid, Hugh {Life Member), Messrs. Neilson, Reid and Co., Hyde Park
Locomotive Works, Glasgow. [^Xeihon, Springhurn. Royal 822.]
1897. Reid, John (Life Member), Messrs. Neilson, Reid and Co., Hyde Park
Locomotive Works, Glasgow. lXeiho7i, Springhurn. Royal 822.]
1889. Rendell, Alan Wood, Locomotive Superintendent, East Indian Railway,
Jamalpur, Bengal, India : (or 42 Goldhurst Terrace, South
Hampstead, London, N.W.)
1890. Rendell, Samuel, Messrs. Beyer Peacock and Co., Gorton Foundry,
Manchester ; and New Mills, near Stockport.
1859. Rennie, George Banks, 20 Lowndes Street, Lowndes Square, London, S.W.
1879. Rennie, John Keith, 49 Queen's Gate, London, S.W.
1881. Rennoldson, Joseph Middleton, Marine Engine Works, South Shields.
[Rennoldsori, South Sliields. 211'J.]
1876. Restler, James William, Engineer, Southwark and Vauxhall Water Works,
Southwark Bridge Road, London, S.E.
1883. Eeunert, Theodore (Life Member), Box 209, Kimberley, South Africa;
Box 92, Johannesburg, Transvaal, South Africa: (or care of Messrs.
Findlay, Durham and Brodie, 110 Cannon Street, London, E.C.)
1895. Eew, James Henry, Margaretta, Dumbreck, Glasgow.
1879. Reynolds, George Bernard, care of Messrs. Maclain, Watson and Co.,
Batavia, Java : (or care>f Messrs. Grindlay and Co., 55 Parliament
Street, Westminster, S.W.)
IXX MEMBERS.
1898.
1898. Ecynolds, William Fleck, Messrs. Travers and Co., Britannia Works,
Springfield Koad, Belfast.
1890. Kice, Thomas Sydney, Aldermary House, 60 Wailing Street, London,
E.G. [Ricto, London."]
1866, Bichards, Edward W^indsor, Plas Llecha, Tredunnock, Caerleon,
Momnoutbshire.
1897. Richards, Henry William Hall, Messrs. W. Eichards and Son, Phoenix
Iron Works, Leicester. [^Richards, Leicester. 89.]
1884. Richards, Lewis, Bedlinog Hall, Bedlinog, Treharris, R.S.O.,
Glamorganshire.
1895. Richardson, Andrew, Messrs. Campbell and Calderwood, , Soho Engine
Works, Paisley.
1892. Richardson, Harry Alfred, Messrs. Hick Hargreaves and Co., Soho Iron
Works, Crook Street, Bolton.
1865. Richardson, John, Methley Park, near Leeds,
1873. Richardson, John, Messrs. Robey and Co., Globe Iron Works, Lincoln.
1891. Richardson, John Scott, 302 Calls Balcarce, Buenos Aires, Argentine
Republic : (or care of J. W. Champness Richardson, Lindum, Pattison
Road, Child's Hill, London, N.W.j
1887. Richardson, Sir Thomas, M.P., Messrs. T.Richardson and Sons, Hartlepool
Engine Works, Hartlepool.
1874. Riches, Tom Hurry, Locomotive Superintendent, Taff Vale Railway, Cardiff.
1873. Rickaby, Alfred Austin, Bloomfield Engine Works, Sunderland, [Rickdby,
Sunderland.']
1879. Ridley, James Cartmell, Swalwell Steel Works, Newcastle-on-Tyne.
1893. Ridley, James Taylor, 6 Ruthin Gardens, Cardiff.
1887, Riekie, John, Deputy Locomotive and Carriage Superintendent, North
Western Railway, Lahore, Punjaub, India.
1874, Riley, James, General Manager, Glasgow Iron and Steel Company, 36 St.
Vincent Place, Glasgow, \_Ingot, Glasgoxo. Royal 825.]
1894. Riley, Joseph Hacking, Elton Iron Works, Bury, Lancashire,
1885. Ripley, Philip Edward, Messrs. Ransomes, Sims and Jefferies, Orwell
Works, Ipswich.
1884. Ripper, William, Professor of Mechanical Engineering, Technical
Department, University College, St. George's Square, ShefiSeld,
1879, Rixom, Alfred John, 108 Park Road, Loughborough.
1898. Rixson, Francis, Messrs. Woodhouse and Rixson, Chantrey Steel and
Crank Works, Sheffield, IRixson, Sheffield. 1113.]
1891. Roberts, Hugh Jorwerth, Manor House, Breeze Hill, Bootle, Liverpool.
1887, Roberts, Thomas, Locomotive Engineer, Government Railways, Adelaide,
South Australia.
1898. MEMBERS. Ixxi
1879. Koberts, Tliomas Herbert, Suiter intendent Motive Power, Norfolk and
Southern Rail Road, Norfolk, Va., United States.
1687. Roberts, William, 13 Craven Hill Gardens, Hyde Park, London, W.
1892. Robertson, Leslie Stephen, Messrs. Robertson and Outram, 28 Victoria
Street, Westminster, S.W. [Eyebolts, London.']
1879. Robertson, William, Newlyn, Eton Avenue, Hampstead, London, N.W.
1894. Robinson, Arthur Maurice, Messrs. Thomas Robinson and Son, Railway
Works, Rochdale. [Eohinson, Rochdale.']
1897. Robinson, Charles Arthur, Messrs. Robinson, Sadler and Co., 20 Ebrington
Street, Plymouth. [506.]
1894. Robinson, diaries John, Messrs. Thomas Robinson and Son, Railway
Works, Rochdale. \_Ii6binson, Bochdale.]
1890. Robinson, Frederick Arthur, Messrs. F. A. Robinson and Co., 54 Old
Broad Street, London, E.C. [^Farrago, London.]
1874. Robinson, Henry, Professor of Civil Engineering, King's College, Strand,
London, W.C. ; and 13 Victoria Street, Westminster, S.W.
1895. Robinson, James, 25 and 27 Leinster Chambers, 4 St. Anne' Square,
Manchester.
1898. Robinson, James Armstrong, Stafford Road Works, Great Western
Railway, Wolverhampton.
1859. Robinson, John, Messrs. Sharp Stewart and Co., Atlas Works, Glasgow;
and Westwood Hall, near Leek.
1886. Robinson, John, Engineer's Office, New Dock Works, North Eastern
Railway, Middlesbrough.
1878. Robinson, John Frederick, Messrs. Sharp Stewart and Co., Atlas Works,
Glasgow. ILoco, Glasgow. Royal 3210.]
1891. Robinson, Jolm George, Locomotive and Carriage Engineer, Waterford
and Limerick Railway, Limerick.
1 894, Robinson, Mark Heaton, Messrs. Willans and Robinson, Victoria Works,
Rugby [^c/o Willan?, Rughy.] ; and Overslade, Rugby.
1890. Robinson, Sydney Jessop, Messrs. W. Jessop and Sons, Brightside Steel
Works, Sheffield.
1378. Robinson, Thomas Neild, Messrs. Thomas Robinson and Son, Railway
Works, Rochdale. IRobinson, Rochdale.]
1895. Robinson, William, Professor of Mechanical and Electrical Engineering,
University College, Nottingham.
1897. Robson, George, 14 Union Court, Old Broad Street, London, E.C.
1891. Roche, Francis James, Grand Junction Gold Mining Co., Waihi,
Auckland, New Zealand.
1872. Rofe, Henry, 8 Victoria Street, Westminster, S.W.
1885. Rogers, Henry John, Watford Engineering Works, Watford. [Mechanical,
Watford. 35.]
2 G
lixii MEMBEBS. 1898.
1898. Eolfe. John Herbert Hieron, 69 Old Street, London. E.G.
1892. Ronald, Henry, Birmingliam Small Arms Co., Small Heath, Birmingham.
1889. Rosenthal, James Hermann, Babcock and "Wilcox Co., 147 Queen Victoria
Street, London, E.G.
1881. Ross, William, Messrs. Ross and Walpole, North "Wall Iron Works,
Dublin. [Iroti, Dublin. 311.]
1896. Rothery, William Brockbank, Xorbriggs, Lytham, R.S.O., Lancashire.
1893. Rounthwaite, Henry Morrison, Messrs. Maudslay Sons and Field,
110 Westminster Bridge Road, London, S.E. ; and 15 Nicosia Road,
Wandsworth Common, London, S.W.
1856. Rouse, Frederick, Locomotive Department, Great Northern Railway,
Peterborough.
1878. Routh, William Pole, Oakfield, Southern Hill, Reading.
1898. Row, Oliver Matthews, Dalham Works, Great Bridgewater Street,
Manchester.
1888. Rowan, James, Messrs. David Rowan and Son, Elliot Street, Glasgow.
1892. Rowe, Almond, Senior Government Marine Surveyor, Singapore, Straits
Settlements.
1891. Rowland, Bartholomew Richmond, Holly Bank, Altrincham.
1898. Royce, Frederick Henry, Messrs. F. H. Royce and Co., Cooke Street,
Hulme, Manchester. [Sicitch, ilancheder. 772.]
1885. Ryan, John, D.Sc, Professor of Physics and Engineering, University
College, Bristol.
1866. Ryland, Frederick, Messrs. A. Kenrick and Sons, Spon Lane, Westbromwich.
1892. Sainsbury, Francis Charles Barrett, Chief Engineer, Messrs. John
Jameson and Son, Bow Street Distillery, Dublin.
1859. Salt, George, 8 Welbeck Street, Cavendish Square, London, W.
1874. Sampson, James Lyons, Messrs. David Hart and Co., North London L-on
Works, Wenlock Road, City Road, London, N. ^Bascule, London.
King's Cross 733.]
1865. Samuelson, The Right Hon. Sir Bernhard, Bart.. F.R.S., Britannia Iron
Works, Banbury ; 56 Prince's Gate, South Kensington, London, S.W. ;
and Lnpton, Brixham, South Devon.
1881. Samuelson, Ernest, Messrs. Samuelson and Co., Britannia Iron Works,
Banbury.
1890. Sandberg, Christer Peter, 19 Great George Street, Westminster, S.W.
1881. Sanders, Henry Conrad, Messrs. H. G. Sanders and Son, Victoria
Works, Victoria Gardens, Netting Hill Grate, London, W. ; and Elm
Lodge, Southall.
1871. SanderF, Richard David, Hartfield House, Eastbourne.
1898. MEMBEBS. Ixxiii
1886. Sandford, Horatio, Messrs. E. A. and H. Sandford, Thames Iron Works,
Gravesend.
1881. SandLford, Charles, Locomotive Superintendent, Uganda Kailwa}-,
Mombasa.
1891. Sands, Harold, Craythorne, Tenterden, Ashford, Kent.
1894. Sankey, Captain Matthew Henry Phineas Riall, Messrs. Willans and
Eobinson, Yictoria Works, Rugby. \c/o 'Willans, Bughy.^
1874. Sauvee, Albert, Union Works, 60 Park Street, Southwark, London, S.E.
[_Sovez, London. Hop 213.]
1891. Savill, Arthur Slater, Exhaust Steam Injector Company, 4 St. Ann's
Square, Manchester.
1880. Saxby, John, Messrs. Saxby and Farmer, Railway Signal Works, Canterbury
Road, KUburn, London, N.W. \_Signalmen, London. Kilburn 421] ; and
North Court, Hassocks, R.S.O., Sussex.
1893. Saxon, Alfred, Openshaw Engineering Works and Examiner Buildings,
Manchester. [959 and 3904.]
1894. Saxon, George, Openshaw Engineering Works and Examiner Buildings,
Manchester. [959 and 3904.]
1894. Saxon, James, Openshaw Engineering Works and Examiner Buildings,
Manchester. [959 and 3904.]
1869. Scarlett, James, Messrs. E. Green and Son, 2 Exchange Street, Manchester ;
and Stamford Road, Bowdon, R.O., near Altrincham.
1890. Schofield, George Andrew, General Manager, Sicilian Railways, Palazzo
Brijuccia, Palermo, Sicily : (or care of I. D. Schofield, Oakfield,
Alderley Edge, Cheshire.)
1886. Scholes, William Henry, 1255 n/n Rivadavia, Buenos Aires, Argentine
Republic: (or care of George Scholes, Orwell House, Upton Manor,
Plaistow, London, E.)
1883. Schonheyder, William, 4 Rosebery Road, Brixton, London, S.W.
\_8ch6nheyder, London.']
1880. Schram, Richard, Cannon Street House, London, E.C. [Schram, London.]
1890. Schroller, William, 6 Old Elvet, Durham. [Bulumatari, Durham.']
1886. Schurr, Albert Ebenezer, Messrs. Fry Miers and Co., Sufiblk House,
5 Laurence Pountney Hill, London, E.C.
1891. Scott, Arthur Forbes, 67 Swan Arcade, Bradford.
1882. Scott, Charles Herbert, Messrs. Summers and Scott, High Orchard Iron
Works, Gloucester.
1890. Scott, Frederick McClure, 89 Victoria Street, Liverpool.
1875. Scott. Frederick Whitaker, Atlas Steel and Iron Wire Rope Works,
Reddish, Stockport. ^Atlas, Reddish.]
1891. Scott, Henry John, Glendon Engine Works, Kettering. {Engine,
Kettering.]
2 G 2
Ixxiv MEMBEBS. 1898,
1S81. Scott, James, care of Messrs. Keid and Acutt, Smith Street, Durban,
Natal : (or Douglasfield, Murthly, Perthshire.)
1886. Scott, James, Consett Iron Works, Consett, K.S.O., Couuty Durham.
1S94. Scott, Kobert, H. M. Mint, Calcutta, India.
1591. Scott, Kobert Julian, Professor of Engineering, New Zealand Universit.v,
Canterbury College, Christchurch, New Zealand.
1861. Scott, Walter Henry, Great Western of Brazil Kail way, Pernambuco,
Brazil: (or care of H. Eaton, 75 Tulse Hill, London, S.W.)
1S96. Scriven, Charles, Leeds Old Foundry, Leeds.
1882. Seabrook, Al&ed WilUam, 25 Clarendon Road, Bedford.
1592. Seaman, Charles Joseph, 13i High Street, Stockton-on-Tees.
1882. Seaton, Albert Edward, Earle's Shipbuilding and Engineering Works,
Hull.
1S91. Selby, Millin, 2 Kue du Lac, Bruxelles, Belgium.
1882. Selfe, Norman, 279 George Street, Sydney, New South Wales.
1884. Sellers, Coleman, E.D., Professor of Engineering, Stevens Institute, and
Franklin Institute; 3301 Baring Street, Philadelphia, Pennsylvania,
United States.
1865. Sellers, William, Pennsylvania Avenue, Philadelphia, Pennsylvania,
United States.
1896. Sennett, Alfred Richard, The Chalet, Portiuscale Road, Putney, London,
S.W.
1894. Seymour, Louis Irving, Messrs. H. Eckstein and Co., P.O. Box 149,
Johannesburg, Transvaal, South Africa.
1883. Shackleford, Arthur Lewis, General Manager, Britannia Railway-Carriage
and Wagon Works, Saltley, Birmingham.
1884. Shackleford, William Copley, Manager, Lancaster Wagon Works,
Lancaster ; and 8 Victoria Street, Westminster, S.W.
1894. Shand, John, Heath Villa, Peterculter, Aberdeen.
1884. Shanks, William, Messrs. Thomas Shanks and Co., Johnstone, near Glasgow.
[^SJianhs, Johnstone.']
1891. Sharp, Henry, 23 College Hill, Loudon, E.C. ; and 1 Whitehall
Gardens, London, S.W.
1897. Sharp, John, Bolton Iron and Steel Works, Bolton. [Hammer,
Bolton. 161.]
1895. Sharp, John Hutchinson, Messrs. Sharp, Stewart and Co., Atlas Works,
Glasgow.
1S98. Sharp, Sidney, 34 Victoria Street, Westminster, S.W.
1875. Sharp, Thomas Bud worth, Consulting; 'Engineer, Muntz Metal Works,
Birmingham ; and County Chambers A, Martineau Street, Birmingham.
[Budicorth, Birmingham.']
1898. MEMBERS. IxXV
1881. Shaw, Joshua, Messrs. John Shaw and Sons, Wellington Street "Works,
Salford, jMancliester.
1890. Sheldon, Harry Cecil, Messrs. Boult and "Wade, G3 Long Kow,
Nottingham. IBotilt, Nottingham. 645.]
1891. Shenton, James, Messrs. Tinker Shenton and Co., Hyde Boiler "Works,
Hyde, near Manchester.
1892. Shepherd, James, Messrs. Joshua Buckton and Co., "Well House Foundry,
Meadow Road, Leeds.
1861. Shepherd, John, 45 Regent Park Terrace, Headingley, Leeds.
1897. Shepherd, John Lupton, Messrs. Shepherd, Hill and Co., Union Foundry,
Hunslet Road, Leeds. \_S1ieplierd Hill, Leeds. Central 1397.]
1875. Sheppard, Herbert Gurney, Chief Engineer, Assioot-Girgeh Railway,
Assioot, Upper Egypt: (or 89 Westbourne Terrace, Hyde Park,
London, "W.)
1876. Shield, Henry, Messrs. Fawcett Preston and Co., Phoenix Foundry.
17 York Street, Liverpool.
1888. Shin, Tsuneta, Director, Ishikawajima Shipbuilding and Engineering Co.,
Tokj-o, Japan.
1892. Shirlaw, Andrew, Suffolk "W'orks, Oozells Street, Birmingliam. [^Shirlaic,
Birmingham.']
1889. Shone, Isaac, 47 Victoria Street, "Westminster, S."W.
1890. Shoosmith, Harry, 52 Mark Lane, London, E.G.
1890. Shore, Alfred Thomas, Government Inspector of Steam Boilers, Custom
House, Bombay, India.
1893. Shroff, Adurjee Burjorjee, Chief Engineer, Sassoon Spinning Mills,
Bombay, India.
1885. Shuttleworth, Alfred, Messrs. Clayton and Shuttleworlh, Stamp End
"Works, Lincoln. [Claytons, Lincoln.']
1885. Shuttleworth, Major Frank, Messrs. Clayton and Shuttleworth, Stamp
End Works, Lincoln; and Old "Warden Park, Biggleswade. {Claytons,
Lincoln.]
1891. Siemens, Alexander {lAfe Member),\2 Queen Anne's Gate, 'W'estminster,
S."V\\
1898. Sillar, Arthur Molyneux, 10 Delahay Street, "Westminster, S."W.
1871. Simon, Henry, 20 ]Mount Street, Manchester. [Beform, Manchester.]
1877. Simonds, AVilliam Turner {Life Member), Messrs. J. C. Simonds and Son,
Oil MilLs, Boston.
1876. Simpson, Arthur Telford, Engineer, Chelsea "Water Works, 38 Parliament
Street, Westminster, S.W.
1883. Simpson, Charles Liddell, Messrs. Simpson and Co., Engine Works, 101
Grosvenor Road, Pimlico, London, S.W. [Aquosity, London.]
Ixivi MEMBEBS. 1898.
1885. Simpson, James Thomas, Superintending Engineer, Public Works
Department, Toungoo, Burma.
1882. Simpson, John Harwood, 1 Hargwyne Street, Brixton, London, S.W.
1859. Sinclair, Nisbet, 11 Kandolph Gardens, Crow Eoad, Partick, Glasgow.
1847. Sinclair, Robert, care of Messrs. Sinclair Hamilton and Co., 17 St.
Helen's Place, Bishopsgate Street, London, E.C. [Sinclair, London.']
1891. Sinclair, Russell, Messrs. J. Wildridge and Sinclair, 97 Pitt Street, Sydney,
New South Wales.
1881. Sisson, WUlkm, Quay Street L.-on Works, Gloucester. [Sisson, Gloucester.']
1872. Slater, Alfred, Gloucester Wagon Works, Gloucester.
1892. Slight, George Henry, Sub-Director of Lighthouses, Valparaiso,
Chile: (or care of George H. Slight, Sen., Waldean, Crofts Lea Park,
nfracombe.)
1885. Slight, William Hooper, Messrs. W. Henderson and Co., Soerabaya, Java :
(or care of G. H. Slight, 64 Cromwell Road, Fitzhugh, Southampton.)
1891. Sloan, Robert Alexander, Messrs. Sloan and Lloyd Barnes, 34 Castle
Street, Liverpool. [Technical, Liverpool. 6080.]
1886. Small, James Miln, Messrs. Urquhart and Small, 17 Victoria Street,
Westminster, S.W.
1897. Smallman, Herbert Spencer, Globe Tube Works, Wednesbury. [Tubes,
Wedneshiiry. 6504.]
1898. Smart, Leslie Sanderson, Locomotive Department, Midland Railway,
Gorton, Manchester.
1889. Smelt, John Dann, Argentine Great Western Railway, 4 Finsbury Circus,
London, E.C.
1860. Smith, Henry, Messrs. Hill and Smith, Brierley Hill Iron Works, Brierley
Hill ; and Summerhill, Kingswinford, near Dudley. [Fencing, Brierley
Hill]
1881. Smith, Henry, Messrs. Simpson and Co., 101 Grosveuor Road, Pimlico,
London, S.W.
1898. Smith, Isaac, Messrs. Sydney Smith and Sous. Basford Brass Works,
Nottingham; and Mount Hooton House, Nottingham. [Smiths,
Nottingham. 1.537.]
1876. Smith, John, Wintoun Terrace, Rochdale.
1893. Smith, John, Salford Works, Richard Street, Birmingham. [Profiler,
Birmingham. 2540.]
1898. Smith, John, Burton Brewery Co., Burton-on-Trent.
1883. Smith, John Bagnold, Westfield House, Sutton-in-Ashfield, Nottingham.
1891. Smith, John Reney, Messrs. H. and C. Grayson, 179 Regent Road,
Liverpool.
1898. Smith, John William, Locomotive Department, Midland Railway, Derby.
1898. MEMBERS. Ixxvii
1890. Smith, John Windle, Messrs. Thomas Drysdale and Co., 438 Calle Moreno,
Buenos Aires, Argectine Kepublic : (or care of Edward Smith, The
'' Lock," Gainsborough.)
1870. Smith, Michael Holroyd, Koyal Insurance Buildings, Crossley Street,
Halifax ; and 47 Victoria Street, Westminster, S.W. \_Outfall,
London,']
1886. Smith, Keginald Artliur, Messrs. Dorman and Smith, Ordsal Station
Electrical Works, Salford, Manchester.
1881. Smith, Professor Robert Henry, Ellerslie, Brunswick Road, Sutton,
Surrey.
1897. Smith, Robert Walker, Works Manager, New Enfield Cycle Co., Hunt
End Works, Redditch.
1896. Smith, Roger Thomas, 7 Gordon Street, Gordon Square, London, W.C.
1885. Smith, Thomas, Steam Crane Works, Old Foundry, Rodley, near Leeds.
[^Tomsmith, Leeds.]
1898. Smith, Tom Graves, Messrs. Humpidge, Holborow and Co., Dudbridge Iron
Works, Stroud, Gloucestershire. \^Humpidge, Caiiiscross. 7.]
1898. Smith, Walter Mackersie, Locomotive Department, North Eastern Railway,
Gateshead.
1881. Smith, Wasteneys, 59 Sandhill, Newcastle-on-Tyne. [_Wastenei/s Smith,
Newcastle-on-Tyne. 2018.]
1890. Smith, William, London and Manchester Plate Glass Co., Sutton, St.
Helen's, Lancashire.
1863. Smith, William Ford, Messrs. Smith and Coventry, Gresley Iron AVorks,
Ordsal Lane, Salford, Manchester. [^Grredey, Manchester. 564.]
1887. Smith, William Mark, District Locomotive Carriage and Wagon
Superintendent, Great Southern and Western Railway, Cork.
1884. Smyth, William Stopford, Engineer, Alexandra Docks, Newport,
Monmouthshire.
1883. Snelus, George James, F.R.S., Ennerdale Hall, Frizington, near
Camforth.
1891. Snell, John Francis Cleverton, Borough Electrical Engineer, Corporation
Electricity Station, Sunderland.
1885. Snowdon, John Armstrong, Stanners Closes Steel Works, Wolsingham,
near Darlington.
1897. Snoxell, George Edgar, Messrs. Heath, Snoxell and Co., Apollo Iron
Works, Blews Street, Birmingham. [Snoxell, Birmingham. 1460.]
1895. Somers, Walter, Haywood Forge, Halesowen, near Birmingham.
1887. Sorabji, Shapurji, Messrs. Sliapurjee and Ratanshaw, 49Leadenhall Street,
London, E.G. [Ratanshaio, London.]
1889. Souter-Robertson, David, Assistant Superintendent, Government Canal
Foundry and Workshops, Roorkee, North Western Provinces, India.
Ixxviii MEMBEIJS. 1899.
1885. Southwell, Frederick Charles, Messrs. F. C. Southwell and Co.,.
75 Southwaik Street, London, S.E. {Prevailing, London.']
1877. Soyres, Francis Johnstone de, 4 Leicester Place, Clifton, Bristol.
1893. Spence, Arthur William, Manager, Cork Street Foundry and Engineering
Works, Dublin.
1898. Spence, Wilfrid L., Electric Construction Co., Wolverhampton.
1887. Spence, William, Cork Street Foundry and Engineering Works, Dublin.
1887. Spencer, Alexander, Messrs. George Spencer, Moulton and Co., 77 CannoD
Street, London, E.G. {George Spencer, London.]
1878. Spencer, Alfred G., Messrs. George Spencer, Moulton and Co., 77 Cannon
Street, London, E.G. {George Spencer, London.!
1896. Spencer, Charles James, 80 Queen Victoria Street, London, E.G.
1892. Spencer, Henry Bath, 48 Downshire Hill, Hampstead, London, N.W.
1877. Spencer, John, Globe Tube Works, Wednesbury; and 14 Great St.
Thomas Apostle, London, E.G. {Ttihes, Wednesbury. Tubes, London.
6504.]
1897. Spencer, John, Atlas Works, Keighley. {Spencer, Engineer, Keighley. 118.]
1867. Spencer, John W., Newburn Steel Works, Newcastle-on-Tyne. {Newbvrrt,
Neiccastle-on-Tyne.]
1885. Spencer, Mountford, Messrs. Luke and Spencer, Broadheath, near
Manchester; and The Hill, Teignmouth.
1854. Spencer, Thomas, Newburn Steel Works, Newcastle-on-Tyne. {Newburn,
Newcastle-on- Tyne.]
1897. Spencer, Thomas Harris, Globe Tube Works, Wednesbury. {Titbeo,
Wednesbury. 6504.]
1891. Spencer, William, Messrs. James Spencer and Co., Chamber Iron Worko,
Hollinwood, near Manchester.
1885. Spooner, George Percival, 200 Portsdown Eoad, Maida Ynlc, London, W.
1883. Spooner, Heni-y John, 309 Regent Street, London, W.
1895. Sprague, Ernest Headly, Impciial Tientsin University, Tientsin, China.
1896. Spring, Franris Joseph Edward. C.I E., Government Consulting Engineer
for Railways, Madras, India.
1869. Stabler, James, 13 Etfra Eoad, Brixton, London, S.W.
1897. Stagg, William, Canons' Marsh Gas Works, Bristol.
1877. Stanger, George Hurst, Queen's Chambers, North Street, Wolverhampton.
1875. Stanger, William Harry, Chemical Laboratory and Testing Works,
Broadway, Westminster, S.W. [Westminster 117.]
1888. Stanley, Harry Frank, :RIessrs. H. Pontifex and Sons, Farringdon Works,
Shoe Lane, London, E.G. ; and 75 Ridge Road, Crouch End, London, N.
1888. Stannah, Joseph, 20 South wark Bridge Road, London, S.E.
1884. Stanton, Frederic Barry, Mansion House Chambers, 11 Queen Victoria
Street, London, E.G.
1898. MEMBEKS. Ixxix
1897. Steele, James, WorlvS Manager, Messrs. K. Y. Pickering and Co., Wishaw,
near Glasgow.
1868. Stephenson, George Eobert, Ben Braich, Tileliurst Koad, Reading.
1879. Stephenson, Joseph Gurdon Leycester, 6 Drapers' Gardens, London, E.G.
[^Fluvius, London.^
1888. Stephenson-Peach, William John, Askew Hill, Eepton, Burton-on-
Trent.
1876. Sterne, Louis, Messrs. L. Sterne and Co., Crown Iron "Works, Glasgow
ICrown, Glasgoic.'] ; and Donington House, Norfolk Street, London.
W.C. [Elsterne, London. Gerrard 1989.]
1898. Stevens, Arthur James, Managing Director, Uskside Iron Works, Newport.
Monmouthshire. lUsJcside, Newport, Mon. P.O. 29; Nat. 53.]
(Former Member 1875-1S86.)
1891. Stevens, James, 9 and 11 Fenchurch Avenue, London, E.G.
1894. Stevens, Thomas, 37 and 38 Mark Lane, London, E.G.
1887. Stevenson, David Alan, F.E.S.E., 84 George Street, Edinburgh.
1898. Stevenson, Hew, Messrs. Crompton and Co., Mansion House Buildings,
Queen Victoria Street, London, E.G.
1892. Stevinson, Thomas, The Nook, Nailsworth, near Stroud, Gloucestershire.
1887. Stewart, Andrew, 41 Oswald Street, Glasgow.
1878. Stewart, Duncan, Messrs. Duncan Stewart and Co., London Road Iron
Works, Glasgow. {_Steicart, Glasgow. Royal 531.]
1892. Still, William Henry, Hudjuff, Aden, Arabia.
1880. Stirling, James, Belmore, Ashford, Kent.
1885. Stirling, Matthew, Locomotive Superintendent, Hull Bamsley and West
Riding Junction Railway and Dock Co., Hull.
1896. Stirling, Patrick, Great Northern Railway, Doncaster.
1888. Stirling, Robert, Locomotive Department, North Eastern Railway,
Gateshead.
1898. Stirling, Robert, General Manager, Anglo-Chilian Nitrate and Railway
Co., Tocopilla, Chile.
1898. Stobie, George, Government Harbour Department, Dmban, Natal.
1893. Stockton, Joseph Sadler, Lyndhurst, Waverley Road, Kenilworth.
1875. Stoker, Frederick William, 6 Consolidated Gold Fields Buildings, P.O.
Box 353, Johannesburg, Transvaal, South Africa.
1892. Stone, Edward Herbert, Chief Engineer, East Indian Railway, Calcutta,
India.
1887. Stone, Frank Holmes, G. P. O., Freetown, Sierra Leone.
1894. Stone, Sidney, Metropolitan Railway-Carriage and Wagon Works,
Saltley, Birmingham.
1877. Stothert, George Kelson, Steam Ship Works, Bristol.
1888. Strachan, James, 70 Frederick Street, Gray's Inn Road, London, W.C.
IxrT MKMBEBS. 1898.
1898. Strachan, James, CLE., Karachi, Siad, East India: (or care of Messrs.
F. P. Baker and Co., 6 Bond Court, Walbrook, London, E.G.)
1892. Strachan, John, Craigisla, Penylan, Cardiflf,
1888. Straker, Sidney, 110 Cannon Street, London, E.G. [Ehomboidal, London.
Bank 5200.] ; and Marazion, Bromley Hill, Kent.
1897. Strickland, Frederic, 215 Upper Richmond Road, Putney, London,
S.W.
1895. Stromeyer, Johann Philipp Edmond Charles, Manchester Steam Users*
Association, 9 Mount Street, Manchester.
1884. Stronge, Charles, Locomotive Department, Porto Alegre and New Hamburg
Railway, Sao Leopoldo, Rio Grande do Sol, Brazil.
1873. Strype, William George, 115 Grafton Street, Dublin, [Strype, Dublin.']
1890. Stutzer, Waldemar, Koltchugiu Brass and Copper Mill Co., Alexandror
Station, Jaroslav Railroad, Russia.
1882. Sugden, Thomas, Babcock and Wilcox Co., 147 Queen Victoria Street,
London, E.G.
1890. Sulzer, Jacob, Messrs. Sulzer Brothers, Winterthur, Switzerland.
1861. Sumner, William, 2 Brazennose Street. Manchester.
1875. Sutcliffe, Frederic John Ramsbottom, 52 Ash Grove, Bradford.
1883. Sutton, Joseph Walker, 36 Bedford Street, Strand, London, W.G.
1880. Sutton, Thomas, Messrs. George Turton, Platts and Co., Suffolk House,
Laurence Pountney Hill, London, E.G.
1882. Swaine, John, 9 Miles Road, Clifton, Bristol.
1884. Swan, Joseph Wilson, F.R.S., 57 Holborn Viaduct, London, E.G.; and
58 Holland Park, London, W.
1898. Swasey, Ambrose, Messrs. Wartier and Swasey, Cleveland, Ohio, United
States.
1897. Swinburne, George, 99 Queen Street, Melbourne, Victoria.
1898. Swinburne, James, 82 Victoria Street, Westminster, S.W. [Westminster
292.]
1882. Swinburne, Mark William, Wallsend Brass Works, Newcastle-on-Tyne ;
and 117 Park Road, Newcastle-on-Tyne. [Bronze, Wallsend.']
1864. Swindell, James Swindell Evers, Homer Hill, Cradley, Staffordshire.
1890. Swinerd, Edward, Westwood, 27 Waldegrave Road, Norwood, London,
S.E.
1898. Swingler, Alfred, Messrs. Eastwood, Swingler and Co., Victoria and
Railway Iron Works, Derby. [Swingler, Derby. 150.]
1878. Taite, John Charles, Messrs. Taite and Carlton, 63 Queen Victoria Street,
London, E.G. [Bank 618.] ; and The Corner House, Shortlands, S.O.,
Kent.
1898. MEMBERS. Ixxxi
1875. Tangye, George, Messrs. Tangyes, Cornwall Works, Soho, near
Birmingham. [Tangyes, Birmingham.']
1889. Tangye, Harold Lincoln, Messrs. Tangyes, Cornwall Works, Soho, near
Birmingham.
1861. Tangye, James, Messrs. Tangyes, Cornwall Works, Soho, near
Birmingham ; and Aviary Cottage, Illogan, near Kedruth.
1895. Tannett, John Croysdale, Messrs. Fullerton, Hodgart and Barclay, Vulcan
Works, Paisley.
1879. Tartt, William, Maythorn, Blindley Heath, Grodstone, near Bed Hill.
1876. Taunton, Richard Hobbs, 10 Coleshill Street, Birmingham.
1874. Taylor, Arthur, Manager, Sociedad Anglo- Vasca, Villanueva del Duque,
Provincia de Cordoba, Spain : (or 21 Victoria Eoad, Kensington,
London, W.)
1873. Taylor, John, 324 Mansfield Eoad, Nottingham,
1875. Taylor, Joseph Samuel, Messrs. Taylor and Challen, Derwent
Foundry, 60 and 62 Constitution Hill, Birmingham. IDericent,
Birmingham.'}
1874. Taylor, Percyvale, Messrs. Burthe and Taylor, Paris ; and 21 Victoria
Road, Kensington, London, W.
1893. Taylor, Robert, Jun., Works Manager, Messrs. Asa Lees and Co., Soho
Iron Works, Oldham.
1882. Taylor, Robert Henry, Admiralty Harbour Works, Dover.
1896. Taylor, William Isaac, Messrs. Clarke, Chapman and Co., 50 Fenchurch
Street, London, E.C.
1895. Tebbutt, Sidney, Bagenholt, Northlands Road, Southampton.
1864. Tennant, Sir Charles, Bart, (i'/e Memher), The Glen, Innerleithen, near
Edinburgh.
1882. Terry, Stephen Harding, 17 Victoria Street, Westminster, S.W.
1891. Tetlow, Ernest, Messrs. Tetlow Brothers, Bottoms Iron Works, HoUinwood ,
near Manchester.
1877. Thom, William, Messrs. Yates and Thom, Canal Foundry, Blackbirm.
1889. Thomas, James Donnithome, 41 Queen Elizabeth's Walk, Stoke
Newington, London, N.
1896. Thomas, James Martin, Superintending Engineer, Boston and Dominion
Lines of Steamers ; 24 James Street, Liverpool.
1867. Thomas, Joseph Lee, 2 Hanover Terrace, Ladbroke Square, Netting Hill,
London, W.
1897. Thomas, Lewis Richard, Great Western Railway AVorks, Swindon ; and
Eastcourt Lodge, Swindon.
1888. Thomas, PhUip Alexander, 183 Goldhurst Terrace, Hampstead, London,
N.W.
1864. Thomas, Thomas, 10 Richmond Road, Roath, Cardiff.
Ixxxii ME5IBEBS. 1898.
1874. Thomas, William Henry, 6 Delahay Street, Westminster, S.W.
1875. Thompson, John, Highfield Boiler Works, Ettingshall, Wolverhampton.
[^Boiler, Wolverhampton.'}
1883. Thompson, Richard Charles, Messrs. Eobert Thompson and Sons,
Southwick Shipbuilding Yard, Sunderland.
1887. Thompson, William Phillips, 6 Lord Street, Liverpool.
1875. Thomson, James Mclntyre, Glen Tower, Great Western Eoad,
Glasgow.
1868. Thomson, John, 3 Crown Terrace, Dowanhill, Glasgow.
1893. Thombery, William Henry, 36 Paradise Street, Birmingham. [Thornhery,
Birmingham.']
1898. Thorneley, William, Works Manager, Great Central Piailway, Gorton,
Manchester.
1868. Thomewill, Eobert, Messrs. Thornewill and Warham, Burton Iron Works,
Burton-on-Trent.
1885. Thornley, George, Messrs. Buxton and Thomley, Waterloo Engineering
Works, Burton-on-Trent.
1877. Thornton, Frederic William, Hull Hydraulic Power Co., Machell Street,
Hull.
1882. Thomton,Hawthom Eobert, Lancashire and Yorkshire Eailway, Horwich,
near Bolton.
1876. Thomycroft, John Isaac, F.E.S., Messrs. John I. Thornycroft and Co.,
Steam Yacht and Launch Builders, Church Wharf, Chiswick, London,
W. [^Thornycroft, London.']
1882. Thow, William, Chief ^Mechanical Engineer, New South Wales Government
Eailways, Eveleigh, Sydney, New South Wales : (or care of Joseph
Meilbek, 13 Victoria Street, Westminster, S.W.)
189G. Tickner, Eichard, 60 Mintern Street, New North Road, London, N.
1885. Timmermans, Francois, Managing Director, Socie'te anonyme des Ateliers
de la Meuse, Lie'ge, Belgium. [Societe Meuse, Liege.]
1884. Timmis, Illius Augustus, 2 Great George Street, Westminster, S.W,
[Timmis, London.]
1890. Titley, Artlmr, Beechwood, Hartopp Eoad, Four Oaks, Sutton Coldfield,
near Birmingham.
1875. Tomkins, William Steele, Messrs. Sharp Stewart and Co., Atlas Works,
Glasgow ; and 28 Victoria Street, Westminster, S.W,
1896. Toone, William Carson, Blessrs. Carson and Toone, Wiltshire Foundry,
Warminster.
1888. Topple, Charles James, 6 Blendon Terrace, Plumstead Common.
1894. Touch, John Edward, care of George A. Touch, Bartholomew House,
Bartholomew Lane, London, E.C.
1883. Tower, Beauchamp, 5 Queen Anne's Gate, Westminster, S.W.
1898. MEMBERS. Ixxxiii
18S9. Towler, Alfred, Messrs. Hatliorn Davey and Co., Sun Foundry,
Leeds.
1893. Townsend, Major C. Collingwood, K.A., Superintendent, Gun-Carriage
Factory, Madras, India.
1890. Trail, John, Marhie Superintendent, Knott's Prince Line of Steamers,
Newcastle-on-Tyne.
1888. Travis, Henry, Superintending Engineer and Constructor of Shipping
to the AYar Department, Eoyal Arsenal, Woolwich.
1889. Treharne, Gwilym Alexander, Pontypridd; and Aberdare.
1889. Trenery, William Penrose, Poste Eestante, Paris.
1S83. Trentham, William Henry, 39 Victoria Street, Westminster, S.W.
1876. Trevithick, Eichard Francis, Locomotive and Carriage Superintendent,
Japanese Government Eailways, Kobe, Japan : (or care of Mrs. Mary
Trevithick, The Cliff, Penzance.)
1887. Trier, Frank, Messrs. Brunton and Trier, 1 Great George Street,
Westminster, S.W.
1896. Trotter, Alexander Pelham, Government Electrician to Cape Colony,
Cape Town, Cape Colony.
1885. Trueman, Thomas Brynalyn, 6 Tregenna Terrace, St. Ives, Cornwall.
1887. TurubuU, Alexander, Messrs. Alexander Turnbull and Co., St. Mungo
Works, Bishopbriggs, Glasgow. \_Valve, Glasgoic. Eoyal 4394.]
1885. Turnbull, John, Jan., 18 Blythswood Square, Glasgow. [^Turbine,
Glasgow. Douglas 59.]
1894. Turner, Albert, Whitehouse Machine Works, Denton, near Manchester.
[^Machines, Denton. 205.]
1S97. Turner, Alfred, Works Manager, Messrs. George Jones, Lionel Street,
Birmingham.
1866. Turner, Frederick, Messrs. E, E. and F. Turner, St. Peter's Iron Works,
Ipswich. \_Gippeswyh, Ipswich.']
1882. Turner, Thomas, Messrs. Andrew Barclay, Sons and Co., Caledonia Works,
Kilmarnock. [Barclaymn, Kilmarnock. 10.]
1886. Turner, Tom Newsum, Vulcan Ii'on Works, Langley Mill, near
Nottingham.
1876. Turney, Sir John, Messrs. Turney Brothers, Trent Bridge Leather Works,
Nottingham. [Turney, Nottinriham.]
1882. Tweedy, John, Messrs. Wigham Eichardson and Co., Newcastle-on-
Tyne.
1897. Twelvetrees, Walter Noble, Messrs. Harper Twelvetrees, 122 Southwark
Street, London, S.E. ; and 91 Louisville Eoad, Tooting, London,
S.W.
1856. Tyler, Sir Henry Whatley, K.C.B., Linden House, Highgate Eoad,
London, N.W.
Ixxxiv MEMBEBS. 1898.
189S. Uric, Eobert Wallace, London and South "VTestern Eailway, Nine Elms,
London, S.W.
1898. Urwick, Arthur John, Messrs. Bryan Donkin and Co., 55 Southwark Park
Boad, Bermondsey, London, S.E.
ISSO. Valon, "William Andrew Mcintosh, 140 and 141 Temple Chambers,
Temple Avenue, London, E.G. ; and Kamsgate. [FaZow, Eamsgate.']
1895. Van Eaalte, Joseph, General Manager, Eoyal Shipbuilding and
Engineering Works, Flushing, Holland. ISchelde, Flushing.']
18S5. Vaughan, William Henry, Eoyal Lron Works, West Gorton, Manchester.
^Vaunting, Manchester. 5106.]
1897. Vaux, Walter, General Manager, Bradford Tramways and Omnibus Co.,
Northgate, Bradford. \,Omnibus, Bradford.']
1862. Vavasseur, Josiah, 28 Gravel Lane, Southwark, London, S.E. ;
and Eothbury, Blackheath Park, London, S.E. [^Exemplar,
London.]
1889. Vesian, John Stuart Ellis de, 20 New Bridge Street, Blackfriars,
London, E.C. IBiceps, London.]
1891. Vicars, John, Gillbank, Boot, via Carnforth.
1865. Vickers, Albert, Messrs. Vickers, Sons and Maxim, Eiver Don Works,
Sheffield.
1861. Vickers, Thomas Edward, C.B., Messrs. Vickers, Sons and Maxim, Eiver
Don Works, Sheffield.
1856. Waddington, John, 35 King William Street, London Bridge, London,
E.G.
1898. Waddle, Hugh William, Managing Director, Waddle Patent Fan and
Engineering Co., Llanmore Works, Llanelly.
1879. Wadia, The Hon. Nowrosjee Nesserwanjee, CLE., Messrs. Nowrosjee
Wadia and Sons, Tardeo, Bombay : Bella Vista, Cumballa Hill,
Bombay : (or care of Messrs. Hick Hargreaves and Co., Soho L-on
Works, Bolton.) ^JVadia, Bomhay.]
1882. Wailes, George Herbert, St. Andrews, Watford, Herts.
1898. Wainwright, John William, Patent Shaft and Axletree Works,
Wednesbury.
1888. Wuister, William Henry, Locomotive and Carriage Eunning Department,
Great Western Eailway, Swindon.
1881. Wake, Henry Hay, Engineer to the Eiver Wear Commission,
Sunderland.
1882. Wakefield, William, 123 Eathgar Road, Dublin.
1898. MEMBERS. IxXXV
1892. Waldron, Patrick Lawrence, K.N.E., Rockville Cottage, Castletown
Berehaven, Co. Cork, Ireland ; and 24 St. Joseph's Road, Aughrim
Street, Dublin.
1898. Walke, Charles Nicholas Eves, Inspector of Steam Boilers, Town Custom
House, Bombay, India.
1890. Walkeden, George Henry, Broken Hill Proprietary Co., Port Pirie, South
Australia.
1891. Walker, Arthur Tannett, Messrs. Tannett Walker and Co., Goodman Street
Works, Hunslet, Leeds.
1898. Walker, Frederic James, General Manager, St. James' and Pall Mall
Electric Light Co., Oarnaby Street, Golden Square, London, W.
[^Licensable, London. Gerrard 5082.]
1875. Walker, George, 95 Leadenhall Street, London, E.C.
1890. Walker, Henry, 11 Oxford Terrace, Gateshead.
1894. Walker, Henry Claude, Messrs. R. Waygood and Co., Falmouth Road,
Great Dover Street, London, S.E. IWaygood, London. Hop 760.]
1875. Walker, John Scarisbrick, Messrs. Walker Brothers, Pagefield Iron Works,
Wigan ; and 41 Leyland Road, Southport. [Pagefield, Wigan.^
1884. Walker, Sydney Ferris, Cardiff Electrical Works, Severn Road, Cardiff
[Dynamo, Cardiff. 2 ; and Hunter's Forge, New Bridge Street, Newcastle-
on-Tyne. [Dynamo, Neiccastle-on-Tyne.']
1876. Walker, Thomas Ferdinand, Ship's Log Manufacturer, 58 Oxford Street,
Birmingham.
1890. Walker, William George, 47 Victoria Street, Westminster, S.W.
1878. Walker, Zaccheus, Jun., Fox Hollies Hall, near Birmingham.
1897. Wall, Charles Henry, General Manager, Belle Yale Steel Tube Works,
Halesowen, Birmingham.
1884. Wallace, Jolm, Backworth Collieries, near Newcastle-on-Tyne.
1895. Wallace, Joseph, Tennant's Agency, San Fernando, Trinidad.
1884. Wallau, Frederick Peter, Superintendent Engineer, Union Steam Ship
Co., Southampton,
1868. Wallis, Herbert, 239 Drummond Street, Montreal, Canada.
1893. Wallwork, Roughsedge, Union Bridge Iron Works, Charter Street,
Manchester.
1891. Walmsley, John, Messrs. J.and P. Coats, Ferguslie Thread Works, Paisley.
1865. Walpole, Thomas, Windsor Lodge, Monkstown, Co. Dublin.
1877. Walton, James, 9 Heathwood Gardens, Old Charlton, Kent.
1881. Warburton, John Seaton, 19 Stanwick Road, West Kensington, London, W.
1882. Ward, Thomas Henry, Mount Pleasant, Fentham Road, Gravelly Hill,
Birmingham.
1876. Ward, William Meese, Newton Villa, Claremont Road, Handsworth, R.O.,
near Birmingham.
Ixxxvi MEMBEKS. 1898.
1S64. Warden, Walter Evers, Phoenix Bolt and Xut Works, Handsworth, E.O.,
near Birmingbam. [Bolts, Birmingham.']
1882. Wardle, Edwin, Messrs. Manning Wardle and Co., Boyne Engine Works,
Hunslet, Leeds. [Manning, Leeds."]
1886. Warren, Frank Llewellyn, 73 Breakspears Eoad, St. John's, London, S.E.
1885. Warren, Henry John, Jun., Ck)mwall Boiler Works, Camborne.
1885. Warren, William, Macequece, near Umtali, Manica, South Africa.
1897. Warren, William, Works Manager, Southwick Engine Works, near
Sunderland.
1889. Warsop, Thomas, Coniston Copper Mines, Couiston, S.O., Lancashire.
1858. Waterhouse, Thomas {Life JJemher), Claremont Place, Sheffield.
1891. Waterous, Julius E., Waterous Wire Nail Works, Brantford, Ontario,
Canada.
1881. Watkins, Alfred, 58 Fenchurch Street, London, E.C.
1862. Watkins, Piichard, 18 Cambridge Gardens, Hastings.
1890. Watkinsou, William Henry, Professor of Motive Power Engineering,
Glasgow and West of Scotland Technical College, 38 Bath Street,
Glasgow.
1890. Watson, George Coghlan, Manganese Bronze and Brass Co., St. George's
Wharf, Deptford, London, S.E. ; and Granville House, Bedford Park,
Croydon.
1882. Watson, Henry Burnett, Messrs. Henry Watson and Son, High Bridge
Works, Newcastle-on-Tyne. [Watsons, Newcastle-on-Tyne. 6517.]
1896. Watson, James Falshaw, 15 Shaw Lane, Headingley, Leeds. [Inspection,
Leeds.']
1897. Watson, John B., 25 Grantly Gardens, Shawlands, Glasgow.
1898. Watson, John Warden, 122 Cannon Street, London, E.C.
1897. Watson, Thomas John, 32 Grainger Street West, Newcastle-on-Tyne.
1879. Watson, Sir William Kenny, 16 Woodlands Terrace, Glasgow.
1877. Watts, John, 8 Nelson Street, Bristol.
1897. Wearing, John Evenden, Swan Buildings, Edmund Street, Binningham.
1886. Weatherbum, Robert, Locomotive Manager, Midland EaUway Works,
Kentish Town, London, N.W.
1894. Webb, Henry, Messrs. Joseph Webb and Co., Irwcll Forge and Eolling
Mills, Bury, Lancashire.
1884. Webb, Eicbard George, Messrs. Richardson and Cruddas, BycuUa L-on
Works, Bombay, India: (or care of Messrs. Richardson and Hewett,
101 Leadenhall Street, London, E.C.)
1890. Webster, John James, 39 Victoria Street, Westminster, S.W.
1887. Webster, William, 6 Oxley Eoad, Singapore, Straits Settlements.
1891. Weightman, Walter James, Engineer-in-Chief, Nilgiri Railway, Coonoor,
Madras, India.
1898, MEMBERS. IxXXvii
1888. "Wellman, Samuel T., Wellman Seaver Engineering Co., New England
Building, Cleveland, Ohio, United States.
1898. Wells, George James, 31 Whitworth Street, Manchester.
1882. West, Charles Dickinson, Professor of Mechanical Engineering, Imperial
College of Engineering, Tokyo, Japan.
1895. West, Charles Herbert, Messrs. Henry H. West and Son, 5 Castle Street,
Liverpool. [iZe/eree, Liverpool. Central 5223.]
1898. West, Ernest Henry, Messrs. H. J. West and Co., Stamford Works,
Southwark Bridge Road, London, S.E. ICojypenvorm, London.
Hop 879.]
1876. West, Henry Hartley, Messrs. Henry H. West and Son, 5 Castle Street,
Liverpool. [jRe/eree, Liverpool. Central 5223.]
1894. West, James, P.O. Bos 3010, Johannesburg, Transvaal, South Africa.
1894. West, John, Albion Iron Works, Miles Platting, Manchester.
1891. West, Leonard, Eavenhead Plate Glass Works, St. Helens, Lancashire.
1874. West, Nicholas James, Messrs. Nicholas J. West and Sons, 186 Gresham
House, Old Broad Street, London, E.G.
1877. Western, Charles Robert, Broadway Chambers, Westminster, S.W.
{_Donhoices, London. Westminster 199.]
1877. Western, Maximilian Richard, care of Colonel Western, C.M.G., Broadway
Chambers, Westminster, S.W.
1895. Westmacott, Henry Armstrong, Messrs. John Spencer and Sons, Newburn
Steel Works, Newcastle-on-Tyne.
1862. Westmacott, Percy Graham Buchanan, Sir W. G. Armstrong, Whitworth
and Co., Elswick Engine Works, Newcastlc-on-Tyne ; and Rose
Mount, Sunninghill, Ascot.
1880. Westmoreland, John William Hudson, Lecturer on Engineering,
University College, Nottingham.
1880. Westwood, Joseph, Barkway, Herts.
1888. Weyman, James Edwardes, 11 Richmond Road, Chorlton-cum-Hardy,
Manchester.
1896. Wheeler, Percy, General Manager, Oldbury Railway-Carriage and Wagon
Works, Oldbury, near Birmingham. [^Carriage Co., Oldbury.']
1898. Wheelock, Jerome, Worcester, Massachusetts, United States.
1898. Whitaker, Alfred, Resident Locomotive Superintendent, Somerset and
Dor.-ct Joint Railway, Highbridge, R.S.O., Somersetshire.
1894. Whitby, Arthur George, The Limes, Amersham.
1882. White, Alfred Edward, Borough Engineer's Office, Town Hall, Hull.
1888. White, Sir WUliam Henry, K.C.B., LL.D., D.Sc, F.R.S., Assistant
Controller and Director of Naval Construction, Admiralty, Whitehall,
London, S.W.
1890. Whitehou se, Edwin Edward Joseph, Monkbridge Iron Works, Leeds.
2 H
Ixxxviii MEMBERS. 1898.
1876. ■\Vhittlcj-, William, Holly Mount, Edgcrton, Huddersficld,
1891. Whittaker, John, Messrs. William Whittaker and Sons, Sun Iron "Works,
Oldham.
1897. Whittell, Alfred Leighton, Manager, Union Cotton Mills, Delisle Eoad,
Parel, Bombay, India.
1869. Whittem, Thomas Sibley, Wyken Colliery, Coventry.
1878. Wicks, Henry, Messrs. Burn and Co., HoAvrah Iron Works, HoAvrah, Bengal,
India: (or care of John Spencer, 121 West George Street, Glasgow.)
1897. Wickstced, Charles, Stamford Koad Works, Kettering.
1868. Wicksteed, Joseph Hartley Messrs. Joshua Buckton and Co., Well House
Foundry, Meadow Eoad, Leeds.
1891. Widdowson, John Henry, Britannia Works, Ordsal Lane, Salford,
Manchester. ITaps, Sal ford.']
1897. Widdowson, John Henry, Jun., Britannia Works, Ordsal Lane, Salford,
Jlanchester ; and 11 Meadow Street, Moss Side, Manchester. [Tcq>^,
Sal ford.']
1878. Widmark, Harald ^Wilhelm, Helsingborgs Mekaniska Verkstad,
Helsingborg, Sweden.
1889. Wigham, John Eichardson, Messrs. Edmundsons, Stafford Works,
35 Capel Street, Dublin.
1881. Wigzell, Eustace Ernest, Billiter House, Billiter Street, London, E.G.
[_Wtgzell, London.]
1886. Wildridge, John, Messrs. J. Wildridge and Sinclair, 97 Pitt Street, Sydney,
New South Wales : (or care of E. Wildridge, 48 Craigmaddie Terrace,
Sandyford Street, Glasgow.)
1890. Wildy, William Lawrence, 82 Petherton Eoad, Highbury New Park.
London, N.
1892. Wilkinson, Edward E., Harwell House, Fortis Green, Finchh y,
London, N.
1898. Wilkinson, George, 12 Dragon View, Harrogate. [H6.]
1893. AVilliams, Arthur Edward, Eesidcnt Engineer, Dagenhara Dock, Essex.
1883. Williams, Sir Edward Leader, Engineer, Manchester Ship Canal Co.,
41 Spring Gardens, Manchester [Leader, Manchester. 688.] ; and The
Oaks, Altrincham.
1884. Williams, John Begby, Central Marine Engine Works, West Hartlepool.
1885. Williams, Nicholas Thomas, Cam Bosavern, St. Just, E.S.O., Cornwall.
1847. Williams, Eichard (Life Member'), Brunswick House, Wedncsbury.
1890. Williams, Thomas David, 16 Lancaster Eoad, South Norwood, London,
S.E.
1881. Williams, William Freke Maxwell, South Hill Bank, Gravesend.
1873. Williams, William Lawrence, 16 Victoria Street, Westminster, S.W.
[Snoicdon, London.]
1898. MEMBERS. Ixxxix
1889. Williams, William Walton, Jun., Almeria, Spain ; and 87 Elspetli Koad,
New Wandsworth, London, S.W.
1897. Williams, Wyndliam Henry, Messrs. Artliur Butler and Co., Mozuiferpore,
Tirlioot, India.
1896. Williamson, Joseph, Sao Paulo Eailway, Sao Paulo, Brazil.
1883. Williamson, Kichard, Messrs. Richard Williamson and Son, Iron
Shipbuilding Yard, Workington ; and South Lodge, Cockermouth.
1897. Wills, Frank, Messrs. W. and F. Wills, Perseverance Works,
Bridgwater.
1878. Wilson, Sir Alexander, Bart., Messrs. Charles Cammell and Co., Cyclops
Steel and Iron Works, Sheffield.
1882 Wilson, Alexander Basil, Holy wood, Belfast. [Wilson, Holytvood. 201.]
1884. Wilson, James, Pacha, Chief Engineer of the Daira Sanieh, Egypt: Cairo,
Egypt.
1881. Wilson, John, Engineer, Great Eastern Bail way, Liverpool Street Station,
London, E.C. IWilson, Eastern, London.'}
1863. Wilson, John Charles, care of Francis J. Dewar, Edinburgh.
1892. Wilson, John Charles Grant, care of Alexander G. Wilson, Plymouth
House, Merthyr Tydvil.
1879. Wilson, Joseph William, Principal of School of Practical Engineering,
Crystal Palace, Sydenham, London, S.E.
1890. Wilson, Joseph William, Jun., Vice-Principal of School of Practical
Engineering, Crystal Palace, Sydenham, London, S.E.
1883. Wilson, Robert, F.R.S.E., 13 Victoria Street, Westminster, S.W.
1890. Wilson, Robert James, 24 Rood Lane, London, E.C.
1873. Wilson, Thomas Sipling, Messrs. Holroyd Horsfield and Wilson, Larchfield
Foundry, Hunslet Road, Leeds.
1888. Wilson, Walter Henry, Messrs. Harland and Wolff, Belfast.
1881. Wilson, Wesley William, Messrs. A. Guinness Son and Co., St. James'
Gate Brewery, Dublin.
1897. Wilson, William Campbell, Messrs. Charles Burrell and Sons, St.
Nicholas Works, Thetford.
1897. Wilson, William Henry, Messrs. W. F. Mason, Longsight, Manchester.
1891. Wimshurst, James Edgar, Messrs. William Esplen, Son, and Swainston,
Billiter Buildings, 22 Billiter Street, London, E.C.
1890. Winder, Charles Aston, Messrs. Winder Brothers, Royds Works,
Attercliffe, Sheffield.
1886. Windsor, Edwin Wells, 1 Rue du Hameau des Brouettes, Rouen, France.
1890. Wingfield, Digby Charles, 61 Parliament Hill Road, Hampstead, London,
N.W.
1887. Winmill, George, Locomotive and Carriage Superintendent, Oudh and
Rohilkund Railway, Lucknow, India : (or Harewood, Junction Road,
Romford.) 2 H 2
xc
MEMBKRS. 1898.
1898. Winn, Charles EeginalJ, Messrs. Charles Winn and Co., St. Thomas
Works, Granville Street, Birmingliam. [Winn, Birmingham. 366.]
1872. Wise, William Lloyd, 46 Lincoln's Inn Fields, Loudon, W.C. [Lloyd Wise,
London. Holtoru 378.]
188-t. Withy, Henry, Messrs. Furness Withy and Co., Middleton Ship Yard,
West Hartlepool. [Withy, West Hartlepool. 4246.]
1878. Wolfe, John Edward, Sunderland and South Shields Water Co.,
16 Fawcett Street, Sunderland.
1888. Wolff, Gustav William, M.P., Messrs. Harland and Wolff, Belfast.
1881. Wood, Edward Malcolm, 3 Victoria Street, Westminster, S.W.
1887. Wood, Henry, Messrs. John and Edward Wood, Victoria Foundry, Bolton.
1880. Wood, John Mackworth, Engineer's Department, New Kiver Waterworks,
ClerkenweU, London, E.C.
1868. Wood, Sir Lindsay, Bart., Southhill, near Chester-le-Street.
1884. Wood, Sidney Prescott, Semaphore Iron Works, Newport, Melbourne,
Victoria : (or care of H. W. Little, Messrs. McKenzie and Holland,
Vulcan Iron Works, Worcester.)
1898. Wood, Sydney Henry, Gas Light and Coke Works, Beckton, London, E.
1890. Wood, Thomas Eoyle, care of Samuel Bash, 1663 Avenida Montes de Oca,
Buenos Aires, Argentine Kepublic : (or care of William Wood, 28 Hyde
Grove, Chorlton-on-Medlock, Manchester.)
1896. Wood, Walter Chapman, care of Messrs. J. Buchheister and Co.,
Shanghai, China.
1890. Wood, William, Gas Meter Co., 238 Kingsland Eoad, London, E.
1882. Woodall, Corbet, Palace Chambers, 9 Bridge Street, Westminster, S.W.
1897. Woods, Arthur Kobert Thomas, Messrs. James Nelson and Sons,
41 North John Street, Liverpool.
1894. Woods, William Henry, jMessrs. Hamilton Woods and Co., Liver Foundry
and Engine Works, Ordsal Lane, Salford, Manchester. [Sluice,
Manchester. 1962.]
1898. Woollen, Thomas Henry, Managing Director, The New Jointless Rim Co.,
Arrol Works, Long Acre, Aston, Birmingham. [Jointless, Birmingham.
2625.]
1895. Wordingham, Charles Henry, Electric Light Station, Dickinson Street,
Manchester.
1887. Worger, Douglas Fitzgerald, Assistant Engineer, South wark and Vauxhall
Water Works, Southwark Bridge Eoad, London, S.E.
1874. Worsdell, Thomas William, Ston3-croft, Amside, near Carnforth.
1894. Worsdell, Wilson, Locomotive Superintendent, North Eastern Eailway,
Gateshead.
1877. Worssam, Henry John, Messrs. G. J. Worssam and Son, Wenlock Eoad,
City Road, London, N, [Massrow, London. King's Cross 677.]
1898. MEMBERS. Xci
1S86. 'Worthington, Charles Campbell, Messrs. Henry K. Worthington, Hydraulic
Works, 145 Broadway, New York, United States: (or care of the
Worthington Pumping Engine Co., 153 Queen Victoria Street, London.
E.G.)
18SS. Worthington, Edgar, (Secretary), The Institution of Mechanical Engineers,
Storey's Gate, St. James' Park, Westminster, S.W.
1860. Worthington, Samuel Barton, Consulting Engineer, 33 Princess Street,
Manchester ; and Mill Bank, Bowdon, near Altrincham.
1897. Worthington, William Barton, Chief Engineer, Lancashire and Yorkshire
Eailway, Manchester.
1881. Wrench, John Meryyn, Chief Engineer, Indian Midland Eailway,
Jhansi, N.W. Provinces, India.
1897. Wright, Frederick George, Great Western Eailway Works, Swindon.
1876. Wright, James, Messrs. Ashmore Benson Pease and Co., 181 Queen
Victoria Street, London, E.G.
1867. Wright, John Eoper, Messrs. Wright Butler and Co., Elba Steel Works,
Gower Eoad, near Swansea.
1859. Wright, Joseph, Metropolitan Eailway -Carriage and Wagon Co.,
Saltley Works, Birmingham ; and The Gresham Club, London,
E.C.
1895. Wright, William, 16 Great George Street, Westminster, S.W. ; and Dudley
House, 10 St. John's HUl Grove, New Wandsworth, London, S.W.
1871. Wrightson, Thomas, Messrs. Head Wrightson and Co., Teesdale Iron
Works, Stockton-on-Tees.
1891. Wroe, Joseph, 26 Park Avenue, Manchester, S.E.
1895. Wylie, John Condie, St. Ives, Cornwall ; or care of the Eoyal Colonial
Institute, Northumberland Avenue, London, W.C.
1865. WylUe, Andrew, 1 Leicester Street, Southport.
1877. Wyvill, Frederic Christopher, 19 East Parade, Leeds.
1889. Yarrow, Alfred Fernandez, Isle of Dogs, Poplar, London, E.
1895. Yarwood, William James, Castle Dock Yard, Northwich. [74.]
1881. Yates, Louis Edmund Hasselts, District Locomotive and Carriage
Superintendent, Eastern Bengal State Eailway, Saidpore, Bengal,
India : (or care of Eev. H. W. Yates, 98 Lansdowne Place, Brighton.)
1880. York, Francis Colin, Locomotive Superintendent, Buenos Aires and
Pacific Eailway, Junin, Buenos Aires, Argentine Eepublic : (or care
of W. Hannay, 18 Portland Street, Leamington.)
1889. Young, David, 11 and 12 Southampton Buildings, London, W.C.
[Junhring, Loridon.']
1879. Young, George Scholey, Engineer, Thames Iron Works, Orchard Yard,
Blackwall, London, E.
Xcii MEMBEBS. 1898.
1874. Young, James, 19 "Weutworth Place, Newcastle-on-Tyne.
1879. Young, James, Salroyd, Tliornlaw Koad, West Norwood, London, S.E.
1892. Young, Robert, Engineer and Manager, Penang Steam Tramways,
Penang, Straits Settlements.
1894:. Yoimg, Smelter Joseph, Messrs. Spear and Jackson, .^tna Works, Savile
Street East, Sheffield.
1887. Yoimg, William Andrew, Messrs. Lobnitz and Co., Kenfrew, near Paisley
[Ldbnitz, Benfrew. 57, Paisley.^ ; and Millbum House, Kenfrew, near
Paisley.
1881. Yoimger, Robert, Messrs. R. and W. Hawthorn Leslie and Co., St. Peter's
Works, Newcastle-on-Tyne.
189S. ASSOCIATE ilEilBERS. XClll
ASSOCIATE MEMBERS.
1896. Abady, Jacques, Messrs. Alexander "Wright and Ck)., 81 Page '^Street,
Westminster, S.W. {^Precision, London. Westminster 337.]
1596. Abella, Juan, Director General of Public Lighting, 691 Calle Bolivar,
Buenos Aires, Argentine Republic.
IS9S. Acfield, Wilfred Cosens, London Brighton and South Coast Railway,
London Bridge, London, S.E.
1896. Adams, George, 55 Victoria Street, Westminster, S.W.
1892. Adams, Sidney Rickman, Consolidated Gold Fields of South Africa,
P.O. Bos 67, Johannesburg, Transvaal, South Africa : (or care of Henry
Adams, 3 Colville Square, Bayswater, London, W.)
1898. Adiassewich, Alexander Victorovitch, 5 Fen Court, London, E.G.
1890. Alderson, George Alexander, Messrs. Allen, Alderson and Co., Alexandria,
Egypt ; and The Cloisters, Bulkeley, Alexandria, Egypt.
1897. Allen, Justin Edward, Superintendent of Works, Royal Gardens, Kew,
Surrey.
1894. Almond, Slichael, District Locomotive Inspector, Cape Government
Railways, Queenstown, South Africa : (or care of Robert Almond, 21
Hawthorn Road, South Gosforth, Newcastle-on-Tyne.)
1894. Ambler, Frank, Resident Engineer, Alagoas Railway, Maceio, Brazil.
1898. Andrews, Frederic Ernest, Brush Electrical Engineering Co., Falcon
Works, Loughborough.
1597. Appleby, Harry Walton, Messrs. Rosling and Appleby, Trafalgar Works,
Bradford. [Magneto, Bradford. 844.]
1895. Armstrong, George Edwin, Municipal School of Science and Technology,
Richmond Terrace, Brighton.
1598. Arnold, Frank William, Royal College of Science, Exhibition Road,
South Kensington, London, S.W.; and 42 Summerfield Crescent,
Birmingham.
1897. Arnold, William, Messrs. Taylor and Challen, Derwent Foundry, 60 and
62 Constitution Hill, Birmingham.
1889. Ashford, John, Engineering Department, Northampton Institute,
Clerkenwell, London, E.C.
1896. Atkinson, Frederic, Albert Buildings, 49 Queen Victoria Street, London,
E.C. IFixed, London.'}
1898. Atkinson, Henry, Messrs. L. Hugh, Bristowe and Co., 47 A'ictoria Street,
Westminster, S.W.
Xciv ASSOCIATE MEMBEES. 189S.
1897. Atkinson, Eobert Ernest, Messrs. Ashwell and Nesbit, Victoria Foundry,
Sj-camore Lane, Leicester. [Plemim, Leicester. 190.]
1S97. Aylesbury, Thomas Antram, 43 Kennington Park Koad, London, S.E.
1897. Back, Arthur Charles Lempriere, Devon and Corn-wall Ice and Cold
Storage Co., Plymouth.
1897. Baker, John, Manager, Messrs. Tansley's Ice Works, Lower Fazeley
Street, Birmingham.
1897. Baker, Tom "V\'illiam, 6 and 7 Broad Street House, London, E.G.
1897. Ball, John, Geological Survey Office, Public Works Department, Cairo,
Egypt.
1897. Bamber, Herbert William, Messrs. Bamber and Lewis, Meopham,
Gravesend.
1896. Barba, AKonso G., Messrs. J. and G. Thomson, Clydebank, Glasgow ;
and Marie Place, 35 Crow Road, Partick, Glasgow.
1898. Barber, Thomas AValter, 17 and 18 Tothill Street, Westminster, S.W.
1896. Barker, Arthur Henry, Norwood Villa, PontefracL
1893. Barker, Frederic William, 33a Hammersmith Broadway, London, W.
IBarker, Broadwcnj, Hammersmith.'] ; and 28 Prebend Gardens, Chiswick,
London, W.
1894. Baron, Francis Edward, Blackpool Motor Car Co., Talbot Square,
Blackpool.
1896. Baron, James Thomas, Eesident Engineer, St. Pancras Electricity and
Public Lightinjr Deportment, 47 Stanhope Street, London, X.W.
1898. Bartle, George William, Albion Brewery, Mile End, London. E.
1896. Barton, Andrew, Admiralty, 21 Craven Street, Strand, London, W.C.
1893. Beazley, Ernest, care of Messrs. Antonio Giorgi and Co., Funchal,
Madeira.
1897. Beck, John, European Petroleum Co., Balachany, near Baku, Eassia ;
(or care of S. W. Kendall, 67 Dorchester Eoad, Weymouth.)
1897. Beckton, William Eushworth, 13 Brownlow Street, Holbom, London,
W.C.
1897. Bedbrook, James Albert Harvey, care of Messrs. E. and W. Hawthorn,
Leslie and Co., St. Peter's Works, Newcastle-on-Tyne.
1898. Bell, William, ISIessrs. J. and E. Hall, Dartford.
1890. Bell, William Thomas, Mulgrave, St. Catherine's, Lincoln.
1895. Bennis, Alfred William, Messrs. E. Bennis and Co., Lancashire Stoker
Works, Deansgate Foundry, Bolton.
1896. Bentley, Wallace, Eoyal Insurance Buildings, Crossley Street, Halifax.
1898. Berry, Thomas, 53 Cowgate, Dundee. ISteampumj), Dundee.']
1898. Bigger, Courtenay, Falmore Hall, Dundalk, Ireland.
1898. ASSOCIATE MEMBEES. XCV
1893. Bishop, Henry, 38 Gresham Street, Lincoln.
1897. Blakiston, Ealph, Superintending Engineer, Palatine Engineering Co.,
1 0 Blackstock Street, Liverpool ; and Waterloo, Liverpool.
1895. Blaster, Augustus Pearce, Jun., Messrs. Barnett and Foster, Niagara
Works, Eagle Wharf Eoad, New North Eoad, London, N.
1896. Blumfield, Thomas William, 157 Victoria Eoad, Aston, Birmingham.
1896. Bosley, Walter Joseph, Wharf Superintendent, Corporation Wharf,
Southampton.
1895. Boulden, Frederick, Technical Department, University College,
St. George's Square, Sheffield.
1898. Bouts, Thomas, Messrs. John Dewrance and Co., 158 Great Dover Street,
London, S.E. ; and 16 Althorpe Eoad, Tooting, London, S.W.
1898. Bradley, Godfrey Thomas, Town Hall, Birkenhead.
1897. Bradley, James William, Town Hall, Wolverhampton.
1896. Bremner-Davis, William Joseph, 2 Sumatra Eoad, West Hampstead,
London, N.W.
1898. Brett, Alfred William, Brett's Engineering and Stamping Works, Harnall
Lane, Coventry. {^Bretts, Coventry. 168.]
1898. Briggs, Herhert, P.O. Bos 2318, Johannesburg, Transvaal, South Africa.
1898. Brindley, Harry Samuel Bickerton, 3 Awoicho Akasaka, Tokyo, Japan.
1895. Bruce, Eobert Arthur, Brennan Torpedo Factory, Chatham.
1898. Bulfin, Ignatius, Municipal Offices, Bournemouth.
1892. Bulwer, Ernest Henry Earle, Linde British Eefi'igeration Co., 35 Queen
Victoria Street, London, E.G.
1893. Burden, Alfred George, Messrs. Tangyes, P. 0. Bos 818, Johannesbm-g,
Transvaal, South Africa : (or care of George N. Burden, Oakfield,
Teignmouth.)
1895. Burn, George Francis, The Technical School, Cookridge Street, Leeds.
1890. Burne, Edward Lancaster, Messrs. Dickinson and Burne, Church Acre
Iron Works, Guildford. [Ploughshare, Guildford. 40.]
1897. Bumside, Bertram W., HorseU, Woking.
1896. Butcher, Malcolm Henry, Messrs. F. A. Eobinson and Co., 54 Old Broad
Street, London, E.C.
1891. Butcher, Walter Edward, Messrs. S. Z. de Ferranti, HoUinwood,
Manchester.
1891. Buttenshaw, George Eskholme, Stoneleigh, Rotherham.
1898. Cameron, Eobert Barr, Municipal School of Science and Technology,
Eichmond Terrace, Brighton.
1896, Carolin, Edward Marlay, P. 0. Box 80, Bloemfontein, Orange Free State,
South Africa.
ASSOCIATE MEMBERS.
1898.
1898. Carr, James John William, Woodland Works, Grove,Lane, Smethwick,
Birmingham. [Bells, Smethwicl:. 2018.]
1897. Cerrito, Frank Henry, 71 Temple Kow, Birmingham- [Cerrito,
Birmingham.l
1895. Challenger, Godfrey Eichard, Messrs. John Jameson and Son, Bow Street
Distillery, Dublin.
1S96. Clare, Ernest, care of Sidney Straker, 110 Cannon Street, London, E.G.
1894. Clark, James Lester, Messrs. Clark and Aiton, 102 Fenchurch Street,
London, E.G. [Channeled, London.']
1895. Clatworthy, Walter Angove, 29 Lily Avenue, Jesmond, Newcastle-on-
Tyne.
1898. Cleave, Arthur Harold Wyld, Eoyal Mint, London, E.
1897. Clegg, John Henry, Lower Lumb Blill, Heptonstall, Manchester.
1898. Cobbold, Arthur Westhorp, Eoyal Mint, Tower Hill, London, E.
1896. Comerford, Edward, Laragh, Victoria Park, Wavertree, Liverpool.
1897. Connell, William Percival, Calle Sanz 14, Minas de Eio Tinto, Huelva,
Spain : (or care of W. G. Connell, 83 Cheapside, London, E.C.)
1896. Conradi, Julius Samuel, Messrs. John I. Thornycroft and Co., Church
Wharf, Cliiswick, London, W.
1896. Cooper, Thomas, Cox Thermo Electric Co., St. Albans ; and Spring
Valley, Beaconsfield Eoad, St. Albans.
1895. Corby, Blatthew, Messrs. Thomas Firth and Sons, Norfolk Works,
Sheffield; and 160 Hagley Eoad, Birmingham.
1893. Corkhill, William, Manager, Shalimar Engineering and Shipbuilding
Works, Calcutta, India.
1894. Coventry, Theodore, Messrs. Smith and Coventry, Gresley Iron Works,
Ordsal Lane, Salford, Manchester. [Gresley, Manchester. 564.]
1895. Cowie, William, Lidgerwood Manufacturing Co., Soerabaya, Java.
1896. Cox, Edward Henry, De la Vergne Eefrigerating Machine Co., Foot of
East 138th Street, New York, United States.
1897. Craig, Alexander, ]Messrs. Humber and Co., Coventry.
1897. Crooke, Walter, Jan., Frodingham, near Doncaster.
1887. Crosland, Delevante William, 1 Upper Addison Gardens, Kensington,
London, W.
1895, Cust, Leopold, Gaa Traction Co., 22 Chancery Lane, London, E.C ; and
99 Onslow Square, London, S.W.
1894. Dadina, Hormuz Minocher, Consulting Engineer, Khetwady, Bombay,
India.
1894. Davcy, Edward Ernest George, 29 Thirsk Eoad, Clapham Common,
London, S.W.
1896. Davidson, John McKenzie, General Coatractor, Karachi, India.
1898. ASSOCIATE MEMBERS. XCVll
1898. Davies, Hugh, 37 Bryantwood Eoad, Highbury, London, N.
1896. Davis, Francis Myddleton, Works Manager, Messrs. K. and T. Elworthy,
Elizabethgrad, Russia,
1897. Davy, David, Jun., Messrs. Davy Brothers, Park Iron Works, Sheffield.
[Motor, Sheffield.']
1896. Dawson, Philip, 39 Victoria Street, Westminster, S.W.
1890. Day, Arthur Godfrey, Director of Studies, Science Art and Technical
Schools, Guildhall, Bath.
1894. Dickinson, Harold, Central Electric Lighting Station, Yorkshire House
to House Electricity Co., Whitehall Road, Leeds. [Electricity, Leeds.
Central 1013.]
1895. Dickinson, William, Messrs. Dickinson and Burne, Church Acre Iron
Works, Guildford. [Ploughshare, Guildford. 40.]
1898. Dobbs, Herbert Treadwin, Locomotive Carriage and Wagon Department,
Barry Railway, Barry, near Cardiff.
1898. Donald, David Boswell, Manager, Messrs. John Freeman, Sons and Co.,
Penryn. [Freema7i, Penrijn.']
1898. Donne, Frederick Edward Mowbray, Locomotive Department, Midland
Railway, Derby.
189G. Dossor, Herbert, Babcock and Wilcox Co., 147 Queen Victoria Street,
London, E.C.
1898. Douglas, William James, 141 Fenchurch Street, London, E.C. [Blochading,
London.']
1891. Douglass, Alfred Edwards, South Staffordshire Water Works, Paradise
Street, Birmingham.
1896. Dowson, Erasmus Charles Head, Lattendales, Penrith.
1898. Dowson, Robert Manning, Felixstowe, The Park, Nottingham.
1895. Dronsfield, James, Messrs. Dronsfield Brothers, Atlas Works, Oldham.
1895. Dumas, Robert, Messrs. Siemens Brothers and Co., Woolwich.
1895. Duncan, William, Locomotive Department, Cape Government Railways,
Uitenhage, Cape Colony.
1894. DunoUy, Alan, Farley, Reigate.
1894. Eastmead, Frederic James, Messrs. Moffatt and Eastmead, 39 Victoria
Street, Westminster, S.W, [Hoistway, London.]
1893. Edmondson, Alfred Richard, The • Oaks, Moss Lane, Timperley,
Altrincham.
1898. Edwards, Edgar Llewellyn, 119 Colmore Row, Birmingham.
1898. Ellis, Jesse, Invicta Works, St. Peter Street, Maidstone. [Jes!<e Ellis,
Maidstone. 2.]
SCviii ASSOCIATE MEMBERS. 1898.
1898. Enock, Donald, Messrs. Enock Brothers, Coombe "Works, DartmoTith.
[^EnocJi, Dartmouth.^
1897. Epton, William Martin, P.O. Box 1G07, Johannesburg, Transvaal, South
Africa.
1895. Fawcett, Percy "William, "Wliirlow Court, Sheffield.
1894. Fendick, "Walter, Gas "Works, Hemel Hempstead.
1896. Fforde, "William John, 2 Glenview Terrace, Springfield Eoad, Belfast.
1894. Finlayson, David, Burnhead, Larbert, Stirlingshire.
1896. Firth, John, 2.5 Jowett Street, South Reddish, Stockport.
1894. Fitz-Gerald, John Frederick Gerald, care of El Senor Ingeniero,
Departamento de "Vias y Obras F.C.S., Buenos Aires, Argentine
Eepublic.
1895. Fleischer, Paul, Messrs. A. Guinness, Son and Co., St. James' Gate
Brewery, Dublin.
1898. Fletcher, Harold Clarkson, P.O. Box 848, Johannesburg, Transvaal, South
Africa.
1892. Fletcher, Joseph Ernst, Messrs. Charles Cammell and Co., Cyclops
"Works, Sheffield.
1895. Forbes, George Chichester, Locomotive Department, South Indian Eail way,
Negapatam, India.
1895. Foster, Edward Hornby, Messrs. John Foster and Son, Black Dike
Spinning Mills, Queensbury, near Bradford.
1898. Fowler, Percy Merwood, P.O. Box 1876, Johannesburg, Transvaal, Soutii
Africa.
1896. Eraser, Frank Hazell, ]\Iessrs. "W. J. Eraser and Co., 98 Commercial Eoad
East, London, E. [Fruser, Engineer, London. Avenue 4413.]
1897. Frerichs, Jacob Andrew, Construction Department, East Rand Proprietary
Mines, Boksburg, Transvaal, Soutli Africa.
1897. Fumess, Charles, 32 Lisson Grove, Mutley, Plymouth.
1896. Galle', "William Alexandre, Locomotive Department, Great Central
Railway, Gorton, Manchester.
1896. Garratt, James Herbert, Messrs. Whittall and Co., Colombo, Ceylon.
1896. Garrett, Easton, Jlessrs. Bailey, "Walker and Co., 4.56 Calle Cuyo, Buenos
Aires, Argentine Eepublic.
1890. Garrett, Frank, Jun., Messrs. Richard Garrett and Sons, Leiston "Works,
Leiston, R.S.O., Suffolk.
1898. Garvey, Richard Godfrey Hamilton, Messrs. Bowes, Scott and "Western,
Bridge Road, Battersea, London, S."W.
1898. Gass, Jolin, Engineer's Office, The Tower Bridge, 9 Horselydown Lane,
London, S.E.
1898. ASSOCIATE MEMBERS. Xcix
1896. Given, Ernest Cranston, Messrs. Priestman and Co., Philadelphia,
Pennsylvania, United States ; and The Lodge, Aigburth, Liverpool.
1896. Gofle, Edward, De Beer's Consolidated Mines, Kimberley, South Africa.
1898. Gelding, Henry Albert, Messrs. Bryan Donkin and Co., 55 Southwark
Park Eoad, Beimondsey, London, S.E.
1898. Gordon, James, Messrs. Kalph Douse and Sons, 23 Billiter Buildings,
London, E.G. [Exportamus, London. Avenue 5857.]
1897. Gordon, John AVilton, Messrs. John Gordon and Co., Dash wood House,
9 New Broad Street, London, E.G.
1898. Graham, Hubert Berger, 116 St. Stephen's Avenue, Loudon, W.
1897. Grant, Hector, Messrs. George Smith and Co., Sun Foundry, Glasgow and
Clippens, 104 Maxwell Street, Glasgow.
1896. Grant, William, Messrs. Workman, Clark and Co., Engine Works, Queen's
Eoad, Belfast.
1896. Gray, Alexander Cuthill, Assistant Locomotive Superintendent, Kio
Grande do Sol Railway, Rio Grande do Sol, Brazil.
1893. Gritton, Joseph, 8 Lumley Road, Chester.
1895. Groundwater, Samuel, Messrs. S. C. Farnham and Co., Old Dock,
Shanghai, China.
1897. Grove, Harrj-, Messrs. Willey and Co., Exeter,
1895. Groves, Montague, Moore's Rhodesia Concession, Salisbury, Mashonaland,
South Africa.
1894. Hadengue, Charles Benjamin, Messrs. Carew and Co., Rosa Sugar Works,
Rosa, North Western Provinces, India.
1895. Haines, Charles James, Southampton Water Works, Otterboume, near
Winchester.
1896. Hall, Benjamin James, 39 Victoria Street, Westminster, S.W.
1894. Hall, Robert Frederick, Ferndale, Church Road, Moseley, Birmingham.
1897. Halsey, Charles Turner, care of Samuel Puplett, 47 Victoria Street,
Westminster, S.W. ; and Womersley House, Crouch Hill, London, N.
1894. Hardy, William, Woodview, Bessbrook, County Armagh, Ireland.
1898. Harling, William, British Electric Traction Co., Donington House,
Norfolk Street, Strand, London, W.C.
1897. Harlow, Bernhard Schaffer, Messrs, Robert Harlow and Son, Heaton Norris
Brass Works, Stockport.
1894. Harris, Herbert Nelson, St. Michael's Foundry, Bridport.
1898. Harrison, Frank, Messrs. Marshall, Sons and Co., 99 Clive Street,
Calcutta, India,
1897, Harwood, Robert Henry, Howrah Jute Mills, Seebporc, Calcutta, India.
1896. Hawea, David Marc Andrew Graham, 19 and 21 Queen Victoria Street,
London, E.C.
O ASSOCIATE MEMBERS. 1898.
1897. Hawes, William Fox, Jun., Messrs. Kincaid, Waller and Manville,
29 Great George Street, Westminster, S.W.
1897. Hawkins, Thomas Spear, St. John del Eey Mining Co., Morro Velho, Brazil.
1896. Heath, Charles Lewis Eclair, Municipal Technical School, 86 Osborne
Street, Hull.
1897. Hemingway, Alfred, Great Southern Eailway, Albany, Western
Australia.
1894. Henderson, Arthur James, 60 Queen Victoria Street, London, E.C.
[Enginery, London^
1898. Herschmann, Arthur Julius, Messrs. William Sellers and Co., Parlr
Building, Pittsburg, United States.
1S98. Hill, Alfred Percy, Messrs. J. and P. Hill, Backfields and Norfolk
Iron Works, Sheffield. [Kill, Baclifields, Sheffield.']
1898. Hill, Joseph, Messrs. Clark and Aiton, 102 Fenchurch Street, London, E.C.
1897. Hill, Walter Charles, 48 Heathwood Gardens, Little Heath, Charlton, Kent.
1898. Hirst, George Frederick, Kotherham Main Colliery, Kotherham.
1895. Hockley, Norman Julius, Engine and Boiler Insurance Co., 4 West
Eegent Street, Glasgow.
1898. Hodgson, Eichard Broom, Woodside, Westfield Eoad, King's Heath.
Birmingham.
1896. Hollingsworth, Edward Massey, St. Helens Corporation Electricity
Works, St. Helens, Lancashire.
1898. Holroyd, Victor Avison, Works Manager, Messrs. Eudge-Whitworth,
Coventry.
1898. Honiball, Charles Eoland, Liverpool Engineering and Condenser Co.,
Perry Street Engine Works, Brunswick Dock, Liverpool.
1895. Homer, Joseph Gregory, 17 Veruon Terrace, Twerton-on-Avon, Bath.
1898. Hughes, George Henry, Kent Water Works, Deptford, London, S.E. ; and
7 Lawn Villas, Wisteria Eoad, Lewisham, London, S.E.
1894. Hyde, George Herbert (Life Associate Member), Managing Engineer,
Colombo Commercial Co., Colombo, Ceylon.
1896. Iden, George, Motor Mills, Coventry.
1898. Inglis, William Eowland Hugh, Eedbourn Hill Iron and Coal Co.,
Frodingham, near Doncaster.
1897. Ironside, William Allan, Messrs. Ironside, Son and Co., 1 Gresham
Buildings, Guildhall, London, E.C. [Ironside, London.']
1897. Irvine, Archibald John, P.O. Bos 149, Johannesburg, Transvaal, South
Africa.
1896. Issigonis, George Demos, The D. Issigonis Works, Smyrna, Turkey
in Asia.
1898. ASSOCIATE MEMBEES. ci
1898. Jackson, Ernest, Messrs. Isaac Braithwaite and Sons, Kendal.
1898. Jackson, Harry Loxton, Messrs. Jackson and Brother, "Wliarf Foundry,
Bolton. IJackson, Bolton. 34.]
1898. Jackson, Kobert Hiram, Messrs. Schaffer and Budenberg, Whitworth
Street, London Eoad, Manchester ; and 70 Elizabeth Street, Cheetham,
Manchester.
1898. James, Henry Haughton Rhodes, 13 Victoria Street, Westminster, S.W.
1898. James, William Henry, University College of South Wales and Mon-
mouthshire, CardiflF.
1893. Jenkin, Charles James, Council Offices, Willeuhall, Wolverhampton.
1897. Johns, Cosmo, Messrs. Tickers, Sons and Maxim, Eiver Don Works,
Sheffield.
1896. Johnson, Andrew, 120 Nithsdale Road, Glasgow.
1897. Johnson, George, Messrs. Johnson and Fletcher, P.O. Box 185, Bulawayo,
Rhodesia, South Africa.
1898. Johnson, Walter Wroe, Castleton Foundry and Engineering Works, Armley
Road, Leeds.
1896. Jones, Thomas Gilbert, The Technical School, Mount Pleasant, Swansea.
1889. Joy, Basil Humbert, 85 Gracechurch Street, London, E.G.; and
118 Broadhurst Gardens, West Hampstead, London, N.W.
1895. Kennedy, Robert Baird, Belle Vue House, Linthorpe, Middlesbrough.
1896. Kerr, Alfred Ernest Campbell (^Life Associate Member), The School of
Mines, Ballarat, Victoria.
1898. Kerr, James B., Clarkson and Capel Steam Car Syndicate, Deverell
Street, Great Dover Street, London, S.E.
1893. Kershaw, Thomas, Technical School, Huddersfield.
1894. Kerslake, Walter Edmund, 16 Woodland Road, Walton, Liverpool.
1897. Ketley, Charles Bosworth, 128 Colmore Row, Birmingham. [Invent,
Birmingham. 1132.]
1897. King, Andrew, 361 Lenton Boulevard, Nottingham.
1893. Kirk, Percy Roebuck, 5 Lyncroft Mansions, West End Lane, London, N.W.
1897. Lacy-Hulbert, Charles Edward, 17 Avenue Louise, Brussels, Belgium.
[Hulbert, Bruxelles. 1384.]
1895. Larard, Charles Edward, The Technical College, Huddersfield.
1897. Larmuth, John Hamilton, Messrs. Thomas Larmuth and Co., Todlel'en
Iron Works, Unwin Street, Cross Lane, Salford, Manchester; and 452
Eccles New Road, Weaste, near Manchester.
1898. Larmuth, William Oliver, Messrs. Thomas Larmuth and Co., Todleben
Iron Works, Unwin Street, Cross Lane, Salford, Manchester; and
103 York Terrace, Eccles Old Road, Pendleton, Manchester.
cu
ASSOCIATE MEMBERS. 1898.
1896. Lawson, Harry Jolm, 40 Holborn Viaduct, London, E.G.
1893. Lea, Arthur Henry, Messrs. Lea and Warren, Kettering.
1897. Leitch, Archibald, 40 St. Enoch Square, Glasgow. [Tracing, Glasgow.
Eoyal 5197.]
1898. Leonard, Peter, 75 Victoria Koad, Great Crosby, Liverpool.
1895. Longbottom, John Gordon, Glasgow and AVest of Scotland Technical
College, 38 Bath Street, Glasgow.
1898. Love, Eobert Templeton, Eoyal Bank House, Stewarton, E.S.O., Ayrshire.
1896. Lovell, Samuel George, 73 The Crescent, South Tottenham, London, N.
1898. Lund, John, Messrs. Ashwell and Nesbit, 12 Great James Street, Bedford
Eow, London, W.C.
1897. Maclvor, Alexander, Messrs. Potter and Co., Hollins Paper Mills, Darwen.
1898. Macnab, James, Messrs. Pollock and Macnab, Britannia Iron Works,
Hyde, near Manchester. IMacnai, Syde. 227.]
1898. Malcolm, John, 21 Whitehall Place, London, S.W.
1896. Mansfield, Alfred, Manager, Messrs. P. Orr and Sons, Mount Eoad,
Madras, India.
1894. Mansfield, Edwin Albert, Moorgate Station Chambers, London, E.C.
[Indiarsi, London.'}
1897. Mansfield, Walter, Messrs. Edwin Mansfield and Sons, Whitby Engineering
Works, near Chester. [3IansJield, Whitby, Chester.']
1893. Manton, Arthur Woodroffe, Central London Eailway, 7 Holland Park
Avenue, London, W.
1896. Martin, George Best, Works Manager, British Tube Co., Cornwall Eoad,
Smethwick, Birmingham.
1895. Massey, Leonard Fletcher, Messrs. B. and S. Massey, Openshaw,
Manchester, [Masseys, Openshaw. 300.]
1896. McCormack, William John, 19 Kensington Court, London, W.
1894. McGeorge, James, Bombay Burmah Trading Corporation, Eangoon,
British Burmah, India.
1898. McGregor, John, Messrs. Murray and Paterson, Coatbank Engine Works,
Coatbridge.
1891. McMeekin, Adam, Cogry Flax Spinning Mills, Doagh E.S.O., Co. Antrim,
Ireland.
1898. Meek, John, Managing Director, Coventry Eagle Cycle Co., Lincoln
Street, Coventry. [_Eagle, Coventry. 129.]
1897. Meggitt, George Teale, Messrs. Samuel Meggitt and Sons, Hamilton Eoad,
Sutton-iu-Ashfield, Nottingham.
1895. Messer, Edgar Harrisson, P.O. Box 1940, Johannesburg, Transvaal, South
Africa : (or care of John Messer, Danbury, Alexandra Eoad, Eeading.)
1894. Mills, Arthur Edwin, Ivy Villa, Dowuend, Bristol.
1898. ASSOCIATE MEMBERS. Cui
1897. Mills, Samuel James Augustus, Belgrave Mills, Darwen.
1898. Mindo, Aruold Waldemar, Messrs. A. Guinness, Son and Co., St. James'
Gate Brewery, Dublin.
1893. Slitchell, James Frederick Bruce, Messrs. J. F. B. Mitchell and Co.,
Mazagon Iron "Works, Bombay, India.
1896. Mitton, Thomas Evans, Messrs. Hunt and Mitton, Crown Brass Works,
Oozells Street North, Bkmiugham. [^Mitton, Birmingham. 394.]
1894. Monckton, Charles John, Phoolultah Tea Estate, Sagmnal Post OflSce,
Sylhet, Assam, India.
1896. Moncrieff, Kobert Wighton, The Grange, Stoke Goldington, Newport
Pagnel.
1895. Moore, Thomas Lamb, Messrs. James Moore and Sons, Millfield Foundry,
Belfast. IMoore, Millfield, Belfast. 466.]
1898. Morris, William Joseph, Sheepbridge Iron Works, Chesterfield.
1897. Moule, Frederick Oswald, Messrs. Kuston, Proctor and Co., Sheaf Iron
Works, Lincoln.
1893. Mountain, Benjamin, South Parade, Leeds.
1895. Mount-Haes, Andrew, 12 Montrell Koad, Streatham Hill, London, S.W.
1893. Moylan, William Morgan, 97 Lower Leeson Street, Dublin.
1898. Munyard, Alfred, Messrs. IMaudslay, Sons and Field, Lambeth,
London, S.E.
1894. Murphy, Edward Owen, R.N.E., Chief Engineer, R.M.S. "Empress of
Japan," Vancouver, British Columbia.
1897. Nakagawa, Goeokichi, Chief Engineer, Tokyo Gas Co., Tokyo, Japan.
1896. New, Alfred Wilmot, Messrs. D. New and Co., 31 Devonshire Chambers,
Bishopsgate Street Without, London, E.C.
1896. New, David James, Messrs. D. New and Co., 31 Devonshire Chambers
Bishopsgate Street Without, London, E.C.
1896. Newell, Ernest, Managing Director, Wood's Patent Mills and Engineering
Co., Stockwith-ou-Trent, Gainsborough.
1897. Newman, Reginald William, Messrs. John Aird and Sons, Birmingham
Corporation Water Works, Penybont, E.S.O., Radnorshire.
1898. Newton, Samuel Barton, Engineer's Office, Midland Railway, Derby.
1896. Nicholls, Percy, Oak Villa, Pontefract.
1894. North, Horace, St. George's Engineering Works, Trafalgar Street, Brighton.
1897. Norton, Arthur, 72 Carlyle Road, Edgbaston, Birmingham.
1898. Ogden, Cuthbert Charles, 112 St. Edmund's Terrace, Rochdale.
1898. Oldham, Harry George Vincent, Messrs. John Eraser and Son, Millwall
Boder Works, London, E.
2 I
CIV
ASSOCIATE ME3IBEES, 1898.
1S97. Page, Henry, 30 Heatlicote Street, Nottingham.
1897. Parish, Charles Edward, Ouston Collieries, Chester-le-Street, Co. Durham.
IS9o. Parker, John, Messrs. E. Green and Son, 2 Exchange Street, Manchester.
1S9S. Parsons, Harry, Works Manager, Beeston Cycle Co., Coventry.
189G. Patel, Motibhai Bhikhabhai, Bhadran, near Borsad, India.
1896. Patel, Raojibhai Motibhai, Principal, Kala-Bhavan, Baroda, India.
1893. Paterson, Eobert Mair, 8 Carlton Gardens, Cricklewood, London, N.W.
1898. Pedley, Heber Isaac, Messrs. Eudge-Whit worth, Eea Street South,
Birmingham.
1896. Pendred, Loughnan St. Lawrence, 33 Norfolk Street, Strand, London, W.C.
1895. Penn, "William Cooper, 15 Victoria Street, "Westminster, S.W. \Fenniform,
London. Westminster 75.]
1893. Pertwee, Herbert Arthur, Nelson Iron Works, Great Yarmouth.
1897. Phillips, Edwin Grant, Messrs. Sturgess and Foley, 52 Calle de Alcala,
Madrid, Spain.
1895. Phillips, Exham, Eostellan, Worsley, Manchester.
1897. Pickles, John Edward, Denholme, Broadway Eoad, Bisbopston, Bristol.
1895. Pniatt, Andrew, Queen's Eoad Works, Nottingham.
1897. Pilling, Henry, National Boiler Insurance Co., 22 St. Ann's Square,
Manchester.
1891. Pirrie, John Barbour, Bam Flax Spinning Mills, Carrickfergus, Co. Antrim,
Ireland.
1898. Platts, William, Messrs. George Turton, Platts and Co., Savile Street,
Sheffield. [Buffer, Slieffield.']
1897. Player, Ealph, Messrs. Joseph Wright and Co. , Neptune Works, Tipton.
1896. Pollard, Ferdinand Joseph, P.O. Box 2485, Johannesburg, Tranavaal,
South Africa.
1898. Porritt, Louis Alfred, Messrs. William Tatham and Co., "S'ulcan Works,
Eochdale.
1897. Porter, Stanley William, Messrs. Spencer and Co., Burnett Avenue, Scale
Lane, Hull.
1895. Powell, Benjamin Newton, Manager, Lidgerwood Manufacturing Co.,
Soerabaya, Java: (or care of C. T. PoweU, Cherry Street, Birmingham.)
1808. Prance, Cyril Eooke, The Priory, Mansfield Woodhouse, Mansfield.
1897. Price, Charles Graham, Messrs. Samuel, Samuel and Co., Yokohama,
Japan.
1887. Price-Williams, John Morgan, 28 Compayne Gardens, West Hampstead,
London, N.W.
189G. Prifchard, Hugh, Dinorwic Slate Quarries, Llanberis, near Carnarvon ;
and H Terfyn Terrace, Port Dinorwic, R.S.O., Carnarvonshire.
1895. Pullar, Albert Evans, Pullar's Dye Works, Perth.
1894. Raleigh, Charles, 58 Chancery Lane, London, W.C.
159S. ASSOCIATE MEMBERS. CV
1898. Kavenhill, William Artlnir, Chief Mechanical Engineer, Eoyal Gun
Carriage Factory, Madras, India.
1896. Kayner, Harry Staiford, Dowson Economic Gas and Power Co., 39 Old
Queen Street, Westminster, S.W. ; and Seneca, Fanthorpe Terrace,
Erpingham Eoad, Putney, London, S.W.
1892. Kedfern, Charles George, 4 South Street, Finsbury, London, E.C.
\^Invention, London. Avenue 691.]
1893. Kichey, William Frederick Albert, Messrs. Chance Brothers and Co.,
Lighthouse Works, near Birmingham.
1897. Richmond, William Frederick, Messrs. Kichmond, Stockton and Co.,
Longton Iron Works, Staflbrdshire ; and Shellness, Stradella Eoad,
Heme Hill, London, S.E. rRichmotid, Longton. 4117.]
1895. Eidley, Clarence Oliver, Sir W. G. Armstrong, Whitworth and Co.,
8 Great George Street, Westminster, S.W.
l'S9C. Eieter, E. Henry, Messrs. Eieter and Roller, Emishofen, near Constance,
Switzerland.
1893. Eoberts, Charles Thomas, Salisbury, Rhodesia, South Africa.
1898. Eodda, Joseph Tonkin, Water Works Superintendent, 14 Seaside Eoad,
Eastbourne.
1897. Eogers, William Ivy, Managing Director, New Merlin Cycle Co., New
Summer Street, Birmingham. ^Temptation, Birmingham. 1817.]
1897. Eolf, George, Messrs. Ernest Scott and Mountain, Close Works,
Newcastle-on-Tyne ; and 8 Bentinck Crescent, Newcastle-on-Tyne.
1898. Roots, James D., 100 Westminster Bridge Eoad, London, S.E.
1895. Ross, Ernest Sydney, Chief Inspector of Machinery, Public Offices,
Hobart, Tasmania.
1894. Eossiter, James Thomas, Tynwald, Grove Park Eoad, Chiswick,
London, W.
1884. Eoux, Paul Louis, 54 Boulevard du Temple, Paris.
1894. Rowe, Daniel, care of jMrs. Eowe, Mount Ambrose, Eedruth.
1897. Eoylance, Arthur Herbert, Ha worth's Buildings, 5 Cross Street,
Manchester.
1896. Ruffle, Frank Felingham, care of Messrs. Ralli Brothers, Calcutta, India.
1898. Eussell, Bridgman, 42 Berwick Street, Oxford Street, London, W.
[ Ventilabro, London. Gerrard 5349.]
1895. Eussell, Frederick, Manager, Gas Works, Bexhill-on-Sea.
1897. Ruthen, Charles Tamlin, Bank Chambers, Heathfield Street, Swansea.
1897. Rycroft, John Edward, Engineering Department, Technical College,
Bradford.
1S94. Sails, Henry Rodolph de. Ivy Lodge, Iver Heath, near Uxbridge.
1896. Samuel, Blelock Lee, Grahamston Foundry and Engine Works, Barrhead,
near Glasgow.
2 I 2
CVl
ASSOCIATE MEMBERS. 1898.
1897. Sanders, George, General Manager, Bamboo Cycle Co., Petit Street,
Wolverhampton. [Bamboo, Wolverhampton.']
1896. Sangster, Charles, Works Manager, Cycle Components Manufacturing
Co., Bournbrook, Birmingham.
1896. Seanlan, Horace Edward, Beaconsfield, Longfleet, Poole.
1893. Schloesser, Eobert, care of Messrs. Leman and Co., 51 Lincoln's Inn Fields,
London, W.C. : (or care of Adolf Schloesser, 185 Sutherland Avenue,
London, W.)
1897. Scott, Herbert Kilburn, Usina Wigg, Miguel Burnier, Minas, Brazil.
1897. Scott, Newton L., Kodak Works, Harrow.
1897. Scotter, Eobert Herbert, 26 Lord Street, Southport.
1893. Segundo, Edward Carstensen de, 28 Victoria Street, Westminster, S.W.
1892. Seymour, William Frederick Earl, Engineer's Ofi&ce, Great Western
Eailway, Swindon.
1897. Sharpley, George Euston, Messrs. Euston, Proctor and Co., Sheaf Iron
Works, Lincoln.
1897. ShirtliiF, Frederick, Messrs. Burn and Co., Howrah, Bengal, India.
1897. Sime, William, Messrs. Cook and Co., East London Soap Works, Bow,
London, E.
1898. Simpson, Stephen, Messrs. Willey and Co., James Street Works, Exeter.
1898. Smith, Herbert William, Works Manager, Messrs. Sydney Smith and
Sons, Basford Brass Works, Nottingham ; and Bentinck Villa, Forest
Grove, Nottingham.
1891. Smith, Joseph Philip Grace, Polytechnic School of Engineering,
309 Eegent Street, London, W. ; and 8 Knatchbull Eoad, Willesden,
London, N.W.
1897. Smith, Sidney, care of Messrs. George Fiudlay and Co., 21 Adderley
Street, Cape Town, Cape Colony.
1898. Smith, Thomas .John, Cannon Street, Hanley, Staffordshire.
1894. Smith, William Arthur, Midland Arches, Northampton ; and 18 Albion
Place, Northampton. [Machinery, Northampton.'}
1898. Snow, John, Manager, Tasker's Engineering Co., New Station Eoad,
Sheffield. [Tasker, Slieffield. 1005.]
1897. Spencc, John C, Messrs. Thomas Begbie and Co., P.O. Box 1652,
Johannesburg, Transvaal, South Africa.
1897. Spencer, Henry Wilmot, Jlessrs. J. S. White and Co., Engine Works,
West Cowes, Isle of Wight.
1898. Statham, Frederick Benjamin, Messrs. SutcUffe, Statham and Co., Cathedral
Comer, Fennel Street, Manchester.
1896. Stewart, Charles Nigel, 22 and 23 Laurence Pountney Lane, London, E.C.
1896. Stobart, Henry Gervas, Wolsingham Steel Works, Wolsingham, near
Darlington.
1898. ASSOCIATE MEMBEBS. CVii
1898. Stockton, Cecil, Messrs. Kichmond, Stockton and Co., Longton Iron
Works, Staffordshire. [Richmond, Longton. 4117.]
1897. Stockton, Percy Sadler, The Woodlands, Langley Green, near Birmingham.
1897. Stockwell, Charles Edward, Sydney and Suburban Hydraulic Power Co.,
Sydney, New South Wales.
1898. Suffield, Charles Augustus, Birmingham Corporation Water Works, Elan
Valley, Khayader.
1897. Suffield, Frank Wilson, Messrs. Thomas Piggott and Co., Spring Hill,
Birmingham ; and Glen Lyn, Grove Avenue, Moseley, Birmingham.
1896. Sutherland, James, Manager, Alumina Factory, Larne Harbour, County
Antrim, Ireland. [Aluminium, Larne Harbour.']
1894. Sutton, Hugh Keginald, Messrs. Mackies, Berks Iron Works, Caversham
Koad, Eeading. [Macldes, Reading. 86.]
1896. Swallow, John, Messrs. W. Neill and Son, Bold Iron Works, St. Helen's
Junction, Lancashire. [Neill, St. Helen's. 20.]
1887. Tabor, Edward Henry, Fennes, Braintree.
1893. Takatsuji, Narazo, Superintending Engineer, Calico Weaving Mill, Osaka,
Japan.
1895. Takimura, Takeo, General Manager, Osaka Cotton Mill, Osaka,
Japan.
1893. Talbot, Frederick William, Engineer and Manager, Water ] Works,
Frimley Green, Farnborough, Hants.
1897. Talbot, William John, The Perfecta Tube Co., Aston, Birmingham,
1897. Taylor, Arthur Joseph, Yorkshire Boiler Insurance and Steam Users' Co.,
Sunbridge Chambers, Bradford; and 3 Hallfield Road, Bradford.
1898. Taylor, Edward, Jun., Messrs. Thomas and Taylor, SO Lower Hillgate,
Stockport.
1894. Taylor, William, Messrs. Taylor, Taylor and Hobson, Slate Street Works,
Leicester. [Lenses, Leicester. 134.]
1893. Tenney, Dennis, Messrs. Marshall Sons and Co., Britannia Iron Works,
Gainsborough.
1898. Thain, William Arthur, Messrs. Francis Morton and Co., Garston,
Liverpool ; and 141 Moy Road, Cardiff.
1893. Thomasson, Lucas, Hawkshcad House, Hatfield, Herts.
1897. Thompson, Herbert, Messrs. Thompson Brothers, 111 Carver Street,
Sheffield.
1896. Thompson, Thomas, 38 Talbot Road, Bayswater, London, W.
1894. Thomson, Henry, Engineer, Cawnpore Woollen Mills, Cawnpore, India.
1893. Thomson, James Watson, Robert Gordon's College, Aberdeen.
1894. Thorpe, Walter Charles, Messrs. Goddard, Massey and Warner, Traffic
Street, Nottingham.
Cviii ASSOCIATE 3IEMBEES. 1898.
1895. Threlfall, George, 50 Fenchurch Street, London, E.G. [Gasify, London.']
1898. Ticehurst, Hugh Goiham, Thames Ammunition "Works, Erith, S.O., Kent.
1893. Tomes, William Jameson, District Locomotive Superintendent, East
Indian Kailway, 4 Queen's Koad, Allahabad, India : (or care of Joshua
Tomes, 5 The Grove, Clacton-on-Sea.)
1893. TomUnson, William Augustus, P.O. Box 1978, Johannesburg, Transvaal,
South Africa: (or care of John Tomlinson, Birthorpe Manor^
Folkingham.)
1896. Trafford, Alfred, Albion Lamp Works (Eippingille's), Birmingham.
1897. Turner, George Eobert, Works Manager, Messrs. Ernest Scott and
Mountain, Close Works, Newcastle-on-Tyne.
1893. Turner, Henry Arthur, care of Arthur Koppel, 96 Leadenhall Street,
London, E.G.
1896. Turner, James j William, Messrs. George Smith and Go., 13 Commercial
Eoad, Pimlico, London, S.W.
1896. Umney, Herbert; Williams, 55 Parsonage Eoad, Withington, Manchester.
1898. Urquhart, Eidley James, 57 Barton Arcade, Manchester. IKinett'c^
Manchester.']
1896. Vallint, Frank William, Superintendent, Mullicks Ghat Pumping Station,
Calcutta Water Works, Calcutta, India.
1896. Vernon, William Harry, Messrs. E. Green and Son, Wakefield.
1892. Vezey, Albert Edward, The Aluminium Co., Oldbury, near Birmingham.
1893. Walker, Charles Christopher, Messrs. Walker, Eaton and Co., Wicker Iron
Works, Sheffield. [Founder, Sheffield. 373.]
1898. Ward, Frederick Arthur, care of J.C.Ward, 52 Queen Victoria Street,.
London, E.G.
1897. Ward, John Cecil, 52 Queen Victoria Street, London, E.G.
1892. Warton, Eichard George Frank, P.O. Box 80, Umtali, Ehodesia, South
Africa : (or care of Mrs. Warton, 12 Welsh Street, Chepstow.)
1895. Wasdell, Abel, Superintendent, Water Works, Allahabad, India.
1894. Wasdell, Thomas, City Water Works, Edgbaston, Birmingham.
1893. Watson, George, 39 Victoria Street, Westminster, S.W. [Meterage,
London.]
1898. Waugli, Hylton Norman Drake, Locomotive Department, London Brighton
and South Coast Eailway, Brighton.
1897. Waynforth, Harry Morton, King's CoUege, Strand, London, W.G.
1893. Wells, Sidney Herbert, Principal, Battersea Polytechnic Institute,
Battersca, London, S.W.
1897. Welsh, John, P.O. Box 1421, Johannesburg, Transvaal, South Africa.
1898. ASSOCIATE MEMBERS. CIX
1897. Whale, Kalph Abrahams, Hampton Koad, Pitsmoor, Sheffield.
1898. Wigglesworth, Frank, Messrs. Croft and Perkins, Great Northern Works,
Bradford.
1895. Wild, Adamson George, care of W. S. Laycock, Victoria Street Works,
Sheffield.
1893. Wilkins, George Cornelius, 108 Fitzwarren Street, Seedley, Manchester.
1892. Williams, Arthur Edward, Cold Store, Daniel Adamson Koad, Mode
Wheel, Manchester.
1895. Williams, Henry Watson, Essex Street, Fremantle, Western Australia.
1889. Willis, Edward Turnley, Hockley Hall and Whateley Colliery, Tamworth ;
and Dost Hill, Tamworth.
1898. Wilsou, Daniel Ellis, 7i West End Lane, West Hampstead, London, N.W.
1898. Wilson, John Charles, Messrs. Goddard, Massey and Warner, Traffic
Street, Nottingham ; and 91 Foxhall Eoad, Sherwood Kise, Nottingham.
1896. Winston, Harold Holmes, Messrs. Waterlow and Sons, Finsbury, London,
E.C.
1896. Wiseman, Alfred, Messrs. Eobey and Co., Globe Iron Works, Lincoln ; and
45 Princess Eoad, Edgbaston, Birmingham.
1898. Wolff, Charles Ernest, The Clough, Hale, Altrincham.
1897. Worsley, Philip John, Jun., Messrs. Nettlefolds, Smethwick, Birmingham.
1895. Wort, Walter Edward, Liquid Fuel Engineering Co., Columbine Ship
Yard, East Cowes, Isle of Wight.
1889. Wright, Howard Theophilus, Broad Sanctuary Chambers, Westminster,
S.W. [^Eeaterite, London. Westminster 248.]
1898. Wrinch, Hugh Edward Hart, Engineer's Office, Chelsea Water Works,
Surbiton.
1898. Wyman, Eonald, Messrs. Nettlefolds, Castle Works, Tydu, near Newport,
Monmouthshire.
ASSOCLVTES. 1898.
ASSOCIATES.
1880. Allen, William Edgar, Imperial Steel Works, Tinsley, Sheffield.
1898. Appleby, Joseph, JIanagiug Director, Messrs. Joseph Appleby, Tower
Eoad, Aston, Birmingham. IBush^s, Birmingham. 2508.]
1881. Barcroft, Henry, Bessbrook Spinning Works, County Armagh, Ireland; and
The Glen, Xewry, Ireland.
1889. Barr, John, The Glenfield Engineering Works, Kilmarnock.
1S9S. Beanland, Fred, Messrs. Bcanlaud. Perkin and Co.. Leeds ; and Bega,
Harrogate.
1886. Bennison, William Clyburn, Messrs. Samuel Osborn and Co., Clyde Steel
and Iron Works, Sheffield ; and 38 Wellington Street, Higher Broughton,
Manchester.
1890. Birch, John Grant, 10 and 11 Queen Street Place, London, E.G.
1892. Bowman, Frederic Hungerford, D.Sc, F.R.S.E., Slayfield, Knutsford.
1898. Brown, Ernest Frederick. Manager, Messrs. WUliam Sugg and Co.,
Yincent Works, Eegency Street, Westminster, S."W. {_Sugg, London.
Westminster 169.] ; and John's Avenue. Hendon, London. X.W.
1888. Brown, Harold, Messrs. Linklatcr, Hackwood, Addison and Brown, 2 Bond
Court, Walbrook, London, E.C.
1889. Castle, Frederick (Jeorge, East London Technical College, People's
Palace, Mile End Eoad, London, E.
1889. Chamberlain, John George, Messrs. Joseph Wright and Co., Neptune
Forge, Tipton.
1888. Chrimes, Charles Edward, Messrs. Guest and Chrimes, Brass Works,
Rotherhara.
1890. Chubb, Eichard, Messrs. GiUison and Chadwick, 10 Tower Buildings,
LiverpooL
1879. Clowes, Edward Arnott, Messrs. William Clowes and Sons, Duke Street,
Stamford Street, London, S.E. [Clowes, London. Hop 558.]
1895. Cole, James Conrad, 33 Cecile Park, Crouch End, London, N.
1892. Cooper, Thomas Lancelot Eeed, 27 Both well Street, Glasgow.
1892. Cryer, Arthur, 10 Pcnywuin Place, Eoath Park, Cardiff.
1898. ASSOCIATES. CXI
1892. Davis, George Brown, Palace Wliarf, Stangate, London, S.E. ; and
Overton Lodge, Overton Road, Brixton, London, S.W.
1896. Devine, William Henry, Secretary, Mitsu Bishi Engine "Works and
Dockyard, Nagasaki, Japan.
1895. Docker, Frank Dudley, Messrs. Docker Brothers, Birmingliam Varnish
"Works, Icknield Port Road, Birmingham. {_Japan, Birmingham.
3522.]
1898. Dowlen, "Walton Edward, Managing Director, Klondyke Gold Reefs
Exploration Co., Board of Trade Building, Victoria, British Columbia ;
and 34 and 3G Gresham Street, London, E.C.
1891. Foster, George, Hecla Foundry' Steel "Works, SheflSeld ; and Lyme
Villa, Rotherham.
1889. Golby, Frederick "William, 36 Chancery Lane, London, "W.C.
1889. Gregory, George Francis, Boarzell, Hawkhurst.
1896. Harvey, Julius, 11 Queen Victoria Street, London, E.C. {_CrossTiead,
London.']
1887. Hind, Enoch, Edgar Rise, Nottingham.
1898. Howard, Charles, British Non-Flammable "Wood Co., Town Mead Road,
Fulham, London, S.W.
1896. Hutton, William, P.O. Box 2390, Johannesburg, Transvaal, South Africa.
1891. Jackman, Joseph, Persberg Steel Works, Pothouse Road, Atterclifte,
Sheffield. IPcrsierg, Sheffield. 94.]
1884. Jackson, Edward, Midland Railway-Carriage and Wagon Works,
Birmingham. ^Wagon, Birmingham.]
1897. James, Albert Alfred, St. George's Works, Paradise Street, West
Bromwich. [James, Wireicorhs, West Bromioich. 5014.]
1896. Kennan, Williams Thomas, Messrs. Kennan and Sons, Fishamble Street,
Dublin. [Kennans, DuUin.]
1897. Kenway, William Edward, Messrs. A. B, Bowden and Co., 17 Burlington
Chambers, New Street, Birmingham.
1896. King, Benjamin Thomas, 163 Queen Victoria Street, London, E.C. [_Apis,
London. Bank 682.]
1896. Kitto, William Henry, Morvah, Hartington Road, Grove Park, London, W.
1898. Leechman, George Douglas, IS Hertford Street, Coventry.
1896. Lemkes, Carl Rudolf Lewin, Messrs. Schaflfer and Budenberg,
5 Wellington Street, Glasgow. [Injector, Glasgow. Royal 3119.]
cxii ASSOCIATES. 1898.
1898. Light, George Miller, 32 Yictoria Street, Westmiuster, S.W. [Hurrah,
London. Westminster .502.]
1881. Lowood, John Grayson, Gannister Works, Attercliffe Koad, Sheffield.
[Lowood, Sheffield. 2030.]
1895. MacBrayne, Laurence, 119 Hope Street, Glasgow.
1886. Mackenzie, Keith Konald, Gillotts, Henley-on-Thames.
1896. Marshall, Lewis, Messrs. Lumby, Son, and Wood, West Grove Works,
Halifax. [Lumhy, Halifax. 5 A.]
1898. Marshall, Percival, Temple House, Temjjle Avenue, London, E.G.
1868. Matthews, Thomas Bright, Messrs. Turton Brothers and Matthews,
Phoenix Steel Works, Sheffield. [MaWmcs, Sheffield.']
1890. McGillivray, William, Messrs. Austin McGillivray and Co., Falcon
Works, Sheffield. [Falcon, Sheffield.]
1889. McKinnel, William, 234a Nithsdale Eoad, Pollokshields, Glasgow.
1890. Meggitt, Samuel Newton, Messrs. Ibbotson Brothers and Co., Globe Steel
Works, Sheffield.
1898. Meintjes, Laurens Schmitz, P.O. Box 148, Cape Town, Cape Colony.
1898. Murray-Morgan, Everard Home, Moseley, Birmingham.
1896. Naylor, Sam, Messrs. Lumby, Son, and Wood, West Grove Works,
Halifax. [Lumby, Halifax. 5 A.]
1887. Neville, Edward Hermann, 35 Calle de Alcala, Madrid, Spain.
1874. Paget, Berkeley, Low Moor Iron Office, 2 Laurence Pountney Hill,
Cannon Street, London, E.C. [Gryphon, London.]
1886. Peacock, William J. P., Wells Street, Oxford Street, London, W. ; and 41
St. James' Street, London, S.W.
1888. Peake, Kobert Cecil, Cumberland House, Eedbourn, near St. Albans.
1887. Peech, Henry, Phoenix Bessemer Steel Works, near Sheffield; and
49 Victoria Street, Westminster, S.W.
1887. Peech, William Henry, Phoenix Bessemer Steel Works, near Sheffield ; and
Fernbank, Roehampton Park, London, S.W.
1894. Peters, Lindsley Byron, Messrs. G. D. Peters and Co., Moorgate Works,
Moorfields, London, E.G. [Peters, London.]
1898. Phillipps, John, Westoning Works, Ampthill.
1884, Phillips, Richard Morgan (Life Associate), 21 to 24 State Street, New
York, United States.
1891. Plant, George, Moseley Road School, Birmingham.
1897. Prior, James D., Eagle Range and^Fouudry Co., Catherine Street, Aston,
Birmingham. [Ranges, Birmingliam. 2558.]
1898. ASSOCIATES. Cxiil
1891. Kankin, Thomas Thomson, Principal, Coatbridge Technical School' and
West of Scotland Mining College, Coatbridge.
1892. Eeed, Ernest Charles, Kiverside Mills, Dartford.
1891. KowcHffe, William Charies, 1 Bedford Row, London, W.C.
1896. Sangster, William Skene, Superintendent, Lima Water Works, Lima,
Peru.
1887. Scott, Walter, Victoria Chambers, Grainger Street West, Newcastle-on-
Tyne. [Contractor, Neiocastle-on-Tyne.']
1893. Simpson, Edward Percy, Messrs. Simpson and Co., 101 Grosvenor Road,
Pimlico, London, S.W.
1897. Smith, William Henry, Manager, Platinotype Engineering Co., Platinotype
Works, Penge, London, S.E.
1891. Spencer, Francis Henry, P.O. Box 1338, Johannesburg, Transvaal, South
Africa.
1897. Starley, William, Queen Victoria Road, Coventry. [Salvo, Coventry. 72.]
1892. Stead, John Edward, 11 Queen's Terrace, Middlesbrough. [Stead,
Middlesbrough.']
1890. Taylor, John, 99 and 101 Fonthill Road, Finsbury Park, London, N. ;
and Stockport.
1896. Taylor, Joseph Henry, 9 and 11 Fenchurch Avenue, London, E.C. [Tym,
London. Avenue 4108.]
1887. Tozer, Edward Sanderson, Phoenix Bessemer Steel Works, near Sheffield.
1893. Wadham, Arthur, Wardrobe Chambers, 146a Queen Victoria Street,
London, E.C. [Wadham, London.']
1897. Wallach, Lewis Charles, 57 Gracechurch Street, London, E.C.
[Hammerman, London.']
1898. Warner, Ashby William, Norton, Stockton-on-Tees.
1892, Whitehead, Richard David, Municipal Technical College, Green Hill,
Derby.
1883. Williamson, Robert S., Cannock and Rugeley Collieries, Hednesford, near
Stafford,
1898. Wimpenny, Abel Buckley, Oak Villa, Hayfield, Stockport.
1891. Wiseman, Edmund, Cheapside and John Street, Luton. [ 'Wiseman, Luton.']
1897. Wood, William Alfred, Messrs. Wheatley Kirk, Price, and Goulty, Albert
Chambers, Albeit Square, Manchester.
Cliv GRADUATES. 1898.
GRADUATES.
1885. Addis, Frederick Henry, Mhow, Central India: (or care of Messrs.
Grindlay and Co., 55 Parliament Street, London, S.W.)
1898. Albrecht, John August, 22 Eskdale Street, Crossliill, Glasgow.
1895. Alcock, Alfred Edwin, Yorkshire Engine "Works, Sheffield.
1893. Alderson, Charles Albert Heselton, Norland House, Eamleh, Alexandria,
Egypt.
1897. AUan, Frederick William, Glenalmond, Gillsland Road, Edinburgh.
1897. Allan, George, Jun., Corngreaves Hall, near Birmingham.
1898. Allsebrook, Guthrie, Dairy Outfit Co., King's Cross, London, N. ; and
133 Wightman Road, Hornsey, London, N.
1894. Ambrose, SeweU Fowls, 163 Trafford Road, Salford, Manchester.
1882. Anderson, William, 7 Park Terrace, Highgate, London, N.
1898. Andrew, Samuel Ernest, Engineer-in-charge, Electric Lighting Station,
Cathall Road, Leytonstone, London, E.
1897. Athertou, Percy William, Messrs. Maudslay, Sons and Field, Lambeth,
London, S.E.
1890. Aubin, Percy Adrian, 29 St. James' Street, St. Heller's, Jersey.
1888. Bailey, Wilfred Daniel, Messrs. Bailey Walker and Co., 4oi-±56 Calls
Cuyo, Buenos Aires, Argentine Republic.
1898. Balch, Bertram Duthoit, Ranmore, BLrdhur.st Road, Croydon.
1894. Barber, Edward Whitley, 42 ^Vhitby Road, Fallowfield, Manchester.
1896. Barbosa, Agenor, Juiz de Fora, Minas Geraes, Brazil.
1889. Barrow, Arthur Robert Maclean, P. O. Box 39, Nelson, British Columbia :
(or care of Mrs. Barrow, Holly Grove, Fittleworth, Pulborough.)
1897. Bartley, Bryan Cole, care of George C. T. Bartley, M.P., 57 Victoria
Street, Westminster, S.W.
1897. Baxandall, Richard Fitzgerald, Gregneish, Ben Rhydding, Leeds.
1898. Bell, Frank, Signal Works, Engineer's Department, Midland Railway,
Derby.
1884. Bell, Robert Arthur, Assistant Locomotive and Carriage Superintendent,
South Indian Railway, Negapatam, Madras, India : (or care of Mrs.
R. C. Bell, 30 Egerton Crescent, London, S.W.)
1895. Blair, George, 16 Albert Road (East), Crossbill, Glasgow.
1897. Bowden, John Horace, 17 Kempsford Gardens, Earl's Court, London,
S.W.
1898. GRADUATES. CXV
1888. Bradley, Arthur Asliworth, Princess Estate and Gold Mining Co.,
Koodepoort, near Johannesburg, Transvaal, South Africa : (or care of
Kev. Gilbert Bradley, St. Edmund's Vicarage, Dudley, "Worcestershire.)
1887. Bremner, Bruce Laiug, Assistant Locomotive Superintendent, Uganda
Eailway, Mombasa : (or care of Mrs. Bremner, Streatham, Canaan
Lane, Edinburgh.)
1898. Bressey, Cyril Edward, Locomotive Department, Great Central Railway,
Gorton, Manchester.
1894. Britten, Thomas, Electric Construction Company, Wolverhampton.
1890. Brousson, Eobert Percy, Electric Traction Co., 16 Great George Street,
"Westminster, S."W.
1898. Bruce, John George, Messrs. Clarke, Chapman and Co., Gateshead ; and
4 Camilla Street, Gateshead.
1880. Buckle, "William Harry Eay, 11 Billiter Buildings, 49 Leadenhall Street,
London, E.C.
1897. Bullock, Richard Cecil, Engineer's Office, "West India Docks, London, E.
1891. Caswell, Charles Henry, 75 Mount Pleasant, Barrow-in-Furness.^
1894. Cater, John McHvaine, Southdown, The Downs, "Wimbledon.
1890. Chatwood, Arthur Brunei, Chatwood's Safe and Lock Co., 76 Newgate
Street, London, E.C. \_Chatwood, London. Holborn 835.]
1895. Clarke, Leigh Theophilus, Atliugworth, Beckenham.
1892. Cleverly, "William Bartholomew, 33 Ivydale Road, Nunhead, London, S.E.
1898. Close, Henry Alwyn, 27 Melbourne Grove, Horwicb, near Bolton.
1892. Collingridge, Harvey, Messrs. S. Pearson and Son, BlackwaU Tunnel
"Works, East Greenwich, London, S.E. ; and Ingleborough, The
Ridgway, Enfield.
1889. Cook, George Norcliflfe, Messrs. Thomas Firth and Sons, Norfolk "Works,
Sheffield.
1896. Crow, Lewis, 9 East Lane, Ferguslie, Paisley.
1898. Dare, Arthur Newman, care of Peter Brotherhood, Belvedere Road,
Lambeth, London, S.E. ; and 7 Poplar Grove, "West Kensington Park,
London, "W.
1894. Darwood, John "William, Ahlone, Rangoon, Burma.
1898. Davidson, John, Messrs. Browett, Lindley and Co., Patricroft, near
Manchester ; and 8 Trafford Road, Eccles.
1896. Davson, Stephen Frederick, 203 Maida Vale, London, "W.
1896. Dawe, John Nanscawen, Bank House, Wadebridge, Cornwall.
1898. Dickinson, John Gilbert, Borough Engineer's Office, "SV'^olverhampton.
1884. Dixon, John, 24 Formby Street, Formby, Liverpool.
CXVi GRADUATES. 1898.
1897. Donkin, Albert Henry, Jokai (Assam) Tea Co., Lahwal, Dibrugarli, Upper
Assam, India.
1893. Douglas, William Saunders, Consett Iron Works, Consett, K.S.O., County
Durham ; and GO Durham Eoad, Blackhill, E.S.O., County Durham.
1895. Dresser, Charles, 5 Marius Eoad, Balham, London, S.W.
1896. Dryden, "William, Jun., Grimshaw Street Foundry, Preston.
1891. Duncan, Martin Gordon, Lexden, 63 Elmfield Eoad, Upper Tooting,
London, S.W.
1896. Edwards, James George Benjamin, Leeds Southern Higher Grade School,
Bewerley Street, Leeds.
1898. Ellison, John, 161 Maidstone Terrace, Lapage Street, Bradford.
1897. Emery, James Inman, care of Edwin A. Mansfield, Moorgate Station
Chambers, London, E.C.
1897. Engelbach, Charles Eichard Fox, Sir W. G. Armstrong, Whitworth and Co.,
Elswick Works, Newcastle-on-Tyne.
1897. Etlinger, George Ernest, 17 Gower Street, London, W.C.
1897. Evetts, William, Jun., Lancashire and Yorkshire Eailway, Horwich, near
Bolton.
1895. Ferguson, Victor Bruce, Altidore Yilla, Pittville, Cheltenham.
1896. Fiegehen, Edward George, Bedford Engineering Works, Bedford.
1897. Foster, Sydney, Engineer's Office, Lancashire and Yorkshire Eailway
Fleetwood, E.S.O., Lancashire.
1897. Fox, Beanfoy Howard, 1 Belsize Eoad, South Hampstead, London, N.W.
1893. Fox, Frederick Joseph, 49 Farquhar Eoad, Upper Norwood, London, S.E.
1898. Eraser, William Stuart, Lancashire and Y''orkshire Eailway, Hcrwich, near
Bolton.
1895. Fryer, Tom Jefferson, Brookdean, Hope, Sheffield.
1895. Gale, Eobert Henry, 38 Scarsdale Villas, Kensington, London, W.
1898. Gibb, Maurice Sylvester, Central Marine Engine Works, West Hartle-
pool.
1895. Gill, Charles Edgar, 9 Bahnoral Place, Halifax.
1896. Goddard, William Herbert, Pinkthorne, Canning Eoad, Addiscombe,
Croydon.
1897. Godson, Edward Harold, Cheadle House, Cheadle, Cheshire.
1898. Goodbehere, Alwyn, Messrs. Brooks and Doxey, Union Iron Works, West
Gorton, Manchester.
1898. Goodbehere, Eric, Messrs. Brooks and Doxey, Union Iron Works, West
Gorton, Slanchester.
1898.1 Gordon, Douglas, 29 Fellows Eoad, South Hampstead, London, N.W.
1898. GRADUATES. CXVll
1S9G. Gordon, Leslie, Bentley Priory, Stanmore.
1S07. Goulding, Beujamia Joseph John, 3 Shaudon Road, Clapham Common,
London, S.W.
189S. Green, Harry Hewlett Eichard, London and South Western Railway, Nine
Elms, London, S.W.
1S97. Guthrie, William James, Templehill, Troon.
1895. Hall, William Brasier, H.M.S. " Imperieuse," Pacific Station: (or
Eockville, Cheltenham.)
1S9S. Hamilton, Harold, Messrs. Thomas Hamilton and Co., 90 Cannon Street,
London, E.C.
1898. Hammond, Robert Wliitehead, 5 Linden Gardens, Highgate, London, N.
1898. Hams, Henry Evans, Messrs. Massey and Co., Madras, India.
1898. Haslam, Alfred Victor, Union Foundry, Derby.
1889. Hayward, Robert Francis, Union Light and Power Co., Salt Lake City,
Utah, United States.
1877. Heaton, Arthur, Messrs. Heaton and Dugard, Metal and Wire Works,
Shad well Street, Birmingham. [Heagard, Birmingham.']
1896. Hodgson, George Henry, care of I. W. Boultbee, Strathfield, Sydney, New
South Wales.
1891. Hodgson, William James, Messrs. Hodgson and Hodgson, Central
Chemical Works, Nottingham.
1887. Hogg, William, Craigmore, Blackrock, Dublin.
1897. Hollings worth, Allen Alexander, Messrs. Henry Bessemer and Co., Carlisle
Street East, Sheffield.
1898. Homan, Brees van, Messrs. Homan and Rodgers, 17 Gracechurch Street,
London, E.C.
1889. Hosgood, Thomas Watkin, Eaton Grove, Swansea.
1889. Howard, Geoffrey, Britannia Iron Works, Bedford.
1883. Howard, Harry James, Messrs. Colman's Mustard MUls, Carrow Works,
Norwich.
1891. Hughes, Edward Sinclair Bremner, Sonajuli T.E., Borjuli P.O., Tezpur,
Assam, India.
1896. Humphrey, Frederick George, 166 High Street, Sevenoaks.
1896. Johnson, Henry Howard, Geelong Gold Mining Co., Gwanda,
Matabeleland.
1890. Jones, Arthur Dansey, Carriage and Wagon Department, Lancashire and
Yorkshire Railway, Victoria, Manchester.
1891. Jordan, Frederic William, 42 Wells Street, Mortimer Street, Cavendish
Square, London, W.
Cxviii GBADUATES. 1898.
1895, Keen, Hany A., Patent Nut and Bolt Co., London Works, near
Birmingham.
1898. Kenrick, Archibald, Jrin., Messrs. Joshua Buckton and Co., Well House
Foundry, Meadow Eoad, Leeds.
1896. Kitsell, Archibald Edward, 21 St. Stephen's Avenue, Shepherd's Bush,
London, W.
1896. Knight, Stephenson Yates, Viaduct Foundry and Engineering "Works,
Crumlin, R.S.O., Monmouthshire.
1883. Lander, Philip Vincent, Woodside House, "Wimbledon : (or care of
"W. W. Lander, Lnperial Ottoman Bank, 26 Throgmorton Street,
London, E.G.)
1898. Langdon, Harold Arthur "William, Locomotive Department, Midland
Eailway, Kentish Town, London, N.W.
1886. Lewis, WUliam Thomas, Jun., Engineer's Office, Bute Docks, Cardifif ; and
Glan-y-Dwr, Llandaff, near Cardiff.
1897. Locket, Athol, Panitola, Dibrugarh, Assam, India.
1883. Mackenzie, Thomas Brown, Messrs. David ColvUle and Sons, Dalzell
Steel and L*on Works, 3Iotherwell ; and 342 Duke Street, Glasgow.
1893. Mackesy, Walter, 176 Bede Burn Eoad, Jarrow.
1897. Mansfield, Frank, Messrs. P. Orr and Sons, Mount Eoad, Madras, India.
1868. Mappin, Frank, Messrs. Thomas Turton and Sons, Sheaf Works, Sheffield .
1898. Maria, Horacio Santa, Administracion del Gas, Rosario de Santa Fe',
Argentine Eepublic : (or care of Messrs. Hugo Brown and Co.,
IS Alexandra Bmldings, Ormond Street, Liverpool.)
1892. Marks, Alfred Pally, 98 Gillott Eoad, Birmingham.
1895. Marriner, John, Park View, Crooms Hill, Greenwich, London, S.E.
1889. Marshall, Frank Theodore, Messrs. E. and W. Hawthorn Leslie and Co.,
St. Peter's Works, Newcastle-on-Tyne.
1896. Marshall, John Frederick, King's CoUege, Cambridge.
1888. Marten, Hubert Bindon, Contractor's Office, Eegent's Canal Dock,
Limehouse, London, E. ; and Pedmore, Stourbridge.
1886. Mattos, Alvaro Gomes de, 98 Eua da Sande, Eio de Janeiro, Brazil : (or
care of Messrs. Fry iliers and Co., Suffolk House, 5 Laurence Pountney
Hill, London, E.C.)
1897. Maw, Henry, 17 Victoria Street, Westminster, S.W.
1898. Mayes, Howard, Messrs. J. S. White and Co., Medina Dock, West Cowes,
Isle of Wight.
1892. Miles, Frederick Hudson, Assistant Locomotive Superintendent, North
Western Railway, Lahore, India.
1891. Mills, Matthew William, Moss Foundry, Heywood, near Manchester.
1898. GRADUATES. Cxix
1891. Mogg, Henry Hodges, Newbridge Hill, near Bath.
1897. Montgomery, Charles Hubert. Lancashire and Yorkshire Eailway, Newton
Heath, Manchester.
1896. Morton, John Henry, care of Miss Grist, 52 Wellington Road, St. John's
Wood, Loudon, N.W.
1897. Muggeiidge, Harold Chisman, Messrs. Darragh, Small and Co., AUeppey,
Malabar Coast, India.
1892. Murray, David James, 14 Caird Drive, Partickhill, Glasgow.
1897. Nixon, Charles Basil, 38 Bidston Road, Birkenhead.
1883. O'Connor, John Frederick, Messrs. O'Connor and Rutherford, 31 and
33 Broadway, New York, United States.
1888. Osborn, WiUiam Fawcett, Messrs. Samuel Osborn and Co., Clyde Steel
and L-on Works, Sheffield.
1897. Oswald, George Herbert, 19 High Road, Streatham, London, S.W.
1883. Palohoudhuri, Bipradas, Moheahgunj Factory, Krishnugher, Bengal.
1895. Palmer, Henry Boswell. Jun., 13 Chapter Road, Willesden Green,
London, N.W.
1887. Paterson, John Edward, Chief Mechanical Engineer's Office, New South
Wales Government Railways, Wilson Street, Eveleigh, Sydney, New
South Wales.
1898. Payne, Frank Gervas, Stettin Lodge, St. Faith's Road, West Norwood,
London, S.E.
1894. Petter, Percival Waddams, The Foundry, Yeovil.
1890. Philipson, John, Jun., Messrs. Atkinson and Philipson, 27 Pilgrim Street,
Newcastle-on-Tyne. \_Carnage, Newcastle-on-Tyne. 1641.]
1884. Philipson, William, Messrs. Atkinson and Philipson, 27 Pilgrim Street,
Newcastle-on-Tyne. [^Carriage, Newcastle-on-Tyne. 1641.]
1898. Phillips, Walter Patrick Frear, London LTnited Tramways, 88 High Road,
Chiswick, London, W.
1897. Pillatt, Andrew Ernest, Messrs. A. Pillatt and Co., Queen's Road Works,
Nottingham ; and 19 Sueinton Hollows, Sneinton, Nottingham.
1896. Pinel, Paul Gustavo Marie, 313 Route de Dieppe, De'ville-les-Rouen,
(Seine Inferieure), France.
1890. Powell, Frederick, York House, Malvern Link, Malvern.
1892. Power, Arthur Cyril, 17 Fordwych Road, Brondesbury, London,
N.W.
1 898. Preen, Arthur Harvey, 47 Victoria Street, Westminster, S.W.
1893. Price, William Frederick, Cullender's Cable and Construction Co.,
Oldham Place, Renshaw Street, Liverpool.
2 E
CXX GRADUATES. 1898.
1897. Pullar, Frederick Pattison. Messrs. Eobert Pullar and Sons, Keirfield,
Bridge of Allan, N.B.
1897. Eainforth, William Frederick, Messrs. Kuston. Proctor and Co., Sheaf
Iron Works, Lincoln.
1892. Eansom, Herbert Byrom, Messrs. Manlove AUiott and Co., 57 Gracechurch
Street, London, E.G.
1895. Read, George Henry, 26 King Street, Manchester.
1894. Keadhead, Robert, Jun., Messrs. John Readhead and Sons, West Docks,
South Shields.
1898. Rennie, John Assheton, Messrs. G. Eennie and Co., Thames Street,
Greenwich, London, S.E.
1884. Reynolds, Thomas Blair, 28 Victoria Street, Westminster, S.W.
1895. Riches, Carlton Tom Hiirry, 8 Park Grove, Cardiff.
1892. Ridley, James Cartmell, Jun., Swalwell Steel Works, Newcastle-on-Tyne.
1895. Roberts, Basil Owen, 29 All Saints' Street, King's Lynn.
1898. Roberts, Frederick Edward Laing, Messrs. Brj-an Donkin and Co.,
55 Southwark Park Road, Bermondsey, London, S.E.
1898. Roberts, Herbert Edward, care of P. W. Meik, 16 Victoria Street,
Westminster, S.W. ; and Cultra, Fengates Road, Red Hill.
1897. Robinson, Herbert, Long Wall Side, Low Moor, near Bradford.
1897. Rootham, Howard Melville, 26 Granville Place, Portman Square,
London, W.
1 896. Rosevere, Gerald Rhodes, Great Western Railway, Stafford Road Works,
Wolverhampton; and care of W. S. Rosevere, The Manor House,
Tavistock, Devon.
1896. Rothschild, Lester Vivian, 80 Lancaster Gate, London, W.
1888. Riimmele, Alfredo, 17 Via Principe Umberto, Milan, Italy.
1894. Russell, William Colin, 1 Walpole Street, Chelsea, London, S.W.
1890. Saxelby, Herbert Raffaelle, 7 and 8 Ironmonger Lane, Cheapside,
London, E.C.
1892. Scarf e, George Norman, care of George Scarfe, Gawler Place, Adelaide,
South Australia.
1881. Scott, Ernest, Messrs. Ernest Scott and Mountain, Close Works, Newcastle-
on-Tyne. {^Esco, Newcastle-on-Tyne. 1259.]
1898. Sharp, William, Engineering Department, Technical College, Bradford.
1892. Shepherd, James Horace, Great Western Railway, Swindon.
1894. Simpson, Lightly Stapleton, Trinity College, Cambridge; and 16 Kent
Terrace, Regent' .s Park, London, X.W.
1898. GRADUATES. CXxi
1896. Simpson, Norman De Lisle, Trafalgar Works, Bridgetowu, Barbados,
West Indies.
1897. Slingsbj', Walter, North View, Illingworth, Halifax.
1895. Smith, Frederick Hardcastle, Steam Crane Works, Old Foundry,
Rodley, near Leeds.
1898. Smith, George Alfred, Whessoe Foundry Co., Darlington.
1898. Smith, Ralph Vernon, Messrs. Sydney Smith and !?ons, Basford Brass
Works, Nottingham.
1898. Stanley, Harry Frank, Jun., Messrs. H. Pontifex and Sons, Farringdon
Works, Shoe Lane, London, E.G. ; and 75 Eidge Eoad, Crouch End,
London, N.
1898. Steinmetz, Arthur Samler Bernard, Messrs. West and Steinmetz, Commercial
Eoad Foundry, Bedford.
1892. Stokes, Frank Torrens, P.O. Box 1355, Johannesburg, Transvaal, Soutlk
Africa.
1898. Strong, Alfred George, Norfolk Works, St. Paul's, Bristol.
1883. Swale, Gerald, Hotel St. Petersbourg, Rue Caumartin, Paris.
1885. Tangj'e, John Henry, Messrs. Tangyes, Cornwall Works, Sobo, near
Birmingham.
1898. Tarver, Herbert Henry, care of Messrs. J. H. Vavasitur and Co., Colombo,
Ceylon.
1898. Taylor, Charles Percy, Messrs. Knight, Bevan and Sturge, Northfleet,
Kent.
1884. Taylor, Joseph, Holme Lea, Tatton Eoad North, Heaton Moor, near
Stockport.
1884. Taylor, Maurice, 39 Eue de Lisbonne, Paris.
1896. Thom, Frank, Messrs. Yates and Thom, Canal Foundry, Blackburn.
1894. Thorpe, Wilfred Bertram, 20 Larkhall Else, Clapham, London, S.W.
1895. Titren, Gerald Ernest de Keyser, Natal Government Eailway Works,
Durban, Natal.
1898. Turner, Vincent, City Water Engineer's Office. Town Hall, Wakefield.
1898. Tyley, Frederick John, 61 Worfield Streit, Battersea Park, London,
S.W.
1898. Vaughan, John Crake, Wraxall, near Bristol.
1888. Waddington, Samuel Sugden, 35 King William Street, London Bridge,
London, E.C.
1897. Wade, Francis Eichard, 99 Altenbnig Gardens, Clapham Common,
London, S.W.
1896. Walker, Charles Bell, Messrs. Veritys, Plume Works, Aston, Birmingham.
Cxxii GRADUATES. 189S.
1898. Walker, Robert Hugh, Messrs. T. Middleton and Co., Loman Street.
Southwurk, London, S.E.
1898. Wans, Oswald, Messrs. Bryan Doukin and Co., 55 Southwark Park Road,
Bermondsey, London, S.E. ; and Easdale, Westcombe Park Road,
Blackheath, London, S.E.
189S. Wardle, Frank Harold, General Manager, MacGregor Cycle and Engineering
Co., Aspley Lane, Nottingham; and 10 Forest Road East, Nottingham.
[MacGregor, Nottingham. 845.]
1888. Waring, Henry, Engineer, Dublin Laundry Co., Milltown, near Dublin.
1886. Wesley, Joseph A., Messrs. Woodhouse and Risson, Chantrey Steel and
Crank Works, Sheffield.
1888. Whichello, Richard, Messrs. Max Nothmann and Co., Rio de Janeiro,
Brazil : (or 44 Trumpington Street, Cambridge.)
1889. Wigham, John Cuthbert, Edmundsons' Electricity Corporation, Broad
Sanctuary Chambers, Westminster, S.W.
1895. Wilkin, Ernest Vivian, Northumberland Engine Works, Wallsend-on-
Tyne ; and 11 Appold Street, Finsbury, London, E.G.
1897. Williams, Hal, Messrs. Bramwell and Harris, 5 Great George Street.
Westminster, S.W.
189G. Williams, Llewellyn Wynn, Railway Appliances Works, Cathcart, Glasgow.
1898. Williams, Norman C, Messrs. T. and W. Cole, Park Road Iron Works,
St. Ann's Road, Burdett Road, London, E.
1890. Wilson, Alexander Cowan, Manchester Sheffield and Lincolnshire
Railway, The Newarke, Leicester ; and Osgathorpe Hills, Sheffield.
1897. Wilson, Robert James, Messrs. John I. Thornycroft and Co., Church
Wiiarf, Chiswick, London, W.
1896. Winlaw, William Willoughby, Sir W. G. Armstrong, Whitworth and Co.,
Elswick Works, Newcastle-on-Tyne.
1890. Wright, William Carthew, ^lary Street, Charters Towers, Queensland.
1898. Wylie, Reginald Charlton, 24 Commercial Street, Camborne.
1895. Yeames, James Lamb, care of Pedro Christophersen, 249 Calle Cuyo,
Buenos Aires, Argentine Republic : (or care of J. G. Scaramanga,
4, 5 and 6 Great St. HeL.n's, London, E.G.)
1891. Yerbury, Frederick Augustus, 17 Victoria Street, Westminster, S.W.
July 1898. 337
®j)c Instifution of HedjanixHl ^njmttrs.
PEOCEEDINGS
July 1898.
The Summer Meeting of the Institution was held in Derby,
commencing on Tuesday, 26th July 1898, at Ten o'clock a.m. ;
Samuel W. Johnson, Esq., President, in the chair.
The President, Council, and Members were received in the
Midland Eailway Institute, by the Chairman, Sir Ernest Paget, Bart.,
and Directors of the Midland Eailway ; by the Worshipful the Mayor
of Derby, Alderman Frank Duesbury ; and by the Chairman, Sir
Alfred Scale Haslam, and Members of the Local Committee.
Sir Eknest Paget, Bart., said it was a great honour as well
as a great pleasure to himself, on the part of the Midland Eailway
Company to welcome the members of the Institution of Mechanical
Engineers to Derby, or at least to so much of Derby as belonged
to the company ; and when they had been the round of the railway
workshops they would say that the Midland Eailway formed no
inconsiderable part of the town so far as mechanical engineering
was concerned. The selection of Derby as the place for this
summer's meeting he thought was exceedingly happy : for if anything
could possibly have made the welcome more hearty which this
locality gave to the Mechanical Engineers, it would be the fact that
their President was Mr. Johnson, who was at the same time the head
of the mechanical engineering department of the Midland Eailway.
The arrangements which had been made for the convenience and
comfort of the members and their friends he believed had been well
2 L
338 RECEPTION m DERBY. JuLT 1898.
(Sir Ernest Paget, Bart.)
thouglit out ; even sliould there possibly be any shortcomings, be
assui-ed tbem on behalf of the Midland Eailway that it ^vas the great
desire of all concerned that everything in connection with the visit
of the Institution to Derby should pass off in the most satisfactory
manner.
The President, on behalf of the Institution, thanked Sir Ernest
Paget and the representatives of the JMidland Piailway for the
very warm welcome accorded to the members. They had much to
be thankful for : first, for the privilege afforded them of making
use of the Midland Eailway Institute ; secondly, for the free
travelling passes which had been so handsomely presented to them ;
and thirdly, for the luncheon to which they had been so kindly
invited. The Institution had been received in a right royal liberal
Midland-Eailway fashion ; and he was sure that every member of
the Institution would look upon their visit to Derby, and upon the
manner in which they had been received, as an extremely pleasant
memory.
The Mayor of Derby said it afforded him great pleasure indeed
to welcome the members on behalf of the small remaining portion of
Derby which Sir Ernest Paget had left untouched. It would be too
difficult a thing to attempt to separate Derby from the Midland
Eailway ; and he was glad that it was so, because there was no wish
on the part of either the one or the other to have any separation at
all. The people of Derby were proud to be so intimately connected
with the Midland Eailway ; in fact the life of Derby itself was
centered in this large undertaking established in their midst. On
behalf of the remaining portion of the inhabitants of the good old
town, he desired to accord the Institution a most hearty welcome ;
and in doing so he knew he was but expressing the feelings of every one
of its inhabitants. They were delighted, and felt themselves highly
honoured, to have such a distinguished gathering in their midst. When
they came to look back upon the record of the Mechanical Engineers,
and at the names of those wlio in the past had filled the post of
President, not only the people of Derby but the whole country must
July 1898. RECEPTION IN DERBY. 339
feel proud of sucli a long and honourable list of distinguislied names.
At the head of the list stood the names of George Stephenson
and Eobert Stephenson as the two earliest Presidents, of whom the
first identified himself with the county of Derby by taking up his
residence during the later years of his life at Tapton Hall near
Chesterfield. Throughout the long vista of years that had elapsed
since the establishment of the Institution in 1847, the successive
Presidents seemed to a railway town like Derby a connecting link
with their own progress. In their latest choice of President the
members had reverted to the step taken by the founders of the
Institution, having elected another railway man of eminence, who
would most worthily uphold all the high traditions of the Institution.
Their discussions in Derby he trusted Avould prove of great use
to the members as mechanical engineers, and that they would
ultimately be able to solve many of the troublesome problems which
were engaging so much attention in the engineering world at the
present time. Their gathering he was sure would be not only
profitable but also pleasant, because the visits to some of the beauties of
Derbyshire scenery were certain to be most thoroughly enjoyed. On
behalf of the Corporation and of the inhabitants of the town of
Derby he had much pleasure in oftering the members a right hearty
welcome, and in assuring them that everything possible would be
done to render their stay here agreeable to them.
Sir A. Seale Haslam, speaking on behalf of the Eeception
Committee, could assure the members that it afforded the committee
great pleasui-e to take part in the arrangements, which he hoj)ed
would contribute to the success of this important gathering. The
committee had looked upon their work as a labour of love, desiring
to maintain the reputation of the town, and still more to support one
of their most honoured friends, the President of the Institution,
whom they were delighted to see occupying so eminent a position.
Mr. Johnson's work spoke for itself; and he was so warmly admired
and so highly respected in Derby that it had been a great jileasure
to them all to take their part in trying to contribute to the success
of this large and distinguished gathering.
2 L 2
340
RECEPTION IN DERBY.
July 18!>3-.
The President on behalf of the niCmbers of the Institution
oflfercd his thanks for the hearty welcome which had been extended
to them by the Mayor and Sir Alfred Haslam, The Institution had
been welcomed not only iu word but in deed ; for a number of
entertainments had been organised, which would doubtless contribute
materially to the success and enjoyment of their sojourn in Derby.
The Minutes of the previous Meeting were read, approved, and
signed by the President.
The President announced that the Ballot Lists for the election
of Xew Members had been opened by a committee of the Council, and
the following seventy-eight candidates had been found to be duly
elected : —
members.
Allan, Eobert,
Baister, Charles.
BiLBiE, John,
Blackstone, Edward Christoi
BoFFET, William, .
Cameron, John,
Chatwood, Samuel Eawsthorn
Clarkson, James, .
CowEN, George Eoberts,
Crewe, Henry Thomas, .
Ccllen, Peter John,
De Hitter, Walter Henry,
DuoNSFiELD, Joseph Standring
dunkerley, stanley,
Giles, Benjamin, .
Guest, Charles Henuy, .
Halstead, Arthur Frederick,
Harlook, Edward Baker,
Haslam, William Gilbert,
Singapore.
Darlington.
London.
Stamford.
Burton-on-Trent.
Cardiff.
Bolton.
Blackburn.
Nottingham.
London.
Sydney.
London.
Oldham.
London.
Newton Abbot.
Draycott, near Derby.
Huelva.
Middlewich. j
Derby.
Juc-T 1898.
ELECTION OF NEW MEMBERS.
311
He ARSON, Hugh Pieginald,
HiPKiNS, William ED^YAKD,
Lackland, John James, .
Leopard, Charles Williasi,
LoTEiNiERE, Alain Chartier Joly de,
Captain E.E., ....
LuNT, Charles Thomas, .
jMills, Eichard, ....
Mitchell, George,
jMoon, Edgar Eupert,
NuTT, George Beaumont,
Park, Charles Archibald,
Perks, John, ....
Eolfe, John Herbert Hieron,
Smith, Isaac, ....
SwASEY, Ambrose, ....
Swinburne, James,
Swingler, Alfred,
Urwick, Arthur John, .
Waddle, Hugh William,
Wainwright, John William, .
Walke, Charles Nicholas Eves,
Walker, Frederic James,
West, Ernest Henry,
Wilkinson, George,
Shangliai.
Birmingliam.
St. Helen's, Lanes.
London.
Chatham.
Walsall.
Derby.
London.
Perth, W. Australia.
Beira.
Wolvertou.
Burton-on-Trent.
London.
Nottingham.
Cleveland, Ohio.
London.
Derby.
London.
Llanelly.
Wednesbury.
Bombay.
London.
London.
Harrogate.
associate members.
Arnold, Frank William, . . London.
Bigger, Courtenay, . . . Dundalk.
Danks, Frederick Thomas, . . Birmingham.
Dickinson, William, . . . Guildford.
James, Henry Haughton Ehodes, . London.
James, William Henry, . . . Cardiff.
Kerr, James B., . . . . London.
Love, Eobert Templeton, . . Stewarton.
Macnab, James, .... Manchester.
342
ELECTION OF KEW MEMBERS.
July 1898.
MuNYABD, Alfred,
Newton, Samuel Barton,
PoBRiTT, Louis Alfred, .
Pbance, Cyril Eooke,
Simpson, Stephen, .
Smith, Herbert William,
Taylor, Edward, Jun., .
Ticehurst, Hugh Gokham,
Warner, Harry George,
Waugh, Hylton Xorman Drake
Wyman, Eonald, .
associates.
Appleby, Joseph, .
Dowlen, Walton Edward,
Meintjes, Laurens Schmitz,
Murray-Morgan, Everard Home,
LoBclon.
Derby.
Eocliclale.
Erith.
Exeter,
XottiDgham.
Stockport.
Erith.
London.
Brighton.
Newport, Mon.
Birmingham.
Victoria, B.C.
Cape Town.
Bii-mingham.
graduates.
Albrecht, John August, . . Glasgow.
Close, Henry Alwyn, . . . Horwich.
Dickinson, John Gilbert, . . Wolverhampton.
Hamilton, Harold, . . . London.
Hammond, Egbert Whitehead, . Wooln^ich.
Harris, Henry Evans, . . . Madras.
Langdon, Harold Arthur V»'illiam, . London.
Pkeen, Arthur Harvey, . . London.
Egberts, Frederick Edward Laing, . London.
Vaughan, John Crake, . . . Bristol.
Wylie, Eeginald Charlton, . . Camborne.
July 1898. COUNCIL APPOINTMENT. 34:3
The Pkesident announced that, in consequence of the death of
Mr. Thomas Mudd, Member of Council, the vacancy thereby
occurring had been supplied by the Council, who had appointed
Mr. Alfred Morcom, of Birmingham, as a Member of Council for the
present year, his name being the next highest in the voting for the
election at the Annual General Meeting. Agreeably with the
articles of association, he would retire at the next Annual General
Meeting, and would be eligible for re-election.
The following Papers were then read and discussed : —
" Aluminium Manufacture, with description of the EoUing Mills and
Foundry at Milton, Staffordshire ; " by Mr. E. Eistoei, of
London.
" Narrow-Gauge Eailways, of two feet gauge and under ; " by
Mr. Leslie S. Robertson, of London.
At a Quarter before One o'clock the Meeting was adjourned to
the following morning.
The Adjourned Meeting was held in the Midland Eailway
Institute, Derby, on Wednesday, 27th July 1898, at Ten o'clock a.m. ;
Sam DEL "W. Johnson, Esc[., President, in the chair.
The following Paper was read and discussed : —
'' Water Softening and Purification by the Archbutt-Deeley process ; "
by Mr. Leonard Archbutt, of Derby, Chemist to the Midland
Railway.
The remaining three Papers announced for reading and discussion
were adjourned to a subsequent meeting.
344 VOTES OF THANKS. JuLY 1898.
The PRESIDENT proposed tlie following Votes of Thanks, whicli
were passed with applause : —
To the Chairman and Directors of the Midland Eailway, for their
kindness in granting the use of the Midland Eailway Institute
for the Meeting of this Institution, of a large new Workshop
in the carriage department for the Institution Dinner, and
also of the Shareholders' Koom for the Institution Luncheons ;
and for their hospitality in entertaining nearly five hundred
Members at Luncheon ; and for the arrangements for travelling
they have accorded to the Members during the week, by
bringing them to Derby, taking them on a number of
Excursions in special trains, and conveying them home at the
close of the Meeting.
To the Ofiicers of the Midland Eailway, for the courtesy they have
displayed in carrying out the above arrangements.
To the Great Central Eailway Co., for their invitation to the
Members to travel over the section of their new London line
between Loughborough and Swithland.
To the North Staffordshire Eailway Co., for kindly arranging a
special train for the excursion from Derby to Milton and
Stoke.
To Alderman Wood of Leicester, for the hospitable reception
accorded to the Members on their visit to Swithland ; and to
Mr. Frederick Griffith, Chief Engineer of the Leicester
Water Works, for conducting them on the occasion.
To Sir Arthur Percival Heywood, Bart., and to the rest of the
Proprietors of the numerous Engineering and Manufacturing
Works and other Establishments visited by the Members, for
their kindness in opening their works during the Meeting.
To the Local Committee — to the Chairman, Sir Alfred Scale Hasiam,
to the "Worshipful the Mayor of Derby, Alderman Frank
Ducsbury, and especially to the two Honorary Local Secretaries,
Mr. E. Mountford Deeley and Mr. George J. Pratt — for the
active exertions they have made for the reception and
entertainment of the Members, for the arrangement of the
July 1893. VOTES OF THANKS. 345
various Excursions, and for the Conversazione given in the
Derby Free Library and Art Gallery.
To the Worshipful the Mayor of Nottingham, and to the Chairman
and Committee of Nottingham Castle Museum, for their
kindness in granting the use of the Museum and grounds for
the President's Garden Party.
To His Grace the Duke of Portland and His Grace the Duke of
Newcastle, for their kind permission to drive through their
private Parks at Welbeck and Clumber.
Mr. William H. Maw, Vice-President, in seconding the votes of
thanks -which had been moved by the President, wished to refer
particularly to the way in which the Institution had been treated by
the Midland Railway Directors and all their officers ; he could not
do better than describe it as treatment which, cordial as it was,
would not surprise any one acquainted with the past management of
this railway. In fact no higher praise he thought could be given
than to say that their recejjtion on the present occasion was entirely
in accordance with the traditions of Midland Railway management.
All present he was sure would feel that in what they had done the
Midland Eailway Company had recognised most fully the importance
of the Institution of Mechanical Engineers. Beyond this they must
also feel that, in carrying out the arrangements which had been made
for the reception of the Institution, the Midland Railway Directors
Lad been largely prompted by the esteem and res2:)ect they entertained
for the President, who had personally been so long associated with
the railway. The thanks of the members were equally due to the
gentlemen connected with the various local public bodies, whose
efforts had contributed so materially to the success of the meeting ;
and he was sure that all present would retain the most pleasant
recollections of their visit to Derby.
On the motion of Mr. J. Hartley Wicksteed, Vice-President,
seconded by Mr. John I. Thoknyckoft, Member of Council, the
following resolution was passed with enthusiasm : — " The Members
would also record their best thanks to the President for his gratifying
346 VOTES OF THANKS. JuLY 1898.
invitation to the Garden Party at Notticgliam Castle, wliicla they
acknowledge is only one of the many things he has done for ensuring
the enjoyment and success of this Meeting."
The Pkesident assured the Members that to himself the Meeting
had been highly gratifying, and what he had been able to do had
been a labour of love. Connected as he was with the Midland
Eailway, exceptional opportunities had been afforded him by the
Directors for facilitating the visit of the Members to the railway
works in Derby. He should be delighted to see them all in
Nottingham tomorrow afternoon.
The Meeting then terminated at Half-past Twelve o'clock. The
attendance was 512 Members and 81 Visitors.
July 1898. 347
ALUMINIUM MANUFACTURE,
WITH DESCRIPTION OF THE ROLLING MILLS
AND FOUNDRY AT MILTON, STAFFORDSHIRE.
By Mr. E. KISTORI, of Londox.
Production of Aluminium from Alumina. — On the occasion
of tlie meeting of tlie Institution of Mechanical Engineers at
Belfast in July 1896, Mr. James Sutherland, the manager of
the factory at Larne, read a paper which fully described the method
adopted for the preparation of pure alumina (oxide of aluminium)
from bauxite. Members who then visited that factory will be
interested to learn that the British Aluminium Co. have already
been compelled to enlarge the works to nearly double the capacity,
and that great improvements have since been introduced into the
process of manufacture. The finished product is a very finely divided
powder ; and in order to ship it safely to Foyers, it has been found
advisable to pack the alumina in hermetically sealed steel drums. On
arrival in Scotland, the oxide is reduced by the Heroult process, and
the metal is run out of the electrolytic baths into ingot moulds. In
this form the aluminium is quite pure enough for certain purposes,
such as foundry work and steel making ; and much of it is therefore
sold without further treatment. But as small quantities of the
cryolite — a double fluoride of aluminium and sodium containing
13 per cent, of aluminium — which is used as a solvent during the
electrolysis, occasionally become mixed with the metal as it comes
out of the furnace, the aluminium at this stage is scarcely suitable
for the production of tubes, rods, &c. The original crude ingots
are therefore sent to Milton in Stafibrdshire, where they are re-melted
and refined until the metal attains a purity of 99" 6 per cent.
318 ALUMIXirM. July 1S08.
Milton Worlds. — The site of tlie IMilton Works, whicli the members
will have au opportunity of visiting, is well selected in the middle of
au industrial district ; it is connected with the North Staffordshire
Eailway by a siding, and has a frontage on the Trent and Mersey
Canal. The works are illustrated by the sections and plan,
Figs. 1 to 4, Plate 66, aud also by the photographs, Plates 67
and 68. They were the first works erected in the United
Kingdom for the production of aluminium by electrical agency.
They were erected by the Cowles Syndicate for the purpose of
turning out aluminium and aluminium-bronze by the well-known
" Cowles " j)rocess ; but before the British Aluminium Co. took them
over they had already stopped making aluminium, having been
previously driven out of the field by the competition of the
electrolytic methods, which were greatly assisted by the emj)loyment
of cheaj) water-power. It was found useful however to convert this
factory into a rolling mill and foundry, with the idea not only of
refining the Foyers ingots, but also of working them up into sheets,
rods, and large or small castings, more convenient for the difiierent
trades that use aluminium. A portion of these works, which was
not required for the above purpose, was sublet to the Epstein Electric
Accumulator Co., who have been making and charging their
accumulators here for the last three years ; this portion includes two
tubular boilers and one engine of 650 I.H.P.
Casting Shop. — The casting shoj), erected in 1895, is situated
close to the rolling mills, and contains a series of eleven furnaces
for 500-lb. pots, connected by a large fine to the main chimney
125 feet high, which gives a good draught for melting large
quantities of bronze in a short time. This shop can deal with about
four tons of aluminium per day, in the shai:»e of ordinary commercial
notched bar, half-round stick for steel makers, slabs for rolling,
tube billets for drawing, wire billets both round and shai)ed for
various purposes. "When casting the metal, it is sometimes necessary
to add a little cryolite or some similar flux for assisting in the liberation
of the impurities, which then rise to the surface as scum. These
refining furnaces are fired with soft coke, because aluminium does not
Jl-LT 1898. ALUMINIUM. 319
require sucli a Iiigh temperature as is necessary for bronze. The
scum taken from the top of the pots is again re-melted very slowly,
in order to recover all the aluminium ; it then forms a whitish
powder, containing practically nothing but the cryolite and some
carbon; and being quite suitable for use in the Heroult reducing
cell is sent back to Foyers for further employment. An overhead
travelling crane is used for lifting the ingot moulds and pots.
Experiments have been made in casting slabs and billets with a side
runner, which seems to offer certain advantages.
Foundry. — The principal building, which was originally intended
by the Cowles Syndicate to be an engine and dynamo house with
outside boilers, is 200 feet long by 65 feet wide and 20 feet high under
the principals. A portion of this is now used as a foundry. Fig. 5,
Plate 67, and contains two large core ovens, each 16 feet by 23 feet,
having a door 14 feet by 10 feet high, fired with coke fires under the
floor ; a cupola ; two series of crucible furnaces. Fig. 6, to hold
500-lb. pots ; and two travelling cranes, sufficient to handle weights
up to 15 tons, which so far have been sufficient for all the foundry
Avork up to bronze castings of 5 tons weight and aluminium castings
of 2 tons. A considerable extension of the plant is contemplated.
In making bronze castings, the metal is not poured straight
into the mould in the usual way of casting iron, but into a runner
box, or for a large casting into a number of runner boxes, having holes
in the bottom corresponding with the gates of the casting. During
the time the metal is being poured into the runner box, these holes
are filled with iron plugs until all the metal is in the runner box ;
the plugs are then taken from the holes, so that the metal runs into
the gates of the casting from the bottom of the runner box, and
leaves the scum behind in the box, or in the top of the gates. In
making castings of aluminium, it is not sufficient to use runners
of the same size as those usually emi)loyed in making brass
and iron castings. As the shrinkage of aluminium is about
three times the shrinkage of ordinary gun-metal, a considerable
amount of trouble is experienced if the runners and risers are not
large enough to allow the casting to continue to be fed during its
shrinking by the runners or risers connected with it.
350 ALUMlxIUSr. July 1898.
Boiling Shop.— The rolling shop, Fig. 7, Plate 68, measures 130 feet
by 60 feet, and is covered with a weaving-shed roof having a north light,
Fiof. 2, Plate 66. At present it contains two pairs of rolls 18 inches
diameter by 42 inches width ; one pair 18 inches diameter by 48 inches
width ; one pair 18 inches diameter by 20 inches width ; one pair 14
inches diameter by 20 inches width ; one pair 14 inches diameter by
30 inches width ; and a new pair of friction rolls 22 inches diameter and
60 inches wide is in process of erection. All are driven by gearing
from a horizontal tandem compound condensing engine, Fig. 8,
Plate 68, put up in 1896. This engine runs at 60 revs, per minute, and
has cylinders of 21 and 40 inches diameter and 40 inches stroke,
and is capable of driving still more machinery. The steam is
supplied by a Lancashire boiler 8^ feet diameter and 30 feet long,
placed at the side of the house. The driving gear consists of helical-
tooth wheels, 12 inches wide and from 6 feet to 9 feet diameter,
driving the rolls at about 10 revs, per minute. The 14-inch rolls
are both fitted with a friction wind by Messrs. J ones of Birmingham,
with which strips as fine as 0*0005 inch have been successfully
rolled to a length of from 60 to 90 feet.
The rest of the jjlant required in a rolling mill is also contained
in this building. It includes a guillotine shearing machine for
i-inch plates, 8^ feet wide ; a crocodile machine for plates up to
1 inch thick ; two circular cutters, one for the manufacture of disc
blanks 9 inches to 24 inches diameter up to 14 S. W. G. or 0*085
inch thick, the second up to 4 feet diameter and 3-8ths inch thick,
which are sold for stamping purposes ; a steam-hammer, for closing
the grain and for strengthening alloys before they are rolled into
sheets, is in an adjacent building. A press is also being prepared
for punching discs up to 12 inches diameter. Two annealing
furnaces or muffles are also provided, 5 feet by 12 feet and
7h feet by 16 feet ; the larger of these is shown in Figs. 9 to 14,
Plate 69 ; they arc a most important item in the plant for either
rolling or hammering metal. Slabs 24 inches wide by 1^ inch thick
are broken down hot, after being heated in the muffle ; they are
afterwards again heated when necessary between the successive passes
to reduce them from 1^ inch thick to ^ inch. Most of the rolling
July 1898. ALUMINIUM. 351
itself is done cold ; and in some cases, especially when very
jjure aluminium is used, even the breaking down can be done cold-
Connected with the rolling mill is a pickling shop, Figs. 3 and 4,
Plate 66, containing tanks 12 feet by 3 feet, charged with caustic
soda, water, nitric acid, sulphuric acid, &c. ; the pickling process is
an important step in the rolling of aluminium, and has to be carried
out whenever a good polish is req^uired on the finished sheets,
while it is also equally adapted when a matt surface is desired.
Fitting Shop, Testing Machine, and Laboratory. — The fitting shop,
Fig. Ij Plate 66, is subdivided into several buildings, and is provided
with a number of ordinary lathes, circular and band saws, a milling
machine, a shaping machine, and numerous small presses for cutting-
blanks out of sheet metal. In another building next to the rolling
mill there is a cold saw to cut metal 20 inches thick, used especially
for cutting heads off aluminium bronze castings which cannot be
handled or cut up in any other way. If the bronze is made hot, it
can be forged into any shape. Most of it has a tensile breaking
strength of 80 to 35 tons per square inch, and it is itseless trying to
handle the heads in any other way than by sawing.
The Milton factory contains also a 30-ton Buckton testing
machine, in which the different bronzes and light aluminium alloys
are constantly being tested. There is also a chemical laboratory, in
which the sample tappings from the furnaces at Foyers are analysed
and records preserved, so that the purity of any jjarticular delivery
can always be ascertained. The whole works are lighted electrically
from two dynamos ; and a motor is kept ready for occasional
assistance in driving the machinery.
Worhing of Aluminium. — With certain limitations, imposed by
the chemical and physical peculiarities of the material, aluminium
can be worked much like the other industrial metals handled at
the present day. It is melted in sand or in iron crucibles
without the addition of any flux, at a temperature not greatly
exceeding its melting point 655° C. = 1210° F. On a larger
scale, the operation can be carried out at a dark red heat on the
352 ALU5IIXIUM. JcLY 1898.
bed of a reverberatory furnace lined witli basic magnesia bricks
of good quality. In casting, special j^recautions must be taken to
allow for tbe great shrinkage during cooling. The moulds should
liave large risers and plenty of vents. They are preferably cooled
from the bottom ui:)wards to enable the gases to escape. Slabs for
rolling must be cast in closed ingot moulds with a j^erfect machined
internal surface, which is coated all over with graphite and water ;
the moulds must be very hot, and the castings cooled quickly in very
cold water to make them soft. Aluminium can be forged hot or cold ;
preferably at a temperature which causes a hard wooden stick
to smoke when pressed against the metal. In comparison with other
metals it ranks third in order for malleability and sixth for ductility ;
sheets have been hammered as thin as 1-40, 000th inch, and wire can
be drawn down to l-250th inch diameter. Xo lubricant should be
used for rolling ; and the aluminium requires frequent annealing at a
low red heat just visible in the dark. In turning, the edge of the
tool soon becomes blunt, unless only small cuts are taken ; the
cutting speed should be high, and both tool and metal should be
lubricated with turpentine or petroleum. Filing is best done with
single-cut files, because cross-cut files rapidly become choked.
Spinning is easy on wooden or metal forms, the best lubricant being
stearic acid dissolved in turpentine. Aluminium can be stamped or
pressed, hot or cold, either dry or with soap-water fur heavy work
and with tallow for small goods. Frosting is effected by dipping
the articles for a few seconds in a hot 10 per cent, solution of
caustic soda containing about 2^ per cent, of common salt till the
surface turns black, then brushing in cold water, and dipping in
strong nitric acid till the metal becomes white again, and finally
washing and drying in sawdust. This process is desirable before
aluminium surfaces can be efficiently painted or enamelled. For
polishing, a mixture of olive oil and rum is used, or emery and
tallow, followed by rouge and turpentine. Burnishing is done with
bloodstone or steel dipped in rum and oil, or in a solution of borax
containing a little ammonia. To engrave aluminium, the plate must
be coated with stearic acid and turpentine, or with rum and oil as
before ; if this be not done, the graver slips continually.
July 1898. ALUMINIUM. 353
Alloys of Aluminium. — Among binary alloys especially it lias been
found that, as tbe proportion of the two ingredients becomes more
and more equal, the products lose their valuable qualities, and that
the industrial alloys may be broadly separated into two kinds :
namely " light " alloys, containing 90 to 99 per cent, of aluminium
with 10 to 1 per cent, or even less of some other metal or metals ;
and " heavy " alloys containing 1 to 10 per cent, of aluminium with
99 to 90 per cent, of the other components. They can therefore be
regarded either as pure aluminium strengthened by the addition of
some other metal, or as one of the older metals improved physically
and chemically by the addition of aluminium. A considerable
amount of attention has consequently been devoted at Milton to the
preparation of different sorts of alloys, some of which may be briefly
referred to.
LigJit Alloys of Aluminium. — In its purest form aluminium is
very soft, and not of great service in those arts in which much
rigidity and strength are required. For this reason a metal
containing only 98-5 to 98*8 per cent, of aluminium, the impurities
being silica and iron in almost equal proportions, is preferred to
metal of 99*6 per cent, purity.
One casting alloy, having a specific gravity of 2*9, is largely
used just now and is known as " No. 6." Its composition is still
kept secret. It has been found to produce remarkably clean
castings, which require very little machining to finish up ; it takes a
high polish, and so far has given complete satisfaction. Another
alloy is " Xo. 4," which contains nothing but aluminium and a
small proportion of copper ; it is not one of the materials
generally recommended, though it has some good qualities. There
is a strong suspicion that, when aluminium is alloyed with copper,
galvanic action is set up between the two, especially when the
alloy is exposed to salt water ; therefore this is not recommended
in any quantity for outside positions. The two alloys particularly
recommended, as among the best yet made, are called " Wolframinium "
and " Eomanium." These are both ternary alloys, and next to
the aluminium tungsten is the leading ingredient in each. In
2 M
354 ALUMINITJM, July 1898.
one of them copper is present to a small extent, in the other
nickel ; and both have given astonishing results as regards strength
and elongation. Samples of rolled sheet or rods made of these
alloys have shown as much as 20 to 22 tons tensile strength per
square inch with 5 to 10 per cent, elongation in 4 inches, which is
remarkable when the low sj)ecific gravity of the material is taken
into consideration. The above are all so-called " light " alloys, that
is, alloys containing a preponderating percentage of aluminium with
only a small quantity of another metal or metals.
Heavy Alloys of Aluminium. — There are many " heavy " alloys of
aluminium, in addition to the well-known bronzes ; some of these
have not yet reached the development to which their valuable qualities
entitle them, and which they will ultimately attain when better
appreciated by mechanical engineers. Aluminium bronzes are
undoubtedly superior in strength to most of the copper-tin bronzes
now in use ; and they are especially suitable for marine engineering.
Propellers of aluminium bronze have been successfully made for
most of the 26 and 30-knot torpedo catchers ; also a large number
for the French government. The two classes of bronze most
frequently emj^loyed are marked E3 and E4 ; the difference between
tbem is simply in the proportion of aluminium they contain. The
following tests show their maximum, minimum, and mean breaking
Breaking Load. Elongation.
Tons per square inch. Per cent, in 2 inches.
Mark. Max. Min. Mean. Max. Min, Mean.
R3 36-G 30-S 34-0 35-00 15-50 23-30
R4 43-7 39-6 41-8 13-00 G-50 9-75
loads and elongations : agreeably with which E3 has a guaranteed
tensile strength of 35 tons per square inch, with 25 per cent,
elongation in 2 inches ; and when cast R4 breaks at 40 tons
per square inch, with 10 to 12 per cent, elongation also in
2 inches. These have the advantage of being considerably cheaper
than other bronzes, and are easily employed for any foundry work
without special appliances or tools.
July 1898. ALUMINIUM. 355
Uses of Aluminium. — The principal uses of almninium are too
many to be enumerated. The properties of the metal are so akin to
those of copper and brass that, broadly speaking, aluminium or one
of its light alloys should to a large extent replace both copper and
tin and also nickel or German silver. Such a change would be
followed by various advantages to all concerned. Not only would
there be a considerable reduction in the weight of the articles,
but they would not tarnish or turn black on exposure to air.
The cost should be the same, if not actually lower, inasmuch as,
bulk for bulk, aluminium is already cheaper than copper or tin ;
and its price will continue to fall as the demand increases. One
field however remains, which copper is bound to maintain as its
own, namely the construction of insulated electrical conductors.
Experiments have already been made on a large scale with bare
conductors of aluminium for telephones, &c. ; and the British
Almninium Co. are using it in this manner at their Foyers works
with perfectly satisfactory results, its conductivity weight for
weight being double that of copper. But when the mains have to
be insulated, copper is absolutely unapproachable, on account of
its greater conductivity volume for volume, which is 165 per cent,
of that of aluminium. Besides the advantages set forth above,
aluminium is not poisonous, and is pre-eminently adapted for the
manufacture of cooking utensils. On the other hand, tin ware is
not particularly cheap in the long run, for it is constantly wearing
out ; cast-iron is heavy and brittle ; and copper requires to be
frequently re-tinned in order to avoid all danger to health.
Inasmuch as an aluminium saucepan costs no more in the first
instance than a copper one, weighs much less, is perfectly innocuous,
and does not periodically need a fresh inside, it is not surprising
that the employment of aluminium in kitchens and canteens
is spreading rapidly.
A steady demand for aluminium is springing up in various kinds
of printing processes, as well as in lithography. The metal appears
to answer admirably for the construction of rollers used in calico
printing ; and when its surface is properly prepared, it is also
capable of replacing the ordinary lithographic stone. It can easily
2 M 2
356 ALDMEOTM. JuLY 18S8.
be imagined that, instead of having cumbrous and heavy stones,
■which can be printed only on special slow-running " litho "
machines, it is fiir better and cheaper to use thin sheets of a metal
which can be bent into a circular form and printed on rotary
presses.
Bicycles of all kinds, electric-light fittings, chains, bridles,
stirrups, surgical instruments, sextants, and other scientific apparatus,
keys, cigar cases, pen and pencil holders, toilet articles, plates and
dishes, spoons, forks, frames, name-plates, door furniture, hat and
coat pegs, boot-trees, fire-engine fittings, business and visiting cards,
photographic cameras, &c., are a few of the things that are being
daily made in aluminium by various firms, as illustrated by the
photographs, Plates 70 to 72 ; and all these articles should be sold
at the same price as if they were composed of brass.
There are other instances where aluminium should economically
replace commoner metals than copper or brass. Wherever a great
deal of dead weight has to be continually moved about, the cost
of motive power, for which there is apparently no return, is serious ;
and if this unremunerative weight can be reduced to one-third of
its present amount, in the course of a year or two the saving in
power will more than compensate for the greater initial outlay.
Thus frames for cabs and motor-cars have already been made
in aluminium ; and though in England experiments have not yet
been tried in this direction, aluminium railway-carriage frames are
under review in France. Especially for motor-cars should there be a
large field here for aluminiimi. A further demand for the metal
will be brought about by its introduction into the military services.
All parts of the soldier's equipment have practically been made
already in aluminium : such as mess tins, water bottles, buttons,
helmets, parts of rifles, cartridge cases, fittings for guns, tents,
horse-shoes, portable bridges, &c. Nothing much has yet been done
in England in this direction ; but it is well known that continental
armies, notably that of Germany, are employing aluminium on a
large scale.
One of the largest uses to which aluminium has been applied is
in metallurgy, where its valuable metallurgical properties were
July 1898. ALUMINIUM. 357
discovered and utilised. It is common knowledge among steel
makers that ingots often turn out spongy at the top ; and when
particularly good ingots are required, the faulty portion is cut off and
melted over again. By the addition of a very small proportion
of aluminium to iron, steel, or brass, either in the mould or in the
ladle, the foimder can be quite certain that the ingots will be solid
all through. When used in this way, aluminium has the peculiar
virtue of instantly liberating all the gases contained in the metal, and
of keeping it fluid for a longer period, so that by the time the casting
solidifies, the gases have had an opportunity to escape. In almost all
steel works, and in all the principal foundries, aluminium is now
being employed ; and reports from some of these state that the
result is a reduction in the wasters by 80 or 90 per cent. In
this case aluminium does not actually replace any other metal, but
by its own special qualities is useful as a means of improving
physically and chemically some of its older rivals and friends.
Aluminium in Shipbuilding. — The use of aluminium in shipbuilding
is growing rapidly, on account of the almost inestimable advantage
of its great saving in weight. Four or five years ago a small canoe
was made on the Thames of two sheets of aluminium stamped
and riveted together. In 1892 Messrs. Escher Wyss of Zurich
constructed a small launch entirely of aluminium, driven by a
naphtha motor ; and in the following year they built for Mr. Nobel
another larger vessel, Fig. 19, Plate 73, which has been in use
ever since, and is now on one of the Swedish lakes. During
1894 and 1895 the author had on the Thames between Windsor
and Maidenhead a similar vessel, which is now at work at
Foyers. A much more ambitious attempt was made by Messrs.
Yarrow in 1894. By request of the French government they built
of aluminium the whole of a second-class torpedo-boat, Fig. 20,
Plate 73, 60 feet long by 9 feet 3 inches beam. This boat
weighed in full working order, but exclusive of armament, only
9^ tons ; and attained during a run of two hours, carrying a load
of 3 tons and with engines indicating about 300 H.P., a mean speed
of 20^ knots — an advance of 3^ knots over all previous records.
358 ALUMINIUM. July 1898.
Several yachts, including the " Vendenesse," were also constructed
at the same time ; but they do not seem to have been a real and
permanent success, owing probably to the adoption of an unsuitable
alloy. As pure aluminium was not strong enough alone, it was
thought better to use an alloy containing about 6 per cent, of copper
in the construction of some of these boats. This alloy possesses a
tensile strength of 14 tons per square inch ; but, as already stated,
this material is absolutely untrustworthy in sea water, owing to the
rapid corrosive action set up between its two ingredients. Moreover,
although nobody would dream of employing any other metal than
copper for plating sea-going vessels unless it were afterwards painted,
aluminium has always been used bare, which the author considers a
mistake. If the aluminium had been protected from direct contact
with the water, it would have lasted much better. Unfortunately
this comparative failure has materially discouraged the adoption of
aluminium in shipbuilding ; and although it is now well recognised
that the pure metal, and several of its alloys which do not contain
copper, stand the action of salt water better than iron or steel, some
time is likely to elapse before these premature tests are forgotten.
Eventually however, when further experiments have been carried
out, there is no reason why a suitable alloy should not be adopted
which, when properly used and protected from direct contact with
sea water, would resist corrosion as effectually as the majority of
materials now employed in shipbuilding. These remarks refer only
to the keel and other parts of the vessel below water, and chiefly to
such craft as are to navigate the open seas.
For all internal work aluminium is perfectly safe ; and it is
specially suitable for adoi)tion in the navy, where the presence of
wood and other inflammable material should be discouraged as much
as possible, lest it lead to fires during action. In all boats sailing
on fresh or inland waters the corrosion is less ; and when portability
is desired, as in the case of expeditions to little known parts of the
world, even if the aluminium do suffer corrosion, this is of trifling
moment in comparison with the advantage of smaller weight to be
transported. For instance Messrs. David White of Glasgow have
recently constructed an 18-foot boat for a party going to Klondyke,
July 1898, ALUMINIUM. 359
weigliing only If cwt., wliich is wholly composed of aluminium,
even to the rivets, nails, bolts, and nuts. It is made in sections
which pack into one another ; and the whole can be put into a box.
Messrs. Forrestt and Son of Wivenhoe have also furnished a flotilla
of two launches and a barge, Plate 74, for Major Gibbons'
trans-African expedition which started in May. The vessels are
built in sections on the Hodgetts principle, each piece measuring
about 6 feet 6 inches by 3 feet 9 inches and weighing less than 120 lbs.,
so that two natives can easily carry one between them by means of oars
on their shoulders. The chief peculiarity of these boats lies in the
interchangeability of the twenty sections composing the fleet. The
different pieces can be put together in a variety of ways, forming
three separate boats of such sizes as may be most convenient at the
moment : it is possible to have either two 26 -foot launches and one
22^foot barge, Fig. 21; or one 44^-foot launch and two 15-foot
barges. Fig. 22 ; or one 37-foot launch, one 22^-foot barge, and one
15-foot barge, &c. One launch is fitted with an awning, the other
carries a mast and sail. Fig. 21.
Discussion.
Mr. EiSTORi exhibited a large collection of specimens of aluminium
manufacture, including boiler tubes, trays, bolts and nuts, nails,
screws, wire, door bolts and sockets, hinges, curtain hooks, flanged
joints, bicycle joints, cycle tubes of rectangular and oval and D
section, perforated sheets, railway door-handles, hand-rail and hat-
rail brackets, and gun-metal joined to aluminium. (Plate 70.)
Specimens of flanging in aluminium were shown by Messrs.
Yarrow and Co., together with a steam dome, a blowing fan, fan
blades, angle ring, and a cylinder 10 inches diameter and 12 B.W.G.
= 0*110 inch thick, which was perfectly tight at 100 lbs. per square
inch, and had been burst by hydraulic pressure at 300 lbs. per square
inch. (Plate 70.)
360 ALUMIXIUJI. JCLT 1898.
(Mr. Ristori.)
A collection of aluminium electric-liglit fittings for sliips was
exhibited by the Edison and Swan United Electric-Light Co.,
comprising reflectors for rooms and corridors and stoke-holds,
guarded pendant and bracket, hand lamp, and lamp-holders for
electric lights. (Plate 70.)
A large aluminium casting for a motor was shown by Mr. William
Mills of Sunderland, with a variety of small articles made of
aluminium, including stirrups, hat and coat pegs, water taps, fishing-
rod winches, corkscrews, brackets, railway door-handles, ship-cabin
fittings, electric-light fittings, &c. (Plate 70.)
Mr. Bryan Donkin, Member of Council, considered this was a
most interesting paper on a most important metal, and its interest
had been largely enhanced by the capital collection of castings and
other specimens exhibited. In page 357 it was stated that " by the
addition of a very small proportion of aluminium to iron, steel, or
brass, either in the mould or in the ladle, the founder can be quite
certain that the ingots will be solid all through." It would be
useful to know the percentage more closely, say by weight. Perhaps
the President from his experience in the Midland Eailway works
could state the best percentage to add. As to the indefinite statement
in page 352 that " aluminium can be forged hot or cold ; preferably at
a temperature which causes a hard wooden stick to smoko when
pressed against the metal," it would be of more value if the actual
temperature could be given.
Mr. John I. Thornycroft, Member of Council, had not yet had
sufficient experience with aluminium to justify him in saying more
than that he was sure the details furnished in the paper would be of
great service.
Mr. George D. Hughes asked whether aluminium stood the
friction when used for shafting ; and whether its tensile strength was
sufficient to ensure safety when it was used for the frames of bicycles,
cabs, or motor-cars.
July 1898. ALUMINIUM. 361
Mr. F. J. E. Cakulla tad met with statements, apart from tlie
paper, as to some of the disadvantages of aluminium, especially in
its application to surgical instruments. It had been said that
mercury formed a sort of amalgam with aluminium, which completely
destroyed the latter ; aud he should be glad to know whether that
objection was really valid. It was true that mercury was a metal
not likely to come in contact with aluminium under ordinary
circumstances ; but mercury was coming more and more into use for
various chemical purposes. For instance, the electrolytic manufacture
of soda brought mercury into prominent use at the present time : and
inasmuch as mercury was already used largely for gauges and other
instruments in which it might come into contact with aluminium, it
would be well to ascertain its action upon aluminium, if the latter
were also coming extensively into use. In surgery he understood
that even the contact of aluminium with corrosive sublimate or
bichloride of mercury was sufficient to produce the destruction of
the aluminium ; but he had made no experiments yet in this
connection, and should consequently be glad to learn whether this
was actually the fact, [See page 372.]
Mr. E. W. Donovan had been informed, with regard to the use of
aluminium for constructional purposes, that it had the property of
flowing, like pitch, only in a less degree. If a small weight, say a
penny laid flat, were put on the top of a lump of pitch, it would in
the course of time gradually sink through. He should be glad to
know whether it was really a fact that aluminium had somewhat the
same property ; and whether any experiments had been carried out
for ascertaining to what extent it would suffer deformation under
prolonged application of a load well below its working strength.
Mr. William Sisson recognised the great value of the paper to
ongineers interested in the use of aluminium for constructional
purposes, especially for the moving parts of high-speed engines. In
page 351 it was stated that the metal was melted in sand or in iron
crucibles ; and he should like to know whether the ordinary plumbago
crucibles of brass foundries could be used ; and if not, why not.
362 ALTDIINIUM. July 1898.
(Mr. William Sisson.)
AVith regard to the tensile strengtli of castings made from " No. 6 "
alloy (page 353), he had made an attempt some three years ago to get an
aluminium casting for the low-pressure piston of a high-speed engine,
and obtained three castings from firms who undertook to give from
10 to 12 tons tensile strength per square inch. The precaution had
been taken of stipulating that a test-bar upon the casting of the
piston should be sent to him undetached, so that he might be certain
of its having been cast at the same time as the piston. On cutting
the test-bars off and testing them, none of the three gave a higher
tensile strength than from 6 to 6^ tons per square inch, with
practically no elongation and no reduction of area ; all three broke
short. He had consequently been compelled reluctantly to give
up the idea of using an aluminium piston ; and had been obliged to
make the low-j)res6ure piston of forged steel instead. If it had been
possible to get a tensile strength of anything like 12 tons per sqiiare
inch, he should have ventured to try an aluminium piston. He should
be glad to know the tensile strength and elongation of the " No. 6 "
alloy, which was so remarkably light, having a specific gravity of
only 2-9. In page 354 were given the tensile strength and the
elongation of rolled sheets or rods made of two of the light alloys ; and
the same information was wanted in regard to castings. He desired to
support the request already made (page 360) that some information
should be given as to the percentage of aluminium to be added to
iron, steel, or brass, for the production of sound solid castings. For
some years he had been accustomed to use nickel for the purpose of
solidifying iron castings, and had found it highly successful.
Mr. William Powrie had no doubt that those who were at
present compelled to use lithographic stones would be very glad if
aluminium should turn out to be capable of replacing them (page 355) ;
but from past experience he was rather sceptical about this. As
to discarding the present slow-running lithographic machines and
substituting high-speed rotary machines, doubtless this could be
done, provided the metal plates could be made to do what the stones
now did. Many attempts had been made during the last thirty years
to employ rotary machines for lithographic printing ; but up to the
July 1898. ALUMINIUM. 363
present they had been a failure, so far as the use of stones was
concerned. Attempts had been made to print from zinc plates in
rotary machines, and in some cases successfully ; but hitherto the
zinc plates had been dealt with quite as effectively on the ordinary
flat-bed machines as on the special rotary machines which had from
time to time been introduced for the purpose. The real difficulty,
he thought, in printing from zinc plates was that the impressions
were not equal to those from the lithographic stone ; and although
some printers had been able to do fairly well with them, the
majority could not do so well. Many had tried them with the
honest endeavour of making them a substitute for the lithographic
stone, but had quite failed, except for the commonest work. If an
aluminium plate was more efficient than one of zinc, no doubt it
would be a great boon to printers ; but there was a property in the
lithographic stone which it was not easy to get in any metal plate.
The lithographic process necessitated the ink or colour going into
the body of the stone to a certain minute extent, so that the greasy
ink adhered to the stone, and repelled the water which was used for
damping the stone in printing. To get this effect with metal plates
wa£ exceedingly difficult. At the present time a good deal was heard
about what was being done in printing with aluminium plates in
America ; and when English printers coxild handle them as effectively
as Americans, no doubt they would bring about a partial revolution
in lithographic printing. A waiting attitude he was afraid would
have to be adopted for some little time, before any good practical
result could be obtained by printers here. In this country so far as
he could see the process was at present entirely in an experimental
state ; but so far as machines were concerned, engineers would be
both able and ready to supply whatever were necessary for enabling
printers to produce from metal plates what they were now producing
from the lithographic stones.
Mr. E. K. DoLBT drew attention to the statement in page 355 that,
by the substitution of aluminium or one of its light alloys in place of
copper or tin or nickel, not only would there be a considerable
reduction in the weight of the articles, but they would not tarnish or
364 ALUMINIUM. July 1898.
(Mr. E. R. Dolby.)
turn black on exposure to air. The aluminium figure however,
surmounting the Shaftesbury memorial fountain in Piccadilly Circus,
London, which when originally jiut there in 1893 had been admired
for its bright shining appearance, was now almost as black as soot ;
and he asked how it was that in this instance the anticipation held
out in the paper did not appear to be realised in practice.
Aluminium fittiags had also been extensively used in a large
building in Chicago, called the Marq[uette, where similarly
unsatisfactory results had ensued.
Mr. H. C. Sanders had once had a peculiar experience in making
experiments with a series of aluminium alloys. When trying an
alloy of one part of aluminium and nine parts of tin, he had cast a
small ingot measuring 9 inches long, 1 inch wide, and ^ or f inch
thick, and had carefully rolled it down to a thickness of about 1-1 6th
inch. When rolled it was highly ductile, seemed to be tough, and
had every appearance of being a nice useful metal. Not wanting to
use it at the time however, he put it away in a cupboard. A year or
so afterwards, wishing to test the material for some work, he found
on taking it out of the cupboard that it had become as brittle as an
eggshell, and that he could easily break it with his fingers. The
reason of this he did not know, and he hoped the author would be
able to enlighten him. The fact appeared to him to indicate that in
making alloys of aluminium care should be taken to test them by
process of time, as well as by the actual work they would stand when
fresh made.
Mr. Jenneb G. Marshall asked at what stage the soldering of
aluminium had now arrived, and what was the mode of procedure.
In lighthouse work he had had to solder similar frames of aluminium
and of gun-metal or brass. A special solder was supplied for the
aluminium ; but he had found that it was far easier and quicker to
solder gun-metal than aluminium.
Mr. John Barr wished to know why it was necessary that the
closed ingot moulds, in which slabs were cast for rolling, should have
July 1898. ALUMINIUM. 365
a perfect macliined internal surface (page 352). Also whether the two
aluminium bronzes or heavy alloys, of which the tests were given in
page 354, were rolled or cast ; because mention was made of the
strength and elongation of only one of them when cast, and it would
appear that this was strongest. From aluminium alloy which he
had tested he had been able to get a tensile strength of only about
6 tons per square inch. Having tried it for piston rings in a water-
pressure engine, he had found that in a short time it became brittle
and went all to pieces. He should therefore like to know whether
any improvement had been made in these alloys recently, and how it
had been brought about.
Mr. "William Mills thought it was desirable to guard against the
mistake of imagining that aluminium was suitable to be used for all
purposes alike ; there were some for which it was not fitted at all,
though there were many for which it was eminently suitable. The
alloys could be used to great advantage in place of the heavier
metals, being quite as strong and only one-third the weight and also
stiffer in many instances. The shrinkage was stated in page 349 to be
about three times that of ordinary gun-metal ; but having made
aluminium castings of all sizes, from the smallest up to 8 feet in
length, he had found that some of the aluminium alloys gave
exactly the same shrinkage as brass or gun-metal : that is, taking
shrinkage to mean the difference between the size of the pattern
and of the article when cold, the aluminium castings shrank exactly
the same as brass castings, up to as much as 8 feet in length of
casting. With regard to machining, he had found that some
of the alloys could be machined qiiite as readily as brass ; and
he presumed it was pure aluminium with which some difficulty
appeared to have been experienced in turning (page 352). Besides
the heavy alloys, containing from 1 to 10 per cent, of aluminium
(page 353), he had found an alloy containing a much higher percentage
which gave good results in tensile strength. Even with castings
having a specific gravity of 3 or 3 • 2, a tensile strength of as much
as 20 tons per square inch could be obtained, but with practically
only 2 per cent, elongation or less, down to almost nothing. The
366 ALCMINIUII. July 1898.
(Mr. William Mills.)
particular recommendation of " wolframiniura " and " romanium "
(page 353) had reference he presumed to these alloys being more
suitable for plates &c., as he believed they were ; in his own
experience he had not found them so good for castings as the more
ordinary alloys, even the " No. 6 " (page 353), which he believed was
now largely used throughout the coimtry for castings, but would
be of no use for plate rolling. There were several different alloys,
having a little higher specific gravity, which gave a higher tensile
strength than these two that were particularly recommended ; but
certainly these two gave better results in tensile strength than pure
aluminium. As to aluminium articles being produced as cheap as
similar goods in brass (page 356), he differed from the author ; but
there was no doubt that when aluminium articles were substituted
for electro-jjlated copper, brass, or nickel, the cost was less, on
account of aluminium not requiring electro-plating, and thus saving
the cost ; but at present they could not be produced so low in price
as ordinary finished brass goods. Moreover if no more finish were
put on aluminium than was jiut on brass, it would look too paltry.
In the finishing of aluminium every mark had to be got off its
surface ; but in the case of brass — for instance, the ordinary brass hat
and coat pegs — though they might look well enough at a distance, yet
if examined closely it would be seen that they had been dipped and
lacquered over to hide all their faults. "With aluminium however
this unfortunately could not be done. With regard to the use of
aluminium in shipbuilding, he had cast a number of bedplates for
electric-lighting engines, six of which were on board torpedo-
catchers in the navy. It was over two years since they had been
fitted, and he had not been asked either to take them back as old
metal or to replace them ; their guaranteed tensile strength was 10
tons per square inch, and he thought it was quite possible that some
other parts of the engines might fail before these did. For steam
launches also he had cast a large number of bedplates in aluminium.
Many of the castings made of aluminium, though thin, were
exceptionally strong ; but when an unusually large casting had to be
made, the same alloy would not do as for smaller sizes. There was
still a great deal to be found out with regard to aluminium, for it
July 1898. ALUMINIUM. 367
was quite a new industry. It must be remembered that in 1856 the
price was £20 per pound weight ; whereas now it was Is. Sd. per
pound, and castings could be made for 2s. per pound, as compared with
8d. per pound for the same castings if made in brass. Aluminium
therefore was now competing closely with brass goods. It was not a
bearing metal however ; its surface did not wear well enough for this
purpose, and would soon work gritty. In simple cases where he had
tried it as a bearing for a shaft revolving at a moderate speed, using
a specially hard alloy, it had answered well ; but not for high speeds.
Tin alloyed with aluminium he had never found to be of any use ;
and the same remark applied also to certain other metals when
alloyed with aluminium.
Mr. T. BuDwoRTH Shaep believed the deterioration of the strip
of aluminium alloy rolled by Mr. Sanders and then put by (page 364),
and also the failure of Mr. Barr's piston rings (page 365), were alike
due to a peculiarity pertaining to many alloys : namely that, if the
alloy were cold-rolled or cold-drawn and then put by without
annealing, the two metals would in time alter to a certain extent the
mechanical nature of the alloy, probably by an alteration in the
arrangement of their particles ; whereas, if the alloy were annealed
after being cold-rolled or cold-drawn, so as to take out all of what
might be called the mechanical hardness, which he considered to be
due to a strained or unnatural arrangement of the molecules, no
alteration would take place. In both those instances the rolled
alloy had presumably been put away hard ; whereas the bedplates
mentioned by Mr. Mills (page 366) were simply castings, and
therefore there was no mechanical hardness in them. This he
thought accounted for the difference in the results. The same
occurrence was seen in certain alloys of brass : in one case the brass
generally went rotten, and in the other it did not. Whenever certain
alloys had been mechanically hardened, annealing was necessary for
settling their particles to rest.
Sir William H. White, Vice-President, said that in the use of
aluminium for shipbuilding, and to some extent for certain other
3G8 ALUMINIUM. July 1898.
(Sir William H. White.)
departments of marine engineering, tliere Iiad as yet been little
experience in the navy, except through the enterprise and efforts of
private shipbuilders who had been engaged on Admiralty contracts.
Some of those efforts had been alluded to by Mr. Mills (page 366) ;
and he wished to say that he had not heard of any catastrophe
happening to any of Mr. Mills' work with this new metal. Thanks
in a great measure to the kindness of Mr. Yarrow — who if he had been
present could have spoken for himself — he had had an opportunity
of watching closely what had been done in the use of aluminium
alloys in torpedo-boat building. He had also obtained a fairly
complete amount of information, partly from personal observation,
of what had been done in the French, German, and United States
navies. He entirely agreed with Mr. Mills that engineers must be
prepared to recognise that aluminium was a new metal, which had
only recently been produced in moderately large quantities, and of
which the experience was as yet exceedingly limited. No doubt
aluminium had suffered greatly, as had been the case in other
instances, from the unwise advocacy of those who claimed for it all
the virtues, and said nothing of its faults or difficulties. When it
first came into use for shipbuilding, it had been said that it
would be incorrodible in sea water, that it would be marvellously
light in relation to its strength, and that there were to be no troubles
whatever as to its durability and its behaviour in the futuie. But
what were the facts ? In order to get a material which would have
the strength and durability suitable for shipbuilding, an alloy
of copper and aluminium was used, which in practice had proved
to be anything but incorrodible in sea' water. In addition to
the vessels mentioned in the paper, the largest vessel in which
aluminium had been employed to a considerable extent was the
American yacht " Defender," which was built to sail against the
English representative yacht " Valkyrie." With their usual skill,
the Americans set out with the sole object of producing a vessel
which should win the race ; it did not matter to them what the yacht
cost or how long it lasted, if only it was sure to win the race.
Practically therefore the whole of the upper part of the vessel,
except the decks, was made of aluminium, and the skin of the vessel
JL-LY 1898. ALUMIXIOr. 369
was made of manganese bronze ; the frames were of steel, and there
were all sorts of internal devices for securing lightness with strength.
With that vessel, as with the Frencli yacht " Vendenesse," and with
the Yarrow torpedo-boat built for the French navy, it was found that
nfter a brief jjeriod of service it reached a stage which had been
graphically described as " galloping corrosion." The author's
statement in page 358, that aluminium employed for shipbuilding had
always been used bare, he thought was a mistake. As a matter of fact
Jie knew it was not so in the " Vendenesse " or in the " Defender " ;
and from his own observation he could say it was not so in a large
j)ortion of the Yarrow torpedo-boat. Eut what had been proved was
that coating compositions, which from long experience had been found
effective in protecting steel or iron from corrosion when exjiosed to
sea water or to salt-water spray, were not equally useful when
applied to aluminium alloys. In certain instances red lead had been
used as a coating, with anything but successful results. In other
instances the compositions had not adhered to the aluminium alloy.
Apart from laboratory experiments, whatever had been tried so far
in practice had failed to secure freedom from serious and rapid
corrosion of aluminium alloys in those parts of vessels that were
exposed to salt water. This was of course a serious matter. There
were circumstances under which durability and cost of maintenance
might become of secondary importance ; but ordinarily it was not so.
It was stated in page 358, and he thought with perfect fairness, that
pijre aluminium, and several of its alloys which did not contain
copper, would stand the action of salt water better than iron or steel ;
while most of the alloys which had so far been produced and used
had been corrodible. So far as experience had gone, he thought
there was almost positive proof that the corrosion in the alloys had
almost invariably been associated with galvanic action ; that was a
condition of things which of course was not peculiar to alloys of
aluminium. But the pure metal itself had not the requisite strength
for the purposes of shipbuilding. Some suitable alloy must therefore
be found ; and he had no doubt it would be found, as anticipated by
the author himself in page 358, where all that he was now saying was
admitted. This was a jn'oblem for metallurgists, and its solution
had not been reached yet.
2 N
370 ALUMINIUM. Jl-LY 1898,
(Sir William H. White.)
In shipbuilding the advantages that could be gained by using
a material so light in relation to its strength vfere enormous.
The apparent gain of 3^ knots in speed in the Yarrow torj^edo-boat
(page 357) was not all due to aluminium : it was partly due
to other causes. The gain in lightness was largely due to
the use of aluminium. That vessel was not wholly built of
aluminium : Mr. Yarrow was too careful an engineer to go so far.
In those parts of the upper deck which were near the uptakes from
the boiler furnaces, steel plates were used; and all who had had
experience with aluminium he thought would be disposed to say
that this was a wise precaution, and that it was not desirable to use
aluminium under circumstances where it might reach a temperature
so high as to aifect its strength seriously. Another condition
pertaining to the use of aluminium was that the alloy which had
been chiefly used hitherto possessed only moderate ductility.
Although it was desirable that a vessel should be constructed of a
material jiossessing high elasticity, yet a good portion of the
structure of a floating vessel must be prepared to resist shock ; and
it was here of course that ductility came in so advantageously. So
far as he knew at the present time no alloy of aluminium had been
produced whicb he would himself undertake the responsibility of
using for the outside skin of a large vessel. There was not the least
doubt however that these difficulties would be overcome. Time
must be given. Wonderful progress had already been made ; for it
was only about four years ago that Mr. Yarrow had built his
torpedo-boat, for which at that time he could not get the material in
this country. One of the most interesting points in connection with
the present paper was that it contained statements which showed
that already aluminium was available in a commercial form for those
who wished to use it for suitable purposes. With regard to its use
for the internal fittings of ships (page 358), the Germans had made
many experiments ; and from the latest German authority whom he
had consulted he had learned that even for internal fittings the high
conductivity of aluminium had necessitated some non-conducting
material being put upon its surface, wherever there was any source
of heat within short distance of a bulkhead. Experience alone
July 1898. ALUMINIUM. 371
could decide jDoiuts of this kind. For his own part lie looked
forward to the time when aluminium in some form or other would
become largely available for many constructional purposes. There
could be no doubt that the incidental advantages which must result
from the employment of a material like aluminium, so light and so
strong, would do much to advance ship construction and marine
engineering also. In Germany he had seen applications of
aluminium alloys in the construction of quick-running engines, not
in pistons, but in the central portions of piston valves, and in many
other moving parts ; these had been skilfully carried out by the
makers withoiit running undue risks, because they, like Mr. Mills,
had to stand by their bargains and to replace anything which
failed.
The President said in the present discussion a good deal had
been heard with regard to the failures of aluminium ; but there were
no doubt many suitable directions in which aluminium might be put
to use in the future. In the works of the Midland Eailway there had
not yet been much experience of the mixing of aluminium with
other metals. About three years ago he had not been able to get
perfectly sound steel castings for engine wheels or any other wheels.
Today however, by the admixture of a small proportion of
aluminium with the Siemens-steel castings, sound castings could be
obtained ; and there would be seen in the shops this afternoon
magnificent specimens of sound cast-steel wheels supplied from
various steelworks. Wrought-iron he was sure would soon become
obsolete for the larger and heavier wheels of locomotives. At all
events the use of a small proportion of aluminium had been found
successful. Three years ago he should not have dared to use steel
castings for wheels ; but today he had the utmost confidence in them.
All the engines were now being fitted with them.
The Members he was sure had listened to the discussion with
much interest, and would be glad to join in a hearty vote of thanks to
Mr. Eistori for his paper ; and they were also greatly obliged to Sir
William "White for giving them so clearly his own experience as to
the employment of aluminium in the navy.
2 N 2
372
ALUMINIOI.
July 1898.
Mr. P. E. Owens wrote that Le had tried aluminium wire, of
Xo. 16 wire-gauge = 0*065 inch thickness, for certain pneumatic
mechanisms, where it was necessary to have leather nuts on
the wires. Each wire passed vertically through a hole in a rod R
of dry yellow pine, and the leather nut N was screwed upon
it underneath, up against the under side of the rod, as shown in
Fig. 23. In six weeks every wire was corroded through at and
about the nut, as shown in Fig. 24, with the result that the free ends
Fig. 24.
After.
1*1
dropped off, and the wires had to be replaced by a more suitable
material. The nuts were made of leather of the same quality as that
used for driving belts. The wire was used in an atmosphere only
fairly dry, such as might be observed in large public buildings.
Although there was a gas engine in the vaults below, there was no
known access for the fumes from it to where the aluminium wire was
used ; the vault was arched and concreted, and had a door opening
to the outside air. It was therefore to the tannic acid in the leather
that he attributed the corrosion ; and he had since ascertained that
special leather was now manufactured, free from any acid components,
so as to avoid such action upon the wires.
Mr. F. J. E. Carulla wrote that the question he had jmt
regarding the action of mercury upon aluminium (page 361) had
received an added importance from Sir William White's reference
(page 360) to the application of anti-fouliug paints for coating the
JCLT 1S98. ALUMINIUM. 373
surface of alumiuiiim alloys immersed in sea water. When it was
remembered tliat some of the anti-fouling paints contained mercury,
it would be seen how important it became to know absolutely how
the two metals, aluminium and mercury, behaved in relation to each
other. Having since been fui*nished by the kindness of the British
Aluminium Co. with some thin aluminium sheet or foil, only
0'0025 inch thick and of a purity of 99*6 per cent., he had
performed the three following experiments therewith. First, a
globule of mercury was left in contact with a piece of the aluminium
foil during a whole night, without any effect being observed ; that is;,
there bcemed to be no interaction between the two metals. Second,
a few grains of corrosive sublimate or bichloride of mercury were
placed on another piece of the foil, and also left overnight in contact
with it. In the morning it was found that the corrosive sublimate
had effloresced, a marked change being apparent ; and the aluminium
foil was perforated in several places, leaving no doubt as to
interaction having occurred. Third, water and a little common salt
were added to the mercury and aluminium in the first experiment ;
and in a few minutes a reaction set in between the two metals, and
amalgamation was evident at several points. These crude experiments
seemed to leave no doubt that care should be taken not to bring
aluminium into contact either with mercury or with its compounds,
at least not with corrosive sublimate ; for, although when dry there
seemed to be no interaction between the two metals in their free
state, yet, inasmuch as this could be brought about by moisture and
common salt, it was evident that caution was necessary.
Mr. EiSTOEi wrote that he was not able to state any exact
percentage of aluminium for foundry work generally (page 360).
At the Milton Works 1 in 1,000 was considered the most suitable
proportion ; but possibly different proportions had been adopted
in different works. The temperature suitable for forging had been
indicated as expressed in page 352, in order that the workmen might
have an easy and simple way of ascertaining it.
For shafting (page 360) he should not advise the adoption of
pure aluminium ; but he had no doubt some of its alloys would be
374 ALUMINIUM. July 1898.
(Mr. Ristori.)
useful for this purpose. A large number of frames for bicycles and
cabs or motor-cars had already been made of aluminium or one of its
light alloys, with great success (page 356).
The statement was quite correct (page 361) that aluminium was
somewhat affected by mercury.
Aluminium did not behave like pitch (page 361) ; nor did it
suffer deformation under a load -nell below its working strength, but
stood such a prolonged strain as well as any other metal.
For steam-engine pistons (page 362) he would suggest a trial of
" wolframinium " or " romanium " (page 353), either of which he was
sure would answer the requirements. For melting aluminium it
was quite safe to use the ordinary plumbago crucibles of the brass
foundry, provided they were clean. The casting alloy Xo. 6 would
have a tensile strength of 8 to 12 tons per square inch, but with
little elongation ; it was useful for casting only, and could not be
rolled.
Of lithographic aluminium plates (page 362) a large number
were now in use, and he understood from the users that they found
them more advantageous than stones.
The aluminium figure over the fountain in Piccadilly Circus
(page 364) he had no doubt was only covered with London soot ;
with proper care and occasional cleaning it should have remained
bright. In several instances aluminium had been used for roofs with
complete satisfaction.
The alloy of 10 per cent, of aluminium with 90 per cent, of tin,
tried by Mr. Sanders (page 364), was no doubt not a satisfactory
one. Experience alone would teach which alloys were the best and
most durable.
Soldering (page 364) was also a matter of experience. In many
instances most satisfactory joints were now being made with great
ease ; and there was no reason why with experience and time
workmen should not be able to solder aluminium as well as they did
any other metal.
It was advisable that the internal surfaces of the ingot moulds
should be well machined (page 365), in order to make the subsequent
rolling much easier, and to avoid bad spots in the rolled sheets. All
July 1898. ALUJilNiUJr. 375
the tests of aluminium bronzes referred to castings ; rolled aluminium
brass was mucb stronger. The unsatisfactory test mentioned by
Mr. Barr was due he expected to his not having used the best alloys
that were now known.
As regarded the painting of aluminium for shijjbuilding
(page 369), he had recently been informed that experiments
extending over the last three or four years with a special composition
had proved quite successful. If properly painted, there seemed no
reason why aluminium should not stand sea water as well as other
metals now largely used in shipbuilding. The imi)ortant statement
of Sir William White (page 370) — that in shipbuilding the advantages
which could be gained by using a material so light in relation to its
strength were enormous — led to the hope that experiments in this
direction on a large scale would be undertaken at an early date by
the Admiralty.
With the remarks of the President (page 371), and also with
those of Mr. Mills (page 365), he wished to express his concurrence ;
and he agreed with Mr. Owens that the corrosion of the aluminium
wire he had tried was probably due to some chemical (possibly soda
or potash) in the leather used with it (page 372).
376 Jui.T 1898.
NAEEOW-GAUGE EAILWAYS,
OF TWO FEET GAUGE AND UXDEK.
By Mr. LESLIE S. EOBERTSOX, of London'.
The circumstance tliat tlie Members of the Institution are to have
the opportunity, through the courtesy of Sir Arthur Percival Heywood,
Bart., of inspecting an interesting example of a very Xarrow-Gauge
Line of his own design, for which all the details, mechanical and
otherwise, have been carefully thought out by its designer — and the
coincidence that this meeting of the Institution is being held under
the presidency of one of the leading locomotive engineers of this
country — render the present a favourable opportunity for bringing
before the Institution some facts in connection with this class of
Light Eailways. The v/hole subject of light railways cannot be
treated within the limits of the j)resent short paper, which is confined
to narrow-gauge railways of two feet gauge and under : although
the author is personally of opinion that the circumstances which
would justify the adoption of a gauge under two feet must be of
an exceptional character. Comparatively few engineers realise the
capability of narrow-gauge railways, and the saving that can be
effected by their adoption, when applied to large industrial
undertakings. Several instances have come under the author's
notice, where the judicious adoption of light narrow-gauge lines,
such as those dealt -n-ith in this paper, has resulted in considerable
financial benefit to those concerned in them.
ReAsons far adoption. — Narrow-gauge lines of this class may be
roughly divided into two categories : — first, where the work to be
done is of a jicrmanent and constant nature, enabling the line to be
laid down as a fixture ; and second, where the work is of a temjiorary
character. Under the first headmifjht be included lines for industrial
Jui-Y 1898.
NARROW-GAUGE RAILWAYS.
377
purposes, and tlie ordinary permanent liglit narrow-gauge railways ;
under the second head, military lines, contractors' lines, and so forth.
These little railways enable materials to be transported from one
place to another with a minimum expenditure of jiower and money ;
but it must be borne in mind that, like every other mechanical
appliance, in order to be efficient they must be properly designed for
the purposes they have to fulfil, and must not be a heterogeneous
collection of rolling stock picked up at random, nor be treated as a
standard-gauge line on a small scale.
The reduction effected in the power necessary to move any weight
is clearly illustrated by the following figures, which represent a fair
approximation to the power necessary for drawing a load W : — on a
bad road O'l W; on a good road 0-03 W; on rails 0-006 W.
These figures show that on a level about five times the power req[uired
for traction on rails is necessary to draw the same weight on a good
road, and nearly seventeen times on a bad road. Another formula
gives the following results, where a load of 1,320 lbs. drawn by
a horse on a level country road is taken as unity : —
TABLE 1. — Loads hauled hij one Horse.
1
Loa.l 1,320 lbs.
taken fis unity.
Country
road.
IMetalleJ
road.
Tramway.
Level ....
10
3-3
lG-7
Up 1 ill 100 . .
0-8G
2-4
5-4
Up 1 iu 30 . . .
0-7
1-8
u'~)
Up 1 in 20 . . .
0-5
0-9
1-3
Advantages. — The heavy expense of cartage over bad roads, and
of plank and barrow work, is in itself a sufficiently strong argument
for the adoption of rails, more particularly if the work has to be
done lapidly ; and yet it is surprising to notice how slow is tho
378 NAREOW-GAUGE RAILWAYS. Jlly 1898,
appreciation of tte facilities afforded by the adoption of light
railways. A narrow-gauge light railway should be viewed as a
mechanical appliance for carrying out work, which no doubt can be
done, and is being done, by inefficient mechanical api)liances but at
greatly enhanced cost. The same arguments which have led to the
substitution of labour-saving appliances, machine-tools, &c., in place
of manual labour, apply with equal force to light railways, and
should ultimately lead to their more extended adoption.
Disadiantages. — The principal disadvantages associated with
narrow-gauge lig]it railways lie no doubt firstly in the difficult
question of the break of gauge, entailing as it dees trans-shipment,
which will be dealt with later on ; and secondly in their comparatively
email carrying capacity and low speeds. Moreover, should the traffic
increase to any large extent, the light line might ultimately have to
be superseded by a standard-gauge railway; this point will be dealt
with under the financial aspect of the question.
Gauge. — "^'hen the adoption of a light railway is under
consideration, one of the most difficult questions that has to be
decided is that of tbe most suitable gauge. Narrowing the gauge
reduces the cost of construction, but at the same time reduces the
carrying and earning capacity of the line. Widening the gauge
imj)roves the carrying capacity and the passenger facilities of the
line, but increases the cost of construction. The selection of
the most suitable gauge must therefore be largely determined by
financial considerations. Again the gauge has a considerable
influence on the speed : but in most instances the circumstances
which warrant the adoption of a narrow-gauge light line are such
that speed of transit is not of cardinal imijortance. The number
of different gauges which are at present being put forward for light
lines is detrimental in the author's oi)inion to the general extension of
these lines ; and steps should be taken to settle ui^on one, or at
most two, staTidard gauges, when the ordinary -l-foot S^-inch gauge
has to be departed from. The following particulars of railways under
2 feet gauge mny be of interest.
July 1898. NARROW-GAUGE RAILWAYS. 379
Duffield BanJc liailway. — Under the circumstances of the present
meeting of the Institution it is natural that the first examples
should be the Duffield Bank and Eaton Hall railways. The problem
that Sir Arthur Heywood set himself to solve was to determine
the narrowest gauge that could be adopted consistent with efficiency,
for dealing at the lowest cost with an annual traffic of about
5,000 tons.
The Duffield Bank line is of 15-inch gauge, and was laid in the
first instance with 14-lb. rails ; but this weight has subsequently been
increased to 22 lbs. per yard, and the sleepers have been increased
from 5 inches by 2 inches by 2^ feet to Qh inches by 2^ inches by
3 feet, being spaced 18 inches to 2 feet apart. There is a timber
viaduct 91 feet long and 20 feet high, costing £1 per yard,
Plate 80. The experimental portion of the line is arranged in the
form of a figure 8, so that experimental runs of considerable duration
may be made. The curves and gradients on the line are sharp and
steep, Plates 78 and 79. The locomotives. Plates 75 and 76, embody
several features of interest, more particularly the arrangements adoj^ted
for a flexible wheel-base, Plate 77, aud for allowing the connecting-rod
brasses to turn in the straps. The rolling stock consists mainly of
small wagons, having a platform 22- feet by 5 feet, to which can
be fitted wooden sides or rims 8 inches deep, so arranged that they
can be placed one on the top of another to any desired height,
Plate 78. The passenger cars, Plate 80, are wonderfully roomy,
considering the gauge ; they include a small dining car for eight
persons, and a sleeping car.
The Eaton Hall line, built by Sir Arthur Heywood ftir the
Duke of Westminster, is also of 15-inch gauge, and similar to
the Duffield Bank railway. It is 4i- miles long, and cost, iuoluding
rolling stock, £1,309 per mile. One of the locomotives is shown in
Plate 76, and the junction with the Great Western Railway in Plate 81.
Darjeeling liailicay. — This line is of 1 foot 11^ inches gauge,
51 miles long, situated in the Himalayas. The average gradients
are 1 in 29, with 70-foot curves. It rises 6,600 feet in 40 miles.
The line was laid in the first instance with 30-lb. rails, but where
380 NAKROW-GAUGE RAILWAYS. JcLY 1898,
renewals have been necessary 40-lb. rails have been substituted. The
cars have a tare of about 1 ton, and carry a load of 3^ tons on wheels
18 inches diameter. The capital cost of the line was about £4,000
-per mile, due largely to the hilly nature of the country ; the receipts
amount to £7o0 per mile per annum, and yield a profit of 8 per
cent. Two of the locomotives are shown in Plate 83. [See page 402.]
Pithiviers Baihcay. — The Pithiviers line of 60 centimetres or
1 foot 11^ inches gauge is a purely agricultural line, constructed by
the Decauville Company for the carriage of beet in France. It is
19 miles long, and is laid along the side of a road. Originally
19-lb. rails were employed, but these are gradually being replaced
with 24-lb. rails, when renewals become necessary. The cost per
mile was about £1,550.
Caen, Dices, and Luc B.aUica}j. — This is also a Decauville line, of
60 centimetres or 1 foot IH inches gauge, and has a general
agricultural and pleasure-passenger traffic. It forms a junction with
the Western Railway of France, where the narrow-gauge line runs
alongside the normal gauge. The cost of construction, rolling
stock, telephones, &c., was £2,143 per mile, and the line pays a
dividend of about 7 per cent. Two of the locomotives are shown in
Plate 82.
Festiniog Sailway, — The Festiniog lino is perhaps the best
known light railway in this country. The initial cost was
heavy, being about £10,720 per mile, although the gauge is only
1 foot 11^ inches ; but even under this condition it pays a dividend
of over 5 per cent. Some of the locomotives emj^loyed arc of the
Fairlie pattern, weighing 24 tons, and capable of hauling a load of
20 tons up an incline of 1 in 20. The average speed is about
15 miles per hour.
Lijnton and Barnstaple Baihcaij. — Particulars kindly supplied by
Mr. Frank W. Chanter, the engineer of this line of 1 foot 11^ inches
gauge, are given in the ajipendix, pages 385-6.
JULT 1898. NAUROW-GAUGE RAILWAYS. 381
Military Baihcays. — The Frencli and German governments liave
both adopted 60 centimetres or 1 foot 11^ inches as their standard gauge
for military purposes ; and the German government has also settled
upon this gauge for all future extensions of light railways. This
has been done iu order to obtain important military advantages. In
the German field-railways the rails -weigh 20 lbs. per yard, and both
iron and wood sleepers are used ; but in France the Decauville system,
with the rails riveted to the sleepers, has been adopted. The
German locomotives are of the Fairlie pattern, weighing 15 tons in
running order, with a tractive force of 2 tons ; and the rolling stock
is preferably of bogie type. The 2-foot gauge has also been adopted
by the government as the standard narrow gauge for military
purposes in India.
Light Lilies in large Engineering WorJcs. — The use of narrow-
gauge lines in large engineering works has not received the
attention it merits. Many of the leading locomotive works, such as
Crewe, Horwich, Beyer Peacock & Co., have complete light railways
with 18-inch gauge. Woolwich Arsenal is fitted with a complete
system of narrow-gauge lines, of which the particulars given in the
appendix (pages 386-9) have been kindly furnished by the trafiic
manager, Lieut. Leggett, E.E. There is also a complete line of
22-inch gauge at Guinness's Brewery in Dublin, of which a full
description was given by Mr. Geoghegan at the Dublin meeting of the
Institution ten years ago (Proceedings 1888, page 327). Some of the
large ship-yards have also their light lines ; but generally speaking
the sums annually expended in the transport of material could be
considerably reduced by the adoption of an efficient light railway.
Permanent Way. — The construction of the permanent way, as
regards ballast, width of formation, &c., may be looked upon as
pertaining more particularly to the purely civil engineering aspect
of the question, and need not therefore be dealt with here. It must
however be in keeping with the weight of the engines and rolling
stock. The selection of the most suitable weight of rail is one
which intimately affects mechanical engineers, because on this largely
382 NARROW-GAUGE RAILWAYS. Jlly 1898.
depend tlie smoothness of running and the cost of repairs of the
engines and rolling stock, Eeducing the weight of rail has
comparatively little influence in diminishing the first cost, but lias
a decided influence in impairing the efficiency of the line as a whole,
and in increasing the exjienses of maintenance. The weight of rail
should be dependent ujion the weight per axle, and this latter should
be kept as uniform as possible. On some existing lines the weight
j)er axle is unevenly distributed, to the detriment of the permanent
way. In the vast majority of cases the weight per axle of the
carriages and wagons could with advantage be increased, thereby
adding to the carrying capacity of the rolling stock, and enhancing
the comfort of the passenger accommodation ; and the weight per
axle of the locomotives might be more evenly distributed. A safe
and handy rule for light lines is an allowance of 6 to 7 lbs. per
yard of rail for every ton carried per axle. The question as to
whether wooden or metal sleepers should be used depends mainly on
the country through which the line passes, and the conditions under
which it is working. The adoption of metal sleepers is recommended
by the author in all cases, except where local circumstances, such as
cost and climate, prohibit their use. Various methods of attaching
the rail to the metal sleepers have been adopted, such as riveting,
bolting, and different forms of clips and other attachments. The
essential features to be studied are simplicity, rigidity, absence of
repairs, and cheapness of construction.
Locomotives. — The construction of locomotives for these lines is
one of the points that will be of particular interest to members of this
Institution, from the fact that the narrowness of the gauge introduces
into the problem of their design several difficulties which are absent
from larger locomotives. Although it is incompatible with the
scope of this short paper to enter at any great length into particulars
of design, the following points may be noted. It is always desirable
to have more than four wheels even in the lightest engines, as it is
found that locomotives having only four wheels are more destructive
to the road than those with six or more wheels. This point has
been emphasised in the instance of the Duffield Bank line on which
July 1898.
NAREOW-GATJGE EAILWATS.
383
a six-w'lieeled locomotive is in use, Plate 75, as against a four-
wheeled locomotive on the Eaton Hall line, Plate 76, the latter
being found much more destructive to the road. The speed required
on light railways is usually not great, and this should be borne in
mind when the projiortions of the locomotives are being decided.
Their tractive powei- must necessarily vary with the design : the
examples in Table 2 may bo of interest.
TABLE 2. — Proportions of Locomotives in use.
c
^
tc
^
T2 (N
bb
.gcd
S •- o
O "^
Name of Railway.
Dccauvi
f, CO
§■1
o
o
Horw
Plate 81
Gorton F
1^
o "^
Gauge of railway .
ft. ins.
2 0
2 0
2 0
2 0
1 6
1 (J
Weight of rails . lbs. per yard
20
261
:50
40
30
Diameter of cylinders
. ins.
Si
91
9
11
5
7
Stroke of cylinders
. in.-.
llf
12*
14
14
6
12
Diameter of coupled wheel
3, ft. ins.
2 0
2 1*
2 8
2 2
1 a
2 0
Number of wheels .
.
four
eight
four
four
four
4 and 6
Rigid -wheel-biise .
ft. ins.
3 0
4 7
5 4
5 6
2 9
Coal capacity .
cwts.
25
30
12
..
Water capacity
galls.
760
900
380
600
25
Weight of engine
in working order
tons
81
13
141
13f
3i
8
Tractive force
. lbs.
2240
3360
3543
5000
Gross load hauled
(exclusive of engine) :—
-
up 1 in 80 . . .
tons
61
92
98
137
up 1 in 40 .
tons
I 30
45
48
66
30
up 1 in 25 .
tiiliS
16
25
27
37
Radius of curves round wl
iic!i
'
engine will pass freely
1
. . ft.
49
82
70
70
••
••
Light-railway locomotives have a greater tractive power in
proportion to their gauge than standard-gauge locomotives ; and
as the curves on light lines are usually sharp, the wheel-base must
necessarily be more flexible and also shorter.
384 NARROW-GAUGE RAILWAYS. July 1898.
Carriages and Wagons. — The rolling stock must naturally be of
various kinds, for meeting the different conditions it is required to
fulfil. Carriages may be made more roomy than would perhaps be
expected at first sight. Comfortable first, second, and third-class
carriages can be provided, holding nj) to as many as thirty passengers.
Bogie stock for passenger traffic is always to be preferred, on
account of the greater smoothness of running. The design of tho
wagons must depend on the class and quantity of goods to be
conveyed. One great point in favour of light railways over those
of the standard gauge is the low tare of the wagons, amounting in
many cases to less than one-third of the carrying capacity of the
wagon. This is an important point, because it means a larger
proportion of paying load for the gross load hauled, of which the
saving effect is felt throughout the entire life of the railway. The
breadth and capacity of narrow-gauge rolling stock are much greater
in proportion to the gauge than they can be in the standard-gauge
rolling stock.
Break of Gauge and Trans-shij^Ment. — In the vast majority of
cases, a gauge of 2 feet or under must necessitate the trans-shipment
of goods, if the smaller line is working in conjunction with a
standard-gauge railway. Much has been written on this subject ;
but it is sufficient here to remark that, as a rule, too much
importance has been attached to trans-shipment, and that, if
thoroughly looked into, it will not be found to be so serious a
difficulty. The cost does not usually exceed one penny or twopence
per ton ; and in many instances mechanical devices are provided for
obviating any actual trans-shipment of the goods themselves.
Financial Aspects. — Light railways are only a means to an end ;
and the best design is that which will enable the end to be
attained in a thorough and efficient manner and at the least possible
cost. It is no good putting down an expensive standard-gauge line,
if the expected receipts per mile will not warrant a capital expenditure
of more than £2,000 or £2,500 per mile. If the transport of
material costs one shilling per ton-mile, a considerable reduction
JCLY 1808. XARROW-GAUGE RAILWAYS. 385
can be effected by a uarrow-gauge line, for wliicli the necessary
initial outlay will be more than compensated by the saving effected.
In one instance with which the author has had to deal, the
substitution of a light narrow-gauge railway to perform the work
previously done by cartage and manual labour reduced the cost per
ton-mile from one shilling to fivepence.
Conclusions. — The use of narrow-gauge light railways, the author
is convinced, has not always received the attention it merits at
the hands of Mechanical Engineers who are responsible for the
equipment and conduct of large works ; and large sums are annually
expended in the transport of material by inefficient, slow, and
expensive methods. Furthermore, a great deal of the prejudice that
exists in this country against light narrow-gauge railways is due to
ignorance, which would disappear if such railways were properly
designed to meet the requirements of each case, when they would
form a most efficient means of transport. Lastly, the main
consideration influencing the adoption or rejection of light-railway
schemes is financial ; and no general hard and fast rules can be
laid down, each case having to be considered and dealt with on its
own merits. In submitting these few remarks to the members of
the Institution, the author wishes it to be clearly understood that he
does not advocate the general adoption of gauges under 2 feet ; nor
is the present pajier intended to deal with the subject in an
exhaustive manner.
Appendix.
Lynton and Barnstaple Railwai/.
This is the latest addition to railways of 1 foot 11^ inches or
60 centimetres gauge, and is 19^ miles in length, while in a straight
line the distance between its termini is 14£ miles. It was opened
2 0
386 NAEBOW-GAtJGE KAILWATS, JuLY 1898.
for traffic in May 1898, liaving taken two years to construct. Tlie
country through which it passes is hilly, the ravines are deep, and
the cross valleys numerous. There are two viaducts, of which the
larger has eight spans of 45 feet, and at its highest point the rail
level is 80 feet above the ground. There are no tunnels, but the
cuttings and embankments are heavy. The line rises nearly 800
feet in seven miles, though the maximum gradient is only 1 in 50 ;
the total rise is just 1,000 feet. The curves are numerous, many
being of 5 or 6 chains radius (110 to 132 yards), with 3h chains
(77 yards) for turn-outs and crossings. The permanent way is laid
with 40-lb. steel rails, spiked and dogged to sleepers of 9 X 4 J inches
section, which are spaced one yard from centre to centre. The cost
of construction was about £2,500 per mile, exclusive of land and
rolling stock. The passenger carriages are 35 feet long and 6 feet
wide, with bogie frames and roller bearings throughout. The third-
class carriages seat 56 passengers each, and a good many first and
third-class have open verandahs. The goods wagons, closed and
open, are 10 feet long by 5 feet wide ; and there are also some ojien
that are 25 feet long, which are on bogies. The locomotives are
six-wheel-coupled, with two-wheel bogies in front and behind, and
weigh 22 tons in running order; they are calculated to take a load
of 50 tons up an incline of 1 in 50 at 20 miles an hour. At present
the service consists of six trains a day each way, and the speed
averages about 16 miles an hour, exclusive of stoppages at four
intermediate stations.
Woolicich Arsenal Shop Eailwaijs.
The Eoyal Ai-senal at Woolwich possesses probably the most
complete system of shop railways to be found in any engineering
works in the country. It serves to connect 400 acres of shops, store-
houses, magazines, and depots, between which there must be ready
and efficient means of communication. These railways comprise
about 55 miles of line, of which about 30 miles are of 18-inch gauge,
and the remainder of 4 feet 8^ inches and 18-inch combined, in order
that the traffic from the main standard-gauge railways may be dealt
Jl'LY 1898. XAEROW-GAUGE RAILWAYS. 387
with as far as possible Avithout trans-shipment. There are thirty-
six locomotives of 18-inch gaiige, nine of 4 feet 8i inches, and a
special Hornsby-Akroycl oil locomotive for use in the neighboitrhood
of magazines and other dangerous places. The rolling stock
consists of about 1,000 vehicles, of which two-thirds are for the
18-inch gauge and the remainder for the 4 ft. 8^ ins. The arsenal
is served by a main narrow-gauge line worked similarly to the inner
circle of the Metropolitan and Metropolitan District Kailways, with
branches to the outlying groups of stores. The whole system is
divided up into six sections, with a complete service of trains,
telephonic communication, traffic manager's office, and necessary
stajff. A truck can be supplied to any shop, loaded there, taken to
the junction, and thence by the main line to any other section, and
so to its destination in one hour from the time of its requisition.
The number of trucks passing daily over the main narrow-gauge
line averages about 400, or say 2,000 tons, exclusive of any special
coal traffic, and of the shifting of material inside the shops
themselves. There is a passenger train running round regularly
every half-hour on the narrow-gauge main line, with stoppages at
^-mile intervals. Including depreciation of plant and its proportion
of permanent-way repairs, it is calculated that this one train effects
a saving of £450 per annum. Eegular workmen's open-car services
on the same line represent a daily traffic of 3,200 passenger-miles,
and cost about £200 per annum.
Locomotives. — Four classes of locomotives of 18-ineh gauge are in
daily use. (1) Heavy and powerful main-line engines built by
Hudswell and Clarke, Plate 84. These are coupled engines with two
axles only, and weigh 9 tons, having saddle tank, and cylinders
7 inches diameter by 12 inches stroke ; they work smoothly round
curves of 50 feet radius, and can if necessary go round 3o-foot
curves. (2) Tank engines built by Bagnall, with cylinders 7^ inches
diameter by 12 inches stroke, having four wheels coupled and a
trailing bogie. The weight on each driving axle is 8,500 lbs.,
and on the bogie a total of 6,000 lbs. These engines are found to
be rather apt to leave the rails, the bogie arrangement not being
entirely satisfactory for the work. (3) Four-wheel-coupled saddle-
2 0 2
388 XARROW-GAUGE RAILWAYS. Jl'LY 1898.
tank engines weigliing 14,000 lbs., witli cylinders 6 by 8 inches,
built by Manning and Wardle, are found most useful for sbop work,
Plate 81. (4) Bagnall's Ajax engines, built specially for tlie War
Office and to tlieir designs, Plate 84.
The Homsby-Akroyd locomotive is of 8^ brake horse-power, and
burns about one gallon of common petroleum per hour when running.
JRolling StocTc. — The rolling stock is mounted on foiu'-wheel
standard cast-iron bogies, and consists of platform wagons, upon
which are built up ballast trucks, covered ammunition vans,
Plate 85, &c. The total load per axle does not exceed 4 tons ; that
is, a 5-ton live load for the trucks built on a single bogie, and a 10-ton
live load for the double-bogie wagons.
Permanent Way. — The rails are all flat-footed. The section
adopted upon the Indian State Kailways, weighing 41^ lbs. per
yard, is employed for general use in the shops, and 56 lbs. per yard
for the main line ; and the Belgian State Eailway section weighing
105 lbs. per yard is used in places where the weights are especially
heavy, and where the load may run up to 10 tons per axle. This
heaviest section is only on the 25 miles of combined 4 ft. 8^ ins.
and 18-inch gauge. The sleepers are of wood ; Jarrah wood is now
under trial. At one time tram-plates were extensively laid on the
18-inch gauge ; but they have a detrimental effect on the wheels of
the locomotives and rolling stock, and arc now being replaced by
the 41^-lb. rails.
General Considerations. — While for many obvious reasons narrow-
gauge lines have distinct advantages for shop work, their ability to
deal with main-line traffic inwards and outwards should in every
instance be carefully considered beforehand. In large engineering
works where heavy weights are dealt with, it may be found
economical to lay the 4 ft. 8^ ins. gauge, and use a special rolling
stock of light and low design. The special rolling stock of 4 ft.
8i ins. gauge designed for use in the arsenal will pass round curves
of 75 feet radius, and is not too heavy to move by hand. Furthermore
the clear space that has to be left along the centre of a shop is
hardly less for rolling stock of 18-inch gauge than for that of
4 ft. 8^ ins. gauge, bearing in mind the width of narrow-gauge
July IS9S. NARROW-GAUGE RAIL\VAYS. 389
stock that is necessary to cany a heavy load. If a narrow-gauge
line is adopted in large engineering works, a 2-foot or even a
2 ft. 6 ins. gauge is recommended as simj)lifying the construction of
the locomotives and rolling stock, and permitting a more efltective
and economical use of power ; but Lieut. Leggett is of opinion that
in most cases it is undesirable to duplicate the gauge, where
main-line traffic of 4 ft. 8\ ins. gauge has to be provided. The
distribution of stores, such as coal, iron ore, l^c, he considers is
nearly always best done by stock of 4 ft. 8^ ins. gauge. A saving in
cartage and handling can also be effected, if goods are loaded and
delivered in wagons of this main-line gauge.
Discussion.
Mr. EoBERTSON said the immediate object in preparing this
paper had been to enable the members the better to appreciate
and enjoy their visit to the short experimental narrow-gauge line
which many of them were to have the pleasure and privilege of
inspecting tomorrow at Duffield Bank. All who availed themselves
of the oiDportunity he was sure would appreciate Sir Arthur
Haywood's kindness in inviting them to examine the many neat
mechanical apj)liances which would be seen there in connection
with the locomotives and the general design of the railway. In the
remarks offered in the paper he had had in view two distinct
problems in light-railway construction : the one, lines for colonial
and agricultural developments ; the other, those for purely industrial
purposes. The two problems were quite different, and must be
dealt with on different bases. "Where the standard 4 ft. 8^ ins.
gauge could be used, no engineer he thought would ever recommend
the adoption of any other ; this should be clearly understood. But
there were places where fimds were lacking, and where the standard
gauge meant either that no line could be constructed at all and that
the country could not be developed, or that years must elapse before
390 NAEROW-GAUGE KAILWAYS. JuLT 1898.
QIt. Robertson.)
any fair return could be obtained on the outlay. The question of
gauge nearly always depended upon that of funds and of profits.
In order to raise the requisite capital, it must be sho'mi that there
was a reasonable likelihood of getting some fail* return upon it.
No doubt many of the members had had an opportunity in 1889 of
travelling on the Decauville light railway of 60 centimetres or
23^^ inches gauge at the Paris Exhibition. There over sis million
passengers had been carried without a single accident, which he
thought was a great argument in favour of the utility of narrow-
gauge light railways w^hen properly applied. To Mr. Chanter, and to
Lieut. Leggett who was in charge of the Woolwich Arsenal railways,
he wished to exj)ress his indebtedness for their kindness in furnishing
the particulars appended to the paper.
He exhibited a large collection of photographs of the Darjeeling
line, the Caen Dives and Luc, Sir Arthur Heywood's lines at
Duffield Bank and Eaton Hall, and of some narrow-gauge
locomotives.
Professor Arnold Lupton noticed that, apart from its cheapness,
it had not been mentioned what the particular advantage of a
narrow-gauge railway was or might be. The only advantage which
occurred to himself was that it would be applicable under conditions
where the curves had to be so sharp that a train could not g'^t round
them on the 4 ft. 8J ins. gauge. On a narrow-gauge line with an
overhanging weight there was less stability than where the weight
was more between the rails. The speed therefore had to be reduced
in going round a sharp curve. On a standard-gauge line it might
be impossible to scrape round a sharp curve, although it would be
easy to do so on a narrow-gauge line. Moreover "uith regard to the
question of cost, it did not seem to be shown that there was really
any economy in a narrow-gauge line. Among the instances given of
light railways of 23^ inches gauge, that at Pithiviers in France cost
£1,550 a mile, while that at Festiniog cost £10,720 a mile, or seven
times as much as the other, though both were of the same gauge.
This seemed to show that the element of gauge had but little to do
with the cost. On the other hand he believed there were hundreds
July 1898. KARROW-GAUGE RAILWAYS. 391
of miles of contractors' lixies of 4 ft. Sh lAS. gauge wliicli liad
been laid down in tliis country at a cost considerably under £2,000 a
mile. Wben a main railway was going to be made, a contractor's
line was first laid down, wbicb in many instances was superior to a
light narrow-gauge railway, and in some instances served as a
permanent line. The contractor's line enabled a good locomotive to
rim all over its entire length, up and do^Ti steep gradients, and at a
fair speed, taking heavy loads ; and therefore he thought it remained
to be shown where the advantage of narrow-gauge lines came in.
As a mioing engineer he was not likely to ignore conditions where a
nan'ow gauge was essential, especially underground where there was
80 little room. In collieries, if the wheels were put outside the
wagon frame, the gauge was generally about 2 feet, though in some
places it went up to 3 feet. In Table 1, giving the loads hauled
by one horse, he would suggest alteiing the word " tramway " to
" railway " ; for there was daily evidence that it was not true that
a horse could draw on a level 16 "7 units of 1,320 lbs. on a tramway,
while it could draw only 3 • 3 units on a metalled road ; because for
many years the much abused omnibus had been successfully
competing with the much vaunted tramcar, and the omnibus horses
got along as quickly and took nearly as many passengers as the
tramcar horses, having due regard to the size and strength of the
horses. While not wishing to throw any doubt upon the fact that
there were places where a narrow-gauge railway might have some
advantages, all he desired was to have the reasons for those
advantages set forth clearly.
Mr. Mark Eobinson considered that in laying down these little
railways in industrial and engineering works there was no occasion
for the old battle of the gauges to be fought over again. In the new
engineering works of his own firm at Eugby, as in many others,
it was desired to move things of considerable size about the
works, such as engines or pieces of machinery weighing several
tons, which nevertheless could be carried by trucks much smaller
than the ordinary railway trucks. A 3-foot or even a 2 ft. 6 ins.
gauge was quite wide enough for such purposes. Independently
392 NABROW-GATJGE RAILWAYS. JfLY 1898.
(Mr. Mark Robinson.)
of this requirement it was also necessary to move far smaller tilings
about upon little trucks, such as one man could easily handle. For
the latter j)urpose either an 18-inch or a 15-inch gauge would be
amply sufficient, though it would be quite inadequate for carrying
weights of several tons. On the other hand a gauge of say
2 ft. 6 ins. would give trucks far too heavy for easy handling. To
meet the two sets of requirements, having already the standard
gauge laid down in the works, all they had done had been to lay
on the same sleepers two intermediate rails, between those of the
4 ft. 8J ins. gauge, dividing it into three equal parts. They then had
one set of trucks for carrying things on a gauge rather more than
3 feet, and another set for a gauge slightly under 18 inches. In
engineering works it was . highly desirable to have small-gauge
lines ; and the example mentioned gave a ready clue, he thought, to
the best gauge to fix upon. Neither the 4 ft. 8^ ins. gauge nor the
3-foot gauge went all overthe works, but the smallest gauge went
almost everywhere. It was some practical convenience that in most
l)laces the trucks had a choice of rails to run upon : where all the
gauges ran together, there were three tracks on which the smallest
trucks, and two on which the 3-foot trucks, might run.
Mr. Charles Wicksteed thought one aspect of narrow-gauge
railways which had not been mentioned in the paper was cf some
importance, namely their applicability to tourist lines. It would
generally be noticed that, the cheaper the line, the prettier was the
ride. The reason was not because it happened to be a cheaper line,
but because being a narrow-gauge railway it went round curves,
instead of going through cuttings and tunnels. Narrow-gauge
railways wound roimd the hills, and a beautiful view of the country
was obtained everywhere. A great deal more might in his oitinion
be done in that way. In all frequented toui-ist districts there would
be noticed dusty roads and troops of visitors riding in carriages
behind overworked horses. It would be a great improvement he
thought if those dusty Iroads and panting horses were replaced
throughout the country by convenient little narrow-gauge railways
and locomotives. The valleys would not then be blocked with huge
July 1898. narrow-gauge railways. 393
embankments, for there would be no necessity for going to tlie
expense of making any. Passengers wbo bad travelled on the
Festiniog Railway and other light railways in "Wales must have
admired the beautiful scenery, not because these lines went through
a more beautiful country than the larger and better lines, but
because they wound round about on the open hillsides, instead of
going through cuttings and tunnels.
Mr. E. R. Lister said his experience had been entirely
confined to railways in industrial Avorks, particularly those in
Messrs. Beyer Peacock and Co.'s works at Gorton, Manchester, where
there were railways of 18 inches gauge extending throughout the
yards and shops. There curves of 13 feet radius had been introduced,
on which were worked four-wheel coupled locomotives ; the latter
had the advantage of utilising all their weight for adhesion, so that
they were able to haul loads of considerable weight. The trucks
carried as much as 4 tons each, and were used not only singly, but
also coupled two or three together, and by the use of swivelling
bolsters loug articles such as locomotive frames could be transported
en them. In that way a large number of labourers had been
dispensed with, and also three horses which formerly did the work
of hauling. Their experience went to prove that the plan was of
great advantage.
Mr. H. J. Butter, having had a large share in the responsibility
of introducing the railway of 18 inches gauge into the Royal
Arsenal at Woolwich, said that the great object in view had been to
obtain a railway which would enable material to be conveyed into
the shops and through them. The narrow-gauge railway had
enabled this object to be accomplished by turning round sharp
curves. The wider standard gauge of 4 ft. 8^ ins. would not admit
of going from one shop to another, or from one part of a shop to
another part ; but the adoption of sharp curves in conjunction
with the 18-inch gauge enabled material to be conveyed expeditiously
and economically throughout the whole of the works. It was now
nearly thirty years since the narrow gauge had been introduced into
394 NARROW-GAUGE RAILWAYS. JuLY 1898.
(Mr. H. J. Butter.)
the arsenal, and it had been working successfully ever since, carrying
heavy loads through contracted spaces.
Mr. Jeremiah Head, Past-President, thought that, in advocating
narrow-gauge light railways, the author had hardly taken credit
enough for the great advantages which the use of sharj) curves
afforded in a mountainous country. If the gauge and rolling stock
were adapted to quick curves and heavy gradients, it was quite clear
that railways could be made under many difficult conditions
occurrrag in natui-e, such as winding up the valleys of rocky
rivers, and ascending spii'ally inside mountains up to the summits.
There were numerous instances where narrow-gauge light railways
could be made in mountainous districts, which would not be
accessible to standard-gauge tracks without exceedingly heavy
works. Having travelled on most of the light railways referred
to in the paper, and particularly on the Decauville railway at
the Paris Exhibition of 1889, he had found it somewhat startling,
when rounding a quick curve and sitting in the back part of the
train, to see the engine going at right angles to the tail end of the
train. To those accustomed to ride in ordinary standard-gauge
trains, such an experience was quite a novel one. The rolling stock
should all be on bogies, if the plan were to be carried out properly.
The introduction of bogie rolling stock was attended with highly
satisfactory results on the ordinary standard gauge ; and it was
particularly applicable and necessary if the full advantage was to be
obtained of narrow-gauge railways, because trucks or cars of good size
could then be made, which would go roimd almost any curve. The
bogie system was far more extensively used in the United States
than in England, for the Americans were quick in taking advantage
of anything which would save money and labour. On the principal
railroads in America all except the standard gauge had been
abandoned, except in mountainous regions where some narrow-
gauge railroads were still in use. The tendency of experience
everywhere was to make rails heavier. In the course of the paper it
had been shown that in several instances the weight of the rails
had been increased. This was partly due to the fact that with
July 1898. KAREOW-GAXJGE RAILWATS. 395
light rails it was found difficult to maintain the joints. By
increasing the weight of the rails it was evident that stifihess at
the joints was increased in much greater proportion than was due to
the extra weight of rail. This subject had been dwelt upon by
Mr. Johnson in the excellent Presidential address he read at the
last meeting (Proceedings, April 1898, pages 168-9). He entirely
agreed with the author that there was abundant use for narrow-
gauge railways in and about works, or as isolated railways for long
distances in new countries and colonies, where the full price of the
standard gauge could not be afforded ; and particularly in
mountainous regions, where heavy works could not be paid for,
and where the only alternative was to wind round mountains and
follow the bends of rivers.
Mr. William H. Maw, Vice-President, said one reason for the
use of narrow-gauge railways had not been alluded to, which to some
extent met Professor Lupton's enquiry (page 390) : namely that
with the reduction of the gauge a material reduction was obtained
in the size of the working unit. On the ordinary 4 ft. 8J- ins. gauge,
trucks could not well be used weighing less than 4J or 4^ tons
each, and carrying a load less than their weight or one-and-a-half
times their weight. Coming down to the narrow-gauge railways
referred to in the paper, it was seen that the trucks weighed
only from 8 cwts. to 10 cwts. each, and carried about a ton load.
Such trucks were much more convenient to handle at small roadside
stations and in places where there were not facilities for shunting
heavier trucks ; this he thought was an important advantage. The
best size and weight for the working unit would vary roughly as the
cube of the gauge : for a gauge half the width of the standard
gauge, the cubic capacity and weight of the trucks would be about
one-eighth of the ordinary standard trucks. With regard to speed,
it might be interesting to know that on the Festiniog Eailway high
speeds had been attained. Some twenty-four or twenty-five years
ago he had happened to have facilities for making many runs on
that line, and the speed had on several occasions reached the rate
of 48 miles an hour without the least trouble ; the engines ran
396 NABROW-GAITGE EAILWATS. JuLY 1898.
(Mr. William H. Maw.)
perfectly steady, and ■tt'ent round sharp curves without any
inconvenieuce -whatever. The curves were all parabolic, and
carefully laid ; and the road was good right through.
Mr. Thomas Daniels considered the 18-inch gauge, adopted for
the narrow-gauge railways in "Woolwich Arsenal, and in the large
works of Messrs, Beyer, Peacock and Co. and other works in the
country, was all that was required for the purpose. It was impossible
to lay a line of wider gauge into the works for conveying articles about
with facility. Whenever it was desired to increase the output,
another shop would be built and the same gauge laid into it. Dock-
yards, breweries, and steelworks, having gauges of 2 feet or 2 ft. 6 ins.,
would be dealt with in the same way, in accordance with their
respective gauges. At the Bridgewater Foundry, Patricroft, he had
made a good many narrow-gauge engines, some to run on a single
central rail, but mostly to run on two ; they varied in weight from
about 3 tons up to 18 tons. The Darjeeling Railway referred to in
page 379 was giving good results, as sho^\^l by the author. In a letter
received recently from the locomotive superintendent it was stated
that the weight of the locomotives would have to be increased still
further. The railway had been made about twenty years ago, and
the locomotives were now required to be about 50 per cent, heavier
than they were then, namely 18 tons instead of 12 tons. It was one
of the most successful mountain railways ; but now the traffic had
developed to such an extent that it would have been better if a wider
gauge had been adopted, as it was difficult for an 18 -ton engine to be
worked in on a 2-foot gauge. As far as could be foreseen the line
would go on prospering and would carry still further traffic, because
it was leading out into the Assam tea-gardens, where locomotives
would be required. One great mistake apt to be committed when a
country decided to make railways was that too much importance was
attached to the question whether they were going to pay immediately.
In the colonies he considered it would be a great mistake to adopt
any narrower gauge than the English standard. During the last ten
or twelve years a large number of locomotives had been made in this
country for the railways of 3 ft. G ins. gauge in Ja2)an. The Jar)anese
Jli.Y 1808. NAKUOW-GAUGE BAILWATS. 397
■n-ere already beginning to enquire wliat it would cost to convert
their narrow gauge into the standard 4 ft. 8^ ins. gauge, which if
it had been originally adopted would have allowed for the increase
in the trade of the nation. It would therefore be a great mistake he
thought if the leading engineers who were being consulted with regard
to the railways in China did not press the Chinese to adopt the 4 ft.
8h ins. gauge ; otherwise the Eussian 5-foot gauge would overrun
the northern part of the country to Pekin, and would control that
sphere of commercial interest. A narrow gauge was right enough
for industrial works, such as coal mines and dock-yards ; but for a
nation that was going to embark largely in trade, anything less than
the 4 ft. 8^ ins. gauge would be a great mistake. In Great Britain
the leading locomotive engineers would be glad indeed if the railways
were 5 feet gauge, instead of 4 ft. 8^ ins. For our own light railw^ays it
was worth while to consider the desirability of adopting in any district
the same gauge as that of the local tramways, because the latter could
then be utilised for bringing farm and garden produce to market in
the intervals of the passenger traflSc. If the tramway gauge was not
too broad for the principal streets in the towns, it ought not to be so
for the turnpike roads in the country. In order to see for himself, he
had recently travelled on the light railway of ordinary tramway gauge
from Wolverton to Stony Stratford ; it was laid along the opposite
side of the road to the footpath, the hedges and ditches being
trimmed up ; the road was an average cross-country turnpike road,
and there was plenty of room left for the ordinary vehicles ; and he
did not see any reason why this gauge of light railway could not bo
generally adopted.
Mr. Arthur Keen, Vice-President, thought it was clear from the
paper that, if a narrow-gauge railway were laid down, the cost would
under some circumstances be only about one-third of that of a
standard-gauge line, which in some instances therefore would
probably never be laid down at all. Narrow-gauge railways he
thought were quite suitable for a good many districts and for a good
many purposes ; it seemed to him there was much to be said in
their favour, and little against them. If it were to be understood
398 KAEEOW-GArGE RAILWAYS. JuLY 1898.
(Mr. Arthur Keen.)
that only railways of 4 ft. 8i ins. gauge were to be adopted, tlien the
purposes of the light-railway act would at once fall through. In
that act it was the intention of the government to put light railways
where standard-gauge railways would never be put on account of
their much heavier expense. He was glad this subject had been
brought before the Institution in the present paper, for he was sure
it would result in great advantage to the country generally.
31r. lyjCHAEL LoNGEiDGE Said that about thirty years ago he had
been employed on the metre-gauge railway over Mont Cenis ; and
his experience there had led him to devote his attention to the design
of locomotives for narrow-gauge railways. The difficulty was to
get boiler power enough on a sufficiently short wheel-base, without
excessive loads upon the wheels. This difficulty was materially
increased by reducing the gauge ; and in his opinion therefore it was
better to spend a little more in adopting the standard 4 ft. 8^ ins.
gauge, and by heavier gradients to compensate for the extra cost of
the flatter curves which this gauge required, in preference to reducing
the gauge and using a toy locomotive which would draw but little
after it. The problem for mechanical engineers in connection with
light railways seemed to him to be the production of a locomotive
which would drag a heavy load upon light rails and round sharp
curves. Many years ago his father and himself had jointly designed
such an engine, in which the boiler was to contain 2,500 square feet
of heating surface, and was to be carried on three bogie trucks.
The cylinders, which were vertical, were to be connected rigidly
with the boiler and with a dead axle sliding vertically in horn
blocks between the two other axles of the middle bogie truck. Each
of the other bogie trucks was to have three axles. The wheels of
each truck would have had a rigid wheel-base of 8 feet, and were to
be coupled together by outside coupling rods; while the trucks
themselves were to be coupled together by spur wheels, arranged in
such a way as to retain their proper relative positions when the axles
radiated in passing round the curves. The engine would have
weighed 72 tons, with 4^ tons on each of the sixteen wheels ; and
would have drawn 130 tons up a gradient of 1 in 15 and round a
July 1898. JfARUOW-GAUGE RAILWAYS. 39D
curve of 90 feet radius. The use of cog wheels in a locomotive
would no doubt seem inadmissible to many ; but his experience on
the Mont Cenis Eailway had led him to think that, for the slow speeds
which would suffice on most light railways, they would work
satisfactorily. For the gearing, steel castings were at first intended
to be employed, but cast-iron was found at that time to be more
reliable ; at the present time the reverse was the case. To those
who were contemplating the design of heavy locomotives for light
railways he had no hesitation in recommending that they should
consider carefully the question of adopting spur gearing.
Mr. W. Steele Tomkixs thought that, without fighting over
again the battle of the gauges which had been fought out so many
years ago, surely the gauge question was merely one of proportion.
The justification given in the paper for light narrow-gauge railways
was that they were a means to an end. Anyone who had a bushel of
potatoes to carry would not send for a trolley with two horses, but
for a wheelbarrow ; whereas for carrying a load of coals he would
send for a trolley with two horses and not for a wheelbarrow.
Having himself had something to do with encountering the difficulty
experienced in providing steam enough, he could say that the
Darjeeling engines were so built that they made plenty of steam.
That line had become an example for the rest of India, where the
narrow-gauge plan was being developed to a large extent, and was
likely to become highly useful. It was already doing a good deal
of work, and would probably do a great deal more.
Mr. Brtan Donkin, Member of Council, hoped that, as there
seemed to be a large field for narrow-gauge lines, the author could
give some more details with regard to the small locomotives, their
consumption of fuel and water, and any definite experiments that
might have been carried out. No mention had yet been made
of the kind of fuel used, or the amount of water, or the indicated
horse-power, or the traction pull. If a few details on these points
could be given, they would enable a better comparison to be drawn
between narrow-gauge railways and those of standard gauge.
400 KABKOW-GAUGE RAILWAYS. Jllt 18P8.
ITr. EoBEKTSOx agreed tliat cheapness was the principal and
fundamental reason for the adoption of light railways (page 390).
There were other obvious reasons however, such as the greater
facilities of alignment, the use of sharper curves, and the reduced
tare of wagons compared with the load hauled. All engineers he
thought who had had any experience in the practical working of
light railways would have seen reasons for their adoption. As to
the argument that, while the Pithiviers line cost only £1,560 per
mile, the Festiniog cost as much as £10,720 per mile, he had
pui'posely given the latter particular instance, because it showed
that even with so expensive a line it was quite possible to earn
a. good dividend ; whence it might reasonably be expected that lines
involving much smaller outlay would also make a good return.
The i)ractical utility of these narrow-gauge lines in engineering
works had been exemplified by llr. Mark Eobinson (page 391) ; and
:It might further be pointed out that they were not meant to supplant
but to supplement the standard-gauge lines in works. Further
practical proofs of their utility were furnished (page 393) in the
remarks of Mr. Lister and Mr. Butter.
One great reason for the adoption of narrow-gauge railways was
that given by Mr. Wicksteed (page 392), namely that the contour of
the country could be followed by light lines, without expensive
embankments, cuttings, and tunnels, which could not be done by the
heavier lines. A great deal of the difference in the cost was due to
this reason.
With Mr. Head's appreciation of bogie stock for light railways
(page 394) he entirely concurred ; there was no doubt the bogie
system was the right one for all passenger traffic, and also for goods
traffic, except where the loads to be carried were very small and
wagons of small size had to be adopted. Certainly there was no
doubt that the rails in most instances had been originally laid
down too light (page 394). It would be noticed that the renewals
mentioned in the paper had always been made with a heavier
section than had originally been adopted.
A certain difficultv might have been met with in regard to the
boiler power (page 398) ; but he thought no one who liad seen the
July 1898. NAEROW-GAUGE RAILWAYS. 401
locomotives whicli had been shown at Leeds by Mr. Calthrop for
the Barsi light railway of 2 ft. 6 ins. gauge would be much troubled
on that score. The curious locomotive weighing 72 tons, devised by
Mr. Longridge, he thought could hardly be looked upon as a
practical solution of the difficulty. It was only when the gauge was
very narrow indeed that the boiler power was a difficulty.
Sir Arthur Heywood's line, which a number of the members
would have the pleasure of seeing at Duffield Bank, was intended
only as a model ; they were therefore asked to look upon it in that
light. It had been made as an experimental line, pure and simple ;
and those who were looking for a solution of the mechanical
problems occurring in light-railway design would see that Sir Arthur
had solved some of them in a highly workmanlike way. At the
present time, when there were no less than five or six different
narrow gauges before the Light-Kailway Commission, he thought
the members of this Institution ought to have a voice in the
adoption of one standard narrow gauge, or of two at the most, if
the 4 ft. 8^ ins. gauge had to be departed from. Where the 4 ft.
8k ins. gauge could be adopted, no one would hesitate to adopt it ;
but if it had to be departed from, he thought something might
advantageously be done to stop the indiscriminate laying down of
any gauge which any engineer might see fit to put forward.
The President proposed a hearty vote of thanks to Mr. Kobertson
for his paper.
Mr. W. G. Bagnall, Stafford, wrote that from his experience in
making a large number of locomotives of 2 feet gauge and under ho
was unable to agree that it was desirable to have more than four
wheels (page 382) ; a single illustration could hardly be accepted as
conclusive in favour of six wheels, because a good deal depended upon
the construction of the road and the balancing of the engine. Neither
could he agree that light-railway locomotives had a greater tractive
power in proportion to their gauge than standard-gauge locomotives
(page 383) ; because there was no doubt that friction was greater on
2 p
402 NAEBOW-GAUGE EAILAVATS. JuLY 1898.
(Mr. W. G. Bagnall.)
narrower gauges than on standard gauge. In page 387 it was said
that tank engines with a trailing bogie, built by his firm, were found
to be rather apt to leave the rails, the bogie arrangement not being
entirely satisfactory for the work. Here however another bogie had
been preferred to that which he had proposed to supply ; it was a
new design, and had at that time been thought by the authorities to
be an improvement. Bagnall's Ajax engines, also mentioned in
page 388, had been built specially for the War Office from his own
designs, with the exception of one or two brasses which had been
made duplicates of those in other engines running there.
Mr. H. Berger Graha3i wrote that he was informed by the
engineer of the Darjeeling Eailway that the capital cost of about
£4,000 per mile (page 380) was no doubt approximately correct, if it
was understood to represent only the cost of construction of the
i:)ermanent way and rolling stock and the cost of strengthening the
lireviously existing bridges. But this line had been rendered possible
at so low a cost per mile by the concessions obtained from the Bengal
government, whereby the railway secured absolute rights to the
already existing road, free land for stations and diversions, and
immunity from initial expense for preliminary surveys, which would
have cost about £1,000 per mile. The roadway up to the military
hill station had been constructed by the government many years
previously at a great cost, and many proposals had been considered
for laying a tramway up it, leaving it still serviceable for bullock
traffic ; but subsequently it had been made over absolutely to the
railway, in consideration of the government receiving a division of
the profits after a stated dividend per annum had been declared.
The gauge was mentioned as 23^ inches (60 centimetres) alike on
the Darjeeling, the Pithiviers, the Caen, the Festiniog, and the
French and German military lines ; but on the Darjeeling Railway
he was informed that the actual gauge laid down with the 30-lb.
rails was exactly 2 feet.
Mr. H. Cripps Mathkson wrote that just beyond the limit
mentioned in the title of the paper the Egyptian Delta Light
July 1898. NAEROW-GAUGE RAILWAYS. 403
Eailways were at the present time being laid out in the provinces of
Beherah and Gharbieh in Lower Egypt on a gauge of 75 centimetres
or 29^ inches. The lines ran chiefly along one side of the public
roads, supplemented by occasional diversions through adjoining land
to avoid awkward corners. The grounds on which this gauge had
been selected by Messrs. John Birch and Co., who had obtained the
concession, were — firstly, that it was adequate to carry all the traffic
expected ; secondly, that it rendered the lines much less costly in
themselves than if of standard gauge ; thirdly, that by permitting
much sharper curves to be used than on the standard gauge it
enabled tLe lines to be constructed with the minimum requirements
for land at corners of roads, and involved minimum interference with
land boundaries ; and fourthly, that it was suitable for the
construction of branch lines into villages or estates, or temporarily
into fields for crops. The country was flat, populous, and generally
fertile or capable of becoming so whenever water could be brought
upon it ; but hitherto poorly provided with means of transport, except
the main lines of standard gauge, to which these new lines would be
feeders in addition to having their own local traffic. A resident of
long experience in the country had written, under date 18 June 1898,
that there were about 37 miles opeu, and the trains were largely
patronised; and that these railways would revolutionise travelling
in the interior of Egypt.
Mr. EoBERTSON wrote that Mr. Graham's remarks (page 402)
illustrated clearly how existing roads might advantageously be used
for light-railway construction, thereby greatly reducing the capital
cost of the line.
The gauge of 75 centimetres or practically 2 ft. 6 ins,, selected
for the Egyptian Delta Light Eailways as mentioned by Mr.
Matheson (page 403), was one of the best, he considered, if not the
very best, for light railways of any considerable length.
The two views of the Duffield Bank Eailway shown in Plate 79
were from photographs taken by Mr. C. F. Budenbei'g during the
visit of the members to Duffield Bank.
2 p 2
404 July 1898.
WATEE SOFTENING AND PURIFICATION
BY THE ARCHBUTT-DEELEY PROCESS.
By Me. LEONARD ARCHBUTT, of Derby,
Chemist to the Midland Railway.
Hard water, so called on account of its soap-destroying property,
owes its peculiarities to the presence of compounds of lime and
magnesia, chiefly the carbonates and sulphates, but occasionally also
the chlorides and nitrates.
Carbonate of Lime, or calcium carbonate, which is the principal
constituent of chalk water, owes its presence almost entirely to
dissolved carbonic acid. Distilled water, from which every trace of
carbonic acid has been expelled by boiling, can hold in solution
only about 1 • 3 grain of carbonate of lime per gallon ; but if the
water be saturated with carbonic acid it can dissolve as much as 60
to 70 grains, the whole of which, except the above 1*3 grain, is
precipitated when the water is boiled and the carbonic acid expelled.
All natural water contains carbonic acid, obtained partly from the
air and partly from the soil ; and therefore all such water which has
been in contact with chalk contains carbonate of lime in solution,
and possesses the property of destroying soap and of forming an
incrustation in vessels in which it is boiled.
The use of slaked lime, or hydi-ate of lime, for softening chalk
water was first proposed by Thomas Henry, F.R.S., about a century
ago. Its action depends upon the fact that the lime removes from
the water the dissolved carbonic acid, combining with it to form
carbonate of lime, which precipitates, and the carbonate of lime
previously held in solution by the carbonic acid precij)itates also,
leaving the clear water soft, except for the very small quantity of
carbonate of lime which remains permanently dissolved, and which in
natural watur usually amounts to about 1^ to 2.^ grains jjcr gallon.
JULV 1898. WATER SOFTENIKG. 405
The practical success of this process, which depends upon the
addition to the water of just the right quantity of lime, is due to the
late Dr. Thomas Clark of Aberdeen, who, in his celebrated patent
in 1841, described the method of ascertaining the necessary amount
of lime by determining the alkalinity of the water, and also the
method of controlling the process on the large scale by the simple
and delicate test with nitrate of silver, which indicates, by the brown
colour of the precipitated silver oxide, when the slightest excess of
lime has been added. This test fails however where, as occasionally
happens, the water contains sulphuretted hydrogen. In the same
patent, he also described his well-known soap test, by which the
hardness of water can be approximately ascertained without analysis ;
and although the uncertainties of this test when applied to magnesia-
hard waters have been pointed out by many chemists, it is most
useful in testing softened water, being capable of giving good results
in the hands of the workman who has charge of the apparatus.
Clark's process in its simplest form is perfectly applicable to but few
waters, namely to those only of which the hardness is due entii'ely
to chalk. It also requires large and expensive settling tanks to
carry it out, unless filters are employed.
Carbonate of Magnesia, though much more soluble in water than
carbonate of lime, is usually met with in smaller proportion, seldom
exceeding, according to the author's experience, 5 or 6 grains per
gallon. Occasionally he has found 10 or 11 grains, and in one
instance, a brackish water from a borehole at Sutton Bridge
near Lynn, the exceptional quantity of 28 • 8 grains per gallon.
Carbonate of magnesia can easily be removed from water by
treatment with lime ; but as it is much more soluble than is usually
supposed in water quite free from carbonic acid, merely adding
enough lime to remove the carbonic acid will not suffice ; it is
necessary to add a sufficient quantity of lime to decompose the
carbonate of magnesia, and convert it into hydrate of magnesia
which is almost insoluble in water : thus —
Mg CO3 + Oa (OH). = Mg (OH), + Ca CO3
(insoluble precipitate)
403 VTATEB SOFTENING. JULT 1898.
As the traces of dissolved hydrate of magnesia react like lime in
the test with nitrate of silver, the yellow or pale brown colour is
ohtained before sufficient lime has been added to decompose the
whole of the carbonate of magnesia ; and it is partly on this
account that, when such waters are treated by Clark's process,
the removal of the carbonate of magnesia is frequently incomplete.
There is also another reason. Magnesia, when set free by lime
water, has a tendency to remain in a state of semi-solution, forming
an opalescent liquid which may be kept for several days, and even
heated, without the magnesia precipitating ; and when an attempt is
made to filter water in this condition, the magnesia separates out as a
gelatinous precipitate in the pores of the cloth, completely choking
them.* On this account, the softening of water containing both
carbonate of lime and carbonate of magnesia is frequently limited to
the removal of the carbonate of lime ; and the carbonate of magnesia
is purposely left in the water. It is so at St. Helens, where the
Clark process is employed with Atkins filters. Owing to the
practical impossibility of filtering out the magnesia, the hardness
of the water can be reduced only from 18'5 to 10 or 12 degrees ; f
but it has been proved by experiment that by doubling the quantity
of lime, and precipitating in plain tanks by the special method about
to be described, the hardness can be further reduced to 6 degrees,
and the extra cost for lime is balanced by the saving in th o cost of
filter cloths, &c. [See page 421.]
Sulphate of Lime, or calcium sulphate, which is one of the most
objectionable constituents of boiler water on account of the hard
crystalline scale it produces, does not owe its solubility to the
agency of carbonic acid, but is dissolved by the water itself. It is
an exception to the general rule that hot water dissolves more of a
substance than cold water. The solubility, it is true, increases from
32^ F. up to about 104^ F. ; but above this temperature it diminishes,
* Arclibutt and Deeley ; Journal of the Society of Chemical Industry,
vol. 10 (1891), page 5\G.
t One degree of hardness is caused by one grain of carbonate of lime
dissolved in one gallon of water.
July 1898.
WATER SOFTENING.
407
at first slowly, then rapidly, and finally more slowly again, as shown
by the following Table 1, and the diagram Fig. 11, Plate 92 : —
TABLE 1. — Solubility of Sulphate of Lime in pure water.
Observer.
Temperature.
Corresponding
Pressure
above atmosphere
per square inch.
Sulphate of Lime
(anhydrous)
dissolved by
1 gallon of pure water.
Marignac '
rahr.°
32
68
104
140
176
212
Lbs.
0-0
Grains.
133-0
144-2
149-8
145-6
136-5
121-8
Tilden and
Shenstone -
284
324-5
356-5
473
37-8
80-8
132-0
513-5
54-6
39-2
18-9
12-6
* Annales de Chimie et de Physique (5), I, page 274.
* Philosophical Transactions, part I, 1884.
It is commonly stated, apparently on the authority of Sullivan,*
that sulphate of lime is quite insoluble in water at a temperature of
302° F., equivalent to a boiler pressure of 55 lbs. per square inch ;
but Tilden and Shenstone's experiments in Table 1 show that even at
473° F., a temperature far beyond the range of any ordinary steam
boiler, pure water can retain in solution 12 • 6 grains of sulphate of lime
per gallon. The solubility of sulphate of lime in natural water is
influenced by the presence of other substances with which it is
associated. Thus it is increased by the presence of common salt ;
but the amount dissolved by the salt water diminishes as the
temperature is raised. At 437° F. however, a solution containing
21 parts of common salt to 100 of water can still retain in solution
0-178 part of sulphate of lime, or 124*6 grains per gallon.f In
* British Association Keports, 1859, page 292.
t Tilden and Shenstone, Proceedings of the Royal Society, vol. 38 (1885),
pages 331-336.
408 WATER SOFTENING. JULY 1898.
saturated brine, Lewes states that sulpliate of lime is insoluble.
Sulphate of soda is said to increase the solubility of sulphate of lime.
Chloride of calcium, on the other hand, diminishes it, but does not
reduce it to nil until the proportion of 50 of calcium chloride to 100
of water is reached. Chloride of magnesium increases the solubility
at the ordinary temperature, but at higher temperatures appears to
behave similarly to calcium chloride.
This point has been dwelt upon, because there is a certain
class of apparatus, sold for preventing scale in steam boilers,
which depends for its usefulness upon the supposition that the
carbonate and sulphate of lime are rendered insoluble by the mere
heating of the feed water ; but so far as the sulphate is concerned,
Tilden's experiments prove that such apparatus cannot be efficient,
especially that kind in which the feed water is passed into the
boiler through a tube in the steam space, where the water occupies
only a few minutes in its passage through the tube. In Tilden's.
experiments the heating was continued for 4^ to 5 hours. "What
happens in a steam boiler, working at say 140 lbs. pressure, is
probably as follows : — the water, containing say 5 to 10 grains of
sulphate of lime per gallon, besides carbonate, first loses its carbonic
acid and deposits the carbonate of lime, partly as mud and partly as
scale ; the water then concentrates by evaporation, until the sulphate
of lime reaches the saturation point ; and then the sulphate of lime
gradually crystallizes out, mainly upon the plates, cementing the
carbonate of lime into a hard scale, so long as the evaporation
continues. To suppose that by merely heating the water under
pressure, without concentration, the sulphate of lime is entirely thrown
down, is contrary to the results of Tilden's experiments ; and it is
doubtful whether even the carbonate of lime is more than partially
precipitated under these conditions, unless the water is actually boiled
sufficiently to expel the carbonic acid.
As the solubility of sulphate of lime in water does not depend
upon the presence of carbonic acid, this salt is not precipitated
when the carbonic acid is removed by the lime treatment. Before
sulphate of lime can be removed, it must be decomposed, which can
July 1898. WAI-ER SOFTKNING. 4.09
be done by adding sodium carbonate, wben the following reaction
occurs : —
Ca SO, + Na. CO3 = Ca CO3 + Na, SO4
that is, tbe sulphate of lime is decomposed, carbonate of lime is
precipitated, and sulphate of soda remains iu solution. The water is
softened, because the sulphate of soda does not decompose soap ; and
being an easily soluble salt, it does not form scale in steam boilers.
But in this case there is not a diminution but a slight increase in
the total solids, 136 parts of sulphate of lime being replaced by 142
parts of sulphate of soda.
Temporary versus Permanent Hardness. — In the removal by the
lime process of the so-called " temporary hardness," that is, the
hardness due to the carbonates of lime and magnesia, these
compounds are rendered insoluble and precipitated without anything
being introduced in their place ; the total solids of the water are
therefore diminished exactly to the same extent that the hardness
is reduced. But in removing the " permanent hardness," that is,
the hardness due to the sulphates and other compounds of lime.
and magnesia, these compounds are not precipitated unchanged, but
are replaced by other salts of a less objectionable and more soluble
character, and the dissolved solids are slightly increased. Such
softened water therefore should not, any more than unsoftened
water, be allowed to concentrate indefinitely in steam boilers, but
should be regularly blown off and replaced by fresh water from time
to time ; or the boilers should be completely emptied at regular
intervals of not too long duration. If this be done, no trouble will be
experienced ; but if the w-ater be allowed to concentrate too far,
priming may occur, and even scale may be formed. It would seem
incredible that such neglect should be possible ; but Paul * gives
two analyses of actual scale produced by neglect of blowing off or
washing out, one containing G8 per cent, of common salt, taken from
the boiler of a Thames tug, and the other containing 77 per cent, of
common salt, 12 per cent, of sulphate of soda, and 3' 6 per cent, of
* See Civil and Mechanical Engineers, 1891.
410 WATER SOFTENING. JuLY 1898.
carbonate of soda, taken from a land boiler in Berkshire ; of tliis
latter scale 95 jier cent, dissolved at once on immersion in cold water.
These incrustations were not produced by softened water, but by
natural water highly charged with sodium salts. The tendency to
prime is most marked in the case of locomotive boilers, and is not
unfrequently aggravated by the pernicious and dangerous practice of
putting oil into the boilers ; but there seems no doubt that a moderate
concentration of the sodium salts, more especially sodium sulphate,
Avill sometimes cause it. Where there is no objection on other
grounds, such boilers may with advantage be fitted with scum cocks,
by which the surface water can be blown oif down to a safe level
whenever req[uired.
Chloride and Nitrate of Calcium, sometimes met with in hard
water, are very soluble salts, which do not enter into the composition
of boiler incrustation ; but they destroy soap. They are decomposed
by sodium carbonate, similarly to calcium sulphate ; the calcium is
precipitated as carbonate, and sodium chloride and nitrate remain
in solution.
Sulphate, Cldoride, and Nitrate of Magnesium are also easily
soluble salts, which are not constituents of ordinary boiler
incrustation. Sulphate of magnesia may nevertheless prove a highly
objectionable substance, if allowed to concentrate in the boiler. A
eoft carbonate of lime incrustation, when boiled with a solution of
sulphate of magnesia, is gradually transformed into sulphate of lime
and basic carbonate of magnesia, which latter, if the temperature be
high enough, changes into hydrate of magnesia, and the two together
then form a hard scale like porcelain, thus : —
Ca CO, + Mg SO, + H.O = Ca SO, + Mg (OH)^ + CO,
hard scale
Chloride and nitrate of magnesium are objectionable, owing to their
corrosive character. All these salts decompose soap, forming a
greasy scum on the water. The hardness caused by either of the
above compounds of magnesium can be removed by adding to
July 1898. WATER SOFTENING. 411
tlie water caustic soda, or, what comes to the same thing and is
cheaper, lime and carbonate of soda in proper proportions, by which
these magnesium compounds are decomposed and the magnesia is
precipitated as hydrate. When caustic soda is used, the reaction is : —
Mg SO^ + 2 Na OH = Mg (OH)., + Nag SO4 ;
and when lime and carbonate of soda are used : —
Mg SO4 + Na2 CO3 4- Ca (OH),, = Mg (OH)., + Ca CO3 + Nag SO^.
Thus, all hard water can be softened by means of either lime alone
or lime and sodium carbonate, in proportions which depend upon the
character of the water to be treated ; but a water may be so hard as
to be unsuitable for softening, owing to the cost of the chemicals
required and to the excessive proportion of soluble salts remaining
in the softened water.
Carbonating Softened Water. — Hard water is, as a rule, an
extremely dilute solution of the substances which it is wished
to remove from it ; and the changes which occur when it is
chemically softened require time for their completion. These
changes are both more rapid and more complete if the hard
water and re-agents are heated together, than if they are mixed when
cold ; and water which has been softened when cold is liable to deposit
a further small quantity of precipitate on heating. Attention was
called to this fact at Derby several years ago, during the experimental
softening of water for use in some of the stationary boilers in the
locomotive works.* When the softening process had been in operation
for several months, and the improved condition of the boilers was such
that the President was considering the desirability of extending the
process to the whole of the boilers, a difficulty of a peculiar kind
presented itself. It w as found that the softened water which formed
no scale in the boilers had quite the opposite effect in the injectors,
feed pipes, and clack boxes. The valves began to give trouble by
sticking, and an examination proved that the whole interior of the
feed apparatus was coated with a soft deposit, which was gradually
* Journal of the Society of Chemical Industry, vol. 10 (1891), page 515.
412
WATER SOFTENING.
July 1898.
choking everytliing. Some of tlie deposit removecl from the interior
of one of the copper pipes gave the following results on analysis : —
Carbonate of lime ....
•i2-58
Carbonate of magnesia . . . .
3-33
Hydrate of magnesia
24-87
Silica
11-05
Alumina ......
3-68
Peroxide of iron ....
2-23
"Water and organic matter
10-79
Metallic copper (from the pipe)
1-47
100-00
The large amount of magnesia in this deposit, and the fact that
carbonate of lime and hydrate of magnesia occur in it in
proportions which are chemically equivalent, whilst in the water
itself the ratio of magnesia to lime was much less, afforded a
clue which was followed up by heating some of the clear softened
water in a glass flask to about 200° F. Nothing appeared to separate
at first ; but on shaking the water round in the flask an exceedingly
thin film peeled off the surface of the glass, and broke up into
fragments which floated about in the water. These fragments were
found to consist of carbonate of lime and magnesia. The cause of
the deposit was now apparent. The chemical reaction between the
lime and the carbonate of magnesia —
Mg CO3 + Ca COH). = Mg (OH), + Ca CO3
which was not quite complete in the cold, completed itself when the
water became raised in temperature in the hot pipes, and a slight
further precipitation took place. The four boilers using softened
water at that time were all supplied by means of one exhaust
injector, and through this injector and the feed pipes about
20,000 gallons of water passed in 24 hours. Assuming that
each gallon of water deposited one-third of a grain of solid
matter, the total amount of deposit formed in one day would
amount to nearly one pound. If thrown down in the boilers,
July 1898. WATER SOFTENING. 413
this would Lave amounted to nothing more serious than a little
harmless mud ; but by its precipitation in the feed pipes the narrow
passages were gradually choked up. T'he experiment was subsequently
made of passing a little carbonic acid into some of the clear softened
water before heating, and this was found entirely to prevent further
precipitation at 200° F. The remedy therefore lay in carbonating
the softened water ; and eventually a coke stove was set up, and the
gases from it were led into the softened water in sufficient proportion
to convert all the carbonates into bicarbonates, which is easily
ascertained by means of phenol-phthalein solution. Since then no
further Iroublc has been experienced.
It may here be pointed out that passing carbonic acid into the clear
softened water cannot possibly harden it, though some appear to think
it can. It is tme that for softening hard water lime is added in order
to remove the carbonic acid ; but this is only in order that the
dissolved carbonate of lime, which is held in solution by the carbonic
acid, may precipitate ; after removal of the carbonate of lime, as much
carbonic acid as desired may be put back into the water without
hardening it. Every natural soft water contains carbonic acid, and so
long as it does not come into contact with calcareous strata it
remains soft. Carbonating the softened water is in fact an
advantage, not only when the water is required for feeding boilers,
but for some other purposes, such as wool-washing and tanning,
because all traces of free caustic alkali and carbonate of soda
remaining in the softened water, which would be detrimental, are
converted into bicarbonates. By this process softened water is
made more palatable for drinking, and the tendency to form a deposit
in town mains is lessened, if not entirely obviated.
Softening Apparatus. — The mechanical operations involved in the
softening and purification of hard water include the preparation of the
re-agent, the mixing of it with the hard water, the separation of the
precipitate, and the subsequent bicarbonating of the softened water.
The apparatus and process employed must be of the simplest possible
character compatible with efficiency, and should be applicable to the
removal of both temporary and permanent hardness, whether due to
414 WATEE SOFTENING. JuLY 1898.
lime or to magnesia salts. Nothing could be simpler than the original
Clark process of precipitation in plain tanks ; but the slow settling
of the precipitate necessitated either large and costly tanks or the use
of filters ; and filtration, besides complicating the process, has been
found to be troublesome and expensive when the water contains
magnesia, and practically unworkable if any attempt be made to
remove the magnesia. In the process about to be described
plain tanks are used and filters are dispensed with ; for by a special
method of manij^ulation it has been found possible to increase the
rate of subsidence of the precipitate to such an extent that about one-
sixth of the tank area required in Clark's process is usually sufficient.
This effect is produced mainly by the simple expedient of stirring
up, every time a tankful of water is softened, some of the
precipitate which has settled from previous operations. This
precipitate by lying at the bottom of the tank becomes aggregated
into coarse flakes, which, when stirred up and allowed to settle again,
carry down the fine particles of fresh precipitate so rapidly that
in from half an hour to an hour the water clears itself to such
an extent that the suspended matter remaining, even at a depth of
6 feet from the surface, does not exceed about 1 grain per gallon. This
very small quantity may for many purposes be neglected ; and when
perfectly clear water is required the subsequent carbonating
re-dissolves it, hardening the water it is true to the extent of one
degree or less, according to the amount in suspension, but not
sufficiently to be of material importance.
In Plates 87 to 89 is shown the general arrangement of aj^paratus
suitable for treating on this principle from 5,000 to 10,000 gallons
of water per hour. The two exactly similar softening tanks TT,
preferably lOJ feet deep, are intended to boused alternately, one being
filled with water which is being softened and clarified, whilst a supply
of purified water is being drawn off from the other. For 4,000
gallons per hour, or less, one softening tank is sufficient, with a storage
tank ; for more than 12,000 gallons per hour three tanks are desirable ;
and for 35,000 gallons and upwards, four tanks. The working capacity
of each softening tank is three-fourths of its depth, about 2^ feet
of water and mud being allowed to remain when the water is
July 1898. WATER SOFTENING. 415
drawn off, while a margin of 6 inches at the top is left in
filling, which is done by means of the supply pipe I. The quantity
of water to be treated being thus exactly known, the proper quantities
of quicklime and anhydrous carbonate of soda (58 per cent, alkali)
are weighed out. The lime is first slaked in hot water in one of the
small re-agent tanks ER, Figs. 8 to 10, Plates 90 and 91, which
is filled with water, either from a tap connected with the softened-
water main, or direct from the softening tank by means of the tee
and pipe between the three-way tap A and blower B, Figs. 4, 8,
and 9, by turning on steam to the blower, throttling the passage
through the three-way tap to the two vertical downward pipes
G and K, and opening the tap D, Fig. 10, the tap E and the air
tap being closed ; water is then lifted into the tank through the
rose J and suction pipe S, Fig. 4, Plate 89. The water is boiled by
a perforated steam coil C, Figs. 9 and 10. After the lime has been
completely slaked, the alkali is added, and the liquid is boiled for a
few minutes and stirred until the alkali is dissolved. The re-agent
thus prepared is injected into the hard water in the softening tank
through the upper row U of horizontal perforated pipes. Fig. 4, in
the following manner : — the tap D and the air tap being closed, steam
at not less than 45 lbs. (preferably 90 lbs.) pressure is admitted to the
blower B, Fig. 9, and the three-way tap A is turned so that a current
of water is established from the softening tank, through the rose J,
Fig. 4, the suction pipe S, Figs. 4 and 9, and the three-way
tap, down the vertical pipe G, and back into the tank through
the perforations on the upper side of the upper row U of horizontal
pipes. Into this current of water the re-agent solution is slowly
admitted by opening the tap E, Figs. 9 and 10, and is diffused
throughout the volume of hard water in the softening tank. The
operation, including the rinsing of the re-agent tank, is generally
allowed to occupy ten minutes. The suction pipe in the re-agent
tank extends below the perforated false bottom F, Fig. 9, which
prevents any pieces of stone &c. in the lime from getting into the
pipe. The tap E having been shut off, the air-tap over the blower B
opened, and the three-way tap A reversed, air is forced down the
pipe K, Fig. 4, and through the perforations in the under side of
416 WATER SOFTENING. JCLT 1898.
the lower row L of pijjes, into the mud at tlie bottom of the tank,
stirring up a portion of the mud and diffusing it through the water.
After the blower has been in operation for a few minutes — usually
ten, but varying with different waters — the steam is shut off, and in
about an hour or less the water will be ready to be drawn off.
The operations of carbonating and drawing off are effected
simultaneously by means of the floating discharge-pipe P, Figs. 3,
4, 6, and 7, the body of which is of brazed copper, rectangular in
section, having baflies (Fig. 6) at intervals along the bottom ;
these cause the water to flow down in a cascade and to splash up into
the gases, which are injected from the coke stove into the cast-iron
head of the pipe through the gas-pipe N. The water and surplus gas
escape together at the lower end through a ball valve, the carbonated
water falling into the cistern (Figs. 2, 3, and 4) from which it is
drawn for use, and the gas escaping into the air. The coke stove,
Fig. 6, Plate 89, contains in the upper part a supply of coke,
which, by falling through the cone, maintains a fire of constant
thickness, about 8 inches in depth over the fije-bars. The top of
the chimney, Fig. 4, is closed by a butterfly valve, below which the
gas is drawn off through a branch for carbonating. In order to
ensure a constant and ample supply of gas, a small blower is fixed in
the branch pipe. "When the ball valve closes and water ceases to
flow down the discharge pipe P, the gas accumulating in the head of
the pipe forces the water below the sill M, Fig. 6, and escapes
through the pipe 0 without disturbing the water in the tank. When
the ball valve opens again, the floating pipe P first empties itself of
water, and the gas then escapes through the ball valve, relieving the
pressure, and allowing water again to pass over the sill M and down
the pipe P with the gas, so long as the valve remains open.
The precipitate is prevented from unduly accumulating in the
tanks by its partial removal at regular intervals ; this is effected in
various ways to suit different circumstances. From the nature of
the precipitate, and the fact that it is not allowed to consolidate, it
is easily dealt with. In a small apparatus a mud pipe leading
to a drain is provided near one corner of the tank ; and by lifting
a plug daily, and using the blower to stir the mud, a sufiicient
July 1898. WATER SOFTENING. 417
quantity can be run oflf. In a larger apparatus it is swept out into
a pipe or trough, wliicli conveys it into shallow draining pits,
whence it can be carted away; or, it is raised from the tank or
trough by a steam lifter, and discharged direct into a cart or wagon
lined with waste furnace-ashes, through which the excess of water
soon drains, leaving the nearly dry mud and ashes .ready for tipping.
General EemarJcs. — The softening of water is an exact process, and
in order to obtain satisfactory results proper attention must be given
to it. Rough and ready methods may succeed in a few instances, but
they will not answer in the long run for general adoption. Automatic
machines for softening water, which are said to require attention only
once or twice a day, and which run continuously, are not to be
recommended. In the comparatively rare cases where lime alone is
required, and the hard water is practically invariable in character,
the continuous method of mixing the hard water with lime water in
properly proportioned streams may give good results, provided the
machine for preparing the lime water is thoroughly efficient and
properly attended to. Lime water is a saturated re-agent; it can
be prepared of nearly constant strength by causing water to flow
continuously through a mass of it kept in agitation, and the solution,
being very dilute, does not need extremely fine measurement. But
when the same plan is adopted with a solution of caustic soda of
much greater strength, finer measurement is necessary ; and, unless
it be carefully looked after, a deficiency or an excess of re-agent in
the softened water may easily occur. Another objection to the
continuous-flow system of softening is that, unless frequent tests are
made, a large quantity of improperly treated water may pass from
the apparatus. Therefore it is preferable to soften a known volume
of water with a known weight of chemicals, and to test each tankful ;
the excess or deficiency of re-agent can then never be serious, even
with a variable water. With the tanks fitted as above described, the
manipulation of 20,000 or 30,000 gallons of water is as easy as that
of one gallon ; the appliance for mixing is effective and easily kept
in order ; every tankful of water may be treated with whatever
weight and kind of chemicals are desired, and every drop of water
2 Q
418
WATEB SOFTEXIXG.
July 1898.
gets its proper proportion. Tlie laboi:r is ligtt. Xo expensive
buildings are required ; all that are necessary are a storehouse for lime
and coke, and a covered working stage over the tanks ; and the
apparatus generally is almost indestructible, necessary repairs being
limited to keeping the valves in order, occasionally cleaning out the
holes in the perforated pipes, and painting the tanks outside;
experience shows that they do not rust inside.
Biver Denrent Water. — This process has been in operation since
January 1892 in the Midland Eailway Works at Derby, clarifying
and softening the sewage-polluted water of the Eiver Derwent ;
reducing the hardness from about 15 degrees to 4^ or 5 degrees,
and effecting considerable organic purification, at an inclusive cost
for chemicals, labour, and interest on outlay, of about one penny
per thousand gallons. A photograph of the apparatus is shown in
Plate 86. The tank on the left hand is being drawn from, that in
the middle is blowing, and that on the right hand is filling. The
water is of variable character. The following analyses recently made
show the composition of the water before and after softening, and are
plotted in the diagram, Fig. 12, Plate 92 : —
Unsoftened Wat^r. Softened Water.
Grains per Gfallon.
Carbonate of lime
Carbonate of magnesia
Sulphate of lime
Sulphate of magnesia
Sulphate of soda
Common salt
Nitrate of soda
Silica
. 9-&0
. 0-78
. 3-OG
. 2-89
. 0-41
. 2-56
. 0-28
. 0-34
Water not expelled at 266° F., organic matter, &c. 1 • 78
22 00
Degrees of Hardness (Clark)
15-4
2-63
0-17
1-67
5-10
2-64
0-28
0-34
1-87
14-20
4-14
By using more lime and alkali, the hardness can be reduced to
3 degrees, and the sulphates of lime and magnesia wholly removed ;
JcXTlSML WATER SOFTE!fIJfG. 41'
bnt as the sofiened water is used in loojmotiTes, it is found deBiiable
not to reduce it so low.
The organic purification effected is shown by the following
fifflires: —
&ad So miQuTes'
subsidence.
Tree ammonia. Puts per million
Albimiiiu/id amsKHiia. Puts per millian
S?r?,^^P.] Gnunspergallan
0-42
0-204 [
l-OS
0-28
0-106 :
Bacteriai Purincation. — Oi gxeaier impcrrtance from, a saiuTarT
point of view is the remarkable bacterial purificatioii e^ecttd by
this process, which the polluted character c: tie ::::-;.::£}". Birer
Derwent water brings into special prominence, P : ir ::r.:iie:i:
the water swarms with bacteria capable of gn.vriz^_ _ . _' rli..
plate; after treatment, few are left in the war-er. T:^is is l.v-:: .::!
by the two photographs. Fig. 17, Plate 94. I ~:
showed, several years ago, that tiie precipitate c: ._ __ _ _:
produced in Clark's proce^ carries down about 98 t-i : i.:. : rLe
organisms contained in the water; the author's ot^i z f:::_vi-:s
show that the repeated stirring up of the old pri-?:^ : r . s :_;:
impair the efficiency of the purification in this r.s; _.:. cTri^ " -ri:
the mud is swarming with bacteria, as that in the taniks at Derby
must be.
The author and ^Ir. Deele^ are greatly indebted to the President
tor kind help in many ways, and especially for haring, by the
erection of the Derby pluit, enabled the capabilities of their prc>cess
to be demonstrated.
0:^^r J^^i:(;.v:;*,^.— Pcrirg :le b.s: nve year? i:? rr>^e5;? h:^?
been adopiei for sofciirg w.-jr^r a; v.pTTiTvis oi dfiy works ai
2 Q 2
420
WATER SOFTENING.
July 1898.
home and abrcatl, including water works, dye and bleach works,
woollen and worsted mills, paper mills, laundries, &c., where the
quantities of water treated by it range from 500 to 45,000 gallons
j)er hour. It has been found to be applicable to all kinds of hard
water, and gives the best results when magnesia is present, the
hydrate of magnesia forming a coarser precipitate which settles
more rapidly than pure carbonate of lime. The following is an
example of a very hard well-water, strongly impregnated with
magnesia, which is successfully softened at Nottingham : —
Carbonate of lime
Carbonate of magnesia
Sulphate of lime
Sulphate of magnesia
Nitrate of magnesia .
Chloride of magnesium
Common salt .
Silica
Degrees of Hardness (Clark)
Grains per Gallon.
9-19
1-40
12-17
7-05
13-69
0-64
6-30
0-62
Temporary
Permanent
Total
51-06
10-9
24-6
35-5
This water, after softening, at a cost for chemicals of about 2^d.
per thousand gallons, has an average soap hardness of 3 • 2 degrees,
all the permanent hardness is removed, and the temporary hardness is
reduced to 3*2 degrees. The softened water is used for wool
washing and steam raising ; it fonns no scale in the boilers, and
the economiser tubes are kept free from incrustation.
St. Helens. — The advantage of this process when applied to
magnesia-hard water has recently received a i)ractical demonstration
at St. Helens. The following information is from notes kindly
supplied by Mr. Lackland, the water engineer : —
" The water supply to St. Helens is at present obtained from
four pumping stations on the new red sandstone. That from two of
Jlly ISQS. WATER SOFTENING. 421
the stations is treated by the Clark process, being softened by the
addition of milk of lime in a continuous operation; after passing
through a subsiding tank of 130,000 gallons, and then through
cloth filters, it flows into a service reservoir. The quantity of
water thus softened varies from 1^ to 2^ million gallons per day
of twenty-four hours. The hardness before treatment is 18*5
degrees, and after treatment from 10 to 12 degrees; and the quantity
of lime used is about 20 ounces per thousand gallons.
" The difficulty in applying the Clark process to the St. Helens
water has been considerable, in consequence of the j)resence of
magnesia as well as carbonata of lime, the effect being that the
reaction in the softening process is not fully completed uutil after
the water has passed the filters ; and although the water is good in
appearance on leaving the filters, yet a white deposit is subsequently
found in the reservoir, probably due in most part to the delay in the
reaction with the magnesia salts, but also in part to a certain amount
of carbonate of lime and small particles which the cloth filters allow
to pass at intervals, after being cleansed by sprays of water. This
sediment finds its way into the mains, and occasionally appears at
the taps in the houses, giving rise to much complaint from time
to time. In order to remedy this defect, and also to avoid the waste
of water which takes place from the frequent flushing of the mains,
it was decided in 1897 to try the Archbutt-Deeley process. For this
purpose, an experimental apparatus was supplied by Messrs. Mather
and Piatt, and trials were made in December, January, and February
last. The result of this experiment on the large scale was to show
that by the addition of 40 ounces of lime per thousand gallons the
water could be reduced to 6 degrees of hardness, as against an average
of 12 degrees by the Clark process, and that the occurrence of a white
sediment in the reservoir could be entirely avoided. There is also
the advantage that filters are not required." With the Clark process
it is not practicable to use more than 20 ounces of lime per thousand
gallons for the reason explained in page 406, that the magnesia
thereby precipitated chokes the filters.
Mr. Lackland estimates that the extra cost of lime by the
Archbutt-Deeley process vnll be balanced by the saving in the cost
422 WATER SOFTENING. JuLY 1898.
of filter cloths and other expenses incurrecT by the Clark process
at present in use ; and of com-se there will be the additional advantage
that the hardness of the water will be reduced to 6 degrees, instead
of to 10 or 12 degrees as at present.
The following is an analysis of the St, Helens water from the
Knowsley and Kirkby pumping stations, recently made in the author's
laboratory by Mr. T. H. Adams : —
Grain
3 per Gallon
Carbonate of lime .....
11-30
Carbonate of magnesia ....
4-89
Sulphate of magnesia ....
2-06
Chloride of sodium (common salt)
2-81
SUica
0-42
Water not expelled at 266° F., organic matter
,&c.
1-42
22-90
Degrees of Hardness (Clark) . . 19 '1
From this analysis it may be seen that by removing 9 grains of
carbonate of lime and no magnesia, as in Clark's process, the
hardness would be reduced to 10-1 degrees ; by removing also the
carbonate of magnesia, a further reduction of 5 • 8 degrees of hardness
is possible, the 4*89 grains of carbonate of magnesia being equivalent
to 5 • 8 degrees of hardness.
Sicadlincote and Aslibij. — An interesting example of the
application of this process to a public water supply is afforded at
the new waterworks designed by Messrs, George and F. W. Hodson
for the Joint Water Committee of the Swadlincote and Ashby
Urban District Councils. The water, which is pumped from a
well and boreholes in the Trent gravel at Milton, near Repton,
besides being very hard, contains in solution a considerable amount
of iron, which precipitates on exposure of the water to light and
air. This iron is successfully and completely removed, the
hardness of the water is reduced from 22 or 23 degrees to an
average of 8j^ degrees, and the softened water is bicarbonated, at a
total inclusive cost — for chemicals, labour, steam for the blower, coke
July 1808. WATER SOFTENING. 423
for carbonating, and interest at 6 per cent, on capital outlay — of
0 • 8 penny per thousand gallons, according to figures kindly furnished
by Messrs. Hodson. Here 2 per cent, is allowed for depreciation
and 1 per cent, for repairs, wbicb is considered ample for sucb a
plant. Lime only is used in softening tliis water. The presence
of the iron, instead of being a trouble, is an advantage in the
purifying process, as it assists the precipitation, which is remarkably
rapid. The tanks are 10^ feet deep ; and forty minutes after
shutting off steam from the blower the water is clear, almost to
the bottom of the tank, and ready to be drawn off. The guaranteed
output of the plant is 45,000 gallons per hour, or 540,000 gallons
per day of twelve houi's ; this quantity of water is easily softened
and purified in four tanks, each having a working capacity of
27,000 gallons. Messrs. Hodson state that the purified water
gives complete satisfaction to the whole of the consumers, and is
being largely laid on to works of various manufacturers in the
district. Fig. 14, Plate 93, is a general view of the works. On the
left hand is the pumping house and the engineer's residence, on the
right are the softening tanks with the chemical treating house above,
and in the foregound is the well and reserve tank for hard water.
Fig. 16, Plate 94, shows the interior of the treating house ; and
Fig. 15, Plate 93, is a view of the softening tanks as seen from above.
For these photograj)hs the author is indebted to Mr. Deeley.
Cost of Softening. — In the discussion upon Mr. Tebbutt's recent
paper on steam laundry machinery (Proceedings 1898, page 297),
Mr. George H. Hughes stated that the cost of softening water by
Dr. Clark's process amounted to probably about one penny per thousand
gallons, including three farthings for labour, maintenance of plant
and tanks, and interest on capital, and one farthing for lime or other
chemicals. Information as to the cost of softening water at several
places has also been given by Mr. W. K. Bird,* who obtained his
information from the engineers of the various works. He states that
the total cost of the Clark process at Canterbury, at the East Surrey
* Junior Engineering Society of Swindon in November 1895.
424 WATER SOFTEXDIG. July 1898.
Water Works, and at the South Hants Water Works, is about one
penny per thousand gallons, interest being probably reckoned at
5 per cent., though this is not mentioned. The same process with
Atkins filters costs at Saffron Walden 2*12 pence, at Wellingborough
2 • 07 pence, at Henley 1 • 35 pence, and at Southampton 0 • 43 penny.
The low cost at Southampton is partly accounted for by the large
volume of water softened, namely 2^ million gallons per day, which
considerably reduces the cost per thousand gallons for interest and
labour. Interest is cliarged at 5 per cent., which allows only 2 per
cent, for depreciation and repairs ; but as the most valuable part of
the plant consists of filtering machinery, 5 per cent, for depreciation
and repairs would be a fairer charge, making 8 per cent, altogether ;
if this were allowed, it would increase the cost at Southampton to
0-54 penny per thousand gallons. At St. Helens, where from 1^ to
2^^ million gallons arc at present softened per day by the same process
as at Southampton, Mr. Lackland gives the total cost as 0 • 67 penny
per thousand gallons ; £310 per annum, or one-sixth of the whole
cost, is for renewal of filter cloths. Messrs. Hodson state that the
Porter-Clark process, which they carried out in Suffolk for a small
supply of 50,000 gallons per day, where a chalk water was reduced
in hardness from 28 to 10 degrees, was found to cost 2 • 27 pence
per thousand gallons for lime, labour, steam, renewals of filter cloths,
and 5 per cent, interest on outlay.
General statements as to the cost of softening water by any
particular process must be misleading, because so much depends
upon the quantity as well as the character of the water treated. A
water of which the hardness is entirely " temporary," that is, due to
carbonate of lime and carbonate of magnesia, can be softened with
lime alone, which costs, per ton, say £1 or less ; but " permanent "
hardness, due to sulphate of lime, can be removed only by using alkali,
costing at present jirices nearly £5 per ton. Less than one pound
of lime per thousand gallons of water will remove 10 degrees of
temporary hardness ; but 1 • 6 pound of alkali is required for the
removal of 10 degrees of permanent hardness due to sulphate of
lime, while sulphate of magnesia is still more expensive to remove.
Taking quicklime at £1 per ton, and alkali at £5 per ton, the cost
July 1898.
WATER SOFTENING.
425
of the chemicals required for softening water is about as follows per
thousand gallons : —
For every 10 degrees of temporary hardueas
„ „ „ „ „ permanent ,,
0-11 penny.
0-95 „
Thus permanent hardness is approximately nine times as expensive
to remove as temporary hardness. These figures for the cost of
chemicals are quite independent of the particular mechanical process
employed : except that caustic soda, which is used in some water
softeners, increases the cost. Clark's process is never used for any
other purpose than the removal of temporary hardness, and this is
why the cost of softening by that process is low. Assuming the cost
of labour, interest on outlay, and other incidental expenses, to amount
to O'o penny per thousand gallons, the cost of softening water of
20 degrees hardness would vary as follows, according to the nature of
the hardness, as shown in the diagram Fig. 13, Plate 92 : —
Nature of Hardness.
Cost per thousand gallons.
Chemicals.
Labour, i Tr,fni
Interest, &c. -^°'^^'-
All temporary
Half temporary, half permanent .
All permanent
d.
0-22
1-06
1-90
d.
0-5
0-5
0-5
d.
0-72
1-56
2--10
Advantages of Softening. — The incrustation deposited upon the
tubes and other heating surfaces of steam boilers using hard water is
generally believed to lead to considerable waste of fuel, owing to
its badly conducting property ; but authorities are not agreed as to
the amount of waste that may thus be caused, which must in any
case depend upon the kind of boiler and upon the nature as well as the
thickness of the incrustation. It has been stated by one observer* that
1-1 6th inch thickness of incrustation on the tubes of a multitubular
* Quoted in page 165 of " A Treatise on Steam Boilers " by Eobert Wilson, 1879.
426 -WATEK SOFTEXES-G. JuLY 1898.
boiler is equivalent to a loss of 20 per cent, of fuel, and that
the loss increases with the thickness of the incrustation in a rapid
ratio. Professor Lewes * gives the latest estimates as showing that
l-6th inch of scale necessitates the use of 16 per cent, more fuel,
l-4th inch 50 per cent., and half an inch 150 per cent, additional
coal. Another writer "f" thinks that the loss of fuel has been greatly
exaggerated ; and states, as an illustration, that the boiler of a steam-
tug, the tubes of which when taken out were found to be partly
cemented into a solid mass by a stone-like incrustation, was proved
to have consumed but little more coal in the last six months than in
the first six months during a period of three years ; it is added
however that the engineer in charge of this boiler was careful
to keep the flues free from soot and ashes. But waste of fuel
is not the only evil produced by incrustation. In a perfectly
clean boiler, the temperature of the plates over the hottest fii'e is not
much above that of the water in contact with them ; but the
incrustation formed by hard water allows the plates to become
overheated, with the result that a more rapid wasting of the metal
takes place, and there is a danger of collapse if the scale is allowed
to become too thick. Grease or greasy incrustation opposes a much
greater obstacle to the transmission of heat than clean scale does ; and,
as is well known, hundreds of cases of collapse of flues, and even
more serious accidents, have been caused by overheating due to
grease or greasy deposits in boilers. Such greasy deposits are
frequently met with when the feed-water, containing carbonate of
lime, is heated by the exhaust steam from the engine cylinders,
especially when the lubricant contains animal or vegetable oil. This
is not the place to discuss the cause of the formation of such deposits ;
but it is desirable to point out that, by softening such water, not only
is the carbonate of lime removed, but the traces of grease in the
water are carried down with the precipitate.
The chief advantages of softening hard water for boilers, apart
from the saving of fuel, are therefore — increased safety of working.
* " Service Chemistry " 1889.
t " Treatise on .Stcam-Boiler Incrustation." Davis.
July 1898. WATER SOFTENING. 427
longer life of the boilers, and a great saving in the cost of cleaning
and repairs. It has even been found that in a range of boilers the
cost of an extra boiler may be saved, owing to the smaller amount of
repairs and the saving of time required for cleaning. There is no
doubt that, to avoid incurring the cost of a softening apparatus, much
more money is frequently spent in " boiler compositions " than
would pay for properly softening the water. Many of these nostrums
are useless, and some dangerous, whilst the best are only a partial
remedy for the evils complained of.
Pitting and corrosion of boilers are not likely to be caused by
properly softened water, unless it be allowed to concentrate unduly ;
neither can the use of such water of itself cause leakage. Corrosion
of brass cocks and gauge fittings most likely arises from the use of
alkali in excess, which is simply due to neglect. Pitting of boilers,
even where apparently caused by softened water, may really be due
to the uncovering of old " pits " by the removal of scale, which
always occurs when softened water is first used in a dirty boiler.
Pitting when once started is likely to continue, owing to galvanic
action between the metal and the crust of oxide of iron contained
in the cavity. By thoroughly scraping the j^its so as to remove
every trace of this oxide, and by then painting the dry metal
surface with a thin coating of mineral lubricating oil, Mr. Deeley
has found pitting to cease in many instances when the water was
kept slightly alkaline. Leakage of the boiler plates sometimes
occurs soon after commencing to use softened water in an old boiler,
and is sometimes wrongly attributed to the chemicals used in
softening the water ; it is more likely to be due to the loosening of
the old scale, which had covered up defective places.
The softening of water is a necessity in all cases where soap
has to be used, as in the washing, milling, and scouring of
textile fabrics. For such work a great saving may be effected
by a properly constructed softening apj)aratus, without which the
softening must be expensively done with soap or soda. The
advantage may be judged from the fact that 1,000 gallons of water
of only 10 degrees hardness will destroy 12 lbs. of the best hard
soap, costing say 2s. ; the same quantity of water can be softened
428 WATER SOFTEXIXG. JuLY 1898.
by 1 lb. of lime costing about one-tentb of a penny, or by 1*6 lb.
of alkali, costing rather less than one penny, and the soap is
saved. One firm state that they save 40 per cent, of soap and
25 per cent, of alkali by using their own well-water softened from
12 to 3 degrees, instead of using town water of 7 degrees hardness.
Several firms testify to the saving of soap in wool washing, and
to the improved results obtained by the use of softened water for
dyeing, especially where the dyes are applied in neutral or slightly
alkaline baths. The material is less liable to fleck, the formation
of objectionable lime lakes with the alizarine dyes is avoided, and
the colours obtained are more brilliant than when hard water is
used. It should not be forgotten that, in any laundry where hard
water is used, all the water must be softened in the wash-tub
before a lather can be obtained ; and this is done at the cost of
soap and soda wastefully used, and with all the objectionable lime
and magnesia soap scum left in the water. By adopting an
efficient water-softener, not only is there a great saving in soap and
soda, but less rubbing of the clothes is required, and hence less
fraying of collars, &c. ; also, when the water is properly softened, the
cages of the washing machines are kept free from incrustation.
Clarification of Waste Water. — This process is not limited to
the softening of hard water, but has proved very effectual in the
clarification of manufacturers' waste water. During the last three
or four years apparatus has been supplied for this purpose to about
twenty-five works of various kinds, including bleach and dye works,
calico-printing works, paper mills, cloth mills, &c., and gives great
satisfaction. Xo novelty of chemical treatment is adopted, but it is
found that the thorough method of mixing leads to a great economy
of chemicals ; and owing to the rapidity of precipitation there is
also considerable economy in the amount of tank capacity required.
Lime and alumino-ferric are the chemicals chiefly used. The
clarification of the water is perfect, and when desired the alkalinity
of the effluent is neutralised by carbonating. The water is also
decolourised. Plate 95 is from a photograph of apparatus at the
Standish Bleach and Dye Works, Wigan, where 75,000 gallons of
July 1898. WATER SOFTENING. 429
waste water are treated per liour in four brick tanks. For tliis
photograph, and for the tracings from which Plates 87 to 91 have
been prepared, the author is indebted to Messrs. Mather and Piatt,
Salford Iron Works, Manchester, who are the makers of the apparatus.
Dtscitssion.
Mr. JoHx I. Thornyckoft, Member of Council, said the
paper dealt so completely with the chemical ami mechanical
operations, and gave so clear an insight into what took place in the
softening of water, that he thought it ought to prove of great
service to engineers. The author was right in saying that there
was great waste from not properly softening water ; and he had
shown one way in which this waste could be remedied. There was
one point on which he must confess he was himself somewhat
in the dark, namely in regard to the plan of carbonating the water
after it had been softened (page 413), and thereby re-dissolving the
lime and carbonate of magnesia which might be remaining in the
water in such a state that they were liable to form a deposit. Although
that plan surmounted one difficulty, it seemed to him that perhaps
it might entail the risk of raising another, owing to the action of
carbonic acid in parting with its oxygen to the iron. It appeared to
him possible that this action might cause an increase of corrosion in
boilers ; and probably the author had had experience in the matter,
and would be able to dispel the doubts he had in his mind. Having
himself been concerned with boilers in which the thickness of iron
was so slight that he could not afford to lose any metal if it could
be helped, he might be specially sensitive on this point ; and therefore
he should like to know whether there was any trouble in connection
with the carbonic acid which was purposely introduced into the
water. Experiments had been made by Mr. Weir, in which he
appeared to show that the real trouble of corrosion was due to
carbonic acid ; and ho therefore considered it necessary to boil the
430 WATER SOFTENING. JuLY 1898.
(Mr. John I. Thornycroft.)
water and so remove the carbonic acid from it before putting it into
the boiler, because he had found it was a dangerous thing to have
carbonic acid in the boiler. The details of the ajiparatus which had
been described by the author were most interesting, and seemed to
him to be complete.
Mr. J. r. L. Ckosland considered that water-softening apparatus
was a most important adjunct to the working of steam boilers in
many places. As regarded the estimate given in page 426 as to the
amount of loss of fuel caused by the thickness of the incrustation in
boilers — namely 16 per cent, for l-6th inch, 50 per cent, for l-4th,
and 150 per cent, for half an inch — his own experience went to show
that these figures were greatly exaggerated. Scale only 1-1 6th
inch thick, quoted from another observer as equivalent to a loss of
20 per cent, of fuel, he thought made scarcely any appreciable
difference in the consumption of fuel. Having tested a steam boiler
when it had been quite clean, and again a few weeks afterwards
when the incrustation had become a little thicker than an egg-shell,
he had found the difference in coal consumption was scarcely a
measurable quantity. In one instance he remembered boilers being
put in during the Christmas week, and they were afterwards examined
in February, when there was found to be 3 inches thickness of
deposit over the whole bottom ; yet scarcely any difference had been
noticed in the fuel, not enough to cause any special comment. It
was therefore clear that incrustation half an inch thick would not
increase the quantity of coal used to the extent of 150 per cent., or
there would have been something said about it at those works. It
would be highly desirable to make some experiments on this matter ;
but meanwhile he thought half an inch thickness of hard scale would
not increase the cost of coal even so much as the 16 per cent, which
was ascribed in the paper to only l-6th inch thickness. Hard scale
in itself did not seem to prevent the transmission of heat in anything
like the ratio that a soft scale would, such as a deposit purely of
carbonate of lime in the form of a flour. A floury deposit of
1-1 6th inch thickness was much more injurious thau half an inch of
hard scale of flinty character. It was where he had been troubled
July 1898. WATEE SOFTENING, 431
with a light floury deposit that lie had found the water-softening
apparatus most useful. In 1864 he remembered meeting with some
boilers at Scarborough, in which it seemed impossible to keep the
furnaces in repair. They had been repaired in all kinds of ways :
hoops had been put round them, they had been hung up by bolts at
the sides, and everything possible had been done to strengthen them.
It could not be discovered at the time why they were constantly
collapsing. Finally inspectors were employed to watch them day
and night, and they were never left for a moment ; and the furnace
crowns could be seen coming down even when there were 6 or 8 or
10 inches of water above them. At last it was suggested that there
must be something peculiar about the character of the water. It
was extremely good water, being the drinking water of Scarborough ;
but it contained carbonate of lime, which deposited on the plates
in a floury state ; and the only remedy then known consisted in
blowing oft' at the surface, which removed the trouble. That
difficulty which existed in a great many places in the country could
be almost entirely got rid of by the particular water-softening
apparatus now described, and also by some others. Wherever the
peculiar floury deposit was found, it was essential for the good
working of the boilers that some apparatus of this kind should be
used. There was no kind of composition, or any other means of
dealing with the water, that would prove equally efiectual : constant
blowing off involved great waste of fuel. In page 426 it was
pointed out that " grease or greasy incrustation opposes a much
greater obstacle to the transmission of heat than clean scale does ; " and
" such greasy deposits are frequently met with when the feed-water,
containing carbonate of lime, is heated by the exhaust steam ; " and
" by softening such water, not only is the carbonate of lime removed,
but the traces of grease in the water are carried down with the
precipitate." It was not usual however to treat water after it had
been heated by exhaust steam; and amongst a large number of
boilers for which the feed- water was so heated he did not know of any
one instance where the water was softened after it had been heated
by exhaust steam. Such a procedure would result in cooling the water
again. Where the grease was mostly troublesome was just where
432 WATER SOFTENING. JuLY 1898.
(Mr. J. F. L. CrosIanJ.)
softening apparatus had hitherto been least likely to he used, namely
where the feed-water was obtained from a surface condenser, and
where the make-up water containing carbonate of lime caused
overheating of the plates. The difficulty arising from grease being
carried into the feed-water by the exhaust steam could easily be
obviated by diverting the steam through tubular heaters. There was no
doubt that water softening ought to be much more adopted than it
was. Boiler compositions, as properly stated in page 427, were many
of them useless, and some dangerous ; they contained grease or oil
or fatty matter, and other objectionable things, and sometimes
matter which produced corrosion. Those that were of any service
were mostly composed of soda ; but as a rule they were of little use
indeed. If boiler users were troubled with anything more than
say 5 or 6 grains of carbonate of lime per gallon, a water-softening
apparatus should certainly be adopted. With regard to corrosion
(page 427), a water-softening apparatus would not have to be used,
he imagined, for simply corrosive water, but only for water which
also contained a large quantity of solid deposit dissolved in it.
Where the latter occurred, and where there was also corrosive action
in the water, owing perhaps to the presence of salt and other
impurities, the very process of water-softening by the introduction of
lime and soda had also the same effect of preventing the corrosive
action of the water. Any serious injury to the brass fittings of
boilers he agreed in thinking need not be anticij^ated from the use
of softened water. If too much soda was introduced, the fittings
undoubtedly would suffer, as rightly pointed out ; but that would be
due either to neglect or to ignorance. The softening apparatus was
extremely valuable ; and in view of the greatly increasing pressures
that were used in such boilers as had been referred to by
Mr. Thornycroft (page 429), it was absolutely essential that almost
pure water should be used. To have water laden with a deposit of
from 20 up to even 120 grains per gallon, as was frequently the case,
would be absolutely fatal to the use of a complex boiler of the
tubulous kind. Wherever tubulous boilers were used at high
pressures, and where such deposits occurred, it was absolutely
essential that there should be a good water- softening apparatus.
July 1898. WATER SOFTENING. 433
Mr. Edward B. Ellingtox, Member of Council, cousidered the
process described in the paper was most valuable, and the paj)cr
itself would be of great service to many members of tbe Institution ;
its authors were to be congratulated upon the excellent results
they had evidently obtained. Apart from the supplementary
introduction of carbonic acid to complete the chemical efficiency of
the ai)i)aratus, the important mechanical result attained was that
the settling process had now been accomplished in a much smaller
tank area than hitherto ; it was the large tank area previously
required which had constituted the difficulty in a great many
instances in using the Clark process. His own experience in the
matter had been rather in the clarification of dirty water than in
the softening process itself. In one of the pumping stations, situated
at Millbank in London, the water for the hydraulic power supply
was pumped up from a well which went down to the gravel bed
overlying the London clay. All that water was impregnated with
iron in exactly the same way as that pumped from the Trent gravel
at Milton (page 422), where the author's jirocess was in use ; and it
was necessary to adopt some chemical means of getting rid of the iron
it contained, which was gradually precipitated on exposure to the
light and air. The area was limited, and it was necessary to provide a
large amount of storage for the clarified water, in order to be prepared
for contingencies. After careful consideration and investigation of
the various plans, he had adopted the Porter-Clark process, and had
now had it at work about ten years. The lime was used not primarily
for the purpose of softening the water, but for getting rid of the iron
and providing means for filtering it out by the filter presses. The
water was mixed with a saturated solution of lime, which was
pumped at a regular speed into a softening tank having a caj^acity
of 15,000 gallons ; the total capacity of the apparatus was 30,000
gallons per hour. The great cost of the process was in connection
with the filter presses ; the cloths became so rapidly destroyed that
about one-third of the total cost of the process was for cloths alone.
The quantity treated per week was about two million gallons. The
total cost for labour, cleaning the cloths, working the filter presses,
filter cloths, power, and all other charges enumerated in page 424,
2 R
434 ■WATER SOFTENIXG. JuLY 1898.
(Mr. Edwar.l B. Ellington.)
amounted to about Ij penny per tliousaml gallons ; tliis was in
contrast with tlie cost of 2*27 pence mentioned in page 424 for the
same process at a place in Suffolk, where however the quantity
filtered was so much smaller. The working in London had been
perfectly successful. Apart from the renewal of the filter cloths,
the repairs had been practically nil ; and the apjiaratus worked day
and night, and was really automatic in its action. When the
filtered-water tanks were full, the apparatus was stopped ; and that
was all the attendant had to do at night. The reaction evidently
was not always completed in the softening vessel ; and in case the
apparatus was out of order, and therefore necessarily out of use, in
one of the tanks a bed of charcoal was prepared, which could be used
as a filter. The whole of the water, after passing through the filter
presses, was passed through this filter, and a certain amount of lime
deposit was invariably found in it. This charcoal filter had to be
cleaned out once a fortnight, in order to get rid of the lime ; while it
was being cleaned out a fresh bed of charcoal in another of the tanks
was doing the final filtering. If it were not for these charcoal filters
some of the lime would get into the hydraulic mains ; as a matter of
fact no lime had ever been found in the water after it had passed the
filtering tanks. Nearly equally good results in clarifying the water
had been obtained without any lime at all. At the first jiumping
station erected, where about thi-ee million gallons a week could be
treated, sponge filters were used. The water was simply strained
through sponge ; and there were certain mechanical means of cleaning
the sponge periodically. That plan worked well so long as the
apparatus was in order ; but it frequently got out of order, and was
costly to repair. Under those conditions the eflSuent was not of a
sufficiently satisfactory character. "Torrent" charcoal filters had
now been added, in which the charcoal was cleaned by blowing in
air with the cleansing water, and so disturbing the charcoal while
the washing was going on. There was now therefore a double
process of filtration, once through the sjionge and then once through
the charcoal ; and the clarified efiluent — which was water taken from
the Thames at Blackfriars, and was in a filthy condition when
pumped up — was as bright and clean as water treated by lime. In an
July 189S. WATER SOFTENING. 435
extension wliicli was now in progress at the Millbank station, filter
presses liad been abandoned, and " Torrent " filters were going to
be depended on entirely for getting a clear effluent after treatment
with lime. From experiments tbat bad been made for some time
with a small charcoal filter, he believed this plan would prove perfectly
successful.
With reference to the use of alumino-ferric for the clarification
of water (page 428), he had used this chemical for a good many years
for helping clarification, not at the station where the Porter-Clark
process was used, but at the first station where no lime was used.
After the alumino-ferric had been in use for some time, complaints
were received of corrosion of wrought-iron pipes on the consumers'
premises. This had not occurred previous to the use of the alumino-
ferric. A great deal of trouble and care were taken to ascertain the
cause if possible ; but no satisfactory conclusion could be arrived at,
except that the corrosion itself was undoubtedly due to the presence
of oxygen in the water, and that if the oxygen were eliminated no
corrosion could take place. But his suspicion was aroused with
regard to the action of the alumino-ferric, and after some time its
use was abandoned ; and since then, so far as he knew, the corrosive
action which had been complained of had ceased. He should
therefore like to know from the author whether any such result
would be likely to follow from the use of alumino-ferric ; and
whether, if it was used, it was necessary to take some further steps
for neutralising its subsequent action in the clarified water.
Mr. Arthur J. Herschmann referred to Berenger and Stingl's
plan of water purification, which had been in use since 1878 in
Austria, where the question' of water-softening was of great interest
to mill-owners and boiler-users, because there boiler companies had
taken more steps to ensure the proper working of boilers than
probably in many other countries. In agricultural districts an
k endeavour had been made to prevent the incrustation of boilers by the
introduction of potatoes, the object being to form a gelatinous
enclosure round any contaminations in the boiler water, and prevent
them from becoming deposited as scale in the boiler. Another
j 2 R 2
436 WATER SOFTEXIXG. JcLY 1898.
(Mr. Arthur J. Hei-schmanu.)
method was to paint boilers internally with a tarry or oil paint. The
use of hydrate of lime, as mentioned in page 404, had been known
in this country about a century ago, much before the Clark process
was adopted. In Germany, amongst many processes in use for
removing temporary hardness, those of Bohlig, De Haen, and Schulze
worked on similar lines to one another. The Berenger and Stingl
apparatus was the iirst to accomplish that object chemically and
more thoroughly by means of caustic soda and hydrate of
lime. Caustic soda transformed the bi-carbonates into simple
carbonates, which became precipitated, the caustic soda itself
becoming transformed into carbonate of soda. It could not long
remain carbonate of soda, because hydrate of lime was in the
solution ; and it again became transformed into caustic soda,
precipitating carbonate of lime. These mutual reactions continued
to take place so long as any hydrate of lime was left. After the
latter was all used uj), the remaining carbonate of soda precipitated
the gypsum or sulphate of lime in the water. It was attributed to the
co-existence of the hydrate of lime and caustic soda that an efficient
jjurification of water was effected.
Professor Arnold Luptox asked how, when the feed-water had
been heated by the exhaust steam from the engine cylinders (page 426),
the softening process could be subsequently carried ont without
cooling. It occurred to him that the cooling might take away a
great part of the heat put into the water by the exhaust steam.
Mr. John Perks had had many years' practical experience in the
softening of water for steam boilers by means of the Howatson
process, from which good results had been obtained. The water
to be treated contained as much as 65 grains of hardening ingredients
per gallon, chiefly sulphate of lime and sulphate of magnesia.
Although good results had been obtained, serious difficulties had at
first been experienced in the feed pipes. After the water had left
the softener and had settled in the tank from which the injector or
the steam pump drew, the pipes leading to the injector or jiumj) got
choked up in two or three months, not with a soft mud, but with a hard
Jlly 1808. WATER SOFTENUfG. 437
scale. They had to be taken down, and sometimes they were cleaned,
and at other times they had to he rcjilaced by new pipes. He had
tried injecting fuel gas into the water, but with bad results inside the
boiler ; for corrosion set up to a remarkable extent, and he was
obliged to cease using it. After the feed- water had left the injector,
that is, between the injector and the boiler, the pipes were perfectly
free. Consequently he had turned his attention to heating the feed-
water, instead of injecting fuel gas into it. Commencing with heating
the water up to only 100° Fahr., he had met with some success, but
not complete ; and had gradually increased the heating up to 180°,
when the result was that the feed-pipes were perfectly clear, and no
further trouble at all was experienced. [See page 452.]
Mr. Druitt Halpin noticed that in Table 1 (page 407), showing
the permanent hardness as represented by the solubility of sulphate
of lime in pure water at diSerent temperatures, one of the observers
gave one set of figures and the others a different set ; whilst
immediately afterwards an authority was quoted for the statement
that the whole of the j)ermanent hardness, that is the whole of the
sulphate of lime, was got rid of at 302° Fahr. From his own
experience he was more inclined to believe in the latter statement.
In a translation (published in the Transactions of the Institution of
Civil Engineers of Ireland, 1861, vol. G, pages 268 and 318) of a
paper by M. Couste (Annales des Mines, 1854, vol. 5, page 69), the
temperature at which the whole of the sulphate of lime was precipitated
was given as 302° Fahr. This certainly was more in accord with his
own experience, because in heating water without any chemicals at all,
simply for the purpose of thermal storage, and using water having
originally iHh degrees of hardness, the water after having been heated
to about 350° F. had been uniformly found to have only 5 or 5 g or 6
degrees of hardness. In page 408 it was pointed out that apparatus for
preventing scale in boilers by heating the feed-water could not be
efficient where the feed-water was merely heated by passing it into
the boiler through a tube in the steam si)ace, and where consequently
the water occupied only a few minutes in its passage through the
tube. This he was quite prejjared to believe, and the difficulty he
438 WATEE SOFTEXrN'G. Jui.Y 1898.
(Mr. Druitt Halpin.)
thouglit could be got over by allowing a reasonable time for tbe
precipitate to settle. If at least three boui-s were given for depositing,
as was now being done by himself on a large scale, the whole of the
precipitated suli^hate and carbonate of lime would be got out of the
water. The first object was to get the hardening ingredients
precipitated by the high temperature ; and the second was to let
the precipitate settle down by giving it a sufficient amoimt of time
to do so.
As to incrustation causing a loss of fuel going up to 150 per cent,
for half an inch thickness (page 426), with smaller losses for smaller
thicknesses, he could not possibly believe that incrustation could
have such a bad( effect; but he was not prepared to say that it did
anything but harm, as far as heat transmission was concerned. The
greater the rate of heats transmission, the more deleterious became
the incrustation. In the paper announced for reading uj)on the
results of recent practical experience with express locomotive engines
on the! North , Eastern Eailway, it would be noticed that the
locomotive boilers approximated to those of torpedo-boats, inasmuch
as they were evaporating at an average rate of about 13 lbs. of water
per hour per square foot of heating surface so high a rate of heat
transmission was nearly three times that occurring in mill boilers.
Locomotive boilers therefore would naturally be those in which the
incrustation would have the greatest eflect, and where any means of
water softening would be of the greatest benefit. Although it was
so great a necessity, it was difficult to soften water for locomotives
by the usual chemical methods, except at the places where the water
was put into the tenders from tanks ; but if the softening, instead
of being done in that way, was done merely by heating, without
any use of chemicals, it could be done efifectively. At j^resent such
an arrangement was at work on twelve lines of railway, on which
careful tests had been made under the most severe climatic conditions,
generally at or a little below freezing temperature ; and on those
twelve lines the result of the experiments showed that the minimum
saving realised in coal was 16 per cent., while the maximum was
42 per cent.
July 1898. WATER SOFTENING. 4o9
Mr. Edward G. Hillee considered that the essential feature of
the apparatus described iu the paper, which distinguished it from
others for the same object, lay iu the blowing arrangement for
distiu'biug the precipitate at the bottom of the tanks, and shaking it up
in the water, and so bringing down the new precipitates with it. In
connection with that arrangement he should be glad to know more
about its effect in regard to greasy water. It seemed to be implied
by a previous speaker (page 435) that in Austria more attention was
being given to these matters than in England. Whilst he was not
prepared to admit that commercial boilers in other parts of the
world received better attention than in this country, it was possible
that more erudite experiments had been made. In this country the
boiler insurance companies had for many years past steadily set
their faces against heating the feed-water by blowing the exhaust
steam into it, because the steam would carry grease into the feed-
water, and the grease would afterwards get into the boiler and lead
to overheating of a bad kind. In the softening tanks it was pointed
out in page 426 that the traces of grease in the water were carried
down with the precipitate ; and in this particular he should like to
have more information with reference to the precise action of the
precipitate. A most interesting principle had here been adopted in
the tanks, and it seemed similar to that of the flocculent precipitate
utilised for clarifying sewage, and in other similar processes. If
the flocculent precipitate carried down with it the grease contained
in the water, it not only afforded a testimony to the ef&cacy of the
apparatus in that particular direction, but it also bore upon other
apparatus which was being used at the present time, which hitherto
he had regarded with some scepticism. In the Boby-Chevalet feed-
water heater, for instance, it was claimed that the precipitation of the
carbonate of lime by the direct use of exhaust steam was accompanied
by the removal of the grease, and also allowed of feeding the boiler
with water at boiling point. In that heater the feed-water along
with the exhaust steam passed down over a number of trays ; and
it was supposed that the grease was absorbed by the carbonate of
lime which was precipitated by the water being heated in that
440 WATEK SOFTENING. Jui.Y 1898.
(Mr. Edward G. Hiller.)
manner. Any more definite information wliicii tlio autlior could
"ive upon this point lie was sure would be most useful, because
there were others who like himself were in doubt as to how far that
cleansing action actually took place, and to what extent the
precipitate acted as a filter on the grease which was in the water.
From the description given of the softening apparatus, he imagined
that it had not yet brought the users of only one or two boilers any
nearer to the goal of having their feed-water purified outside the
boiler at an economical rate ; it might possibly be applicable to
large ranges of steam boilers with advantage. Even 5 per cent, he
thought was too little to allow for depreciation (page 424) ; for he
had never seen any of the purifying tanks which had been used for
so long as fifteen or twenty years ; and he should cxjiect, if proper
provision were to be made for depreciation, that ten years' working
would probably be nearer the average for the softening tanks and
machinery.
Mr. George D. Hughes wished he could be wholly relieved from
the suspicion that the j)itting and corrosion of boilers arose in some
way from the carbonic acid generated by this process. From his
own experience of using water containing a large amount of carbonate
of lime he believed it was injurious to boilers ; and he was sure
it was still more so to the human frame : both alike became silted up
by water highly charged with carbonate of lime and earthy matter.
In consequence of this, for the last ten years he had used distilled
water for domestic purposes. The vessels however which contained
the distilled water he had found became corroded, as though by an
acid ; distilled water kei^t in tin vessels corroded them through in a
few weeks. He had therefore had to use vessels coated inside with
silica ; even with this coating put in, it was found that the distilled
water had some efiect in dissolving it. Any information the author
could give as to what was the cause of distilled water having the
effect of corroding a metallic vessel would be welcome ; and perhaps
those who had some experience in the use of surface condensers
could say whether any such corrosive action took jilace in boilers
when using distilled water in sea-going steamers.
July 1808. WATER SOFTENING. 441
Mr. E. C. SthomeyeUj referring to the plan of lieating the feed-
water after it had passed through the clarifying process, but without
injecting carbonic acid into it (page 437), enquired how the water
was heated, and what was the effect upon the heating surface of the
heater, if any. No doubt the scale would be got rid of in the feed-
pipes, but it would still be present somewhere. Or if the operation
consisted simply of blowing steam into the water, there woukl be a
precipitate which would also give trouble somewhere. With regard
to the loss arising from the heating surface of the boiler being
coated with scale, he quite agreed with Mr. Crosland (page 430) that
the efficiency of the boiler was but slightly reduced by scale. The
scale would certainly have a great effect, if the hot gases or flames
were of one and the same temj)erature over all the extent of the
heating surface. The statements quoted in page 426 were jjrcsumably
the results of experiments made with small kettles placed over
laboratory fires or smiths' furnaces, where the temperature of the
flame would be practically uniform. Under such conditions he could
understand that, the thicker the scale, the less water would be
evaporated, and the figures given in the paper might be correct.
But in a steam boiler, where the hot gases travelled over many
hundred square feet of heating surface, the circumstances were
different. If, as was usual, the heating surface was coated with
scale, especially over the furnace crown, it was certain that the
furnace end of the boiler would not be so efficient as it would
otherwise be. But then the gases would not be so much cooled
down at this j^art as they would otherwise be ; and when they reached
the next portion of the heating surface, they would be able, being
hotter, to transmit more heat than if they had been well cooled by
clean and efficient furnace-i)lates ; and proceeding step by stej) to the
end of the heating surface, the final result would be found to be that,
although the distribution of evaporation in a clean and in a scaly
boiler would be different, yet the total evaporation would be about the
same in both. This he thought would be largely the explanation of
the difference between the statements quoted in the paper and the
practical experience of engineers in charge of boilers ; but it did not
get rid of the serious objection to allowing scale to accumulate in a
442 WATER SOFTENIXG. JuLY 1898.
(Mr. E. C. Stroraeyer.)
boiler. Such an accumulation caused overheating of the plates, and
excessive wear and tear at the seams and flanges ; and really efficient
water-purifiers were therefore deserving of every encouragement.
Mr. Jajies Atkinson thought that, in connection with the effect
of boiler scale, it was important to bear in mind that many of the
experiments on this point had been made upon boilers containing flue
tubes, through ' the inside cf which the hot gases went, while the
Avater was outside. Scale on the outside of such tubes increased the
area of their heating surface. But modern boilers v\ ere now frequently
water-tube boilers, and scale on the inside of these tubes diminished
the area of their heating surface. Supposing a 2-inch flue-tube had
half an inch of scale put all round it outside, 50 -per cent, more
heating surface would be obtained. But if a 2-inch water-tube had
half an inch of scale all round it inside, the heating surface would
be diminished by 50 per cent. This he thought was a highly
important consideration, and one that ought always to be kept in
view in the transmission of heat through scale. As far as his own
experience went, a little hard scale did not much diminish the
transmission, nothing like the 150 per cent, mentioned in page 426 ;
but with a soft scale there was no doubt a much greater loss than
with hard scale.
Mr. WiLLiAJi Ingham (Manchester) drew attention to overheating
of boiler plates which took jilace where no deposit was formed either
of a hard or of a floury kind, and where also there was no appearance
of grease when the boiler was emptied. Xo doubt the floury deposit
referred to by Mr. Crosland (page 430) had been found far
more deleterious, or far more likely to cause overheating, than a
hard scale. Overheating however took place also simply by a
thickening of the water, owing to the quantity of solid matter held
in suspension, without the formation of any actual incrustation upon
the heating surface. In many instances which he had known, the
admission of grease and the floury deposit of carbonate of lime and
especially of magnesia had caused such a thickening of the water
itself that the transmission of heat to it had been seriously
July 1898. WATER SOFTENING. 443
retarded, to sucli an extent indeed that the jilatcs liad been
gradually overheated and bulged, while no trace of incrustation
could be discovered when the boiler was emptied ; the deposit
had simply gone away with the water. The anticipation entertained
by jMr, Thornycroft (page 429), that corrosion might be caused by
the presence of carbonic acid in the water, was shared by himself ;
for he had found that much of the deposit which was taken out of
pittings was composed of an oxide of iron resulting from the
carbonate. No doubt galvanic action took place when pitting was
once started (page 427), in consequence of the oxide of iron, \\ hich was
obtained from the pittings, acting as an electro-negative element to
the iron upon which it rested, A piece of carbon, or a minute
speck of other substance which was electro-negative to the iron,
would cause the electro-positive iron to oxidise round it ; and
small holes or pits were thus produced. It seemed likely therefore
that, if by the carbonating process any excess of carbonic acid were
put in, it would prove highly injurious to the boiler. At any rate
the pittings and corrosion in a boiler might certainly be aggravated
thereby.
Mr. "William Sisson supported the somewhat unpopular opinion
promulgated by Mr. Atkinson (page 442), that there was a
considerable difference between the effect resulting from the
deposition of the scale on the outside of a flue-tube with which the
water was in contact, and that resulting from deposition on the
inside* of a water-tube. It seemed to him that the explanation of
the fact, of which there could be no doubt, that a considerable
thickness of hard scale did not affect seriously the evaporative power
of a boiler, was simply that the resistance to the transmission of the
heat from the fire to the water was largely a question of surface
resistance, and that a tube otherwise clean, but having a little rust
on its surface, was almost as bad for transmission of heat as a tube
with one-sixteenth of an inch of scale on it. If there was a hard
deposit of scale in close contact with the outside of a flue-tube, the
transmission of heat through the joint thickness of the iron or steel
and the scale was not much inferior to the transmission through the
444 WATER SOFTEXIXG. JlLY 1898.
(Mr. William Sisson.)
iron or steel itself. The two boundiug surfaces, namely tlie inside
surface of the iron and the outside surface of the scale in the one
case, or the two surfaces of the iron itself in the other, were those
which presented the greatest resistance to the transmission of heat.
Moreover the smoothness of a clean surface was less favourable to
heat transmission than the slight roughness of a coating of scale.
Professor Eobeet H. Smith agreed with j\Ir. Sisson that a large
proportion, perhaps the greater part, of the resistance to the
passage of heat from the hot gases to the water was surface
resistance, that is, resistance at the surface between the gases and
the iron or steel plate, and again at the other surface between the
plate and the water ; and the latter resistance, between the surface of
the plate and the water, was not much affected by the fact of there
being a coating of scale or not. With regard to the great difference
that had been mentioned between the effect of soft sludge and of
hard scale, it seemed to him that it was not really any difference at all
in respect of the conduction of heat. It was a difference much more
largely due he thought to preventing the generated steam from
getting away freely. When there was soft sludge, the water went
into and through it, and the steam was generated at the bottom
or innermost surface of the sludge, and there was greater resistance
to its getting away through the sludge. The efficiency of the
steam surface of a boiler, as was well known by all who either
constructed or used boilers, depended much more upon the generated
steam getting away freely than upon anything else : far more than
upon the conductivity of the boiler plates. Where there was a hard
scale, the steam was still generated at the bounding surface of what
was yet pure water, or comparatively pure water ; and if the heating
surfaces were properly arranged there was comparatively little
resistance to its liberation. The difference of soft sludge from hard
scale in its effect upon the transmission of heat was thus more in
convective than in conductive effect ; that is, the sludge hindered the
flow of steam away from the steam-genera tiug surface and the flow
of water towards it.
July 1S98. WATER SOFTENING. 445
Mr. Alfred Saxon believed it was recognised in locomotive
practice that if the tubes were not cleaned inside they would
probably suifer more from dust inside them than they would from
the scale outside. In locomotives therefore a practice was made of
cleaning the tubes out periodically ; and accordingly in stationary
steam boilers he submitted that greater inefficiency would probably
arise from the neglect of the flues than from the deposit of scale
inside the boiler shell. The use of some such softening process as
that described in the paper he quite agreed was necessary, especially
with hard water ; but it seemed to him that the cleaning out of the
flues and tubes contributed quite as much to the efficiency of a
steam boiler.
Mr. William H. Maw, Vice-President, considered the desirability
or undesirability of using a water-softening apparatus in connection
with boilers was purely a question of cost. Much of the value of the
present paper arose from the fact that it gave such complete
information as to the cost of the process here advocated. Its
value would be yet further enhanced if the author would add
particulars of the number of gallons per square foot which could
be evaporated by boilers using the softened water before cleaning
became necessary. With London water he found that boilers
could not be worked advantageously to evaporate more than 250
to 350 gallons of water per square foot of surface between two
successive cleanings; and if they were worked within this limit
the cost of cleaning was from Id. to 2d. per thousand gallons
evaporated, being proportionately less in large than in small boilers.
According to these figures it appeared that, if the water-softening
process was absolutely perfect, and cleaning could be entirely done
away with by using it, the saving in the cost of cleaning the boilers
would quite pay for the softening, without taking into account any of
the other advantages gained by using softened water. London water
was much like the town waters found elsewhere throughout the
country generally ; it was a fair average water, and he thought the
average cost in other towTis was not far different from the London
446 WATER SOFTENING. JuLT 1898.
Oh. William H. Maw.)
cost. With regard to the effect of incrustation in diminishing the
evaporative efficiency of boilers, he entii-ely agreed with what had
been said by Mr. Crosland (page 430). In boilers working with
London water he was quite sm'e that, if they were not worked longer
than about a thousand hours between successive cleanings, the
difference in efficiency between a clean boiler and one that was just
going to be cleaned was not measurable by the ordinary means
available in factories.
Mr. A. Tannett AValker, Member of Council, had recently
visited a large steelworks in Germany where 10,000 tons of steel
were made per week. In showing him some new mills and blast
furnaces, and various apparatus and improvements that had been
carried out, one of the owners of the works had told him there
was no improvement that had been carried out there in the last few
years which had rendered such grand service as the purifying and
softening of the water used throughout the whole of the works :
there was now no Sunday work of cleaning, nor any unusual
cleaning of the locomotive boilers ; and the money that had been
saved was almost incredible. This had made so great an impression
upon him that when he knew the present i^aper was to be read
he had written to his friend, who had replied stating, " The
maintenance of the fire-boxes of our locomotives, so difficult before,
has become nil ; and we do not touch the boilers until the legal time
for inspection obliges us to take the tubes out." That was in
Germany, where the law was extremely exacting and difficult to be
complied with. The writer went on to say, " Our water supply
contains 23-10,000ths of carbonate of lime, and after the softening
operation there remain only from 3-10,000ths to 4-10,000ths. The
cost of the softening varies with the nature of the water : if it
contains sulphates, the cost is naturally somewhat higher ; but in
any case it is extremely low." [See page 453.]
The President was reminded by Mr. Maw's observations on the
question whether it was better to clean the boiler or to soften the
water, that the late Mr. Eamsbottom, when on the London and
July 1898. WATER SOFTENING. 447
North Western Railway, was always of opinion that it was better to
let a boiler get dirty and to take the tubes out and clean it when
necessary ; and on most railways in this country he believed this
opinion had been acted upon for many years past. For the last six
years the softening process now described had been in operation on
the Midland Railway, and its effect had been very good indeed. In
districts where there was good water which _,did not require softening,
a duty of something like from 400,000 ,to 500,000 miles was got out
of the locomotive fire-boxes ; but where the water was bad, they
frequently did not run 250,000 miles, and sometimes not more
than 200,000 miles. Where the copper fire-boxes were thickly
incrusted, the thinning and wearing of the copper plate was so
rapid as to take away quite half its lifetime.
Ml'. Archbutt said that, as regarded the possibility of corrosion
in boilers being caused or aggravated by carbonating the water
(page 429), the amount of carbonic acid put into the water need be
only just sufficient to neutralise the traces of lime and free carbonate
of soda which remained in the water after softening. By the
carbonating, these were converted into bi-carbonate of calcium and
bi-carbonate of sodium ; and no more carbonic acid need be added than
was just enough for this purpose. Every natural water contained as
much free carbonic acid as water treated by this jirocess contained ;
and therefore no more corrosive effect could be produced by this
softened water than by natural water in the same condition. The
presence of the slightest excess of carbonic acid was detected at once
by the delicate phenol-phthalein test (page 413) ; and the apparatus
used for carbonating had been proved over and over again to be only
just sufficient to answer the purpose. It was an undoubted fact
however that some soft natui-al waters were found to have a seriously
corrosive eftect on boilers. In a paper, on boiler incrustation and
corrosion, read at the Glasgow meeting of the British^Association in
1876 by Mr. F. J. Rowan, reference was made (page [232) to the
action of Loch Katrine water, which was of great purity. The
former water-supply of Glasgow having been calcareous, boilers
using it became coated with scale, and did not afterwards suffer when
448 WATER SOFTEXIXG. JCLY 1898.
(Mr. Archbutt.)
fed with Loch Katrine water; but new boilers, working with Loch
Katrine water from the first, were found to become rapidly corroded.
Xo other cause for this could be discovered save the dissolved gases,
of which the water contained from 7 to 8 cubic inches to the gallon,
about 3 cubic inches being oxygen. The remedy recommended and
found to be effectual was the formation and maintenance of a
protective coating of thin hard scale artificially produced. Another
proposed remedy, mentioned by Mr. Thorny croft (page 429), was to
expel the gases by boiling the water. In the rare instances where
cLemically softened water might be found to have a similarly
corrosive effect, the softening could be limited to a sufficient extent
to ensure the formation of a thin protective scale on the boilers, and
if necessary carbonating could be dispensed with. In the experiment
referred to by Mr. Perks (page 436), which had been made at his
own suggestion in 1891, the fuel gas was blown into the water
in the storage tank ; that was in the early stages of the experiments,
and was a method he should not now recommend ; he thought it
quite possible that the water might at times have been considerably
over-carbonated. But he did not feel convinced that the corrosion
observed by Mr. Perks was due to carbonic acid, and that it was
not the re-commencement of old corrosion, due to the pittings
already in the boiler not having been properly cleaned out. The
compound which was found in the pittings was magnetic oxide
of iron, which was known to be electro-negative in relation to
metallic iron, the latter being electro-positive. So long therefore as
any oxide of iron remained in the pittings, corrosion would go on ;
and he thought it probable that water containing free carbonic acid
would be more likely to cause it. The proper remedy would be to
scrape the pittings down to the bare metal, and paint them with
mineral oil or a thin coating of Portland cement.
"With regard to the loss of fuel due to incrustation, it would be
seen that ho had confined himself to quoting authorities in the
paper, and had not committed himself to any statement of his own ;
he was glad the paper had called forth a discussion upon tbis
point, because he thought experiments on the subject were greatly
wanted. Having shown that one writer made statements which did
Jl-LY 1808. WATER SOFTENING. 449
not agree with those of another, he had left those statements
altogether out of accoimt in estimating the advantages of softening
water. Apart from the saving of fuel, there were other advantages
in the increased life of the boilers, and in the saving in the cost of
cleaning, and so on. What the lo?s of fuel might be that arose from
incrustation, he had no experience which would enable him to express
an opinion ; and he wished to emphasize the statement in page 425 that
the amount of waste which might be caused by incrustation must in any
case depend upon the kind of boiler and upon the nature as well as
the thickness of the incrustation. A great many experiments therefore
would have to be made, before information could be obtained
which would apply to all possible cases.
An interesting account had been given by Mr. Ellington
(page 433) of the way in which he had succeeded in removing iron
from water by the Porter-Clark process. In all the filtering
processes however, as Mr. Ellington had found, a great deal of
money was spent in the renewal of the filter-cloths ; whereas in the
process described in the paper it had been shown how filtering
could be done away with. If with filtering the cost was l^d. per
thousand gallons, of which one-third was for filter-cloths, he did not
doubt that by the process now described the same water could
be softened and purified at two-thirds of that cost.
With regard to alumino-ferric causing corrosion (page 435), he
asked whether it was used alone, or whether lime and alkali were
used with it.
Mr. Ellington replied that the alumino-ferric only was used.
Mr. Archbdtt said in that case the corrosion could bo
understood, because alumino-ferric was a strongly corrosive substance.
The quantity which he occasionally found useful for assisting
precipitation in softening water did not exceed 1^ ounce per thousand
gallons ; and enough lime and carbonate of soda were added to
decompose the salt and precipitate the alumina, leaving in the water
a small quantity of neutral sulphate of soda : so that no corrosion
could possibly take place.
2 s
450 WATEK SOFTENING. JcLY 1898,
(Mr. Archbutt.)
From Mr. Hersclimann's account of the softening of water in
Austria (page 436) he did not gather that there was any difference
in the plan there adopted from that in use in England for many-
years : except that, while lime and caustic soda were used there in
just the same way as in England, the softening might be done
more cheaply and conveniently by using lime and carbonate of soda,
if the apparatus employed were adapted for the purpose.
When the feed- water had been heated by exhaust steam, Professor
Lupton had asked whether there was not a loss of heat by cooling in
the subsequent softening (page 436). As an instance of the small
amount of loss so arising, he might refer to an apparatus erected at
the North British Distillery, where the temperature of the heated
water before softening was 100^ F., and after softening 90", showing
a loss of only 10°.
With reference to the jirecipitation of sulphate of lime by raising
the temperature of the water (page 437), he had not felt able to commit
himself to any definite statement as to whether sulphate of lime could
be completely removed from water by mere heating or not ; and had
therefore simply quoted the most recent and reliable experiments he
was acquainted with, namely those of Professors Tilden and Shenstone
(page 407), which showed that on heating water up to 473^ F., and
keeping it at that temperature for four or five hours, there would still
be nearly 13 grains of sulphate of lime dissolved in a gallon of pure
water. It was believed by Mi*. Halpin that sulphate of lime was all
jirecipitated by heat ; but he should be interested to see the actual
figures, showing the result of analytical tests, v^^hereby that belief
could be substantiated. Supposing it true that the sulphate of lime
was wholly precipitated by heat — and he was not prepared to deny
the possibility, though he should like to see it proved — he should be
glad to know the cost, as compared with the cost of removing the
sulphate of lime by decomposing it by the addition of carbonate
of soda (page 409).
Mr. Halpin explained that in the plan of heating water for
tliermal storage the precipitation of the sulphate of lime was
necessarily effected free of cost, because the essential feature of the
July 1898. WATER SOFTENING. dSl
plan was to heat the water mucla above the temperature of 302° F., at
which it was stated (page 407) on the authority apparently of Sullivan
that sulphate of lime was quite insoluble in water.
Mr. Akchbutt was not convinced that the sulphate of lime could
be thus removed ; but looking at the question from a practical point
of view, under conditions where thermal storage had not yet been
adopted, supposing it were wanted to soften water containing
sulphate of lime, and granting this could be done either by raising
the temperature or by chemical means, which was the cheaper
process ?
With regard to the removal of grease by precipitation (page 439),
he could not give much information, but would refer to Stingl's
paper upon the effects of condensed water containing grease on
boilers fed with it.* Only one instance had yet occurred in his own
experience in which he had been asked whether softening the water
by precipitation would remove traces of grease from the exhaust
steam ; he had been obliged to reply that he did not know, and that
he could not give any opinion. The apparatus was nevertheless put
up ; and as he had never heard any complaint since, he presumed
it had proved satisfactory in removing the grease.
With regard to the corrosion of metallic vessels by cold distilled
water, noticed by Mr. Hughes (page 440), he would point out that
* Dinglers Polytechnisclies Journal, vol. 215, pages 115-121 ; and Britisli
Association Report, Glasgow 1876, page 231. The condensed steam from two
engines was used to feed a stationary boiler constructed of steel. Tlie
mixture of condensed and hard water used for feeding the boiler contained per
gallon 14 grains of calcium and magnesium carbonates, and 2 grains of calcium
sulphate ; it had an opalescent appearance due to the presence of gi-ease.
After only three weeks' work, water began to leak into the flue-tubes ; and
shortly afterwards the boiler had to be stopped for examination and repairs.
"When this had been done, a deposit about 3-8ths inch thick was found on the
upper part of the flue-tubes, containing besides chalk and gypsum 12" 8 per
cent, of oxide of iron and 5*2 per cent, of fatty acids. The water was
subsequently softened by means of lime, which precipitated the calcium
carbonate and part of the magnesium carbonate along with the grease ; and
after filtration the purified water was used in the same boiler. After three
months' working no ill eflect was noticed, a harmless scale being produced,
about the thickness of writing paper, and containing only traces of fatty matter.
2 8 2
452 WATEK SOFTENING. JuLY 1898,
(Mr. Arclibutt.)
the effect of carbonic acid in cold water was very different from its
effect in a boiler. It was matter of common observation that iron
would rust in cold water containing dissolved oxygen and carbonic
acid, and that the rusting was aggravated by the carbonic acid and
free oxygen. As soon as water was jiut into a boiler and was
boiled, the carbonic acid and oxygen were rapidly expelled ; and then
of course the conditions were totally different.
As to how much water could be evaporated per square foot of
heating surface before cleaning, when the water was softened as
compared with when it was not softened (page 445), he could answer
Mr. Maw's question only in a general way. In water like the London
water, which contained chiefly carbonate of lime and which was
softened by adding lime alone, as explained in the paper, the carbonate
of lime was removed, and nothing was added in its place ; such
softened water might be evaporated for long periods between
successive cleanings of the boiler. But if the water contained
sulphate of lime, something must be introduced to decompose the
sulphate of lime, namely carbonate of soda, which became transformed
into sulphate of soda ; and the latter remaining in solution must
not be allowed to concentrate, or there would be priming. With
such water therefore the boilers must be cleaned out more often ;
and in his opinion it was desirable that they should be washed out
pretty frequently ; but the cost of washing out would be trifling, as
no scraping or chipping would have to be done.
The Peesident considered this paj)er was a highly important
one to engineers and manufacturers and all who had to deal with the
water used in their boilers. He could not imagine a more profitable
paper ; and he was sure the Members would all wish to join in a
heartv vote of thanks to Mr. Archbutt.
Mr. John Perks wrote, in rej^ly to Mr. Stromeyer's enquiry
(page 441), that in heating the feed- water (page 437) he had a jet of
steam blowing into it as soon as the chemicals came in contact with
July 1898. WATER SOFTENING. 453
it ; this caused the sediment to fall immediately to the bottom of the
softening tank, whence it was easily blown away through the sludge
cock. Heating the water seemed to destroy the tenacious nature of
the sediment, because it always lay in a soft mud after the heating.
As regarded the cause of corrosion in the boilers under his
charge (page 448), he had been softening the water for about two
years before injecting the fuel gas, and they were therefore almost
free from scale. Before commencing to use the fuel gas, he had
himseK examined them, to make sure of their condition ; and the
only signs of corrosion were slight pittings in the third and foiirth
plates over the furnaces ; the Bowling hoops showed no signs of
corrosion whatever. After using the fuel gas one month, he had
detected pittings about half an inch in diameter on the Bowling-
hoops in one of the boilers, which was put to work for another
month with the fuel gas ; and it was then found that the pittings
had increased in number, and some of them were quite l-32nd inch
deep. After yet another month's working it was found they were
almost 1-1 6th inch deep. The injection of fuel gas was then
abandoned ; and after eight years' moi'e working the pittings were
no deeper now than they were at that time.
Mr. A. Tannett Walker, Member of Council, wrote that since
the meeting he had heard further from his friend (page 446), who
confirmed what he had already stated, namely that the fire-boxes of
the locomotives had required practically no repairs since using the
softened water, and that, although they were dealing with four times
the tonnage they had formerly dealt with, the number of men
employed to keep them in repair had not increased. These
locomotives were running day and night, and were very hard worked,
more so in fact than the ordinary locomotives of the main-line
railways. The repairs to the fire-boxes were nil ; they consisted
only in replacing the stays when their heads had been worn out by
the coal. The boilers were waslied out every week, and no scale
Avas found sticking either to the fire-boxes or to the tubes. The writer
added : " In our principal works we purify 98 cubic metres ( = 21,562
gallons) per hour for the foi ge and the railway. The total expense
454 WATEE SOFTENING. JCLY 1898.
(Mr. A. Tannett Walker.)
per day of twenty-four liours is : — labour 8 • 02 francs ; lime, soda,
and sulphate of alumina 9 • 50 ; cleaning filters, and maintenance
5-04 ; total 22-56 francs ( = 216-57 pence). The cost of softening
and purifying the water is thus a little less than one centime per
cubic metre ( = 0 • 42 penny per thousand gallons^. In the steelworks
and in the Trorkshojjs we have also exj)erienced a great economy in
the maintenance of the boilers ; we wash them out every month, and
nothing sticks to the plates. The boilers connected with heating
furnaces work three months without cleaning, thereby enabling us
to get many more days' work from the rolling mill than formerly,
when the boilers never went three weeks without cleaning, which
required the re-heating furnaces to be stopped for three days."
Mr. Aechbutt wrote that the effect of heating the softened and
clarified water (page 452) was known to Mr. Deeley and himself
before they tried carbonating ; but the injection of a little carbonic
acid was more practicable and less expensive. If it were wished to
heat the water instead of carbonating it, it should be softened while
hot instead of cold, and not be heated after softening ; but in treating
large quantities of water, heating would not be practicable, nor would
it be permissible where the water was required for di'inking and
some other purposes. The further explanation given by Mr, Perks
(page 453) he thought did n(it tend to make less obscure the caase of
the corrosion described by him. Water softened by the Archbutt-
Deeley process and afterwards carbonated was being used at the
present time for raising steam in thirty different works, with perfectly
satisfactory results so far as he was aware.
July 1808. 455
EXCURSIONS.*
On Tuesday Afternoon, 26tli July, after lunclieon in tlie
Carriage Works of the Midland Eailway by the invitation of the
Directors, visits were made to the following Works, which were also
open on Wednesday afternoon. Descriptions of most of these are
given in pages 462-504.
IMidland Railway Locomotive Works.
Midland Eailway Electric- Light Station.
Midland Eailway Gas Works.
Midland Eailway Oil-Gas Works.
Midland Eailway Carriage and Wagon Works.
IVIidland Eailway Signal Works.
Corporation Electric-Light Station, Sowter Eoad.
Corporation AVater Works, Little Eaton.
Milton Pumping Station, Swadlincote and Ashby-de-la-Zouch Joint Water
Works. (For the Archbutt-Deeley water-softening process.)
Bemrose and Sons, Printing Works, Park Street.
Browns Foundry Co., XeUnu Foundry, Stockbrook Street.
Cheetham and Hill, Sun Foundry, City Eoad.
Cox Brothers and Co., Lead Works, Normanton Eoad.
John Davis and Son, All Saints' Electrical Works, Amen Alloy.
Derweiit Foundry, Exeter Place.
Eastwood, Swingler and Co., Victoria and Eailway Iron Works.
George Fletcher and Co., Masson and Atlas Works.
W. and T. Fletcher, Lace Factory, Osmaston Road.
Gas Light and Coke Co., Litcliurch Works (new) ; and Friar Gate Works (old).
Andrew Handyside and Co., Britaimia Iron Works.
Haslara Foundry and Engineering Works, Union Foundry, City Eoad.
Isaac Hill and Son, St. George's Engineering Works, Wood's Lane.
Holoif s and Co., Coachbuilding and Harness Works, London Eoad.
* The notices here given of the various Works &c. visited in connection
with the Meeting were kindly supplied for the information of the Members by
the respective proprietors or authorities.
456 WORKS OPEN. JfLY 1898.
Kitchen and Co.. Severn Boiler Works, Mansfield Road.
Phoenix Foundry, Phoenix Street.
Royal Crown Derby Porcelain Works, Osmaston Road.
Roe's Timber Work?, Siddals Road.
R. Russell and Sons, Peel Foundry, Meadow Road.
Thomas Smith and Son, Silk^Mills, 256 Abbey Street.
Stanton Iron Works, Stanton-by-Dale.
W. G. Wilkins and Co., Wall Paper|Manufactory, I'ttoxeter Road.
Public Library, Museum, and Art Gallery, Wardwick.
Municipal Technical College, Green Lane.
Derbyshire Royal Infirmary, London Road.
Royal Institution for the Deaf and Dumb, Friar Gate.
Railway Servants' Orphanage, Ashbourne Road.
In tlie evening the Institution Dinner was held in a large new
Workshop in the carriage department of the Midland Eailway, the
use of which was kindly granted for the occasion by the Chairman
and Directors ; it was largely attended by the Members and their
friends. The President occupied the chair ; and the following
Guests accepted the invitations sent to them, though those marked
with an asterisk * were unavoidably prevented at the last from
being present.
Midland Eailicay. — Sir Ernest Paget, Bart., Chairman; Mr. Charles
Thomas, Deputy Chairman ; Mr. Gustav Behrens, Mr. W. H. Hodges,
Mr. Henry T. Hodgson,* and Sir Henry Wiggin, Bart.,* Directors.
The Worshipful the Mayor of Derby, Alderman Frank Duesbury ;
the Worshipful the Mayor of Nottingham, Alderman Edward H.
Fraser, J.P., D.C.L. ; Sir Alexander Wilson, Bart., Master Cutler ;
Sir T. Salter Pyne, C.S.I., Engineering Adviser to H.H. the Ameer of
Afghanistan ; Sir Samuel G. Johnson,* Town Clerk of Nottingham ;
Sir W. Arbuthnot Plain ; Mr. John M. Cook ; Mr. Frederick Griffith,
Chief Engineer of the Leicester Water Works ; Mr. Edward Parry,
Engineer of the Northern Division of the Great Central Eailway
Extension ; Mr. R. Percy Sellon,* General Manager of the Brush
Electrical Engineering Co. ; Mr. C. O'Sullivan,* of Messrs. Bass,
Piatclifif, and Grctton ; and Mr. G. Harry Wallis, Director of the
Nottingham Museum and Art Gallery.
July 1898. INSTITUTION DINNER. 457
~JReception Committee. — Alderman Sir Alfred Scale Haslam, J.P.,
Chairman ; Mr. E. Mountford Deeley and Mr. George J. Pratt,
Honorary Secretaries. Mr. W. H. Adams, Assistant Locomotive
Superintendent, Midland Eaihvay ; Mr. Leonard Archbutt, Chemist
to the Midland Railway ; Mr. John Argyle, Divisional Engineer,
Midland Eaihvay ; Mr. Joseph A. Arnold, J.P. ; Alderman Sir
Henry H. Bemrose, M.P., J.P. ; Mr. W. Wright Bemrose ; Mr. James
Briggs, Assistant Engineer for Maintenance, Midland Eailway;
Colonel Alexander Buchanan, J.P. ; Councillor Alfred Butterworth,
J.P., Chairman of the Corj)oration Electric-Light Committee, Derby ;
Mr. F. J E. Carulla ; Mr. Thomas G. Clayton, Superintendent of
the Carriage and Wagon Department, Midland Eailway ; Mr. William
Crowther, Librarian and Curator of the Public Library, Museum, and
Art Gallery, Derby ; Mr. Henry Davis ; Mr. Geoffrey Drage, M.P. ;
Mr. James E. Eastwood ; Mr. T. C. Eastwood ; Councillor Thomas
Fletcher ; Colonel George Gascoyne ; Mr. Arthur J. Gx'inling,
District Engineer, Great Northern Eailway ; Mr. W. G. Haslam ;
Mr. W. Scott Herriot; Mr. George E. Holmes; Mr. C. H. Jones,
Assistant Locomotive Superintendent, Midland Eailway; Mr. Jonathan
Kitchen ; Mr. John Lane, Works Manager, Locomotive Department,
Midland Eailway ; Mr. William E. Laugdon, Superintendent of the
Electrical Department, Midland Eailway ; Mr. George Lewis ;
Mr. Francis Ley, J.P. ; Mr. H. Gordon Ley ; Mr. J. Landor Lowe,
Assistant Engineer fur New Works, Midland Eailway ; Professor
Arnold Lupton ; Mr. Howard Marsh ; Mr. J. Allen McDonald,*
Chief Civil Engineer, Midland Eailway; Mr. George Morrall,
General Stores Superintendent, Midland Eailway ; Mr. T. P.
Osborne, ' Works Manager, Carriage and Wagon Department,
Midland Eailway ; Councillor Albert Ottewell ; Mr. A. D. Ottewell ;
Mr. Thomas Owen, Inspector of Permanent- Way Materials, Midland
Eailway; Mr. James J. Eobius ; Alderman Sir Thomas Eoe, J.P. ;
Mr. Arthur F. Smith ; Mr. J. E. Stewart, Borough Electric-Light
Engineer, Derby ; Mr. Alfred Swingler ; Mr. Henry Swingler,*
D.L., J.P. ; Mr. Charles Taylor, Manager of the Derby Gas Works ;
Mr. Charles Trubshaw, Architect to the Midland Eailway ; Mr. John
Ward, Borough Surveyor, Derby ; Mr. E. D. Whitehead ; Mr. James
458 INSTITUTION DtNXER. JcLY 1898.
Williams,* J.P., Secretary of the Midland Eailway ; and Mr. Thomas
"Woodward, Signal Superintendent, Midland Railway.
Mr. W. E. Adie, Goods Manager, Midland Eailway ; Mr. Harry
Haigh, Assistant Outdoor Superintendent, Midland Eailway ; Mr.
H. P. Hampson ; Mr. C. E. Hodgkin ; Mr. James Johnson ; Mr.
W. L. Mugliston, Superintendent of the Line, Midland Eailway ;
Mr. "W. Gadshy Peet, Chief of the Locomotive Testing Department,
Midland Eailway ; Mr. Leslie S. Eobertson ; Mr. Walter M. Smith ;
Mr. William Towle, Hotel Manager, Midland Eailway ; Mr. E. W.
Wells, Assistant General Manager, Midland Eailway ; and Mr. G. B.
Wood.
The President was supported by the following officers of the
Institution : — Past-Presidents, Mr. Jeremiah Head, and Mr. E.
Windsor Eichards ; Vice-Presidents, Mr. Arthur Keen, Mr. William
H. Maw, Sir William H. White, K.C.B,, LL.D., D.Sc, F.R.S., and IMr.
J. Hartley Wicksteed ; Members of Council, Mr. John A. F. Aspinall,
Mr. Brvan Donkin, Mr. Edward B. Ellington, Mr. Henry Lea,
Mr. Alfred Morcom, Mr. T. Hurry Eiches, Mr. John I. Thornycroft,
F.E.S., and Mr. A. Tannett Walker.
After the usual loyal toasts, that of " The Houses of Parliament "
was proposed by Sir T. Salter Pyne, C.S.I., and was acknowledged
by Mr. Geoffrey Drage, M.P. Mr. J. M. Cook proposed the toast of
'• The Town and Trade of Derby," which was acknowledged by the
Worshipful the Mayor of Derby, Alderman Frank Duesbury, and by
Sir Henry H. Bemrose, M.P. ; the latter recalled among the names
of fonner townsmen those of John Flamsteed, who in 1675 was
appointed the first Astronomer Eoyal ; of John Cotton, who did so
much to mould the theology in America ; of Charles Darwin, who
elaborated the theory of evolution and of survival of the fittest ; and
of Herbert Spencer, who still ranked among the leading living
philosophers of the present day. The toast of "The Midland
Eailway Company," proposed by Sir William H. White, K.C.B. ,
LL.D., D.Sc, F.E.S., Vice-President, was acknowledged by Sir
Ernest Paget, Bart., Chairman of the Directors. In proposing the
toast of " Our Guests," and mentioning first and foremost among
them the Chairman, the Deput;^ -Chairman, and the Directors of
July 1898. INSTITUTION DINNER. 459
tlie Midland Eailway, tlie President stated that during last year
1897 the mileage run every week-day of twenty-four hours by the
engines and trains of this railway had amounted to no less than
seven and a half times round the world, and there was not an hour
in the year when trains were not working on some part of the
Midland system. He coupled ^^-ith the toast the names of Sir
Thomas Eoe of Derby, and the Worshipful the Mayor of Nottingham,
Alderman Edward H. Eraser, by both of whom it was acknowledged ;
the former, as a believer in timber, recalled the old oak walls which
had served in the naval battles fought in the years that were past and
gone, and which had helped to make our country what she is today ;
and the latter, as a fellow-townsman of the President, expressed the
extreme pleasure felt by all classes of the community in Nottingham,
at seeing one of their most capable and modest citizens occupying the
chair of this large and influential Institution. Mr. E. Windsor
Richards, Past-President, proposed the toast of " The Reception
Committee and the Honorary Secretaries," which was acknowledged
by Sir Alfred Seals Haslam, Chairman of the Committee. The
concluding toast of " The President " was proposed by Mr. Jeremiah
Head, Past-President. In acknowledging it, the President said in
locomotive engineering it had been a sustained effort to keep up to
date with modern requirements in the perpetual race of competition,
in which he had long ago come to the conclusion that there was no
such thing as finality. For five-and-twenty years past he had been
trying to turn out the best design of engine ; and no sooner was
an improved design matured than the necessity arose for something
still better. Even now, when it might seem as though some approach
to perfection were being reached in steam locomotives, in came
electricity, opening up an alluring vista of future possibilities ; and
the trial of electric working, about to be made on the Metropolitan
Eailway, would probably go far towards determining the fate of the
steam locomotive ; for if this attempt proved to bo successful both
practically and economically, tben the steam locomotive would in the
next few years come to be regarded in a very different aspect.
450 EXCUKSIONS. Jli-Y 1898.
Ou Wedxesday Aftekxoon, 27tLi July, after lunclieou in tlie
Shareholders' Eoom at the Midland Railway Station and in the
^Midland Hotel, two alternative Excursions were made. One was by
special free train to Burton-on-Trent, where the Brewery of Messrs.
Bass, Eatcliflf, and Gretton was visited (page 504).
Another excursion was made to Duffield Bank, to visit the
experimental narrow-gauge railway on the estate of Sir Arthm"
Percival Heywood, Bart, (page 506). Under his giiidance the
Members and Ladies accompanying them were enabled to inspect the
Hue, locomotives, carriages, and workshops in the grounds of Duffield
Bank ; they were conveyed from and to Duffield Station in brakes
provided by his kindness, and were entertained at afternoon tea
during their stay.
In the evening the Members and Ladies were invited by the
Local Committee to a Eeception and Conversazione in the Derby
Free Library and Art Gallery (page 498).
On Thuesdat, 28th July, three alternative Excursions w^ere made.
One was by special free train to Loughborough, where the
Members visited the Brush Electrical Engineering Works (page 508),
under the guidance of Mr. R. Percy Sellon, General Manager.
Thence they were conveyed by special free train over the new Great
Central Railway Extension (page 509) to Swithland, where the new
reservoir of the Leicester Corporation Water Works (page 510) was
visited under the guidance of Alderman Wood, J. P., Chairman
of the Water Committee, and Mr. Frederick Griffith, Engineer and
Manager. The return journey was then made to Derby, where
luncheon was provided in the Shareholders' Room at the Midland
Railway Station.
Another excursion was made by special train t^ Milton,
Staflbrdshire, to visit the works of the British Aluminiimi Co.
(page 348), under the guidance of Mr. Thomas Clemmons, Manager.
Thence by train to Stoke-upon-Trent, Avhere the China,
Earthenware, and Tile Works of Messrs. Mintous (page 512) were
July 1898. EXOUESIONS. 461
visited. The Members returned to Derby for lunclieon in the
Sbarebolders' Eoom at tbe Midland Eailway Station,
A tbird excursion was made to Nottingham, wbere tbe following
Works were open to tbe Members. Descriptions of most of these
are given in pages 516-525. Luncheon was provided in the George
Hotel.
Corporation Electricity Supply Station, Lower Talbot Street.
George Blackburn and Sons, Hosiery Machinery Works, Kirke White Street East.
Thomas Forman and Sons, Printing Works, South Sherwood Street.
Mr. John Jardine, Messrs. Edward Cope and Co.'s Lace-Curtain Factory.
Humber and Co., Beeston Cycle Works.
^Midland Lace Factory, St. Ann's Well Road.
I. and R. Morley, Hosiery Factory, Manvers Street.
Radford and Cutts, Lace Factory, North Sherwood Street.
Raleigh Cycle Works, Lenton.
Turney Brothers, Trent Bridge Leather Works.
E. Turney and Co., Whitemoor Leather Works.
University College, Shakespeare Street.
In tbe afternoon tbe Members and Ladies were invited by tbe
President to a Eeception and Garden Party at Nottingham Castle
and Museum (page 514).
On Friday, 29tb July, an Excursion of Members and Ladies was
made by special free train to Ores well, wbere tbe Bolsover
Colliery Co.'s Creswell Colliery (page 525) and Village were visited
under tbe guidance of Mr. John P. Houfton, General Manager.
Thence by special brakes to Welbeck, wbere tbe Abbey, gardens,
riding school, and subterranean passages were seen. After luncheon
in a marq[uee, at which they were honoured by the presence of Their
Graces the Duke and Duchess of Portland, they drove through tbe
Portland Estate to Clumber, by permission of His Grace tbe Duke
of Newcastle, and thence through Tboresby Park, by permission of
tbe Plight Hon. the Earl Manvers, to Edwinstowe and Mansfield ;
whence . after tea tbe return journey to Derby was made by special
free train.
462 JtLY 1898.
MIDLA.ND RAILWAY LOCOMOTIVE WOEKS,
DERBY.
The Locomotive Works of the Midland Railway at Derby occupy an
area of 80 acres, of which 20 acres are covered by buildings, Plate 96.
On the average about 25 new engines are turned out annually, 100
are rebuilt with new boilers, and 900 undergo heavy repairs. The
machinery is driven by 23 stationary engines. The works comprise
general offices, stores, forge and smithy, iron and brass foundries ;
boiler, wheel, spring, coppersmiths' and tinsmiths' shops ; machine
and erecting shops; tender, millwrights' and paint shops; running
sheds, chemical laboratory, test offices, photographic room. &c. ; also
three large mess-rooms, which can accommodate 2,000 men.
The forge and smithy contain fifty fires, and eight steam-hammers
ranging from 7 cwts. to 7 tons. The largest hammer forges the
scrap iron and steel collected in the works, into uses for connecting
rods, crossheads, &c., at the rate of 10 or 11 tons per week. Other
hammers arc largely used for stamping draw-bar hooks, crank pins,
and similar work; A smaller smithy with twenty-one fires is chiefly
devoted to repairs.
In the spring shop are furnaces for heating plates of springs, and
machines for punching, shearing, nibbing, and slotting them, and
two hydraulic spring-testing machines. There is also a powerful
hydraulic machine for pulling off spring buckles.
There are two foundries served by four cupolas, two of which are
in blast at a time. In the larger foundry, adjoining which is the
core stove, locomotive and general work is carried on. The other
foundry is exclusively devoted to making railway chairs, of which
about 320 tons are turned out on the average per week. Brake-
blocks and fire-bars, for which there is a large demand, are
moulded in special machines. In the brass foundry are twenty-four
furnaceu, and about 10 tons of castings are made j^er week. The
castings are cleaned by the steam and sand blast.
The wheel and axle shop contains powerful machines for turning
wheels, tires, and axles, and for slotting cranks, &c. Hydraulic
l)resscs, capable of exerting a pressure of 500 tons, are used for fixing
wheels on their axles and pulling them oflf.
July 1898. MIDLAND RAILWAY LOCOMOTIVE WORKS. 463
In the boiler shop about 80 boilers and tender tanks are usually
under construction at a time, with 500 men and boys at work on
them. The flanging of boiler plates is done by a large hydraulic
press, and the plates are heated in gas-fired fiu-naces. There are two
steam riveters and several fixed and portable hydraulic riveters in
the shop; and the seams of the boilers are caulked by pneumatic
fullering tools. All mountings are fixed on the boilers, and they
are finished in eveiy respect, and tested under hydraulic aud steam
pressure, before leaving the shop.
The machine, fitting, erecting, and paint shops are all under one
roof. They form a lofty well-lighted block of buildings about 450 feet
square, and contain 600 machines driven by two vertical high-pressure
wall engines. Walking cranes lift the forgings and castings on and
off the machines. Amongst the most powerful machines are those
for slotting and drilling engine and tender frame-plates ; seven or
eight plates can be dealt with on each machine at a time. A most
complete apparatus is provided for testing and adjusting steam and
vacuum gauges, brake valves, injectors and ejectors, and the valves
connected with the warming of the passenger trains. The erecting
shop accommodates 108 locomotives. Six 25-ton overhead travelling
cranes worked by endless ropes are employed. Two of these
working together will readily lift an engine, and carry it to any
part of the shop where it may be required. Some of the newly-
designed piston-valve engines are now under construction in this
shop. The paint shop holds 40 engines, and 600 or 700 newly-
painted engines are turned out annually.
There are four running sheds at Derby, in which 150 locomotives
are stabled ; the largest holds 45 engines, which stand on 48
pits ranged round two turntables. The coaling stage is of modern
design. The cost of lifting a ton of coal on an engine is now about
2d., as compared with 4^., the price formerly paid. A break-down
train and steam fire-engine are always kept in readiness to be
despatched where required at a moment's notice. The water used in
the works and that su2)plied to the locomotives is pumped from the
Eiver Derwent, and subjected to a softening process in apparatus
capable of treating 30,000 gallons per hour, page 418. There are
464 JIIDLAND RAILWAY LOCOMOTIVE WOKKS. JuLY 1898.
now 2,52S locomotives on tlie Midland Eailwaj, and 15,500 men are
emiVioyed in the locomotive department. The locomotive engineer
is Mr. Samuel W. Johnson, President of tlie Institution.
MIDLAND EAILWAY GAS WORKS,
DERBY.
In 1875 the Midland Railway purchased from the Derby
Corporation the Old Gas Works, which are near to the Midland
Station, Plate 96. These works, which have since been enlarged,
supplied 133,202,000 cubic feet of gas during the year 1897 to the
works, stations, sidings, and signals in Derby and the neighbourhood.
MIDLAND RAILWAY OIL-GAS WORKS,
DERBY.
The carriages on the Midland Railway are lighted by oil gas,
which is manufactured at nine works belonging to the company, situated
at Kentish Town, Leicester, Nottingham, Derby, Sheffield, Leeds,
Bradford, Birmicgham, and Bristol. One of the most complete of these
works is at Derby, Plate 96. The process of manufacture is as follows.
Scotch shale oil flows in a thin stream from a cistern overhead into
retorts heated by a coke furnace. The gas given off from the
retorts passes through condensers, washers, and purifiers into
gas-holders. Thence it is draAvn and forced by a compressing
engine into store-holders at a pressure of 150 lbs. per square inch.
The high-pressure gas is conveyed in pipes to the passenger station,
and to the sidings where the gas-lighted trains receive their supply,
and the reservoirs under the carriages are charged with it. Oil gas
is now used to light 3,600 carriages on the Midland Railway.
About one gallon of oil will produce 80 cubic feet of gas, of
which the illuminating power is about 45 candles for a consumption
of 5 cubic feet per hour. Both the coal and the oil-gas works are
under the superintendence and control of Mr. Samuel W. Johnson,
locomotive engineer.
July 1;j'j8. ■iQi
MIDLAND RAILWAY CAERIAGE AND WAGON WOEKS,
DEEBY.
These works, Plate 97, are situated about half a mile south of
Derby Station, and the rail approach to them is a branch line turning
out of the main goods line to Birmingham. The street entrance to
the general offices of the department is from the London Eoad. The
main portions of the works were erected in 1875-76, for the
maintenance, repairs, and rebuilding of the carriage and wagon
stock of the railway, and at that time were fitted up with all the
best machinery, tools, and labour-saving appliances. In 1883,
when the purchase of private owners' wagons was commenced,
additions and extensions to the works were made for the repairs and
renewals. Also in 1891, and again in 1898, increase in the number
and dimensions of carriage stock necessitated additional shops being
built, and a re-arrangement for the painting, upholstering, and
polishing, &c., at the south side of the works.
The workshops generally are all of the same design, and of a
uniform height of 21 feet to the underside of principals. The
shops on the west side of the works, consisting principally of
saw-mill, and of wagon and carriage building and repairing shops, are
devoted to the working of timber, and to the erection and finishing
of carriages and wagons ; and those in the centre, consisting of
foundries, forge, smithy, and machine shop, are given up to the
production of the various metal portions of the vehicles. On the east
side are the shops for dealing with the repairs to wagons ; also for
breaking them up when worn out, and for the subsequent conversion
of the old wrought-iron work into new ii'on in the adjacent forge.
At the north end of the works are situated the general offices,
which contain the superintendent's private office, the drawing
office where all the designs for rolling stock are prepared, the
offices where the accounts of the department and the records of the
rolling stijck are kept, and where also the time and wages sheets arc
made up, and all correspondence of the department conducted.
The next buildings are the first two timber-drying sheds,
300 feet in length by 100 feet and 150 feet in width. They
2 T
466 VTT>T.ANT> RAILWAY CABBIAGE AST) WAGOK WORKS. JuLY 1898.
are constructed of timber, with louvred walls to admit of a free
circulation of air. These buildings are stocked principally with oak
planks and oak scantling, all having been cut into standard sizes
suitable for the various descriptions of rolling stock for which they
are intended to be used. No system of artificial drying is used in
these sheds, but the timber is " open " stacked, and remains there
for an average period of two years. Xear these sheds is a
small drying room at the west corner of the saw-mill, where small
quantities of timber, which may be urgently required for special
purposes, are forcibly dried. This is a closed brick building, bearers
being placed on the floor to foi-m a raised platform, upon which
the timber is stacked, with rows of wrought-iron steam-piping
underneath ; a current of hot air is supplied into the room by a fan.
Adjoining the sheds is a timber yard in front of the saw-mill,
where there is a gantry 350 feet long and 50 feet span, with two
o-ton overhead travelling cranes driven by steel- wire ropes, for
unloading, stacking, and otherwise dealing with oak logs. As far as
possible the logs are cut up into scantling as they arrive, being
unloaded from the wagons by the cranes, and placed by them
directly in front of the circular saws, which cross-cut them to the
required length before being passed forward into the saw-mill.
The saw-mill and wood- working machinery shop is a building
320 feet long by 250 feet wide. The shafting and pulleys connected
with the machinery are contained in a cellar 9 feet deep, extending
Tinder nearly the whole area of the floor. By this arrangement the
whole of the shafting and pulleys are kei)t out of the way, leaving
the floor of the mill clear and free for working the machines. In
the engine house adjoining are thi-ee steam boilers, working at
140 lbs. pressure per square inch ; and two horizontal engines, with
18 inch cylinders and 26 inches stroke, making 120 revolutions per
minute, for di-iving the shafting.
After being cross-cut, the timber is dealt with immediately by
the circular or reciprocating saws, which are ranged across the north
end of the building. From the saws it passes either into the
drying sheds for seasoning ; or, if ready dried, along the mill to the
various machines, 138 in number — for the purpose of mortising,
July 1898. MIDLAND RAILWAY CARRIAGE AND WAGON WORKS. 467
tenoning, boring, planing, and grooving; band-sawing, carving,
turning, dove-tailing, panel-planing, sand-papering, &c. — whicb are
distributed about tbe mill in positions to suit the progress of the
work, and to avoid as far as possible unnecessary labour in carrying
it about. When all the machine work has been done to the timber,
it is transferred to the carriage-building shop, or to the adjoining
wagon-building shop. The latter, 320 feet long and 200 feet wide,
has eighteen lines of rails 200 feet long, and is devoted entirely to the
building of new wagons. The timber from the saw-mill and the
ironwork from the machine and fitting shop meet here, and are put
together and formed into the numerous descriptions of wagon stock,
numbering up to 180 vehicles per week, just as may be required,
including goods brake-vans necessary for working the traffic.
The carriage-building shop, 384 feet long by 200 feet wide,
has eighteen lines of rails 200 feet long. For all new carriages the
timber from the saw-mill and the ironwork from the machine and
fitting shop meet here ; and the whole of the bodies and underframes
are constructed and finished as far as possible before going into the
adjacent painting shop. The panel-drying shed is a timber building
300 feet long and 100 feet wide, with open louvre sides. The floor
is raised 2 feet above the ground, and the floor boards are laid with
1-inch open spaces between them to allow a free circulation of air
from underneath. Next in order is the carriage lifting shop, into
which all carriages are first brought for lifting, where the wheels,
axle-boxes, springs, brake-work, and other underwork are detached
for examination and repair or adjustment, before the vehicles are
transferred to the body-repairing shop. In this shop are four sets
of hydraulic apparatus for lifting the large bogie carriages. The
carriage repairing shop is a building 320 feet long by 300 feet
wide, containing eighteen lines of rails 300 feet long ; all carriages
requii'ing repairs or renovating are brought here after they have
passed through the lifting shop. The upholstery and finishing-
work is removed, and after being renovated is replaced, and all
necessary repairs to the bodies are executed, before they are transferred
to the carriage-painting shop. At the west end of this building is
the finishing shop, where all internal wood decoration work, and the
2x2
468 MIDLAND RAILWAT CARRIAGE AXD WAGON WORKS. Jlly 189$.
window-frames, doors, panels, mouldings, &c., for carriages are
finished, after the wood has been so far prepared at the various wood-
cutting machines in the saw-mill ; and there are in this shop a few-
small special wood- working machines.
The carriage-painting shop No. 1 is a building 400 feet long hj
200 feet wide, containing twenty-two lines 200 feet long, for carriages
under process of cleaning and painting. The fixing of the seats,
backs, cushions, carpets, &c., and the completion of cabinet work are
also done here, before the vehicles are transferred to No. 2 painting-
shop for the final processes of gilding, writing, fine lining, and
varnishing. The mixing of paints and colours is carried on at the
west end of the shop. The several machines for grinding and
mixing the paint, making putty, &c., are driven by a steam
engine.
The upholsterers' shop and sewing room is a building 200 feet
long by 120 feet wide, divided into two parts : one half for coach-
trimmers, upholsterers, and leather- workers, with adjoining rooms
for horse-hair carding and cleaning ; and the other half is a women's
workroom, chiefly for sewing and polishing. In the trimming
shop the chairs, seats, carpets, and saddlery are prepared. In the
women's room about 150 are employed, who are either widows or
daughters of the Midland Eailway servants; they prepare all
the seats and backs ready to be fixed in the carriages by the coach-
trimmers. The sewing is done by a number of machines ranged
in a line against the south wall, which are driven by power.
In this room are done net-making, French-polishing, cleaning
and varnishing of window-light frames, cleaning and lacquering of
brass- work, washing, trimmings, and other light work which can
be easily done by women. Ample mess-room and lavatory
accommodation is connected with this room ; also a separate entrance-
way direct from the street.
The carriage-painting shoj) No. 2, adjoining these shops, is a
building 400 feet long by 300 feet wide, and has twenty-three lines
of rails 300 feet long. Vehicles are received here from painting
shop No. 1, and the process of fine lining, gilding, lettering, and
varnishing is completed.
July 1898. MIDLAND EAILWAY CABEIAGE AND WAGON WOEKS. 469
The macHne and fitting sli02) is 400 feet long by 225 feet wide.
In it are fixed the usual tools and machinery necessary for working
all kinds of metal work. These machines, 309 in number, are
driven by two horizontal high-pressure engines, 18-inch cylinders,
26 inches stroke, making 120 revolutions per minute, 140 lbs.
pressure of steam, each arranged to drive half the machinery in the
shop. Hydraulic power is used for wheel presses, cranes, lifts, and
riveting ; carriage wheels with wood centres and wagon wheels with
solid wrought-iron centres are also made and repaired; and the tires,
heated by gas, are shnink on. The general machine-work in steel,
wrought aod cast iron, and brass, also brass finishing, and the
ordinary fitters' and millwrights' work, are done here. Next to this
building is the smithy and spring shop, 225 feet long by 200
feet wide, where most of the smiths' work is done. In it are
ninety-two smiths' hearths and sixty-two machines, including eight
steam-hammers from 3 to 7 cwts. ; power hammers 1^ and 2^ cwts.,
hydraulic forging-presses, shearing and punching machines ; and a
complete eq^uipment of bolt and nut-making machinery. In the two
eastern bays of this building, spring making and repairing are carried
on. The springs are made both by hand and by hydraulic presses.
The forge, which comes next, is 200 feet long by 135 feet wide, and
is used for working up into new iron the scrap iron, principally
obtained from old wagons. It is provided with thirteen steam-hammers
of various sizes from 5 to 30 cwts. ; the boilers and furnaces are
heated by gas on the regenerative principle of Wilson and Dawson.
la this shop also are various hydraulic machines for pressing and
bending wrought-iron, and twenty-six smiths' hearths. Adjacent
to this building is the wheel-making shop, where is carried on the
manufacture of wrought-iron wheel-centres. These are made by
machinery worked by hydraulic power ; which includes machines for
rim-bending, spoke and rim welding, and a press of 1,000 tons
power for welding the boss and punching the centre hole for axle
at one operation.
The wagon repaii'ing shop contains eighteen lines of rails
300 feet long; here wagons requiring heavy repairs are lifted,
repaired, and painted ; the lighter repairs are dune at various out-
470 MIDLAND RAILWAY CARRIAGE AND WAGON WORKS. Jllt 1898.
stations. The shop is provided with several machine-tools driven by
steam power, a smithy containing twenty-four hearths, and a store-
room. It is complete in itself for doing repairs to wagons.
Adjoining is a covered shed for breaking up worn-out wagons.
The brass foundry, in the centre line of buildings, is a building
100 feet long by 90 feet wide, with an extension for the brass-melting
furnaces, which are heated by gas on the regenerative principle.
Gun-metal and bronze castings are here made for carriage and wagon
bearings, and yellow brass for internal fittings of carriages. The
iron foundry, 300 feet long by 90 feet wide, has two cupolas, and is
provided with hydraulic lifts for raising loaded wagons and barrows
to the cupola stage, and with hydraulic cranes in the moulding shop
for heavy work. All the iron castings required for tlie building and
repairing of carriages and wagons are made here, both by hand and
by machine. Adjoining is the bar-iron store, where all the wrought-
iron and steel is received and stacked away in racks ; above is
the tinmen's shop. Two shearing machines are placed at the south
end of this store, for the purpose of cutting the bar-iron into
required lengths before it is transferred into the smithy. Then
follows the room where all the materials for the carriage and wagon
department are received and stored, and issued to the various shops
as required for daily use, and also forwarded to the various out-
stations for the repairs to carriages and wagons. The works offices
comprise those for the works manager, correspondence, stores, pay,
time-keepers, draughtsmen, and prime-cost clerks.
The principal timber yard is situated at the south-east side of
the works, and covers an area of 13 acres. It is traversed for the
whole length of i 1,400 feet by three lines of rails, two lines for
wagons to stand on when being unloaded, and one for the steam
travelling-crane when unloading or loading wagons. The east
side is used for stacking deals and battens, and the west side for
storing American and Stettin oak logs. A portion of the west side is
occupied by a shed, 600 feet long by 100 feet wide, for storing
and drying oak scantling. It is a wooden building of similar
construction to the timber drying-sheds, and is provided with light
overhead-cranes, which travel its entire length.
July 1898. MIDLAND RAILWAY CARRIAGE AND WAGON WORKS. 171
The grease-making house is a two-storied building, so arranged
that the ingredients for grease-making are carried up to the top floor
by a power hoist ; there they are thrown into two boilers fitted
with mechanical stirrers, each capable of holding 7 tons of grease,
whence it flows into cooling troughs situated on the ground floor ;
when cold it is casked up, stored, and distributed throughout the
railway. Three mess-rooms are provided, each capable of
accommodating 650 workmen. In one of them is held a religious
service every morning during breakfast time, workmen forming the
choir.
Connected with the works are two shunting engines continually
employed in the day time, and one in the night, shunting and
arranging the carriages and wagons in the works. Five steam
traversers are in constant use getting carriages and wagons in and
out of the shops ; and two 5-ton steam travelling-cranes for loading
and unloading material. For protection from fire there is a steam
fire-engine, made by Messrs. Shand and Mason ; and the fire-brigade
consists of twelve firemen and three enginemen, living in adjacent
cottages which are in electrical communication with several alarm
stations within the works. A fire maiu 7 inches diameter, constantly
charged with water at 60 lbs. pressure, surrounds each building.
An ambulance corps of eighty members is also established.
The carriage stock of the Midland Eailway consists of 4,786
vehicles; and the wagons amoimt to 116,331. The number of
persons employed in these works is 3,450 men and about 150 women.
Eight passenger-train vehicles and 180 wagons are built per week.
The superintendent is Mr. Thomas G. Clayton.
MIDLAND EAILWAY SIGNAL WOEKS,
DEEBY.
These works are situated about a quarter of a mile north of the
passenger station, and immediately on the north side of the Eiver
Derwent. The whole of the signalling required for the Midland
Eailway, and for the joint lines maintained by it, is manufactured
here, as well as the signalling required for new railways as they
are constructed.
472 MIDLAND RAILWAY SIGNAL WORKS. JcLY 18P8.
The works were originally started in 1860, but not in their
present position. Up to that time the signals and fittings had been
obtained from private firms. About 1870 a portion of the present
works which lie on the west side of the main line was erected.
These have from time to time been increased ; and in recent years
the new works in the triangle on the east side of the main line
have been added. The two works are connected by a subway
under the line, and together occupy an area of nearly seven acres.
They are provided with sidings conveniently laid out for the
reception of coal, iron, timber, &c., and for loading up and despatching
the finished signal apparatus.
The old works consist of the suj)erintendent's offices and drawing
offices, adjoining which is a fitting shop 160 feet long by 30 feet
wide, where the numerous and rather complicated parts of the
interlocking-lever frames are fitted, finished, and erected. Machinery
suitable for each operation is provided in this shop : namely lathes,
metal saws, burring machines, twist-drill grinding machines, &c.,
with planing tables and slotting machines, all driven by belting
from overhead shafting. A machine in this shop cuts or engraves
letters, numerals, &c., upon brass or other metal plates, under the
guidance of two boys, one cf whom fills in the characters when sunk
by the machine with coloured sealing wax, which, when cleaned off,
gives the maximum of efiect with the minimum of labour. Another
shop, adjoining the fitting shop, is also used for the erection of
locking frames, as well as for making the underwork for the locking
of facing points, and the machinery for working level-crossing gates
actuated from signal boxes.
The pattern and lamp-making shops are at the south end of the
old works ; and at the north end is a smiths' shop, 95 feet long by
45 feet wide, which contains twenty-four hearths giving employment to
about fifty men. Steam-hammers of 7 cwts. and 5 cwts., steam-stamps,
and combined shearing and jjunching machines, with nut and bolt
machines, are conveniently placed in this shop. The blast to the
hearths is supplied by a fan.
In the works in the triangle another smiths' shop, 94 feet long
by 38 feet wide, is used for the manufacture of girder work, signal
July 1898. MIDLAND EAILWAY SIGNAL WORKS. 4< a
rods, &c. ; and in the large joiners' shop adjoining aro made signal
boxes, signal posts, &c. Another large machine-shop recently-
built is provided with seven lathes, and with drilling, shaping, and
slotting machines, all driven from overhead shafting. The same engine
drives all the machinery in a large sawing and wood-working shop
adjoining, where circular saws, and planing, slotting, and moulding
machinery are provided. A new fitting shop, 100 feet long by 26
feet wide, with a store over it for finished fittings &c., is just being
brought into use.
Practically everything in these works, which employ about 450
hands, is made on the piece-work system ; and in the erection of the
fittings turned out about 150 additional outdoor men are employed.
All the fixed cranes and wagon turntables are also made here. The
maintenance and renewals of over 1,700 signal boxes and stages
are provided for by these works ; in addition to which an average
of thirty boxes a year are provided for new lines, &c. The average
number of levers in Midland Eailway boxes is about twenty, excluding
stages. Mr. Thomas Woodward, the signal sujjerintendent, is in
charge of the works under the chief engineer, Mr. J. A. McDonald.
COEPORATION ELECTRIC-LIGHT STATION,
DERBY.
The site of this station in Full Street, on the banks of the River
Derwent, is admirably suited for the purpose of an electric-light
station. The buildings are substantially and well built, having an
ornamental frontage. They were designed by Messrs. Bramwell and
Harris of Westminster, and were opened in October 1893. In
addition to the engine and boiler rooms, coal store, &c., are the
offices, drawing offices, store and meter rooms, and a club room for
the use of the staff.
In the engine room, which is about 60 feet long by 50 feet wide
and 18 feet high to the underside of the roof principals, fourteen
engines and dynamos are installed, and another engine and dynamo
of 1,000 I.H.P. is about to be added. For the convenience of
handling the machinery, three travelling cranes are erected in the
474 CORPOBATION ELECTRIC-LIGHT STATION. July 1898.
roof, eacli capable of lifting o tons, and of being maniiiulated by one
man. Three of the engines and dynamos, each of 40 I.H.P., running
at a speed of 240 revolutions per minute, are used for the purpose of
lighting the streets ; two of them are constantly in use during the
hours of darkness, the third being kept in reserve. There are
also four engines and exciters used for energising the field magnets
of the machines which supply private consumers with light, power,
and current for cooking and similar purposes. Of these latter
machines there are seven, namely two of 50 I.H.P. each, three of
100 I.H.P. each, and two of 250 I.H.P, each. Still more recently
two of the 100 I.H.P. sets and two exciters have been removed to
make room for the new 1,000 I.H.P. engine and dynamo.
All the engines and dynamos are combined, that is, each engine
is coupled with its dynamo on the same shaft and bed-plate,
thereby saving the room and also the mechanical loss of power due
to di-iving either by ropes or by belts. All the oil used on the engines
gravitates to a common tank, whence it is pumped back again to a
purifier, and to the various oil reservoirs attached to the engines.
Steam is supplied by six Lancashire boilers ; three of them are
fitted with Vicars' mechanical stokers, and three with McPhail and
Simpson's superheaters, which increase the boiler efficiency by
30 per cent. From the boilers a ring main steam-pipe is taken
underneath the floor plates of the engine house, and branches go
to each engine. The exhaust from the engines is carried either
direct to the atmosphere, or into a surface condenser in the basement
with the necessary air-pump and Worthington circulating-water
pump. The latter draws the circulating water for the condenser
from the Eiver Derwent, which is adjoirdng ; and delivers its hot
water into the hot well on the top of the boilers, whence it is
pumped again into the boilers by a small donkey-pump, either
directly, or through McPhail and Simpson's water-softener, which
reduces the hardness from 19 -4^ to 7-2° on Dr. Clark's scale. The
coal is fed into the automatic stokers from a common hopper, into
which carts deliver the coal direct ; whence it is carried by a chain
of buckets into a horizontal conveyer, and thence by a screw along in
July 1898. COKPOKATION ELECTKIC-LIGHT STATION. 475
front of the boilers. The meclianical stokers and their feeders are
driven by two small engines situated upon the top of the boilers.
The main switchboard in the engine room is composed of panels
of enamelled slate, one for each engine, and the others for the feeder
mains fitted into pitch-pine moulding. Along its front is a platform
6^ feet above the floor, so placed that the whole of the engine room
is always under the eye of the engineer in charge. From the
switchboard, mains pass out to twenty-two centres in the town. In
convenient spots at these centres are placed sub-distributing
transformer boxes, upon which are mounted arc-lamps for the
purpose of street lighting ; in addition to the transformer boxes
there are four brick transformer sub-stations. The current is
transformed down from 2,000 volts to 100 or 200 volts ; and is
distributed to the consumers by mains placed in 4-ineh earthenware
pipes, running about 18 inches under the pavement. Pilot wires
are brought back from the mains at various parts of the town,
for enabling the engineer in charge to see whether the lamps are
burning at their proper brilliancy. One half of the street lamps can
be worked independently of the others : that is, every alternate
lamp in the street is lighted from one main, the other main
supplying the remaining lamps. The arc lamps are of the Siemens
and Brockie-Pell types, mounted on ornamental posts about 22 feet
above the pavement. Each lamp takes a current of ten amperes at a
pressure of forty-five volts, and gives about 1,200 candle-power.
About 400 consumers are now connected to the mains, equal to
over 21,000 lamps. Owing to the increased demand, further
additions will soon be needed. The electrical engineer is Mr. J. E.
Stewart.
DEEBY WATEE WOEKS, LITTLE EATON.
There appears to have been an organized system of water supply
established as early as 1691, when the power derived from an
artificial fall in the Eiver Derwent was applied, by means of a wheel
and three small pumps, to raise water from the river and distribute it
unfiltered through a 4-inch lead pipe some 400 or 500 yards long.
476 DEEBI WATEE WORKS. JuLY 1898.
The supply was intermittent, and the pressure was in no case more
than 20 or 30 feet above the ground-floor level of the houses. The
poJ)ulation of Derby, when these works were established, must have
been small, as about one century later it amounted to only 8,513.
The above works appear to have remained about the same as
originally formed, in regard to condition and extent, until 1848,
when the population was 43,671, of which only about one-ninth
was supplied from the then existing water works.
In 1848 a new company, with a capital of £40,000, was formed
and an act of parliament obtained, for better supplying with water
the borough of Derby and certain adjoining parishes. Under the
jiowers so acquii'ed eleven acres of land were purchased at Breadsall,
about three miles from Derby ; and the first instalment of the present
works was constructed in 1849 and 1850, consisting of a circular
collecting tank 150 feet diameter, to receive water from a line of
pipes intercepting and collecting the springs in the valley of Bottle
Brook, and also from filter tunnels by the Eiver Derwent.
Two Cornish pumping engines, about 50 horse-power each, by
Messrs. R. and W. Hawthorn, of Newcastle-on-Tyne, are supplied with
steam from four boilers consuming on an average 5j cwts. of slack
per houi'. The steam pressure is 15 lbs. per square inch, cylinders
4 feet diameter, stroke 8 feet, pump ram 18 inches diameter, stroke
8 feet, raising 87 gallons per stroke against a pressure of about
170 feet head of water, and making 10 strokes per minute. The
pumping main is 18 inches diameter, and service main to town
18 inches diameter. The storage reservoir has a capacity of
Ih million gallons, and the three filter beds aud service reservoir
have a capacity of one million gallons.
Additional works were erected in 1875, comprising a circular
collecting tank 50 feet diameter, two rotary single-cylinder pumping
engines, by Messrs. Kitson and Co. of Leeds, of about 100 horse-
power each, supplied Avith steam from four boilers consuming on an
average 7j cwts. of slack per hour. The steam pressure is
35 lbs. per square inch, cylinders 3 feet diameter, stroke 7 feet,
pump ram 17 inches diameter, joump bucket 2 feet diameter,
stroke of pumps 3 feet 6 inches, raising 68*2 gallons per stroke
.TiLY 1898. DERBY WATER WORKS. 477
against a pressure of about 280 feet head of water, and making
16^ strokes per minute. The jDumping main is 20 inches diameter,
and service main to town 18 inches diameter. The storage-reservoir
capacity is 1 ^ million gallons, with four filter beds ; and the service-
reservoir capacity is one million gallons. The service reservoir at
Littleover, two miles from Derby, has a capacity of about 300,000
gallons, supplied from the Breadt^all works ; it assists in supplying
the higher parts of the town. The filter tunnels were extended on
the side of the River Derwent in 1890, thus increasing the collecting
area. In 1880 the whole of the works were purchased by the
corporation at a cost of £351,000. The original works of 1849 were
designed by the late Mr. Thomas Hawksley, Past-President, and all
later additions by Messrs. T. and C. Hawksley of Westminster, who.
now are acting as consulting engineers to the Derby Corporation.
Practically every house has now town water laid on, and the
jiopulation supplied at the end of 1897 was 113,600. There is a
constant pressure of between 100 and 200 feet in the service mains.
The average daily consumption for domestic use is 15^ gallons per
head, and by meters 7^ gallons per head, making a total of 23 gallons
jDer head per day.
MILTON PUMPING STATION,
SWADLINCOTE AND ASHBY-DE-LA-ZOUCH
JOINT WATER WORKS.
The Urban Councils of Swadlincote and Ashby-de-la-Zouch have
combined for the purpose of constructing waterworks for the supply
of their respective districts. The joint committee take the full
control of the works, and are constituted a separate authority by the
Local Government Board. In addition to supplying their own
district, they have undertaken to supply the newly constituted
district of Woodville, which purchases the water in bulk from them
by meter at the price of tenpence per thousand gallons. The area
of supply extends over about 14 square miles, and includes all the
mining and pottery district of Swadlincote, extending from the
boundary of Burton-on-Trcnt to and including the Ashby-de-
478 MILTON PUMPING STATION. JCLY 1898.
la-Zouch Urban Sanitary District. It is undulating, and ranges
from 200 to 550 feet above ordnance datum. Its manufactures are
numerous and varied, and the district is rapidly increasing in
population.
The pumping station is at Milton, eight miles distant from the
service reservoir, and the water is derived from the alluvial gravels
fed by the rainfall on an extensive watershed of new red sandstone
and permian marls. The denudation of the sandstone in past
ages has left behind in the gravels a small percentage of the iron
which forms the coating of colouring matter on the quartz grains
composing the new red sandstone ; and the general hardness of the
water is about 22 or 23 degrees, which, although not objectionable
from a hygienic point of view, is not desirable for manufacturing
industries. The water is obtained from a series of filter tunnels at
the base of the gravels resting on the red marl formation, which are
connected into a cii-cular well 20 feet diameter and 24 feet deep ; and
also from a series of thirty bore-holes lined with 6-inch galvanised
wrought-iron perforated tubes, each containing an inner suction tube
4 inches diameter carried to within a foot of the bottom and
connected up watertight to the outer bore-hole tube. The bore-holes
pass through a water-tight bed of alluvial clay from 7 to 9 feet thick,
the water-bearing bed being found between this and the red marl
formation below. They extend over ten acres of ground, and are
connected by two lines of 9-inch suction pipes to the low-level
pumps.
All the water is softened by the Archbutt-Deeley process, which
reduces the hardness to 8 degrees and removes every trace of iron ;
and to effect this the water has to be pumped twice. The low-duty
plant consists of three pumps : one drawing from the well has a
capacity of 30,000 gallons per hour ; and two drawing from the bore-
holes have a capacity of 15,000 gallons each i)er hour-. The maximum
speed is 40 revolutions per minute, and the maximum lift 51 feet.
These pumps deliver through a 12-inch main direct into the softening
tanks, and also into a circular tank which stores up the water during
the intervals of the softening operations, enabling the tanks to be
filled rapidly, and thus increasing their working capacity. The
July 1898. MILTON PUMPING STATION. 479
low-level pumps are driven by a pair of horizontal condensing
engines, right and left hand, having 10^-inch cylinders and 22 inches
stroke, fitted with short ports and Meyer's variable-expansion gear ;
the pump crank-shafts are an extension of the engine crank-shafts.
The high-duty machinery consists of two tandem compound
condensing engines, each working a set of three-throw horizontal
ram pumps, the regular duty being to deliver 45,000 gallons per
houi- to a vertical height of 416 feet through eight miles of 12-inch
pumping main. The ordinary load when one engine is at work is
418 feet, and when both are running 488 feet. The high-pressure
cylinders are 14|^ inches diameter, low-pressure 23 inches, with
36 inches stroke. The cylinders are steam-jacketed, having short
ports with double slide-valves fitted with Meyer's variable-expansion
gear, adjustable by hand whilst the engines are running. The low-
pressure cylinders have Trick slide-valves arranged to cut off at about
half-stroke. The crank-shafts are steel, machined all over ; one end
is fitted wdth cast-iron disc and steel crank-pin to carry the
engine connecting-rod ; and on the other end are forged three
cranks, having throws slotted out for working direct by connecting-
rods without the intervention of gearing. The rams are 9^ inches
diameter by 15 inches stroke, and the speed is 36 revolutions per
minute. The pump suctions terminate in floating arms, which
decant the water from the softened-water reserve-tank. The water
is delivered into a service reservoir at Woodville having a capacity
of one million gallons, from which it is again decanted into the
distributing pipes. The softening process has proved highly effective,
and has given general satisfaction to the inhabitants of the district,
and particularly to the manxifacturers who use the supply. The total
cost of softening, including interest and depreciation on capital, and
working expenses, averages about three farthings per thousand gallons.
All the engines exhaust into a separate jet-condenser, attached
to an independent condensing engine ; this arrangement being
particularly effective, a good vacuum is produced, and the main
engines are started against the load without difficulty. The engines
are supplied with steam by two Lancashire boilers 28 feet by 7 feet,
worked at 100 lbs. steam pressure, which also supply the
480 MILTON PUMPING STATION. JuLY 1898.
steam for the softening apparatus. The whole of the machineiy was
siij^plied by Messrs. Tangyes of Birmingham, and the apparatus
for softening and carbonating the water by Messrs. Mather and
Plait of Manchester. The cast-iron tanks used for the softening
process were supplied and erected by the Stanton Iron Works Co., who
also supplied all the cast-iron pij)es used throughout the works. The
general contractor was Mr. Joseph Tomlinson of Derby, and the
engineers are Messrs. George aud Frederic W. Hodson of
Westminster and Loughborough.
MESSRS. BEMEOSE AXD SOXS,
PRINTING WORKS, DERBY.
This firm was established by the late William Bemrose in
1825, and Avas converted in 1892 into a private company. The
Derby works, which consist of a group of mills, are situated close
to the Midland Railway station, the main entrance being at the
corner of Park Street and Canal Street. The work here undertaken
comprises every kind of letterpress and lithographic printing,
including the photo-mechanical processes, bookbinding, envelope
making, and relief stamping. The machines used in the six
letterpress printing rooms are chiefly of the Wharfedale single-
cylinder kind ; and perfecters, American two-revolution quick
presses, and a French rotary web machine, may also be seen at work,
along with a large variety of small platen machines. In the
lithographic department, the machines are of various English makes,
from a small hand-press to a machine which will print sheets
40 inches by GO inches. This department deals with lithographic
printing in black and colours, from small commercial stationery up
to mammoth posters. A third and distinct branch of printing
which is undertaken is that of collotype printing. This is a process
in which the prints are produced in a printing machine, with
printer's ink, from a photographically prepared printing surface
or plate. The surface consists of a gelatine film, coated on a
thick plate of glass, which has been developed under a negative.
Working in connection with the printing departments are the
July 1898. printing WORKS. 481
composing, stereotyping, type-making, designing, engraving, and
drawing departments, including a complete photographic studio. A
complete bindery is attached, which is fitted with the latest
mechanical contrivances for folding, sewing, blocking, paging, and
perforating, and the other numerous operations necessary for the
binding of books, &c. The stock of paper comprises about 1,400
sizes and sorts. The whole of the works are driven by a 350 horse-
power superposed compound engine by Messrs. Galloway. In
addition to driving the old portion of the works by shafting,
this engine drives dynamos for the electrical driving of the new
portion, and also for the electric lighting of the whole. The
greater portion of the electric driving is done by the group system,
that is, one motor has its own length of shafting for a certain
number of machines ; but the method of directly attaching motors on
the printing machines may be seen in use, and also motors directly
attached on shafting.
BROWNS FOUNDRY CO.,
NELSON FOUNTDRY, DERBY.
Browns Foundry Co. was established in 18G9 under the style of
Messrs. Brown and Co., and was carried on under this name until
July 1897, when it was converted into a private company. The
works are situated in Stockbrook Street, about ten minutes' walk
from the Market Place. The chief business is that of general
ironfounders, and a specialty is made of castings for engineers and
machinists. In the moulding shop, which is 125 feet by 75
feet, castings are made from a few ounces in weight up to four tons.
In addition to the business of general ironfounders, they are also
makers of stove grates and kitchen ranges, of which a large and
varied stock is kept ; also builders' castings, such as columns,
windows, ornamental railings, stable fittings, &c. The number of
men and boys employed is about 150.
2 u
482 JfLY 1898.
MESSES. CHEETHAM AND HILL,
SUN FOUNDEY, DERBY.
This foundry produces large quantities of castings for crushing
and breaking mills used by contractors, builders, cement
manufacturers, &c. The works, situated in the City Road, extend
right back to the Eiver Derwent. Powerful travelling cranes are
employed for lifting, loading, and unloading castings, &c. ; and
the works are well supplied with every convenience of a labour-saving
nature. The offices are well appointed. The business was founded
in 1862, and at the present time employs about 90 men.
MESSES. JOHN DAVIS AND SON,
ALL SAINTS' WOEKS, DEEBY.
These works are engaged in the production of apparatus and
instruments chiefly used in mining operations, and consist of
various shops. The machinery is driven by electric ironclad motors,
for which the power is supplied from their own generating plant.
In the instrument department are seen in progress theodolites,
miners' dials, dumpy llevels for surveying, and anemometers for
measuring air-currents. In the miners' safety-lamp department
special tools are used for turning out the various parts to standard
size.; and the construction of lamps and other apparatus in
aluminiimi is now a leading feature. The extreme lightness is
appreciated by the miner, and a specially strong alloy is used for
this purj)ose. A new lamp has here been recently constructed,
which is lighted by electricity, and is extinguished on opening.
In the electrical department may be seen the construction of
electric blasting ai)paratus for firing shots in coal mines, which is
now largely employed under the new Mines Eegulation Act. The
electrical power and lighting department is now busy with several
contracts for coal-cutting, haulage, pumping, and lighting systems
in various collieries. The foundry, which is of recent construction,
supplies the works with castings in brass, gun-metal, aluminium,
and iron.
July 1898. 483
DEE WENT FODNDEY, DEEBY.
These works are situated within five miuutes' walk of the Market
Place, and were established about forty years ago under the present
management. They are devoted entirely to the production of stove
grates and heating apparatus for domestic use. The show rooms
contain grates from the most inexj)ensive kind to the most elaborate
made. The works have been built at various times, and cover
about an acre and a half. The moulding shop is the principal
building. Stove grates being a distinct branch of foundry work, the
moulders all become used to one particular class, and so work
differently from the ordinary moulders making engineers' castings.
Special moulding boxes are used for each different class of castings, in
order to produce them well and cheaply. The various parts are then
ground on stones about 6 feet in diameter and running at a high
speed, and are afterwards polished on wooden and leather wheels
covered with emery. They are then blacked, and the enamel is burnt
on in stoves at a temperature of 500° Fahr. After that they pass to
be fitted together and sent out. Large quantities are shipped abroad
in bundles or in large tubs, according to the class of work and its
destination. The number of men employed is about 200.
MESSES. EASTWOOD, SWINGLEE AND CO.,
VICTOEIA AND EAILWAY lEON WOEKS, DEEBY.
These works are situated on the southern outskirts of Derby.
The Midland Eailway main line to the west adjoins them throughout
the entire length, so that they are easily accessible for the large
auiount of traffic inwards and outwards which has to be dealt with,
the siding accommodation being conveniently arranged for this
purpose. The Derby Midland station is distant about one mile, and
the Great Northern station about two miles.
The area of the works is a little over 27 acres, and is divided into
various sections. In the wheel department, where the manufactiu-c
of wheels, axles, forgings of every description, and general finishing
work is carried on, is a large hydraulic press, used mainly in
2 u 2
484 VICTOKIA AND EAILWAY IE02x WORKS. JuLY 18D8.
bending large sections of corrugated and trougli flooring for bridge-
work, &c. Tlie next department is the " top rolling mill," where every
description of sectional iron is rolled. There is also an iron-plate
rolling mill, which, even in sj)ite of the fierce competition of steel, lias
been kept continuously at work.
The bridge-building department covers a large piece of ground,
and an extensive business is here carried on. Eoofwork and bridges,
both large and small, are sent to all parts of this country ; and
large numbers Lave been supplied to India, Australia, Japan, China,
South America, West Indies, and other parts of the world. A
large trade is also carried on in engine and wagon turntables. The
foundry, fitting, and smiths' department was the first to be established
over fifty years ago. All descriptions of castings are to be seen,
including columns for warehouse and station work, cast-iron girders,
tanks, railway chairs, &c. ; and a large business is carried on in
switches and crossings.
One portion of the works was originally occupied by Messrs.
James Eastwood and Sons, and the other portion by Messrs. Thomas
Swingler and Son, the whole being amalgamated in 1867 ; uutil
1st January 1887 it was carried on under the name of Messrs.
Eastwood, Swingler and Co., and subsequently was formed into a
private company. The present directors are Mr. J. E. Eastwood,
Mr. T. C. Eastwood, Mr. A. Swingler, and Mr. J. A. Arnold. The
number of men employed is about 1,000.
MESSES. GEOEGE FLETCHEE AND CO.,
MASSOX AND ATLAS TVOEKS, DEEBY.
These works adjoin the Midland Eailway, from which there are
branches into the various dej)artments, facilitating the receipt of raw
material and the despatch of finished machinery. There are three
main sections, consisting of foundry, machine shops, and boiler works,
extending over a considerable area of ground, and aflording
employment for 400 to 600 men.
The original works of this firm were established at Faruham
Place, South wark, London, about 1850 ; but with a rapidly increasing
Jl'LY 1898. MASSON AND ATLAS WORKS. 485
demand for the specialities there manufactured, it was found
necessary in 1862 to erect larger works, and in the following year
the Massou Works were erected ; from time to time these have been
added to, and in 18S3 the Atlas Foundry was acquired and extended.
Machinery used in the prodxiction and refining of sugar is largely
made here, and is well known throughout the world ; also machinery
for the manufacture of Portland cement is made both for this country
and abroad. Sewage pumps, centrifugal pumps, and pumps for town
supplies, as well as mining pumps, are a branch of manufacture ;
also centrifugals, hydro-extractors, brewing machinery, filter presses,
hydraulic oil presses, winding engines, blast-furnace machinery,
constructional ironwork, railway trucks for heavy loads and special
purposes, and tank wagons. Boilers of all kinds are produced
here, including boilers fired with refuse material ; also sj)ecial kinds
for colonial use, and for localities where transport is difficult.
Multi25le-efi"ect and ordinary vacuum evaporating apparatus are
another branch of manufacture. The foundry is fitted for producing
light and heavy castings up to 20 tons in weight.
MESSES. W. AND T. FLETCHEE,
LACE FACTOEY, DEEBY.
This factory, situated in Osmaston Eoad, was built in 1883 by the
present firm to develop the business established in 1873 at Heanor,
Derbyshire, for the manufacture of silk and cotton laces. It was the
first factory built in Derby for the manufacture of fancy laces, and
at the present time employs 500 workpeople. Mr. Thomas Fletcher
is now the sole proprietor.
DEEBY GAS WOEKS, LITCHUECH.
These works arc in connection with the lines of the Midland
Eailway, and are contiguous to the Derby Canal. Their
construction was commenced in 1872, and they occupy an area of
about 8f acres. The productive capacity is about 3,000,000 cubic
feet per day, and this can be somewhat increased. On the opposite
486 DERBY GAS WORKS. Jlly 1898.
side and adjoining the canal are about 12^ acres of land for future
extensions. Each of the two retort houses measures 241 feet
by 51 feet 8 inches, exclusive of the adjoiaing coal sheds. About
three-fourths of the retorts, heated by direct firing, are 18 feet long
by 18 inches by 14 inches, and they each carbonise 4 cwts. of coal
five times in twenty-four hours. About one-fourth of the retorts are
22 inches by 16 inches, each carbonising 4 cwts. six times in twenty-
four hours ; these are heated with producer gas, the air for
combustion being heated regeneratively. The total number of
mouthpieces is 606. The present maximum winter day's consumption
of coal is about 200 tons, and the maximum day's delivery of gas
is about 2 J million cubic feet. The scrubbers and condensers are of
the ordinary vertical kind, with the addition of Messrs. Kirkham
and Co.'s mechanical washers. Two of the four direct-acting engines
and exhausters are by Messrs. Gwynne and Co., and two by Messrs.
Donkin and Co., each having a capacity of 60,000 cubic feet per
hour. There are two sets of four purifiers, each 30 feet by 15 feet ;
and the two meters by Messrs. Parkinson and Co. have each a
capacity of 60,000 cubic feet per hour. The three gas-holders are
telescopic, and are severally 125, 90, and 140 feet in diameter, and
contain collectively about 2 J million cubic feet. The one of 125
feet diameter has four lifts, the top lift rising above the columns, and
being guided by the wire-rope system of Messrs. Ashmore, Benson,
Pease and Co. The gas is delivered into the town through floating
governor valves, made by Messrs. Parkinson, and connected with
30-inch and 24-inch leading mains. Benzole or light petroleum
spirit is used in the carburetting apparatus as required, and the
gas ie sent from the works with an illuminating power of about
17^ standard candles. The annual consumption of coal and
gas, including the work done at the company's smaller works in
the centre of the town, is approximately 50,000 tons and 500
million cubic feet. The pumps are each in duplicate for water,
tar, and ammoniacal, spent, and circulating liquors. The three
boilers are of the Cornish type, 20 feet long by 5 feet 6 inches
diameter. Tlie continuous sulphate of ammonia plant was erected
by Messrs. Ashmore, Benson, Pease and Co. ; the still is that
July 1893. DERBY GAS WORKS. 487
designed and employed by Mr. Alfred Colson, of Leicester ; the
productive capacity is about 4 tons of sulphate per day. Mr. Henry
Swingler is the chairman of the comj)any. Mr. Charles Taylor is
the engineer in charge, and the winter number of men employed
at these works alone is about 220.
MESSRS. ANDEEW HANDYSIDE AND CO.,
BEITANNIA lEON WOEKS, DEEBY.
These works were established at the beginning of the present
century, at first as an iron foundry, and were soon known for the
superior quality of what were called " Derby castings." The
Midland and Great Northern Eailways adjoin the works, and are
connected with them by means of sidings. With every facility for
materials, fuel, labour, and transport, the firm have been engaged
for many years in the manufacture and erection in Great Britain
and abroad of important bridges, &c. In addition to the workshops
and building-yards for steel and wrought-iron structures there are
foundries for cast-iron and malleable cast-iron, and extensive
machine-shops. The manufacture and erection of steel and iron
structures have not been confined to the heavier class of work, such
as large railway bridges and stations, or exhibition buildings, but
comprise such work as enclosed markets, winter gardens, drill halls,
and conservatories ; also ornamental work, such as fountains, vases,
gates, railings, &c. Steel and iron structures are continually being
made for the colonies and foreign countries; and by their own
engineers and foremen the firm have erected bridges, &c., in Eussiii,
Austria, Spain, Portugal, Denmark, Italy, Sardinia, Canada,
Australia, South America, and Africa. The nimiber of men
employed is about 1,000.
HASLAM FOUNDEY AND ENGINE EEING WOEKS,
UNION FOUNDEY, DEEBY.
These works are situated in the City Eoad, on the south bank of
the Eiver Derwent, and are in close proximity to the Midland
4S8 HASLAM FOUNDRY AND ENGINEERIKG WORKS. JuLY 1898.
Eailway goods 'depot. Tliey were establislied in 1824, and in
1868 the Union Foundry was acquired by Sir Alfred Seale
Has! am, who in more recent years converted it into a private
company.
The works occupy an approximate area of 4 acres, and present u
frontage to the iCity^Eoad of about 700 feet, the offices being in a
central position. They extend from City Eoad to the banks of the
Kiver Derwent, and consist of extensive fitting shops, which have an
average span of 70 feet, and are fitted with powerful cranes, oue
of them capable of lifting a load of 30 tons. The engineering shops
are equij^ped with all the most modern tools, and with foundries for
making castings in iron up to 15 tons, and also brass castings of
considerable size. Some years ago this company acquired the
business of Messrs. Pontifex and Wood, of Shoe Lane, which they
removed from London to Derby.
The principal productions of the works comprise all kinds of
refrigerating machinery for all purposes and on various systems,
namely compressed-air system, and ammonia system of compression
and absorption type. The machines are made in vai-ious sizes,
some up to 200 tons ice capacity, and are extensively used for
different purposes on board ship and on shore, for cooling stores
containing frozen meat, perishable food, &c., for the manufacture
of ice, for cooling water in breweries, and for cooling creameries.
They are also applied to various industries, such as in oil works and
in the manufacture of explosives. Some of the machines are of large
dimensions, and capable of refrigerating a cargo of 3,000 tons of meat
on board sliij?, for the conveyance of frozen food from the colonies to
this country. A large number of machines have been supplied to the
British, Eussian, Spanish, Austrian, Japanese, and other navies, and to
the P. & 0. Steam Navigation Co., Shaw Savill and Albion Co., New
Zealand Shijjping Co., Pacific Co., Orient Co., Westray and Co.,
Houlder Bros., Union Line, Donald Currie and Co., Gulf Line^
Aberdeen Line, Eiver Plate Fresh Meat Co., Allan Line, Cunard
Co., Ismay Imrie and Co., City Line, ifcc. A large business is done
in the manufacture of aj^paratus for breweries, distilleries, vinegar
making, and milk condensing ; and copj)crsmiths' work in all its
July 1898, HASLAM FOUNDRY AND EXGINEEEIXG WORKS. 489
branches. Between 600 and 700 men are employed in the various
departments.
This company was the first to supjily refrigerating machinery on
board ship for conveying frozen meat from Australia to this country ;
the " Orient," " Garonne," and " Catania," so fitted, brought some of
the first cargoes of frozen meat in 1881. Extensive stores have been
fitted up in London for the storage of frozen meat, one of which
will hold approximately a million carcases of frozen mutton^
Stores have also been fitted up for the same purpose in Manchester,
Liverpool, Cardiff, Hull, West Hartlepool, and various other
centres, besides stores and freezing works in Australia, New
Zealand, South America, and other parts of the world. The works
are engaged at present in the construction of an installation for
South America, which when completed will be perhaps the largest
meat-freezing establishment in the world.
MESSES. HOLMES AND CO.,
COACHBUILDING AND HAENESS WOEKS, DEEBY.
This business has been established over 130 years, the present
proprietors being the fourth generation. Mr. Charles Holmes was
a coachmaker in Lichfield in 1760, and his son established the Derby
business early in this century.
The manufactory at Derby is one of the most complete and
extensive in England, and stands on about two acres of ground. More
than fifty years ago steam machinery was introduced into the
works ; several of the machines were of the firm's own invention,
and were made on the premises, notably the sj)oke lathe and
felloe saw.
The present engines of 50 horse-power were erected in 1856.
The machinery includes a log horizontal saw, circular and band
saws, lathes, planing and shaping machinery, iron lathes, planing and
drilling machines, tire-bending and spring-making machines. West's
hydraulic tire-setter, tapping and screwing, grindstones, emery
wheels and polishing machinery, paint grinding and pounding
machines, carriage hoist, fans for smiths' fires, steam-hammer, and
490 COACHBUILDING AND HARNESS WORKS. JuLT 1898.
pumps for the necessary supply of water used on the works and
in case of fire. In the workshops, which are all well lighted and
heated with hot-water pipes, more than 100 carriages can be dealt
with, and from 200 to 250 men can be employed. The show
rooms and stock of carriages are among the largest in the country.
There are also branch establishments at Lichfield, Sheffield, Burton -
on-Trent, and in Margaret Street, Cavendish Square, London. The
firm are coachmakers by appointment to the Queen, the Prince of
Wales, and the government.
MESSES. KITCHEN AND CO., SEVERN BOILER WOEKS,
LITTLE CHESTER, DEEBY.
These works are situated at Little Chester on the outskirts of
Derby, being one mile from the Market Place, and about two miles
from the Midland Eailway station. Including yard space, they
occupy a site of about 2^^ acres, and are provided with a siding in
connection with the Midland Eailway main line.
The business carried on is the manufacture of wrought-iron and
steel welded boilers used in connection with heating apparatus for
warming buildings of all descriptions. Welded boilers have proved
themselves to be particularly suitable for this class of work, and
are now almost invariably used. The " Severn " pattern of boiler
esclusively made at these works is a combination of the ordinary and
tubular designs, and is made in sizes to heat from 300 to 9,000
square feet of radiating surface.
The large shop, about 240 feet long by 80 feet wide, is divided
into two parts. In the larger the operations of marking out,
bending, cutting, welding, smithing, &c., are carried out ; and it is
equipped with punching and shearing machines, rolls, large bending
furnace, and twenty welding fires provided with cranes for handling
quickly welded boilers up to four tons in weight. Adjoining are
fitting shop and stores. The fitting shop is provided with largo
i-adial and other drilling machines, emery wheels, and other machinery
necessary for fitting and tubing various sizes of boilers. To the
right of the main building is a fan room, containing two large fans
Jlly 1898. SEVERN BOILER WORKS. 491
to provide blast. Adjoining is tlie engine room, containing a fiuc
horizontal engine, made by Messrs. Eobey and Co., driven from two
boilers which also provide steam for testing purposes and steam-
hammer. The engine has at present only one cylinder ; but it is
built ready for compounding as soon as the increasing weight to be
driven may necessitate this. In the engine room is a large Tyne
dynamo for electric lighting, which will shortly be started. The
number of men employed is about 100.
PHCENIX FOUNDEY, DEEBY.
These works, situated on the banks of the Eiver Derwent,
were established by the late Mr. James Haywood in 1834,
and are pioneer works in connection with constructional ironwork.
The original Shude Hill Market, Manchester, and the Stockport,
Holywell, Columbia (London), Eotherham, Derby, Halifax, and many
other markets, both British and foreign, were made and erected by
this firm. Eailway station roofs here constructed appear on the
principal railways of the United Kingdom. For road and railway
bridges the works hold a high reputation ; and among some of the
more important contracts of late years may be mentioned the
Battersea Bridge over the Eiver Thames, and the Hobson's flooring
and hydraulic tilt bridges for the Liverj)ool Overhead Eailway, the
weight in the latter contract being upwards of 10,000 tons.
The lock gates and machinery for the important escapes at
Khosheysha, Kodabah, and Kafr Boolin, Egypt, for the Nile
irrigation scheme, were supplied from these works to the Egyptian
government. At the present time the works are engaged upon
various railway contracts for bridges, &c., at Derby, Birmingham,
Leicester, Hastings, Folkestone, Eastbourne, and upon the Bank
station for the Central London Eailway, and upon the support of the
roadway covering the area in front of the Eoyal Exchange, Mansion
House, and Queen Victoria Street. Though of somewhat limited
area, the works are fitted with modern tools as far as these can be
adapted to the original buildings. The business has recently been
turned into a private company, the principals of which are Messrs'
Crompton of Derby, with Mr. James J. Eobins as managing director.
49:i Ji'LY 1898.
EOYAL CROWN DEEBY POECELAIN WOEKS,
DEEBY.
These works are situated in llic Osmastou Eoad, a short distance
from the Midland Eailway station. The earliest mention of Derby
Avare is in 1750, one year earlier than Worcester. In addition to
the antiquity of the Derby ware, the renown of the Bow and Chelsea
works was passed on to Derby through the purchase by William
Duesbury of the Chelsea works in 17G'.) and the Bow works in 1776.
3\Ien, moulds, and traditions were transferred to the Derby works and
engrafted upon them. In 1877 the late Mr. E. Phillips, formerly of
the Worcester works, with Messrs. W. Litherland and J. Mclnnes,
decided to revive the old glories of Derby china, and with this
object the present company was formed.
For grinding and mixing the ingredients and for preparing the
clay a powerful engine is employed. Every factory has its own
special formula ; some " bodies " have an easy fire, others require a
harder fire, such as the Eoyal Crown Derby undergoes. This enables
finer ground colours to be obtained at these works than can be got at
most other factories. Some colours are under the glaze, others
are laid on the glaze. On arriving at the " biscuit " oven, visitors
see the " saggers " lifted out, containing various articles that have
undergone their first fire, from which they emerge a pure white
with a slightly rough or biscuit surface. In this stage are best seen
the delicacies of the fine pierced and relief work. Close by is the
glazing room, in which the biscuit ware is jilunged into a liquid
glaze like cream, and by peculiar whirling movements the workman
rids the article of any excess of liquid glaze. After drying,
the pieces arc again put into saggers ; and in passing through the
fire the glaze melts, aud the piece is coated with a transparent glass-
like surface. The article is now ready to be decorated. This
process is efiectcd in the paintiug rooms, where all kinds of
ornamental and useful goods are being decorated. Passing on to
the gold department, many hands are here engaged in decorating the
^are with a ta^^Tiy brown-looking paint, very diflcrent to look at
now compared with its gold tint when burnt and burnished. When
July 1898. ROYAL CROWN DERBY PORCELAIN WORKS. 493
this gold work has gone through the fire, the burnishers improve
it by treating some parts with a burnish from the agate or bloodstone,
whilst other parts are left dull gold.
In another department tlie jjotter is seen at the wheel. The
motive power is gained by a girl turning a fly-wheel, which by
means of a band rotates the " wheel " or small revolving table of
the potter, who takes a lump of clay, and throws it on the centre
of the wheel to make it adhere ; he then with fingers and thumb
rapidly forms a vase, a cup, or some other object.
One speciality of this factory is egg-shell china, which is almost
as thin as the shell of an egg, and far more transparent. These
apparently very fragile articles are mostly decorated in schemes of
gold and various bronzes ; and to obtain the admirable results
realised the pieces have to pass through the fire several times.
To meet the increased demand for the celebrated ware, a new
wing was added a few years ago, which is mainly devoted to printing
on china. A pattern is engraved on a copper plate, which is covered
in the usual way with colour ; then the surface is cleaned, the
colour being left in the engraved parts. The impression is taken by
a press on prepared transfer paper. A girl deftly cuts and fits it to
the plate or other object, rubbing it down ; shortly the paper will be
damped and peeled off, leaving the i)attern printed or transferred
upon the surface, to be passed on later through the kiln. The number
of persons engaged at work here is about 350.
MESSES. EOE'S TIMBEE WOEKS,
DEEBY.
These works, situated in Siddals Eoad, were founded over sixty
years ago by the late Thomas l\oe and Thomas Oakley. Mr. Eoe
was well known as an active member of the corporation, and a
pioneer of public improvements in Derby ; and at his death in 1879
the business was converted into a private company by his son, now
Sir Thomas Eoe, who is chairman. In 1893 the business of Messrs.
Harvey Cholerton and Co. of Albion Street, Derby, one of the oldest
timber-bending establishments in the country, was amalgamated with
494 TIMBER WORKS. July 1898.
Messrs. Eoe's. Special attention is paid to the supply of timber
suitable for coach builders, cabinet makers, and the building trades ;
and amongst the firm's customers are the government, many of the
jn-incipal railway companies, colliery proprietors, contractors, and the
trade generally. About two years ago extensive alterations and
additions were made at the Siddals Eoad Mills ; but scarcely had
these been completed when one of the most disastrous fires that ever
took place in Derby occurred on 7th July 1897, and swept away
nearly the whole of the buildings, j^lant, and stock, scarcely leaving
anything untouched. Eebuilding however was shortly commenced,
and a re-arrangement of the works was carried out, no efforts
being spared to obtain the best possible and most modern
machines ; and the works now form one of the most complete
establishments of the kind in this country. The mill, which is
lighted by electricity, is both lofty and substantial, and consists
principally of three bays, fitted up with steam and other cranes.
There are also shops for turning, bending, and joinery work. The
American band-saw, especially suitable for dealing with large
timber, having pulleys 8 feet in diameter, is one of the largest made,
and is capable of cutting up trees of 5 feet diameter. There are
also a large vertical log frame, horizontal, cross-cutting, rack, and
circular saws, together with a specially large planing machine for
preparing floor boards, machines for turning, planing, moulding,
tenoning and morticing, as well as automatic turning-lathes and saw-
sharpening and knife-grinding machines. About 200 workpeople
are employed, both on the premises and outside.
MESSRS. E. EUSSELL AND SONS,
PEEL FOUNDEY, DEEBY.
This foundry, situated in Meadow Eoad, was established in
1853, and turns out yearly a large number of stoves, grates, and
kitchen ranges, especially the "Herald" cooking range. The
number of men employed is about 250.
July WjS. 495
STAXTOX lEOX WOEKS,
STANTOX-BY-DALE, XOTTIXGHAMSHIKE.
The works of tliis company comprise tiie Stanton-by-Dale and
Hallam Fields blast-furnaces and foundries, besides the Teversal,
Pleasley, and Silver Hill collieries, with extensive ii'onstone mines
in the counties of Leicester, Lincoln, and Xorthampton, and
limestone quarries at Wirksworth. The chief offices are at
Stanton-by-Dale. The blast-furnaces and foundries, which were
opened here more than half a century ago, have played a
prominent part in the industrial history of the neighbourhood.
The eight furnaces now in operation produce weekly about 2,600
tons of superior quality of pig-iron ; a larger furnace is in course of
erection to make 600 tons a week. The development has been
especially marked since 1878, when the undertaking was acquired by
the existing company, at which time they added the Hallam Fields
blast-furnaces and foundries. The Stanton-by-Dale works, covering
about 30 acres of ground, are situated midway between Derby and
Nottingham. The foundi-ies here include pits for casting jjipes
from 1^ inches to 24 inches diameter, and shops for turning out
special castings in connection with the pipe trade ; and are
supplemented with the usual pattern shops, &c. The Hallam Fields
works, which cover an area of 60 acres, are near the Stanton-by-
Dale works, with which they are connected by several lines of railways.
They are amongst the best equipped works of their kind in this part
of the country; a special feature is the new machinery erected
in the pipe foundries, enabling them to turn out pipes up to
60 inches diameter and 12 feet length. The works are provided
with hydraulic machinery for testing the pipes, and all pipes are
tested on the premises before being sent away. The combined
output in pipes ajid^ castings is 70,000 tons a year. In addition
to their extensive ii-onstone mines in Leicestershire, leased from the
Duke of Rutland and other landowners, they have other mines
in Xorthamptonshire and Lincolnshire, and the total annual yield
is 500,000 tons. The three collieries are extensive, the royalties
leased amounting to 8,000 acres ; they have now been worked for a
•196 STANTOX lEOX WORKS. July 1898.
quarter of a century. The coal, coke, and cannel, are in liigli
repute for steam piu'poses in iron and gas works ; the coal from
the Barnsley seam is equal to the well-known South Yorkshire
coal. The yield of the Teversal colliery averages 1,200 tons dailj'.
The Pleasley colliery, which was the first to develop the coal
measures beneath the limestone in Derbyshire, was for many years
the deejiest colliery in the county, being worked at a depth of 526
yards; it yields 1,700 tons daily, and is especially noted for the
exceptionally high quality of its cannel. The Silver Hill colliery,
which is not yet fully developed, yields a daily output of 1,000
tons of valuable soft coal, much esteemed for house and gas-
making. About 5,000 men and boys are employed, including 1,800
at the iron works, 500 at the ironstone mines, and 2,700 at the
collieries. The nearest station to the iron works is Stanton Gate on
the Midland Railway. The chairman of the! company is Mr. J. G.
Crompton.
MESSES. W. G. WILKINS AND CO.,
WALL PAPEE MANUFACTOEY, DEEBY.
These works, situated in Uttoxeter Eoad, were established in
1880 by the present managing director, Mr. W. G. Wilkins, who
commenced business then in a small silk mill with an old second-
hand printing machine. The present factory was built in 1890, and
has just been considerably enlarged ; further extension in the near
futui-e is likely to be needed.
On entering the building, and passing through the clerks' office
and the board room, the designers' studio is reached, and then the
engravers' workshop. Here a number of men are engaged upon
engraving the copper rollers or cylinders from which wall papers
are printed. Passing the lathes and other machines, the paper store
is entered. In it are immense stacks of " long elephant," as
unprinted wall paper is technically called. Thence the tram
lines, which run all round the interior of the works, lead to the
large and new surfacc-i)rinting workshop, where ten powerful
July 1898. WALL PAPER MAKUFAOTOET. 497
machines are working. There are two main divisions of paper-
staining : surface — in which the printing is done from a raised
pattern that takes the colour upon its surface to deposit it upon
the paper ; and sanitary — in which the pattern is cut out of the solid
copper or sunk in it, and from this engraving the colour must be
forced into the paper by heavy pressure.
In surface printing, paper from a large roll of about ^ mile
length passes rapidly round a large cylinder, and in so doing
comes into contact with the printing rollers, which have each a
difierent part of the pattern raised on their surface. These pattern
rollers are supplied with their respective colours from colour boxes
arranged all round the frame of the machine. The colours are
brought by means of the tramway direct from the factory. As the
wet paper comes off the roll it passes into a huge drying chamber.
The majority of the machines in the second and third printing
shops are for the manufacture of the sanitary or engraved papers.
These machines require separate engines, owing to the great pressure
necessary. In this process the colours are made to overlap; and
being ground in transparent varnish, the various blended shades are
thus artistically produced from generally prismatic colours. A
machine printing in six colours can produce at least twenty shades
by the skilful manner in which the six copper rollers are engraved.
In the third printing shop the papers are being hung up to dry. As
the printed papers come wet from the machine, an automatic machine
takes a wooden rod from a box and hangs the paper on it, and then
places the rod upon chains which travel up and down long tunnels fed
with hot air. As the pattern dries, other machines roll the paper up,
and deposit the sticks or rods into the same box again, ready to
be sent again round the drying tunnels. Down below, a large
fire-proof vault about 60 feet square contains thousands of valuable
pattern rollers. Passing through the mechanics' shop, fitted with
modern machinery, and through the workmen's dining room, and
the dynamo room, the warehouse is reached on the floor above. Here
the paper is rolled up by rapid machines into single pieces or rolls.
Then again it is packed into large round bales, ready to be put on
the trucks, which come up by the side of the little station platform.
2 X
498 WALL PAPEE MANUFACTORY. JuLT 1898.
Other departments are tlie order offices and large book-binding shops,
where female workers are employed. The number of workpeople is
about 200.
DERBY PUBLIC LIBRAEY, MUSEUM,
AND AET GALLERY.
The Free Library and Museum in the Wardwick were opened in
1879. They form a handsome building in the Flemish Gothic style,
of red brick with white facings, and are admirably adapted for
their purpose. On the ground floor are two spacious reading-
rooms for the general jjublic, a ladies' reading-room, reference,
lending, and children's libraries ; the upper floor is devoted to a
natural history museum. The whole, including the curator's house
and porter's lodge adjoining, was presented to the town by the late
Mr. Michael Thomas Bass, who represented Derby for many years
in parliament. Connected with this building, but with a frontage on
the Strand, is the Corporation Art Gallery, also built by Mr. Bass,
on the site presented to the town by the late Sir Abraham
Woodiwiss. This is a well-lighted and commodious building,
consisting of two floors. The lower gallery contains a magnificent
collection of Derby China, the gift of the late Mr. Felix Joseph and
others ; in the upper gallery is a collection of paintings, of which
there are three exhibitions every year.
MUNICIPAL TECHNICAL COLLEGE,
DERBY.
The College is a Gothic building, erected from the designs and
under the superintendence of Messrs. Waller and Son, architects,
Gloucester ; it covers an area of about 17,000 square feet. The
plan of the building is rectangular, and has four elevations. Those
on the east and south side are plain, and built with red brick ; the
two elevations facing Degge Street and Green Hill are built with
pitch face-wall stones from the Riga quarries, and with Hollington
stone dressings. The elevation on Green Hill is treated iu a highly
July 1898. MUNICIPAL tbchkical college. 499
artistic manner, and lias a pleasing effect. The porcli forming the
principal entrance is situated on this side, projecting from the main
building about six feet ; there are two other entrances, for art
students on the east side, and for science students on the south side.
The interior of the building is somewhat plain, the architects
having endeavoured to make the building as convenient as possible
for its general management ; it has a clean and solid appearance.
The walls of the corridors and staircases have a glazed-brick dado
five feet high. The entrance hall from the porch has also a good
effect, with polished red granite columns, carved capitals, stone
arches, and mosaic floors. The principal staircase from the hall to
the first floor has hard York stone steps, moulded, and wrought-iron
ornamental balusters and skirting, with a polished oak hand-rail.
The corridors leading to the different rooms run on the four sides of
the building, and are lighted from two open courts, the walls of
which are faced with white glazed bricks. The different floors
include a sub-basement, a basement, ground floor, and first and
second floors. The whole of the sub-basement is used for the
heating and ventilating, which is on the plenum system, and has
been carried out by Messrs. Ashwell and Nesbit of Leicester. The
fan is 7 feet 6 inches diameter, and is driven by an electric motor.
In the basement are the engine rooms, plumbing shop, modelling
and casting rooms, room for typography, and a large room for
manual instruction, as well as a boiler for generating steam for
heating.
The groimd floor contains a large art lecture room, a physical
laboratory, and several large class rooms, together with the committee
room and secretary's room and office. On the first floor is a large
antique room for art purposes, and a fine lecture theatre for physical,
chemical, and other demonstrations, a large mechanical drawing
room, and several class rooms. On the top floor are exceptionally
good chemical laboratories, a life painting room, together with
several class rooms, and a large room devoted to light and shade
drawing.
The rooms throughout the building are light and lofty; the
floors are all fire-proof on the Dennett and Ingle plan of
2x2
600 MUNICIPAL TECHNICAL COLLEGE. July 1898.
concrete arches. The cost of the whole building has been upwards
of £30,000. The contractor was Mr. Henry Vernon of Derby, and
the National Free Wiring Co. of London for electric lighting.
Advanced art is taught with considerable success, and two
silver medals were gained last year. The sciences include those
connected with machine and building construction, chemistry, steam,
mechanics, physiology and hygiene, &c.
There are eleven classes in connection with the City and Guilds
of London Institution, as well as for literary subjects.
The whole of the work is under the Technical Instruction
Committee of the Derby Corporation, which has recently granted a>
penny rate under the Technical Instruction Act for carrying on the-
work. The chairman is Mr. Councillor J. E. Russell, and the
organising secretary Mr. George Sutherland.
DERBYSHIRE ROYAL INFIRMARY,
DERBY.
This building, of which the first stone was laid by Her Majesty
the Queen on 21st May 1891, was opened by the Duke and
Duchess of Devonshire on 7th July 1894. It occupies a fine site of
over 13 acres on the London Road, close to the Midland Railway
station, and readily accessible from all parts of the town. The
scheme for the complete infirmary comprises seventeen distinct blocks.
Of these the two administration blocks, the laundry, nurses' home, out-
patients' department, mortuary, three ward blocks, operation room,
isolation hut, chapel, and secretary's house, have been completed,
the remaining blocks being deferred for futui-e erection.
In the centre is the front administration block, containing on the
ground floor the secretary's of&ces, medical officers' consulting room,
staff dining-room, surgery waiting hall, surgery and examining
rooms. On the first floor are the matron's and resident medical
officers' quarters and the board room. The second floor is devoted to
bedrooms for the servants. Immediately behind this block, and
connected therewith by a spacious corridor, is the rear administration
block. It contains on the ground floor the entrance for stores, the
July 1898. DERBTSHIBK EOYAL INFIRMART. 501
various store rooms, and dining rooms for the nurses and servants.
On the upper floor are the kitchens, larders, and porters' quarters,
the latter being approached by a separate staircase. The main
corridor of the hospital runs through this block at right angles to
the corridor leading from the front administration block ; and from it,
projecting right and left, are the ward pavilions of two storeys each,
the operating rooms, the eye wards, and chapel ; whilst at the
south-east end is placed the out-patient block, containing a general
waiting hall which can comfortably seat 230 persons, consulting
and examining rooms, porters' office, dispensary, and laboratory.
White and salt-glazed bricks enter largely into the construction of
this department and the corridors.
The wards are 127 feet long, 29 feet wide, 14 feet high, and
contain twenty-four beds each. Each patient has 2,066 feet of cubic
space. The floors are made of terrazzo, a species of marble mosaic ;
they were the first ward floors laid in this material in this country.
The wards are heated by ten steam coils, placed under the windows
in recesses formed for their reception. Each coil has three leaves,
and each leaf can be swung out at right angles to permit of free
access to the air channels for the purpose of cleanliness ; the air
channels are in no case longer than the thickness of the wall. One
of these ward blocks, the " Susan Strutt," was erected in memory of
Ms daughter by the late Mr. George Henry Strutt, of Belper ; and a
second, the " Susan Evans," by Mr. Walter Evans, of Barley Abbey,
in memory of his wife. The chapel, which provides seating
accommodation for 102 persons, was erected in memory of the late
Sir William Evans, Bart. The operating room is lined with marble
slabs up to a height of seven feet, above which the walls and ceiling
are finished with Keene's cement painted and varnished. The floor
is laid in terrazzo. The various tables, &c., are made of iron and
^lass. The room and fittings are so arranged that the whole can be
cleaned by means of a jet of water from a hose-pipe. The wards,
chapel, and operating theatres are lighted by electricity.
The laundry block is connected with the rear administration
block by a covered way. It contains receiving rooms for dirty
linen, wash-house, steam-heated drying-horses, ironing room, and a
502 DEEBYSHIEE EOTAL INFIRMARY. JCLY 1898.
sorting and delivery room for clean linen. At the back are tlie
boiler house, engine room, workshop, disinfecting house, cremator
for refuse, and water tower. Behind the main buildings are the
isolation hut, mortuary, joiner's shop, store, and stable, &c. The
nurses' house is completely detached from the rest of the hospital,
and affords accommodation for forty-eight nurses. Each has a
separate bedroom ; and separate sitting and reading rooms have
been provided for the assistant matron, sisters, and probationers.
The buildings were designed by Messrs. Young and Hall of
Bloomsbury, London, and the builders were Messrs. Walker and
Slater of Derby. The heating apparatus, kitchen fittings, &c.,
were supplied by Messrs. J. Slater and Co. of Holborn, London.
EOYAL INSTITUTION FOE THE DEAF AND DUMB,
FEIAE GATE, DEEBY.
This Institution was founded in 1880, and has accommodation
for 150 children and staff. The building was designed by Mr.
Ernest Eyley of Derby, and has cost (including land) over £20,000
in its construction. At the last examination by the government
inspectors under the Blind and Deaf Act, the progress in the
education of the children so afflicted was most favourably reported on.
In addition to the ordinary subjects, manual training is systematically
taught ; the course of instruction for the boys includes kindergarten,
clay modelling, wood-working, carpentry, fretwork, &c., and for the
girls needlework, knitting, &c. ; both take part in the household
work of the Institution. Physical training in drill and gymnastics
receives considerable attention, and this year the children succeeded
in winning for the third time the All England Challenge Shield
offered by the National Physical Eecreation Society. For the
amusement and recreation of the pupils an entertainment and
athletic fund is maintained by the teaching staff, and by its means
athletic sports and seasonable pastimes a,re arranged. The President
is Sir A. Scale Haslam, and the head master Dr. W. E. Eoe.
July 1898.
EAILWAY SEEVANTS' OEPHANAGE,
ASHBOUENE EOAD, DEEBY.
This institution occupies an area of between five and six acres in
an elevated and open position, and will accommodate in its present
state over 230 children. It is a handsome substantial building
conveniently arranged. Under the direction of Mr. S. W. Johnson,
locomotive superintendent of the Midland Eailway, who is a member
of the committee, it has been fitted with excellent modern apparatus
for cooking, washing, and heating. It was established in 1875 on a
modest scale for the children of men who had lost their lives in the
j)erformance of their duty on any railway in the United Kingdom.
In 1881, when it had already been considerably extended, it became
a branch of the Eailway Benevolent Institution ; and from that time
the payment of a small subscription by the father renders his
children eligible for admission, even if his death should occur from
natural causes. For nineteen years all the candidates eligible under
either condition have been received. Since its establishment 74S
children have been admitted, whose fathers were employed on
twenty-six difiierent railways ; and there are now 223 in residence.
The Orphanage is a model of cleanliness, neatness, and good
order. In addition to their attendance in school, the children
perform a variety of domestic duties. The girls leave the day
school at twelve years of age, after which, besides receiving
instruction in school lessons, they are taught to do every kind of
work in the house. Everything they wear, except their hats and
boots, is made by them under proper direction ; and when they leave
at fifteen they have acquired a good amount of skill in all kinds of
household duties. The boys leave at fourteen, having previously
received instruction in manual work which helps to prepare
them for a useful life ; the greater number of them enter the
railway service.
The chairman of the committee of management is Mr. Alderman
Bottomley ; the vice-chairman is Mr. James Williams, secretary of
the Midland Eailway ; and Lord Claud J. Hamilton, chairman of
504 EAILWAY servants' OEPHANAGE. Jult 1893.
the Great Eastern Railway, holds the office of treasurer. Twelve
of the committee are appointed by the subscribers, and six by the
board of the Railway Benevolent Institution.
MESSES. BASS, EATCLIFF, AND GRETTON,
BREWERY, BURTON-ON-TRENT.
These breweries are the largest establishments of their kind in
the United Kingdom, or probably in the world. The railway
system has done much to develop the staple business of Burton ; but
Bass, the Burton brewer, had established the brewery and acquired a
name long before the introduction of railways. In 1777 William
Bass foimded the business which was the germ of the great business
of his grandson, the late Michael Thomas Bass. The brewery was
built on a plot about the size of a moderately large garden ; now it
occupies premises extending over 150 acres. It contains 39 steam-
engines of 750 horse-power in the aggregate, and two portable
engines of 26 horse-power. The traffic is worked by ten locomotives
in and out of the premises, through which run 15 miles of railway.
As many as 86,000 railway trucks are in use during the course of
six months, and over 600 have been loaded in a single day. The
stock of casks consists of 40,000 butts, 132,000 hogsheads, 128,000
barrels, 115,000 kilderkins, and 83,000 firkins; in all 498,000 casks.
Owing to the adoption of mechanical and scientific appliances,
where the founder employed ten men his successors employ only
one ; and yet they need 2,800 men and boys at Burton, in addition
to hundreds of others to manage their various places in London and
the large towns. They also employ 400 managers and clerks.
The first brewery erected by William Bass, a little more than a
century ago, has been enlarged frum time to time. A second
was built in 1853, and has been repeatedly enlarged ; and a third
was built in 1864. The second and third breweries have been
greatly enlarged to meet the growing demand, to an extent equal to
a fourth new brewery ; and the first brewery has also been entirely
rebuilt on an enlarged and more convenient plan. More than
five million bricks were used in the construction of the new brewery ;
JCLY 1898. BREWERY, BDKTON-OK-TBEKT. 505
the main block is 700 feet long, witli an average breadth of about
108 feet. There are four floors, which give an average floor space
of more than six acres. The racking rooms on the ground floor
cover more than one and a half acre, on which there are three
engine-rooms. The first floor contains the tunning and mashing
rooms, with rooms for storing and grinding malt. The fermenting
rooms occupy the second floor, and the coolers and copper-house the
third. The tunning rooms are of the same area as the racking
rooms, and contain 2,548 tunning casks of 160 gallons each. The
mashing rooms have twelve mash-tubs, each of which will deal with
60 quarters of malt. From the malt rooms the malt, after it has been
ground, is raised by a chain of cans, attached to a revolving belt,
into a trough, from which it is sent forward by an archimedean screw
to the malt-hoppers over the mash-tubs, ready for use, to be dropped
into the tubs as required.
The fermenting room has 159 squares or vats, each containing
2,200 gallons. The coolers are supplemented by four large
refrigerators, capable of cooling 250 barrels of wort per hour. The
copper-house contains three water coppers that wdll each boil
1 2,000 gallons, and eleven wort coppers that will each boil 2,200
gallons of wort. There are also three hot-water tanks adjoining
the brewery, for the supply of boiling water for washing and
brewing purposes ; these are heated from circulating boilers, and
hold 15,000 gallons each. Over the copper-house is a large water
tank that commands the whole premises. It is supplied by engine-
power, the water being pumped from wells on the premises.
In connection with the new brewery, a new cooperage and three
large malt-houses were erected ; also immense hop and ale stores
occupying a total area of nearly six acres, and capable of containing
20,000 pockets of hops and about 60,000 barrels of beer. In the
cooperage, in which there is ingenious machinery, 680 men and boys
are employed.
At Burton the firm have twenty-three maltings, and at the Shobnall
premises, in addition to immense ale-cask and stave wharves, are
eight malt-houses, which were erected at a total cost of over £100,000,
all communicating, and capable of malting about 80,000 quarters.
506 BBEWEEY, BUETON-ON-TKENT. JCLY 1898.
They have also large establishments at Lincoln and Grantham,
which together make during the malting seasons 7,500 quarters per
week. Notwithstanding their great powers of production, the
malting-houses are not adequate to supplying the wants of the
concern, and malt to a considerable amount has to be bought.
In London, adjoining the goods station of the Midland Railway
at St. Pancras, is a large block of buildings used as stores,
which are in direct communication with the breweries at Burton.
At Poplar there is a depot for the export and continental trade.
The present chairman of the company is Michael Arthur, eldest son
of the late Michael Thomas Bass. Having represented Stafford,
East Staffordshire, and the Burton Division, from 1865 to 1886, he
was created a peer in the latter year under the title of Lord Burton.
EXPEEIMENTAL NAREOW-GAUGE RAILWAY
AXD WORKS
OF SIR ARTHUR PEECIVAL HEYWOOD, BART.,
AT DUFFIELD BAXK, DERBY.
This experimental railway, of only 15 inches gauge, is situated
about f mile from Dufifield Station, near Derby. It was corsti'ucted
in 1874 with the following objects : — (1) to show that an annual
traffic of as little as 6,000 tons between two points not more than a
few miles apart can be transported under suitable conditions more
cheaply and expeditiously by a locomotive-worked permanent
railway than by road ; (2) to test practically novelties of design
in pei-manent way, engines, and rolling stock ; (3) to provide means
of carrying out various experiments on adhesion, traction, and
resistance.
That which, after careful experiment, seemed to be the narrowest
practicable gauge was selected as being ample for the purpose ; for,
if fairly level, a line of 15 inches gauge, say three miles in length,
with one locomotive, will readily deal with an annual traffic up to
30,000 tons of minerals.
July 18P8. EXPERIMENTAL NARROW-GAUGE RAILWAY. 507
The line at Duffield Bank is of a permanent character, laid for
the most part on cast-iron sleepers, to lessen expenses of maintenance.
Eather over half-a-mile is arranged as an experimental course in the
form of the figure 8, so as to give a run of any length req[uired ; and
comprises three tunnels, two bridges, and a timber viaduct 91 feet
long and 20 feet high, built as a model for an army field railway. A
branch of one-third of a mile in length, having a gradient of from
1 in 10 to 1 in* 12 and a two-thirds circle curve of 25 feet radius,
connects with the workshops 80 feet below.
The locomotives are of the tank class, having six and eight wheels,
with radial axles all coupled. This is believed to be the first
successful solution of the problem, giving the maximum climbing
power together with ability to pass a 25-foot curve without grinding.
The rolling stock consists of open and closed bogie carriages 20 feet
long, and of wagons of various kinds, all fitted with a simple self-acting
coupler-bufier. A dining car capable of accommodating eight persons
and a sleeping car with four berths have been built, not as a likely
requirement of such a line, but to show the capabilities of this small
gauge. On several occasions 120 persons have been accommodated
in the passenger train, which has been hauled by one engine up a
gradient of 1 in 20, and up another of 1 in 47 on a two-thirds circle
curve of 40 feet radius. The line is equipped with a complete
system of signalling, the interlocking being on a specially simple
plan. The whole of the plant has been designed by Sir Arthur
Heywood, and, with the exception of rails, boilers, and steel castings,
has been made in his amateur workshops. In these shops was also
constructed the whole of the plant for 4^ miles of line of the same
gauge, laid out and made by Sir Arthur to connect the Duke of
Westminster's residence at Eaton Hall with the Great Western
Eailway. This line, laid on cast-iron sleepers and of the most
permanent character throughout, has carried during the two years it
has been at work, without mishap of any kind, a traffic of between
6,000 and 7,000 tons annually, at a cost (including interest at 4 per
cent, on a total outlay of £5,893, and due allowance for renewals) of
less than one shilling per ton per mile, a charge which, if the
traffic could be quadrupled, would be reduced by nearly one-half.
508 JcLY 1898.
BRUSH ELECTEICAL ENGINEEEING CO.,
FALCON WORKS, LOUGHBOROUGH.
The manufacturing business of tiie Brush Electrical Engineering
Company was estahlished in 1879 at the Victoria Works, Belvedere
Road, Lambeth, where the principal electrical plant and apparatus
now manufactured was developed. Soon however the business
grew to such an extent that the Victoria Works proved to be too
small for the comprehensive requirements of modern electrical
engineering. It was therefore decided in 1889 to accLuii-e the Falcon
Engine and Car Works, Loughborough, which had been in
existence since 1860 employed in building locomotives, carriages,
tramcars, and general rolling stock, and in engineering work.
The works cover an area of about seven acres, and are situated on
the Nottingham Eoad, adjacent to the Midland Railway station,
having direct communication with the latter, while on another side
they are bounded by the Great Central Railway Extension to London.
Since the Brush Company assumed ownership, the Falcon
Works have undergone a continuous process of improvement and
extension, the older shops being gradually rebuilt to suit modern
requirements. The important extensions now in progress consist of
a new pattern stop and store, a new brass foundry, smiths' shop, and
testing department ; and further additions are being made to the large
machine and erecting shops and to the iron foundry. A large
shop is also being built for the construction of motors for electric
traction, and will be equipped with the most modern tools and
appliances. The shops for the lighter classes of work are built on
the weaving-sbed principle, and include winding, lamp, dynamo and
light erecting shops ; each bay is about 200 feet long and about
50 feet wide. The new administration offices for the managers and
staff have just been completed.
The manufactures are of a diverse character, including locomotives,
carriages, tramcars, omnibuses, and all kinds of rolling stock ;
vertical high-speed engines of special design, of both " open " and
" enclosed " patterns ; dynamos and motors of all sizes for direct
and alternating-current work ; transformers, arc lamps and
July 1898. BEUSH ELECTRICAL ENGINEEEING WOBKS. 500
switchboards, hydraulic and electric lifts, and general electrical
apparatus. Special appliances have been provided for the manufacture
of transformers, of which the yearly output is large. At the
present time, among a number of steam-dynamos of various sizes,
there can be seen in the shops two large central-station generating
units of 1,300 I.H.P. each, consisting of enclosed " Universal "
engines coupled direct to " inductor " alternators. At the back of
the works is an electric tram line for conducting tests of the
various overhead and underground systems of electric traction.
The number of men employed is about 1,000. Mr. E. Percy Selloii
is the general manager, and Mr. C. E. Hodgkin the works manager.
GEEAT CENTEAL EAILWAY,
LOUGHBOEOUGH TO SWITHLAND.
The new extension of the Great Central Eailway to London,
over a portion of which between Loughborough and Swithland,
about five miles in length, the Members of the Institution will
travel, is expected shortly to be opened for passenger traffic.
This portion of the line runs at the foot of the Charnwood
Forest range of hills, and skirts some of the most picturesque
scenery in the midland counties. Fine views of the country,
extending for many miles, are to be obtained from the tops of the
highest hills, such as the Beacon Hill, Old John, &c. ; and the
district is particularly remarkable from a geological point of view,
owing to the outcrop of granite, which is worked at several quarries
in the neighbourhood, this being the only district in the Midlands
where granite is obtained.
At Swithland a large reservoir has recently been constructed by
the Leicester corporation, for the purpose of augmenting the supply
of water to that town, which of recent years, owing to its rapidly
increasing size, has upon several occasions experienced considerable
inconvenience from the restricted supply. The railway was in the
first instance intended to pass between the reservoir and the hills,
but is now carried through the reservoir upon two viaducts, Plate 98 ;
510 GREAT CENTBAL RAILWAY EXTEXSIOX. JuLY 1898.
special clauses for the protection of the corporation interests during
the construction of the works have been inserted in the railway-
company's act.
SWITHLAND EESEEYOIR,
LEICESTEE COEPOEATION WATER WORKS.
The Swithland Reservoir, Plate 98, which has been constructed
under an act of parliament obtained by the corporation of Leicester in
1890, is situated in the Charnwood Forest, about nine miles to the north
of Leicester. The area of land purchased for the site of the reservoir
and works is 275*425 acres, and is situated in the valley between
Buddon Wood, in the parish of Quorn, and the village of Swithland.
The drainage area above the site of the reservoir is 3,500 acres, in
addition to which there is an overflow from the drainage area of the
Bradgate Reservoir of 4,400 acres.
The works consist of raising the Swithland road, constructing
two weirs at Brazil Island, forming the embankment across
the valley, with valve tower, overflow weir, tunnel outlet, by-wash,
and bridge over same, carrying the new road from Mountsorrel to
Woodhouse ; together with filter beds, pure-water tank, Woodhouse
Brook diversion, and bridge over same to cooling pond and settling
pond ; also engine-house and pumping station, entrance lodge, and
board room. The capacity of the storage reservoir is 490 million
gallons. The water is di-awn through the valve tower to the filter
beds, and is there filtered through a depth of 3 feet of Leighton
Buzzard sand. There are six filter beds, having a total area of
88,644 square feet ; it is usual to have one bed at rest for
cleansing, while the other five filter the water into the pure-water
tank at the rate of about 329 gallons per square yard per 24 hours,
which is equal to an aggregate of about 2| million gallons per day.
Each filter bed is fitted with a sand washer, similar to those iu use
at the Grand Junction Water Works, London. The water used for
Hand washing is filtered, and is under a pressure of 300 feet. The
water passes through the filter beds to the pure-water tank, which is
JCLY 1898. SWITHLAND EESEKVOIE. Sll
covered ; aud thence it is pumped a distance of about 2^ miles
through a 20-inch rising main into the Hall Gates service-reservoir.
This service reservoir is situated at a height of 468 feet above
ordnance datum, and is sufficiently high for the water to gravitate to
the place of consumption.
In the pumping station there 'are two sets of triple-expansion
direct-acting inverted-cylinder pumping engines of marine pattern,
with three pumps, each 12^ inches diameter by 3 feet stroke, and
each capable of pumping 45 gallons per revolution. The diameters
of the cylinders are 17, 27, and 44 inches. In the boiler house are
four boilers, 27^ feet long by 7 feet diameter, fitted up with Green's
economiser ; and electric-lighting aj^paratus, which supplies electric
light to the engine and boiler house and cottages. At a recent
trial of the machinery each engine developed 143 indicated horse-
power, with a consumption of fuel equal to 1*43 lb. of coal
per indicated horse-power per hour. The grounds around the
engine and boiler house and filter beds have been laid out in an
ornamental manner.
Messrs. John Aird and Sons were the general contractors for
the embankment, roads, bridges, weirs, filter beds, engine and boiler
houses, and cottages ; Messrs. Easton and Anderson for engines and
pumps ; and Messrs. Danks and Co. for boilers. The electric water-
level indicators were supplied by Messrs. Jennings and Brewer ; the
valves and fencing by Messrs. Blakeborough and Son. The sand
washers were supplied by Messrs. Hunter and English, All
mains were laid and jointed by men employed directly under
the supervision of the engineer and manager, Mr. Frederick Griffith,
who prepared the parliamentary plans and estimates, which were
approved by the late Mr. Thomas Hawksley, Past-President, the
consulting engineer to the water department. The detail works and
contracts have been carried out under Mr. John B. Everard. The
total cost of the land, works, and all incidentals thereto, amounted
to £317,026.
512 J^'L"^ 1®^-
:\IESSES. MINTONS'
CHIXA, EAETHEXWAEE, AND TILE WORKS,
STOKE-UPOX-TEEXT.
These works were founded in 1793 by !Mr. Thomas Minton, who
had earlier served his apprenticeship to an engraver. The buildings
and appliances were only such as were absolutely necessary, but by
slow degrees the pottery business increased. The goods for the
most part were plain in design, neat and serviceable, and
excellently made ; and the name of Minton soon became well known
in the trade. Later on his second son Herbert entered the business,
and subsequently became head of the firm. During this period
immense progress was effected. Semi-transparent porcelain was
made in 1821, and soon afterwards the manufacture of china was
commenced. In 1842 pirian ware was produced here, followed by
English majolica, which the firm were the first to make. The
characteristic of their majolica is the opacity of the enamel laid on
the surface.
The chief materials used in the making of earthenware and
china are Cornish clay, blue clay, flint, Cornish stone, and bones.
Cornish clay is mostly found in the neighbourhood of St. Austell in
Cornwall, and about 16,000 tons are used annually in the Potteries ;
it is a compoimd consisting of silica and alumina, in about the
proportion of 60 of silica to 40 of alumina. Blue clay comes from
Poole in Dorsetshire ; it is of a greyish colour, but turns perfectly
white when fired, and does not contain so large a proportion of
alumina as Cornish clay. Flint is pure silica; before it can be
used by the potter it has to be calcined, after which it is ground in a
mill with water to the required degree of fineness. The constituent
parts of Cornish stone are kaolin or china clay, undecomposed
felspar, and quartz. Bones are also used in large quantities after
being calcined.
Most of the materials used in making pottery require a certain
amount of pulverising, and many of the large firms have erected
suitable machinery for the purpose. In the grinding mill are
numerous pans of stones for grinding flint and Cornish stone, &c.
July 1S!)S. OUINA WORKS, bTOKE-UrON-TKENT. 518
The colour mill, whicli is under the same roof, has twenty-eight pans
containing granite muUers, which are used for grinding the various
colours. A special mill is set aside for grinding the gold used
in ornamentation. The power necessary for driving the machinery
of these mills is furnished by a powerful engine, which is supplied
with steam by two large tubular boilers. The clay, Cornish stone,
flints, and other raw materials, are stored on the banks of the canal,
and brought by carts to the mill and slip-house as required. In the
manufacture of ordinary earthenware, blue clay is the foundation and
flint the whitening medium ; Cornish or china clay also adds to the
whiteiicss, and keeps the mass more porous, while the Cornish stone
increases the density of the clays, and acts as a flux to make the
whole body more compact. A certain quantity of each of the
materials is placed in a vat with water, and worked into a mass of
uniform density by means of vertical plungers. The " slip " thus
prej)ared is passed into troughs, and strained through sieves of lawn
of varying fineness ; after which it goes to the slip-house, where
the various solutions are mixed in proportions determined by the
character of the ware to be produced. The superfluous water is then
removed, and the clay is taken to the pug mills.
There are three processes by which the clay is moulded into
form — throwing, pressing, and casting. After the thrower has
formed the article, it is passed on to the turner who removes the
superfluous clay. Plates and similar articles are formed in the
pressing shops. The clay is placed on a plaster mould, and made to
revolve rapidly ; at the same time the workman presses it with a tool
called a " profile," and so gives it the requisite shape. After the
ware has been formed by either of these processes, it is placed in
the drying rooms. For those articles which cannot be pressed,
owing to their peculiarities of shape, the process of casting is adopted.
In the " greenhouses " are the various articles in the " green " state,
which are gradually drying. Next the Avare is fired in " biscuit
ovens," having previously been placed in " seggars " made of rough
clay, which are piled one on another in the ovens. After being fired
the ware is in the state called " biscuit " ; and jjatterns can then be
printed on it if required. The next process is that of glazing ; after
2 Y
514 CHIXA WORKS, STOKE-TJPON-TREXT. July 1898.
Mliicli tlie ware is again packed in seggars previously washed out
with phosphate of lime, and is taken to the " glost ovens." Here it is
kept for about fifteen hours at a lower temperature than in the biscuit
ovens, and then enamel colours are laid on. Once more it is baked
in tlie kiln for about six hours, during which time an ordinary red
heat is maintained. The gold ornamentation next requires burnishing,
which is done by girls, who use bloodstone and agate tools. The
Avare is then taken to the sorting rooms, where any marks &c. are
removed ; and it then goes to the warehouses, which are divided for
the sake of convenience, each class of goods having a room to itself.
In the show room are seen specimens of all kinds of pottery ware.
In addition to the various departments already mentioned are the
seggar works, where the seggars used in the different ovens are made ;
also the china works ; and the copper-plate printing rooms, where
the transfers are prepared. In the studio of M. Solon, who formerly
was in the great china factory at Sevres, is seen a process of
ornamentation called " piite sur pate." In this process the clay is
laid on by means of a brush, and then worked with suitable tools,
the thick parts of the clay for lights, and the thin and transparent
for shades. The artist has of course to be his own designer. In
the modelling department are prepared the designs of all descrij)tions,
from a vase down to the smallest article. The number of persons
employed in all the departments amounts to about 1,000.
CITY OF XOTTINGHAM MUSEUM AND AET GALLEEY,
NOTTINGHAM CASTLE.
The present building known as Nottingham Castle was
ommenced in 1G70 by William Cavendish, first Duke of Newcastle,
who purchased the site occupied by tlie Norman castle and fortress,
which was dismantled, during the Commonwealth by order of the
Parliament through Colonel Hutchinson, the governor and member
of parliament for Nottingham. "With the exception of the entrance
gate-way little remains of the Norman castle or its outworks. On
the south terrace can be seen the remains of a spii-al staircase,
which led from the castle into a secret passage known as Mortimer's
July 1S98. MUSEUM AND ART GALLEUy, NOTTINGHAM CASTLE. 515
Hole. It was by this passage that the young King Edward III., at
midnight 19th October 1330, entered the castle with others, and
surprised Eoger Mortimer, Earl of March, who was taken to London
and executed at Tyburn the following November.
The castle stands upon a precipitous rock a little over 200 feet
above the sea-level, commanding the valley of the Trent east
and west ; and is surrounded by pleasant grounds, in which the
President, by permission of the Museum Committee through
the Mayor of Nottingham, held a reception for Members and
other guests on the afternoon of Thursday 28th July. It
is a line example of Italian classical architecture of the
Jacobian period in England. The east front is specially worth
notice ; as is also the central doorway on the west front, now a
window and partly hidden by the modern colonnade erected in
connection with the adaptation of the building for museum purposes ;
in the north staircase hall may be seen the original model of the
mansion, giving the position of the flights of steps on the west and
east fronts. It was to this castle Princess Anne fled with Lady
Churchill from the Palace of Whitehall, to meet the adherents of the
Eevolution of 1688, which ended in the flight of James II.
During the Eeform Eiots the castle was attacked and burnt by a
great mob in October 1831. It stood as a ruin until 1876, when,
through the energy of the late Alderman W. G. Ward and the good
ofiices of Mr. Gladstone — one of the Newcastle Trustees — it was taken
over from the Newcastle Estate Trustees by the Corporation of
Nottingham, and adapted for the Mimicipal Museum and Gallery of
Decorative and Pictorial Art, and was opened on 3rd July 1878 by
the Prince and Princess of Wales.
The collections consist of pictures in oils and water-colours,
drawings and engravings of the English and foreign schools, objects
of decorative art, including pottery and porcelain, enamels, metal
work (gold, silver, bronze, iron, &c.), textile fabrics, hand and machine-
made laces, embroideries, &c., marble and plaster sculpture, classical
antiquities from Greece and Eome, medals, coins, &c., and arms.
Gallery A contains a collection of original drawings by British
artists (1750-1860), principally for book illustration. Gallery B is the
2 y 2
516 MUSEUM AND ART GALLERY, NOTTINGHAM CASTLE. JuLY 1898.
water-colour gallery, in which is a collection of proof engravings after
the works of Sir Edwin Landseer, K.A. In Gallery C is an exhibition
of water colours, black and white, &c., by local artists. Gallery D
is known as the Long Gallery : to the archway is an exhibition
of oil paintings by local artists ; beyond the archway is a
loan collection of paintings in oils by modern artists. Gallery E
consists of portraits of local celebrities, pictures from the National
Gallery, &c. Gallery F has a collection of local views, in oils,
water colours, and engravings, &c. ; also English pictures in oils and
water colours, bequeathed by the late Mr. Henry Lammin. On the
north staircase are autotypes of pictures in the National Collection ;
and arms are exhibited on the staircase to the Textile Gallery. In
the latter is a permanent collection of laces and embroideries, &c.
Room H on the ground floor contains collections of oriental porcelain,
&c., Burmese objects in bronze, marble, &c. ; and in Eoom I is a
collection of Wedgwood ware, English porcelain, earthenware, and
glass, &c. In Room J is decorative wrought-iron work, and cases
containing porcelain, &c. Electrotypes of gold and silver plate,
reproductions of Pompeiian bronzes, sculpture, and engraved local
portraits, are to be seen in Eoom K. On the south staircase are
sculpture, and autotjpes of pictures in the National Collections. In
Room L are classical antiquities from Nemi, Italy ; and Egyptian
and Cyprian pottery, &c., from excavations. The director is Mr. G.
Harry Wallis, F.S.A.
CORPORATION ELECTRICITY SUPPLY STATION,
NOTTINGHAM.
This station commenced operations in September 1894. It
contains six Lancashire boilers 28 feet by 7 feet, each capalde of
evaporating 5,000 lbs. of water per hour, and all hand-stoked.
The steam pipes are of mild steel, with flanges and branches
electrically welded on solid by the Benardos process. The engines
are all Willaus central-valve, and are coupled direct to Siemens
two-pole shunt-wound continuous-current dynamos. Three engines
arc of 360 LH.P., four of 135 I.H.P., and three of SO LHP.
July 1898. ELECTRICITY SUPPLY STATION. 517
The batteries are the Electric Power Storage K type, and are
capable of taking the night load of the station. The remaining
machinery consists of a Green's fuel economiser o± 240 tubes, and a
Berryman feed-water heater, with the usual feed-pumps, both steam
and electrical. The buildings were erected to the designs of the
city engineer, Mr. Arthur Brown ; and the whole of the engineering
work was designed and carried out under the supervision of Mr.
Herbert Talbot, electrical engineer to the corporation. The number
of lamps connected with the mains is equivalent to 40,000 of eight
candle-i)ower, and there are now about 500 consumers taking a
supply.
MESSES. GEORGE BLACKBURN AND SONS,
HOSIERY MACHINERY WORKS,
NOTTINGHAM.
These works, situated in the Meadows district, were founded in
1852 by Alderman George Blackburn, now chairman of the company,
in conjunction with the late Mr. Edward Attenborough and Mr.
Samuel Mellor. The total area of the premises is nearly 5,000 square
yards. The various departments comprise the iron foundry, fitted
with electric light and all modern appliances ; brass foundry ; pattern
making and joinery shops ; pattern stores ; turnery shoj), fitted with
lathes, planing, and shaping machines specially designed ; smiths'
and grinding shops, &c. The fitting rooms, 210 feet long, are upon
the first and second floors, and are equipped with shaping, drilling,
milling, slotting, and other tools. The cutting room contains
straight and circular dividing and cutting machinery, designed and
made by the firm for trick and wheel cutting of every description.
The special productions of the works comprise all the various
machines used in the manufacture of knitted hosiery goods of every
description, which are shipped to all parts of the world where hosiery
goods are manufactured; also cigarette-making machines and
lace-weaving machines. The number of workpeople employed is
about 300.
518 Jl-ly 1898,
MESSRS. THOMAS FOEMAN AND SONS,
FEINTING WOEKS, NOTTINGHAM.
The premises of this firm present an elevation to South
Sherwood Street and North Street. At the point of junction, fronting
the Theatre Quadrant, rises a flight of steps giving access through
a vestibule to the counting-house. For the production and
publication of the " Nottingham Daily Guardian," " Nottingham
Evening Post," and " Nottinghamshire Guardian," the North Street
wing is utilised. Practically the whole of the matter for the
newspapers is set by linotype machines, driven at option by
electricity, gas, or steam. The other portion of the works is devoted
to the general printing business, which has been conducted on an
extensive scale for many years. The departments are equipped
with the latest and most efficient machinery for chromo-lithograj)hy,
letter-press and block-colour printing, with the allied branches of
electrotyping, stereotyping, &c.
ME. JOHN JAEDINE, MESSES. EDWAED COPE AND CO.'S
LACE-CUETAIN FACTOEY, NOTTINGHAM.
The works of Messrs. Edward Cope and Co. were started by
Mr. William Cope in 1843 at what M'as then known as Taylor's
factory in Broad Marsh, Nottingham. His first machines were
converted from traverse or plain net machines, the pattern being
produced by means of bars, with the aid of nogs fastened on the
cards, and other devices. In 1850-1 he commenced building machines
expressly for curtain work with jacquard application, the first pair
being 32 quarters or 288 inches wide, 5 point gauge. In 1855 he
entered into partnership with Mr. W. G. Ward, and in 185G the
firm purchased the factory and business of Messrs. Eobinsou and
Sisling at New Basford, where the business is now carried on in
larger premises. Mr. Cope died in 1868, having retired shortly
before from active participation in the business; and his son
Mr. Edward Cope took his place, the title of the firm being
changed to Ward and Cope. Many inventions and improvements are
July 1898. LACE-CURTAIN FACTORY* 519
due to the latter. In 1860-6 he built a machine combining the
warp and curtain principle, dispensing with bobbins and carriages :
the tie thread, which took the place of the bobbin thread, being
knitted in, as in the warp frame. To these machines he also applied
the throw-thread principle, according to which the thread composing
the cross part of the ground was thrown across the machine, as in the
loom, up to the extent of 72 inches. By this process various novelties
were produced in cotton, wool, linen, flax, jute, and silk. He next
produced what is termed " combination work," and subsequently
double combination work ; also a novelty in portiere and window
curtains, known as the " Japanese cymbaline curtain," of which the
texture is an excellent imitation of chenille in narrow vertical strips,
with woven cross bands in the colour of the main design ; this
curtain has a rich and sumptuous appearance, and is equally suited
for a portiere or for a moderately heavy window hanging. After
his death in 1896, the business was purchased by the present
proprietor, who has also added hosiery machinery of the latest
construction. The curtains presented to the Duke and Duchess of
York by the Corporation of Nottingham on the occasion of their
marriage were manufactured at these works, which employ 200
workpeople.
MESSES. HUMBER AND CO.,
BEESTON CYCLE WORKS, NOTTINGHAM.
This business was established by Mr. Thomas Humbcr in
Nottingham in 1868, and commenced in a small way. In 1878
he removed to Beeston, where the nucleus of the present extensive
factory was formed. In that year he employed about eighty hands,
and now the business finds accommodation for nearly 2,000. In
1887 the business was formed into a limited company with a
capital of £125,000. Shortly afterwards a factory was purchased at
Wolverhampton, which has since been quadruj)led and a second
factory acquired there in 1896 ; and another at Coventry, which,
having been burnt down in 1896, has since been replaced by a new
building four times as large and capable of turning out 1,000
520 CYCLE WORKBj BEESTON. JULY 1898.
macMnes per week. In 1896 it was found necessary to separate the
selling from tlie manufacturing brancli by means of the formation of
another company— Humber and Co., Extension. Subsidiary companies
have also been formed in Westboro, Mass., U.S.A., in Lisbon, Moscow,
Copenhagen, and Malmo in Sweden, to cope with the sale of cycles
in those countries; and the entire combination of the Humber
companies finds employment for about 7,000 men.
The Beeston works comprise a right wing, which is three storeys
high, 40 feet broad and 400 feet long ; a left wing, of which the first
half is three storeys high, 40 feet wide and 300 feet long, and the
second half is one storey high, 50 feet wide and over 300 feet long ;
the central buildings between the two wings are one storey high,
generally 50 feet wide and about 600 feet long.
The departments consist of the offices, which contain over 8,000
stjuare feet, and are lighted throughout by electricity ; the foundry,
where all the cast parts are produced, and where the annealing and
hardening are also carried out ; the turnery, which comprises screw-
cutting lathes, capstan lathes, profiling machines, boring and drilling
machines of all descriptions, and hub-making plant, besides numbers
of tools and appliances of the firm's own invention specially designed
for cycle work ; tlie forge and brazing department, which includes
steam-hammers for stamping parts, testing machines for tubing, &c. ;
the fitting shops, which are five in number, where the severul parts
comprising the frames, forks, &c., are put together ; the sand blast,
where all joints which have been brazed are cleaned ; the filing-up
department, where the frames and forks are highly polished before
enamelling ; the enamelling shops, seven in number, each of which
is devoted to a separate process ; the glazing department, where the
parts to be plated arc first polished by the best Sheffield cutlers on
spindles with the shafting underground ; the plating shop, which has
its own engine and two powerful dynamos; the wheel-making
department, which is 400 feet long ; the gear-case department ; the
finishing shop, where all complete and finished parts are finally
collected and put together ; and the packing shops, where nearly all
machines are packed in crates, or in closed cases for distant countries.
The entire motive power is supplied by six engines, representing a
total of 260 horse-power.
July 1898. CYCLE WOEKS, BEE8T0N. 521
In each department every article is tested and examined before
passing on to the next process, and all work which does not come up
to the standard is rejected ; notwithstanding which, every part is
again examined and tested in the finishing department, before putting
the complete machine together.
The 1898 speciality is the detachable joint, which is the
invention of Mr. H. Belcher, the general manager, and Mr. F.
Easom, the works manager. Where this is used, brazing is done
away with, and the tubes are held securely in their joints by means
of a tapered cotter ; this cotter, passing through a split cross strut
within the tube which itself is also split, causes the tube to expand
within the joint. By this means it is possible to use lighter tubing,
as the detrimental effects consequent on the great heat of brazing
are done away with, and therefore the frame is rendered stronger ;
the frame can readily be taken to pieces, and the whole machine
be packed in a small compass for export or storage; the use of
aluminium is now made possible, and this material has been adopted
with great success in light machines.
EALEIGH CYCLE WOEKS, NOTTINGHAM.
These works at Lenton, a suburb of Nottingham, were established
in 1896, though the Kaleigh Cycle Co. was founded in 1886. At
first the trade was purely local ; but in 1887 they were joined by
Mr. Frank Bowden, the present chairman of the company, who
extended the business and formed it into a company. In 1891 it
was reconstructed, and continued to grow until it was found necessary
to have larger premises. In 1896 the capital was further increased
to build and equip the present works, which were erected from the
designs of Mr. G. P. Mills.
The building covers about 6^ acres, and employs about 1,400
men. A single ground floor has been adoj)ted for the whole of the
operations of the works ; and light is obtained from the roof, which
contains 150,000 square feet of glazing. Vehicular traffic to and
from the loading and unloading bays is conducted through a long
central transept ; and over twenty miles of telephone wire is used to
connect the various departments.
522 CYCLE WOEKS, NOTTINGHAM. July 1898.
In the store-room, wliere the raw material enters, are thousands of
feet of weldless steel tubing cut into lengths ; and stampings, steel
bars, and other rough parts. The machine shop is nearly two acres
in extent. Every kind of ingenious tool is here used for making,
with automatic exactitude, hubs, axles, cranks, gear wheels, lugs, &c.
Among the 400 machines at work may be seen those cutting front
and back hubs from plain steel bars ; each hub, after being shaped
by the cutters, is sawn off automatically. Then there are the
machines for automatically drilling hubs for spoke holes ; also rows
of huge power-presses, and a large number of profiling or upright
milling machines. The machinery is divided into two sets, each driven
by a 60 horse-power Stockport gas-engine. There are four more of
these engines in the factory, two of 60 horse-power, one of 24 horse-
power, and one of 10 horse-power ; all are set upon blocks of concrete
8 feet deep. There are nine lines of shafting, measuring in the
aggregate about 3,000 feet, and each line drives four lines of
machinery.
Adjoining the machine shop is the hardening department with its
rows of furnaces. Then follow the frame-building shop, fitted with
benches, and a sand-blasting room, where the flux adhering to the
joints after brazing is cleaned off by a strong blast of sand. The
men in this room wear costumes not unlike those used by divers,
each having a helmet into which the fresh air is pumped through
a tube at the top. The cycle frame, having gone through these
stages, passes into the hands of the filers-up and grinders, who polish
it preparatory to its being plated or enamelled. The jjlating shop
contains about twenty large vats of solution, in which the various
parts are suspended, while the deposit of plate is made by a current
of electricity from two large dynamos, driven by a 24 horse-power
engine.
The enamelling shop is completely shut off from the rest of the
building, in order that no dust or dirt may get into it ; the flooring
and walls arc of glazed brick, and all parts arc painted, so that it
may be periodically washed down with a hose. Then follow the
wheel shop, the tire-fitting department, and the finished stores. The
machine is finally passed into the finishing shop, where it is put
July 1898. CYCLE WORKS, NOTTINGHAM. 523
together and completed. A speciality made here is the triple-tube
frame of the No. 1 ladies' safety bicycle. ^Mien completed, the
machines are handed in to the saddling room, where they are wraj^ped
up and passed across into the packing department. The managing
director is Mr. D. W. Bassett, formerly general manager of Messrs.
Humber and Co., of Beeston and Wolverhampton, Diu-ing a
considerable portion of that time he had associated with him
Mr. G. P. Mills, who is now the works manager of the Ealeigh
Cycle Co.
MESSES. TUENEY BEOTHEES,
TEENT BEIDGE LEATHEE WOEKS, NOTTINGHAM.
These works, established in 1862, are of large extent, covering,
with yards and approaches, the whole area of a considerable island
surrounded by canals and the river. On entering the central yard are
seen three large boilers with self-feeding furnaces, supplying steam
to sixteen engines, inclusive of that driving the dynamos of a complete
electric-light installation. There is also an automatic registering
check-time clock for the workmen. The whole yard is traversed
by rails for the trolleys carrying skins from one stage of preparation
to another. Two large pit sheds are opposite to the engine-house ; the
skins, after being sorted and thoroughly inspected, come here for
liming. In the pits about 30,000 skins are treated per week, and the
sheds are capable of dealing with 90,000 skins at a time.
The next operation is performed by the " cobbers," who clear off
the outer side of the skins any wool or hair yet remaining, whilst
the '• fleshers " perform a like service in cleaning the inner side
of flesh ; in this work the skins are placed over a Avooden
" beam," and worked with knives by experienced ojierativcs. The
matter that is taken off is used in the manufacture of gelatine, glue,
and grease.
The skins are next split by machines. The outer or " grain "
side when separated is known as the " skiver," and when tanned
524 TEEXT BRIDGE LEATHEB WORKS. JcLY 1898.
makes light leathers for hat linings, pocket books, purse linings, &c. ;
and the inner or flesh side is converted into chamois or wash
leather. The knife used for splitting makes 1,200 strokes a
minute. After this process the different skins undergo different
modes of treatment. The skivers or outer sides are washed to
remove the lime, and then " hated " and " drenched," great skill and
care being required in the process. Sumac and larch bark are
mostly used in the tanning of light skins ; the sumac is imported
from Palermo.
Proceeding to the vast series of drying rooms, over fifty thousand
skins are seen in process of drying or sorting, and many floors of
several warehouses are devoted to these purposes. In some of the
drying rooms a current of air accelerates the drying, the state of the
atmosphere having a considerable effect on the time required. In
the warehouses are seen specimens of larch-tanned " Basil " leathers.,
which are prepared for fancy leather work from the finest sheepskins
only. Another building is devoted to freeing the skins from grease
by means of special machinery ; and the dyeing factories occupy
another wing of the buildings.
There is a considerable difference between the treatment in
making skivers and chamois leather. For the latter the skins, after
cleansing and washing, are placed in large hydraulic presses. Under
the pressure of 2^ tons per square inch all the animal grease exudes
from the plates whereon the skins are laid. The grease is practically
pure mutton tallow, and is used in the manufacture of the best soaps.
The next process is that of " milling." Fish oil is the medium used,
and the skins are thoroughly impregnated with it in large fulling
mills. After the various processes, all superfluous oil is extracted
by hydraidic pressure ; it is then kno'mi as " sod " oil, which is used
by curriers of leather, and a large trade is carried on in this
substance alone. The finest chamois leather is used for suede
gloves. In the glace kid departments are powerful glazing
machines, and examples of their work can be seen in the warehouses.
The managing director of the firm is Sir John Turney. The number
of workpeople employed is about 500.
July 1898. 525
UNIVERSITY COLLEGE, NOTTINGHAM.
This college, wMch was formally opened in June 1881, occupies a
large central plot of land, formerly known as tlie Horsefair
Close and Burton Leys. It was erected by the corporation at a cost
of nearly £80,000, and is one of the finest piles of public buildings
in the provinces. In design it is Gothic, and is built of Ancaster
stone. It consists of a principal facade in Shakespeare Street,
with central block of lecture theatres, laboratories, &c.
The new technical schools adjoin the natural history museum,
and are connected by a corridor with the remainder of the college
buildings. The structure is of three storeys, and corresponds in
style with that of the main building. In the basement are the
carpentering shop and boiler house ; on the ground floor, mechanical
workshops, testing, dynamo, and lace rooms, plumbers' and smiths'
forges ; on the first floor, a commodious lecture theatre, mechanical
laboratories, hosiery, and professors' rooms; on the second floor,
drawing ofiice, class room, and industrial museum. Fresh aii" is
supplied by a fan in the basement, and drawn out into an upcast
shaft. The whole building is lighted by electricity, and cost
upwards of £20,000.
The east block of the college in Sherwood Street is occupied by
the central free public libraries and reading room, and the west
block in Bilbie Street by the natural history museum.
CEESWELL COLLIERY, NEAR CHESTERFIELD.
This is a new colliery opened by the Bolsover Colliery Co.,
on the eastern boundary of their royalty. There are two shafts
18 feet diameter, sunk 445 yards deep to the celebrated Top Hard
seam of coal, which is from 5 feet 9 inches to 6 feet thick, and is
identical with the Barnsley bed of South Yorkshire. There are
125 yards of cast-iron tubbing in each shaft, which keeps back the
water and obviates the necessity and expense of pumps. The main
winding shaft No. 1 is fitted up with a steel girder headgear, which is
the largest ever made ; the height from pit-bank level to centre of
pulleys is G5 feet, and the pulleys are 18 feet diameter. There are
526 CEESWELL COLLIERT. JfLY 1898.
two double-deck cages in the shaft, and three tubs of coal are wound
on each deck ; each tub carries 12 cwts. of coal, so that at each wind
3 tons 12 cwts. of coal are raised. The two decks are loaded and
unloaded simultaneously, both at the top and the bottom of the shaft.
On the pit bank the tubs from the top deck run on a falling gradient
to the weighing machine, after which they are tipped by a mechanical
tijipler on to jigging screens and carrying belts ; by this means the
coal is divided into different qualities according to the size, each
quality being spread out on a separate belt for the purpose of
picking out all dirt, pyrites, and other impurities. The tubs from
the bottom deck run on a falling gradient to a creeper, which raises
them to the same level as those from the top deck, and they are dealt
with in like manner. The winding engines for this shaft were built
by Messrs. Thornewill and Warham, and have cylinders 40 inches in
diameter with 7 feet stroke, and slightly conical drum averaging
22 feet in diameter. The engines are fitted with automatic
expansion gear.
No. 2 shaft, which is the upcast, is fitted up with pitch-pine
headgear 52 feet high from bank level to centre of pulleys, and the
pulleys are 16 feet in diameter. The shaft is fitted up with
single-deck cages holding three tubs upon the deck. No coal is
at present being drawTi from this shaft ; but it is intended
eventually to raise 800 to 1,000 tons per day from it, when the
underground workings are fully developed. At present it is used
for sending down timber and all other material into the mine.
The colliery is ventilated by a high-speed fan 20 feet in diameter,
made by Messrs. "Walker Brothers, Wigan, which is driven by a
compound engine and ropes, and is capable of producing 200,000
cubic feet of air per minute with a 3-inch water-gauge and 170
revolutions per minute. There is an electric lighting and
pumping plant, driven by a Marshall engine fitted with Croel's
trij) governor. The lighting dynamo has a capacity of 300
16-candle-power lamps and 110 volts; and the pumping dynamo
is 20 horse-power, driving a motor and pump 1,000 yards away
for supplying feed-water to the boilers. Electric haulage machinery
is about to be put up. There is a range of ten double-flue
July 1898. CBESWELL COLLIERY. 527
Lancashire boilers 30 feet by 8 feet, fitted with Hodgkinson's
coking stokers; and creepers for supplying slack to the stoker
hoppers, and for conveying the ashes away from the boilers. The
chimney stack is 9 feet internal diameter and 175 feet high.
The workshops consist of smiths', fitters', and joiners' shops, stables,
mortar mill, store room, time-keeper's office, and corn and chop
chamber.
The colliery has been designed to produce an output of 3,000
tons daily ; and the whole of the sidings have been laid at a
uniform gradient of 1 in 75, doing away with the necessity of
using any locomotive power. The present output is from 1,600 to
1,700 tons daily, and the number of men employed is about 700,
The general manager is Mr. John P. Houfton, and the certificated
manager Mr. J. G. Linneker.
528 July 1898.
MEMOIES.
James Mark Black was born at Midcllesbrongli on 9tli August
1852, and received Ms education from 1858 to 186-1 in the British
School, Middlesbrough. From 1864 to 1866 he was employed as a
clerk on the Stockton and Darlington Eailway. Emigrating to New
South Wales he served three years from 1866 to 1869 in the engine
shoj) of Mr. J. Wardrop, Sydney ; and returning to England he
served three years more in the engine shop of Messrs. Cochrane and
Co., Ormtsby Iron Works, Middlesbrough. He was then employed
for ten years from 1872 to 1882 as chargeman, and also as a
guarantee marine engineer, by Messrs. Thomas Eichardson and Son,
Hartlepool. During this period he obtained on 31st December 1875
a f^st-class Board of Trade certificate of competency. From 1882 he
was in the employment of the marine department, Board of Trade,
as an engineer and shipwright surveyor, engineer examiner, and
inspector under the Boiler Explosions Act, being stationed fii-st at
Liverpool until 1887, and afterwards at Londonderry, where he
acted also as assistant emigration officer. His death took place
there on 9th August 1898, at the age of forty-six, after a short
illness. He became a Member of this Institution in 1897.
Alexander Borodine was born on 28th September 1848 in
St. Petersburg, where he received his education at the Technological
Institute and the Institute of Ways and Communications, and
began his engineering career under his friend Professor Alexis
Wyschnegradsky, who afterwards became minister of finance.
Ardently admii-ing the genius of Watt and Stephenson, he made
his first professional journey to England and America in 1873 ; and
on his return published an interesting and instructive pamphlet on
the mechanical equipment of railways. In 1874, young as he was, he
received the appointment of locomotive and carriage superintendent
of the Eiajsk and Viazma Eailway; and a few years later of the
South Western Eailways, the most important network in Eussia,
July 1898. MEMOIRS. 629
comprising a length of 2,250 miles. Here lie introduced sound
practical organisation, securing the concurrence of all the officials
by a clever plan of granting them premiums ; and also established
large works at Kieff and Odessa, like the best of those in England
and France, together with the first mechanical and chemical railway
laboratories in Eussia for testing materials. In 1880 he urged the
necessity of erecting a special locomotive testing shop, and succeeded
in carrying out this object, which some years afterwards was realised
at the Purdue University at Lafayette, Indiana, U.S.A. Guided by
the admirable works of Hirn, with whom he was on friendly terms, he
turned his attention to compounding and steam-jacketing locomotives
and even working them condensing, before the publication of M.
Mallet's work on this subject ; and it was on the South Western
Eailways that he applied M. Mallet's plan of compounding to a large
number of engines of standard gauge, the first of which, No. A 7, was
so altered in 1881. He was thus the first to apply this plan on any
extensive scale in Europe. A number of tests were then made in
1882-3 of the engine A 7, for determining the economy resulting from
the compounding and steam-jacketing, of which he gave a full account
to this Institution in 1886 (Proceedings, page 297), and also to
the Societe des Ingenieurs Civils in Paris, by whom he was awarded
the Nozo gold medal. Having by these experiments satisfied himself
of the advantages of compounding, he designed a compound express
engine with four cylinders arranged tandem, which was built in
1890 at Mulhouse, and described in the Revue generale des Chemins
de Fer in 1892 ; from this pattern several compound express
locomotives are now being constructed in Eussia. A goods wagon
of his design is now adopted as the standard for all the Eussian
railways. In 1889 he was appointed director general of the South
Western Eailways, and occupied this position until 1896, when he
was invited to become chairman of the new Moscow, Windau, and
Eybinsk Eailway. In 1893 he contributed another paper to this
Institution upon the working of steam pumps on the Eussian South
Western Eailways (Proceedings, page 433), giving the results of
practical trials which he had been carrying out for some years
previously with a view to reduce the cost of working and maintenance.
2 z
530 MEMOIKS. July 1898.
From 1885 lie occupied his spare time in editing " The Engineer," a
Eussian technical journal published in Kieff, which in his hands
acquired a high reputation for ability and impartiality. In this
appeared a large number of articles from his own pen, chiefly
concerning railways, among which were the following : — object of
railway workshops, 1882 ; working of railways by the state and by
private companies, 1882 : causes of breakage in couplings of
railway carriages and wagons, 1883 ; observations on American
railroads, 1884; breakages of axles and tires on Eussian railways,
1884 ; premiums in the locomotive department of the South
Western Eailways, 1886 ; results of the premium system, 1887 ;
speed of railway trains, 1890 ; ten years' review 1880-9 of the
locomotive department of the South Western Eailways, 1894. He
became a Member of this Institution in 1880, and was also an
honorary member of the Eussian Imperial Technical Society, and a
corresponding member of the French Society of Civil Engineers.
His death took place at Meran in Tyrol on 7th April 1898 in the
fiftieth year of his age.
Christopher Fisher Clark was born on 7th September 1831 in
the parish of Long Benton in Northumberland ; and was educated
at a private school and afterwards at a mining school in Newcastle-
on-Tyne, He was at the Willington Colliery in the capacity of
surveyor and assistant manager until it was closed in 1854, owing to
the rising of the water in the old Wallsend workings. In 1854 he
was appointed by the late Lord Gerard as mineral agent for his
extensive estates in Lancashire ; and continued in that position until
1873, when he undertook the management of the newly formed
Garswood Coal and Iron Co., which took over the business of
Messrs. Mercer and Evans, colliery proprietors. Under his guidance
the concern trebled in size and output, new pits were sunk at the old
collieries, and two separate collieries were opened out and set to
work in 1890 and 1894. Having been in failing health for a few
years, he died suddenly on 21st August 1898 at his residence in
Park Lane near Wigan, in the sixty-seventh year of his age. He
became a Member of this Institution in 1871.
July 1898. MEMOIES. 531
Sir James Nicholas Douglass was born at Bow, London, on
16tli October 1826, being the eldest son of Mr. Nicbolas Douglass,
superintending engineer to tbe Trinity House. He was educated at
Xewcastle-on-Tyne and Tenby ; and served bis apprenticesbip witb
Messrs. Hunter and Englisb at Bow, and witb Messrs. Seaward and
Capel at the Isle of Dogs, In 1850 be was appointed assistant
engineer under Messrs. Walker, Burgess and Cooper, consulting
engineers to tbe Trinity Corporation, in tbe erection of tbe Bisbop
Eock iron-pile ligbtbouse off tbe extreme soutb-west of tbe Scilly
Isles ; tbe Bisbop is one of tbe most exposed balf-tide rocks round
tbe Britisb coast, being open to tbe full force of tbe Atlantic ocean.
His next works were tbe construction of tbe Mucking Flat and
Gunfleet Sands pile ligbtbouses in tbe estuary of tbe Thames ; and
tbe Eundlestone beacon near tbe Land's End, which was afterwards
superseded by a bell buoy of his design. For two years be bad tbe
management of Messrs. Laycock's railway carriage works on tbe Tyne.
In 1856 be returned to the employment of tbe Trinity House as
resident engineer for tbe construction of the lighthouse on tbe Smalls
Eock off tbe coast of Pembrokeshire, near Milford Haven. On its
completion in 1860 be was transferred in the same capacity to
Penzance for the erection of the Wolf Eock lighthouse midway
between tbe Land's End and tbe Scilly Isles. In 1862, whilst this
work was in progress, be was appointed engineer to the Trinity
Corporation ; and on the death of his father in 1881 he was appointed
eugineer-in-chief. During his thirty years of ofl&ce at the Trinity
House be designed and constructed lighthouses on the Longsbips off
the Land's End, the Great and Little Basses off the coast of Ceylon,
the Minicoy on tbe Lakkadiv coral islands off the Malabar coast in
tbe Indian ocean, tbe new lighthouse on the Eddystone to replace
Smeaton's tower, and a stone lighthouse on tbe Bishop Eock to replace
the previous iron-pile structure. He also placed land lighthouses at
Hartland point, Anvil Point, Southwold, St. Tudwall, Eound Island
(Scilly), Witbernsea, and in many other positions on the Englisb
coast. He brought about many improvements in tbe design and
construction of light-vessels, buoys, beacons, optical apparatus,
burners, and other accessories incidental to tbe lighthouse service. By
2 z 2
532 MEMOIBS. July 1898.
foreign and colonial lighthouse boards he was frequently consulted,
and did much to improve the lighting of the Indian, Australian, and
Italian coasts. The great work with which his name will always be
associated is the new Eddystone lighthouse. Observing that the
curved outline of Smeaton's tower tended to guide the waves and
spray up over the lantern, he made the new tower of truly cylindrical
shape up to a height of 22 feet above the foundation ; and the top
of this cylindrical base forms a platform and convenient landing
place, from which starts the tapering shaft of the new lighthouse.
The sudden break thus introduced in the outline of the tower
prevents the waves from being guided up to the lantern as they
had been by the uninterrupted taper of the old tower. The work was
commenced in July 1878, and occupied only three years. On its
completion in 1881, including the removal of the upper portion of
Smeaton's tower for re-erection upon The Hoe at Plymouth, he
received the honour of knighthood. He became a Member of this
Institution in 1879, and was a Member of Council from 1885 to
1888, and a Vice-President from 1889 to 1894, after which he was
precluded by impaired health consequent upon over-work from
offering himself for re-election. Upon the subjects of the papers read
before the Institution he was a frequent speaker in the discussions,
contributing always valuable practical information derived from his
own long experience and extensive observation. Commenting upon
the electric lighthouse on the Isle of May (Proceedings 1887, pages
358-62), he dealt with the question of the relative value of oil, gas,
and electricity for lighthouse illumination ; and described the fluted
carbons, which he had invented and used with entire success for the
production of a steady arc light. He was a Fellow of the Koyal
Society, a Vice-President of the Institution of Civil Engineers, and
a member of numerous other scientific societies. For a number of
years, while residing at Dulwich, he took an active part in the
administration of Dulwich College, of which he was a governor.
On relinquishing in 1894 the post of engineer-in-chief to the Trinity
Corporation, he removed to Bonchurch, Isle of Wight, where his
death took place on 19th June 1898 in the seventy-second year of
his age,
July 1898, MEMOIRS. 533
KiCHARD Oliver Gardner Drummond was born in Manchester
on 6th January 1862. He served a four years' apprenticeship
from 1879 to 1882 with Messrs. Mather and Piatt, Salford Iron
Works, and in 1880 superintended for them the erection of machinery
for steam laundries. Going out to Cape Colony, he worked first as
a mechanical engineer on the Cape Government Eailways, and
afterwards as a draughtsman in the office of Messrs. Marshall and
Co., agents in Port Elizabeth, where also he assisted in the erection
of lighting apparatus for the exhibition held there in 1884-5. He
was then engaged by the French Diamond Mining Co., Kimberley,
as engiufccr and electrician until 1887, when he was employed by
De Beer's Diamond Mining Co., Kimberley, to erect engines,
dynamos, &c., and in 1887 became their managing electrician.
Besides lighting all their underground workings, he aj)plied electric
motors to pumping, hoisting, ventilating, sawing, and other
operations. During the same period he was also appointed borough
electrician for Kimberley, electrical engineer to the Kimberley
exhibition, and consulting engineer to the Bultfontein Mining Co. and
to the Anglo- African Diamond Mining Co. In 1893 he joined Messrs.
Eeunert and Lenz, electrical and mechanical engineers to various of
the mines in Johannesburg. With them he was engaged in designing
and carrying out electrical arrangements for pumping, lighting, and
ventilating numerous mines in the Transvaal. He also designed
and erected the whole of the machinery for the Johannesburg
electric-lighting station at Park Town. His death took place at
Johannesburg on 23rd June 1898 at the age of thirty-six. He
became a Member of this Institution in 1889.
Harrison Haytee was born on 10th April 1825 at Flushing near
Falmouth. After receiving a classical and mathematical education
at school, he entered in 1840 the applied sciences department of
King's College, London, and went through the three years' course of
study. His professional training then commenced on the Stockton
and Darlington Eailway, and he was afterwards engaged upon the
works of the Great Northern Eailway. In 1857 he became chief
assistant to Sir John Hawkshaw, by whom he was taken into
534 MEMOIRS. Jt'LY 1898.
partnersMp in 1870, and witli wliom he was associated in tlie
construction of many important works both in this country and
abroad, including railways, harbours, docks, bridges, drainage
of districts, the Holyhead breakwater, the Severn tunnel, the
Metropolitan Eailway, and the Amsterdam ship canal. He was
President of the Institution of CivH Engineers for the session
1892-3. His death took place on 5th May 1898 at the age of
seventy-three. He became a Member of this Institution in 1880.
Dr. John Hopkinson, eldest son of Alderman John Hopkinson,
formerly Mayor of Manchester, was born in that city on 27th July
1849. His school days were spent at Lindow Grove School near
Manchester, and Queenwood College, Hampshire. In 1864 he
entered Owens College, Manchester, and distinguished himself in the
mathematical and science classes. In 1867 he entered Trinity
College, Cambridge, being elected to the first foundation scholarship
of the year ; he had a distinguished academical career, obtaining the
Sheepshanks astronomical scholarship, and graduating as senior
wrangler and first Smith's prizeman in the mathematical tripos of
1871. After taking the scholarshij) in mathematics and natural
philosophy at the bachelor of science degree, he graduated as doctor
of science in pure and applied mathematics in the University of
London. He was also one of the first of the Whitworth scholars.
After a short period spent in the engineering works of Messrs. Wren
and Hopkinson, Manchester, he became in 1872 engineer and
manager to the lighthouse and optical departments in the glass
works of MessTS. Chance Brothers and Co. at Spon Lane near
Birmingham. There he introduced many minor improvements into
the details of lighthouse work ; and his association with this branch
of engineering has left an indelible mark thereon. The system first
suggested by Lord Kelvin, of distinguishing one light from another
by flashes following at varied intervals, has been adopted by the
Trinity House in the new Eddystone and other more recent lights,
in the form introduced and perfected by Dr. Hopkinson, in which
the principle is applied to revolving dioptric lights, so as to
concentrate all the light into the flash. "Whilst with Messi-s. Chance
July 1808. MEMOIRS. 535
and in connection witli lightlioiise work, lie first commenced to study
tlie practical bearings of electrical macliinery, and its relation to the
theory of electric lighting. In 1878 he removed to London, and
commenced practice as a consulting engineer, continuing at the same
time his connection with Messrs. Chance. In April 1879 he read
his first paper before this Institution upon electric lighting
(Proceedings, page 238) ; and for the first time analysed the
properties of the dynamo by means of " characteristic " curves. The
following year he read a further paper on the same subject
(Proceedings 1880, page 266). On the formation of the Edison
company in London, he became their electrical adviser, and in this
capacity made a thorough experimental investigation of the Edison
dynamo, which led to the great improvements in efficiency and
increased output that were embodied in the Edison-Hopkinson
dynamo. In order more fully to determine the proper use of iron or
steel in the dynamo, he ascertained experimentally the magnetic
properties of iron and steel of various chemical composition,
communicating the results to the Eoyal Society in a paper read in
1885. These investigations led to the synthetic method of
predetermining the characteristic curves of dynamos, a method on
which all modern dynamo construction is founded. In 1886 this
method was communicated to the Eoyal Society in a paper read in
conjunction with his brother, Dr. Edward Hopkinson. Meanwhile
his attention had not been exclusively devoted to the development
of the continuous-current dynamo. In a lecture before the Institution
of Civil Engineers in 1883 he had shown on theoretical grounds that
alternate-current dynamos could be run in parallel ; and in 1884 he
had communicated a paper to the Institution of Electrical Engineers
on the mathematical theory of alternate-current dynamos and motors,
which was followed by a series of papers in subsequent years,
published in the proceedings of the Eoyal Society and elsewhere,
containing a complete investigation of alternating-current dynamos
and transformers. His scientific work was at the same time largely
devoted to further researches into magnetic phenomena, especially
into the magnetisation of iron at high temperatures and into
recalescence. The extent of his investigations may be judged from
536 MEMOIES. July 1898.
the fact that in the course of twenty-one years he published no less
than sixty papers on mechanical, electrical, and optical subjects, the
majority of which are classical in the matters they deal with.
In 1894 he gave to this Institution (Proceedings, page 297) a
description of the new electric lighting worts, Manchester, which
were constructed under his direction and came into operation in
July 1893. These were the first electric supply works in the
kingdom at which the voltage of 400 or upwards was adopted with
continuous current, and was successfully carried out by distributing
from a network of five conductors supjjlied by feeder mains — &
development of his invention of the three-wire system. He also
introduced a method of charge, which gave to long-hour consumers
an equitable reduction in price. The system of supply and charge
proved eminently successful ; and the Manchester demand for
electricity is the largest in this country outside London, and is one
of the most profitable. He became a Member of this Institution in
1874, and from 1890 was a Member of Council. He was also a
Fellow and royal medallist of the Eoyal Society, and a Member of
Council of the Institution of Civil Engineers and of the British
Association. He was President of the Institution of Electrical
Engineers in 1890 ; and again in 1896, when he founded the corps
of Electrical Engineer Volunteers, of which he was major in command
at the time of his death. He was killed in an Alpine accident during
an ascent of one of the Petits Dents de Yeisivi near Arolla in the
canton of Valais, Switzerland, on 27th August 1898 at the age of
forty-nine.
Thomas Hitn't was born about 1816. In an early period of his
career he was connected with the Dublin and Kingstown Eailway ;
and at another time had charge of locomotives on the Grand
Junction Eailway. He was works manager at the Crewe locomotive
works under Mr. Francis Trevithick till 1857, and afterwards
under Mr. John Eamsbottom until 1860. In 1858 he read a paper
on a new construction of railway spring (Proceedings, page 160),
in which the plates were more or less separated from one another
with a view to greater freedom of action and more equable support
July 1898. MEMOIRS. 537
of the load. From 1861 to 1864 he was locomotive superintendent
of the Tudela and Bilbao Kail way in Spain. In 1865-6 he was at
the North of England Eailway Carriage Works, Preston ; and from
1872 to 1875 in Sheffield. From 1878 to 1890 he was with
Messrs. Beyer, Peacock and Co., Gorton Foundry, Manchester, for
whom he went abroad on several occasions ; and in later years he
was a director of this firm. His death took place on 27th May
1896 at the age of seventy-nine. He became a Member of this.
Institution in 1856.
"William Menzies was born on 7th January 1840 at Leith,
where his father, Mr. George Menzies, was a well-known shipbuilder.
After serving an engineering apprenticeship of four and a half years
with Messrs. S. and H. Morton of Leith, he worked as journeymaE
for two and a half years with Messrs. Hawthorn and Co. of Leith
and with Messrs. E. and W. Hawthorn of Newcastle-on-Tyne. Thence
he went to the West Hartlepool Steam Navigation Co., in whose
employ he gained some experience as a sea-going engineer for two
years, and obtained a second-class Board of Trade certificate-
Afterwards he was engaged for three years as foreman, superintending
the erection of marine engines on board ship for Messrs. E. and W.
Hawthorn ; and then for about three years as outside manager of
their works at Forth Banks, Newcastle-on-Tyne. Leaving them in
1870, he started in business on his own account in Newcastle as a
consulting engineer and marine surveyor, and subsequently was
associated in partnership with Mr. Charles Blagburn, and for &
shorter term with Mr. J, P. Spencer, in the firm of Menzies and
Blagburn, which was dissolved in 1888. He then practically
continued the business by himself, until he took into partnership two
members of his staff, Mr. Stenhouse and Mr. Wakinshaw. Whilst
interested in engineering matters generally, he was more especially
concerned with marine work, in connection with which he attained a
leading position in Newcastle. For nearly thirty years he was
consulted by the principal Tyneside shipowners in the construction
and supervision of their machinery ; and in recent years he acted to
a considerable extent as surveyor of damage for London underwriters.
538 MEMOIBS. July 1898.
His services as an arbitrator and engineering valuer were frequently
sought, and he was occasionally called upon to deal with labour
questions as to demarcation of work. He was a magistrate for the
city of Newcastle. His death took jjlace at his residence, Eannoch
Lodge, Jesmond, Newcastle, on 18th August 1898, at the age of
fifty-eight. He became a Member of this Institution in 1876.
Thomas Mudd was born at Kirby Fleetham near Bedale in
Yorkshire, on 15th April 1852. After being educated at West
Hartlepool he was apprenticed in 1868 at the age of sixteen at the
Darlington Forge, and in 1872 entered the employment of Messrs.
Thomas Eichardson and Sons, Hartlepool Engine Works, Hartlepool,
as a draughtsman. In 1883 he was engaged by the late Sir William
Gray to design, erect, and manage his new Central Marine Engine
Works at West Hartlepool. The principal constructional features of
these works, covering about eight acres of what had previously been
little better than a swamp, and employing about 1,800 persons, were
described and illustrated in a paper he read before the North-East
Coast Institution of Engineers and Shipbuilders in 1887 (vol. 3,
page 55), on the construction of marine-engine works. The first
engine built here was on the triple-expansion principle, and was
completed in October 1885 ; the majority of the engines turned
out have the high-pressure cylinder placed between the other
two, with a view to economy of steam. In the manufacture of
marine boilers he introduced the plan of welding and flanging the
cylindrical shell plates, and fitting thereto flat end plates, which are
also welded at the corners of their seams, thereby obviating entirely
the joggling of one plate over another. Other advantages of this
method were described in a paper he read before the Institution of
Naval Architects in 1891 (vol. 32, page 212), on some details in marine
engineering. The high economy of fuel realised with these boilers and
engines was illustrated by the trials of the s.s. " lona," carried out by
Professor Kennedy for the Research Committee of this Institution
(Proceedings 1891, page 200), in which he took an important part,
contributing materially to their interest and success. On the
occasion of the summer meeting of the Institution in Middlesbrough
July 1898. MEMOIRS. 539
in 1893 lie organized the visit thence paid to the Hartlepools, the
enjoyment of which was largely enhanced by the admirable description
of the local industries, prepared by himself for the guidance of the
members (Proceedings 1893, pages 372-380). In 1887, when the
Central Marine Engine Works were turned into a company, he
became one of the seven members forming the partnership ; and in
1894 was elected a director. In 1896 he brought out the five-crank
quadruple-expansion engines, which were first fitted in that year in
the s.s. " Inchmona," with the result that the average consumption of
coal during the first year's sea service did not exceed 1-15 lb. per
indicated horse-power per hour ; in these engines all five cylinders
excepting the high-pressure were jacketed with steam considerably
above their respective initial pressures. He became a Member of
this Institution in 1885, and was elected a Member of Council in
1896 ; the last occasion of his taking part in a discussion was at the
autumn meeting in 1897 (Proceedings, page 487-9), when he gave
his views on ventilating fans, and on the question of negative slip
and the eftect of the rounded backs of propeller blades. He was also
a Member of the Institution of Civil Engineers, the Institution of
Naval Architects, the Iron and Steel Institute, the Cleveland
Institution of Engineers, and the North-East Coast Institution of
Engineers and Shipbuilders. Having entered the town council of
Hartlepool in 1889, he was elected Mayor in 1895, and re-elected
in 1896, and a third time in 1897 ; and in 1897 was placed on the
commission of the peace. His death took place on 17th May 1898,
from a chill caught about a week previously, at the age of forty-six.
His remains were cremated at Manchester.
KiCHAKD Pbaece was born in Birmingham in 1843, and was
educated at King Edward's Grammar School in that city. After
serving his time 1850-60 in the railway carriage and wagon
works of Messrs. Brown Marshalls and Co. at Saltley, he was sent
out to India in 1861 to assist his elder brother Mr. Eobert Webb
Pearce (Proceedings 1890, page 292) in the carriage and wagon
department of the East Indian Eailway at Howrah, Calcutta. In
1867 he was appointed assistant carriage superintendent ; and on his
540 MEMOIES. JCLY 1898.
brother's death in 1889 lie succeeded Lim as carriage and wagon
superintendent of the railway. On account of failing eye-sight
resulting from kidney disease he "was invalided home in 1898 ; and
whilst on a visit to his younger sons in Glasgow he died from
apoplexy on 5th August 1898 at the age of fifty-five. He became
a Member of this Institution in 1873.
Lewis Eichaeds, one of the sons of Thomas Richards, a tenant
farmer in Gelligaer parish, Glamorganshire, was born on 15th October
1829. After receiving a simple education at a school in the
neighbourhood, he was sent for a short time in 1846 to a school in
Merthyr Tydfil. In the autumn of the same year he entered the
Dowlais Iron Works, where he first spent two to three years in the
foundry, which according to the notions then j^revailing was the
proper place for commencing the education of an engineer ; and he
afterwards went into other portions of the engineering department.
After then spending some years at the Ebbw Vale Iron Works, he
returned early in 1856 to the Dowlais Works, where he was shortly
appointed by Mr. William Menelaus to be assistant to Mr. Samuel
Truran, Sen., who was then chief mechanical engineer. In 1857-8
he assisted Mr. Truran in erecting the new large rolling mill, called
the Goat mill (Proceedings 1857, pages 113-115 and Plates
121-123). The engines were started and the left-hand mill began
rolling before Mr. Truran's death in 1860. Being then appointed
to succeed him, he had at once to make a start upon the right-hand
mill, which had not yet been touched, and in which he had to carry
out Mr. Menelaus' idea of a four-roll mill for enabling the rolling to
be done in both directions, that is, forwards through the bottom pair
and back through the top pair. In 1857-8 he also assisted in putting
up the blowing machinery and other apparatus for the first trials
of the Bessemer process at the Ifor Works, Dowlais, and in rolling
into rails at the big mill of the Old Works the ingots received from
Mr. Bessemer himself; the rolling had to be done on a Saturday
evening after the regular work of the mill had been finished. In
1865 the Bessemer steel works were laid out at Dowlais, and a
clutch -re versing rolling mill was erected in the Goat mill, forming
July 1898. MEMOIRS. 541
the third set of rolls driven by the same engines. In 1870
Mr. Menelaus decided to put up a separate cogging mill driven by
reversing engines, for cogging the ingots, on the reversing plan of
Mr. John Eamsbottom (Proceedings 1866, page 115, Plates 34-42).
With the exception of the modern turn-over gear, most of the
appliances at present in use in rolling mills were introduced in
the Dowlais mill, including live rollers driven by small independent
reversing engines, for handling the blooms in front of the rolls and
behind them. In a second separate cogging mill on Mr. Eamsbottom's
reversing plan, which was erected in 1880 and driven by
compound engines, he introduced the method of supporting the
weight of the top roll by means of vertical hydraulic rams, instead
of by the usual levers and counterweights, the communications
being always open between the hydraulic cylinders and the
accumulator; the roll was moved downwards, as in the first
cogging mill, by screws actuated by hydraulic power. In 1830,
when the hydraulic pumping power at the steel works was becoming
insufficient for the increasing requirements, it was decided to
adopt Mr. Benjamin Walker's plan for economising power by
balancing off a large portion of the dead load of the lifting jib in
the Bessemer hydraulic ingot-crane; and — instead of having two
hydraulic cylinders on opposite sides of a central dry ram, which
acted as a guide only, and using one cylinder for lifting and the
other for balancing the greater portion of the dead load, as had been
done in the cranes previously built on this plan — a central hydraulic
cylinder was so arranged that its ram, besides acting as a guide,
balanced the desired portion of the dead load, leaving both of the
side cylinders available for lifting, either singly or together, whereby
the advantage was obtained of a multiple-power crane. A large
number of these cranes are now in use at Dowlais and elsewhere
{Proceedings 1881, page 633, and Fig. 11, Plate 89). Subsequently
an inverted arrangement was devised and carried out on the same
plan for hydraulic ingot-cranes having fixed rams, with cylinders
and jib lifting together. During the later years of his service
at Dowlais he superintended the designing and erection of some
extensive steel-works machinery, which may rank with the foremost
542 MEMOIKS. July 1898.
in the country. In March 1890 he was appointed works manager of
the West Cumberland Iron and Steel Works, Workington, in
succession to Mr. G. J. Snelus ; but the collapse of 1890
necessitated the cessation of operations, and he left there in
March 1892, terminating then his active connection with the
manufacture of iron and steel. While at Dowlais the mode of
straightening rails had engaged his thought, and he proposed to
substitute for the intermittent action of the present straightening
presses a continuous bending action by means of rolls and disc
surfaces, followed by a continuous straightening action effected by
the same means. With a view to diminish the waste of power in
reversing rolling-mill engines, owing to their small expansion
(Proceedings 1895, page 452), he proposed to employ three high-
pressure cylinders acting on three cranks at 120^ instead of the
usual two at right angles, so as to allow of an earlier cut-off in each
cylinder. In order to counteract the effect of wire-drawing, he
devised lately an automatic variable-expansion gear, actuated by the
difference in pressure between the boiler steam and the wire-drawn
steam in the valve-chest. Similarly for overcoming the difficulty of
the want of starting power in compoimd engines, he proposed
admitting boiler steam to the receiver of the low-pressure cylinder
through a valve actuated by the difference between the normal
Ijressure in the receiver and the pressui-e therein before -tarting.
Cataract in the eyes began to develop itself about 1891, for
which he had to undergo operations. His death took place at his
residence, Bedlinog Hall near Treharris, Glamorganshire, on 4th
April 1898, in his sixty-ninth year, after a short illness caused by
a severe chill, which brought on bronchitis and congestion of the
lungs, terminating in failure of the heart. He became a Member of
this Institution in 1884.
LuoAs Thomasson was born at Bolton on 21st February 1868,
and received his school education first at the International College,
Isleworth, and afterwards at Trinity College, Stratford-on-Avon.
On leaving echool he entered the cotton mills of his father, Mr. John
P. Thomasson, in Bolton ; and at the same time attended a three
July 1898. MEMOIES. 1)4.3
years' course 1885-8 of meclianical and geometrical drawing at
Owens College, Manchester, and the first three months of the course
under Professor Eeynolds in the engineering laboratory, from its
opening on 1st March 1888. During 1888 and 1889 he acted as
manager at his father's mills, continuing the study of engineering
with occasional assistance from Professor Stuart, and receiving
tuition in mathematics from Mr. F. T. Swanwick of Owens College.
With a view to adopting engineering as a profession, he left the
cotton mills at the end of 1889, and in 1890 attended the Central
Institution of the City and Guilds of London Institute for the third
year's engineering course under Professor Unwin, In the latter
half of 1891 he served in the machine and fitting shops of Messrs.
Yarrow and Co., Poplar, but had to leave in consequence of his
health breaking down. In 1893 he refitted and reorganised the
repairing shop in his father's cotton factory ; and afterwards
continued to be occupied in mechanical engineering, as far as ill
health would allow. His death took place at Hawkshead House,
near Hatfield, on 3rd October 1898, at the age of thirty. He became
an Associate Member of this Institution in 1893.
ALUMINIUM.
PUite 66.
TVorh^ cut MCbto rv^ St-cuf fords IvCre..
FijDT. 1. Sect^CoTV throngJv liA.
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Fig. 3.
SedAxtn, throtAygh E F.
Fig-. 4?.
GerLe-rcuL PLarv
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FeetSO
ALUMINIUM. Plate 67.
Fig. 5. Foiindiy with Fiiruaccs, Core-Ovens, and 70-ton Traveller.
Fio^. 6. Crucible Furnaces.
«ss3^KmF
Mechanical Ens[ineers 1898.
ALUMINIUM.
Plate 68.
Fig. 7. Three Rolling Mills.
Fig. 8. Engine and Gearing for Rolling Mills.
Mechanical Engineers 1898.
ALUMINIUM.
Muffle,.
Tlaie 69.
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Meclianical Engineers 1898.
ALUMINIUM. Plate 71.
Fig. i6. Specimens shoivn at Milton Works, Staffordshire.
Scale ^\Jh
Mechanical Eufrineers 1898
Plate 73.
Median iidl K)i<^i]ucrs 1898.
Plate 74.
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NARROW-GAUGE RAILWAYS.
Plate 75.
Duffield Bank Railway, 15-inch gauge.
LocoDiotive No. 1 . 1875.
Cyls. 4 ins. by 6 ins. Wheels 1 ft. 3h ins. Weight 1 ton 3 cwts.
Locomotive No. 2. 1881 .
\Cyls. 41 ins. by 7 ins. Wheels 1 ft. Ih in. Weight J| tons.
Mechanical En<sineers 18'J8.
NARROW-GAUGE RAILWAYS.
Plate 76.
Dufficld Bank Railway, 15-iiicJi gauge.
Locomotive No. J. 1894.
Cyls. 6\ ins. by 8 ins. ]\liccls 1 Jt. 6 ins. Weight 5 tons.
Eaton Raihu'ay, IJ-inch gauge.
Locomotive Xo. 4. 1896.
Cvls. 4^r ins. by 7 ins. \VIieels 1 ft. 3 ins. Weight 3j tons.
Mechanical Engineers 1898.
NARROW-GAUGE RAILWAYS
Plate 77.
Driffield, Bank RaHwciy, \S~ineh ffriucfe.
Plan of R(tdxaZin<f Gear in No. 2 Engine.
On sli^aiqht line
n ^
O^i riifve of 15 t'eef j-a/inis
a a.
NARROW-GAUGE RAILWAYS. Phitc 79.
Dnffield Bank Railicay. 15-iiich _i^mii<^'-^-_
S/^'iidls and Tunnel.
Tennis G round Station.
MiclianiLal l^w'tULtrs ISUS.
NARROW-GAUGE RAILWAYS.
Dujjicld Bank Rail^cay, 15-iitch <^(iiige.
Timber V'uiduct, 1878, 91 feet loii;^. 20 feet hi<gh.
Plate 80.
Passeiif^er Carria'^w, to scat sixteen.
Scale j=y,tli.
15
L-l-^J L.
J I I _J I L
Firt 20
I ■ I
Mechanical Emsineers 1898.
NARROW-GAUGE RAILWAYS. Plate SI.
Eaton Railway, 15-inch gaui^e. Baldertou ^iiiiction.
Cvls. :') ins. bv 6 ins. Wheels / ft. 4\ ins. Weight Ji tons.
Mechanieal En'rineers 18'JS.
NARROW-GAUGE RAILWAYS. Plate 82.
Cacii, Dives, and Lite Railway, 23h-inch <(aii<^e.
Weiisht y tons.
Deeaiivilh\ 23^-iiiih gaii!^u\ ]]'ei,i,'lif 10 tons empty
Meehdiiiial Eiii{iiieei's 1898.
NARROW-GAUGE RAILWAYS.
Plate 83.
Darjeeliui^- Railway, 2-foot gauge.
Cyls. 10 ins. by 11 ins. Uliccls 2 ft. 2ins.
Cyls. 11 ins. hv 11 ins. ]\lu'els 2 ft. 2 ins. Weight 13^ tons.
McchiDiical Enirinccrs 1898.
NARROW-GAUGE RAILWAYS.
Plate 84.
Cylinders
7iiis. by 12 ins.
Wheels 24 i/is.
Wei gilt 9 tons.
Cyiuidei's
7 ins. by 12 ins
Wheels 24 ins.
Weifrht 8 tons.
Mechanieal Em/iiutrs Js')8.
NARROW-GAUGE RAILWAYS. Flate 85.
Covered- Ainmixiitttoii Vcvrv, H^oolwich Arsenal.
MechjonixxiZ Eiixfin^eers 1H98.
ScaZe / 3Z
2/ •> o n.d.
Jn^.JZ 6 O 1
liiliiliiliil 1_
ff Feet
<-,
o
■<^
ri(Lte. S7.
nalp S'8.
]\£xh<trtLcal Entfincers J8-98.
PlrtfP 89.
WATER SOFTENING.
FUae 30.
Floatiiit/ Di s(/itn(/f' Pijii' ill softern'nff Irijxk
Fiq: 6. Lou iji f iidiiui I Sort i on
CarboTutlLng Gas Pipe >»»
SoJIetied -Mater Discharge ^Tf^^
Dpflectinq
Fltae
R e CL-q e rt t Tcuhk^,
Bl oner;
and c o fitter tvoruv
Air Tap
Merltanical
Eiiyineers
1898.
Fi(r. 8.
o
El e rrvti on .
Workirttf Slai/f
WATER SOFTENING.
ricUe 91.
\
Jiecixfeiil Truih, Blower; and corniec lions.
Air Tajp
SecttoTL thj'oxcgh Tcvrhk.
Warktncf Stcuie^
FifT 10. mt
Me-chajii^.al Erufirteet's 1898.
Scale ^/J6*^
Petxce jiey th oiu<i arvd. ^alloJis j(..J-~-
WATER SOFTENING.
Plate 93.
Swadlincote a)id Ashhy ]\'ater ]]'orks.
Fio". 14. General Vie-a'. Output 45,000 gallons per hour
1
m
Fig. 15. Chemical Treating House and Tanks.
Mechanical Engineers 189H.
WATER SOFTENING.
Sicndliiicotc and AsJiby Waiter ]\'orks.
FIl;'. 1 6. CJiciuical Treat iiii^r House.
Plate 94.
Fi
S- ^/'
Gelat'nie Cultivations
in 0-018 cubie inch of River Deriuent laater.
BEFORE purification. AFTER purification.
Mechanical En^^ineers 1898.
WATER SOFTENING.
Plate 95,
Fii;. i8. Staudish Bleach and Dye ]\\v'ks, Wigaii.
Clarifieatiou of ir(75/t;' Water.
'1.96.
naJ^37.
.^
■=^
Oct. 1898. 545
Cbe Institutroii of Uledjantcal (Engineers.
PROCEEDINGS.
October 1898.
The Autumn Meeting of the Institution was held in the rooms
of the Institution of Civil Engineers, London, on Wednesday,
26th October 1898, at Half-past Seven o'clock p.m. ; Samuel W.
Johnson, Esq., President, in the chair.
The President said that since the last meeting the Institution
had been deprived of one of the Members of Council by the death
of Dr. Hopkinson, who had been a Member of the Institution for
twenty-five years, a Member of Council for nine years, and also an
active member of the Finance Committee. Nearly twenty years ago,
when the subject was yet in its infancy, he had read before this
Institution two valuable papers on electric lighting ; and a third
paper in 1894, when it had reached a state of commercially profitable
development and practical application, largely through his own
investigations and inventions. At the meetings of the Institution he
had also spoken on railway brakes, on electric welding, and on other
subjects. As an eminent electrician he was one of the first men of
the day in this particular branch of engineering ; and his loss would
be greatly felt by the Council, by the Members, and by the country
at large. His untimely death in an Alpine accident was universally
deplored.
The Minutes of the previous Meeting were read, approved, and
signed by the President.
3 A
546
ELECTION OF NEW MEMBEES.
Oct. 1898.
The President announced that the Ballot Lists for the election
of New Members had been opened by a committee of the Council,
and the following sixty-three candidates were found to be duly
elected : —
members.
Blane, William,
Brown, Harry, .
Chapman, Leonard,
Cronin, Richard,
Cruttwell, George Edward Wilson,
Dixon, Walter,
Fletcher, William,
Gandy, Frederick,
Glen, David Corse,
Hunt, Robert Woolston,
MoLECEY, Charles Simpson Twigge,
Pooley, Henry, Jun., .
PuLMAN, Thomas Charles,
Ranger, Robert,
RixsoN, Francis,
Sharp, Sidney, .
Smith, John,
Stobie, George,
Stbachan, James, CLE.,
Thorneley, William, .
Wells, George James,
Wheelock, Jerome,
Johannesburg.
Sydney.
London.
Dublin.
London.
Glasgow.
Lincoln.
Chesterfield.
London.
Chicago.
London.
Kidsgrove.
Calcutta.
Burton-on-Trent.
Sheffield.
London.
Burton-on-Treut.
Durban.
Karachi.
Manchester.
Manchester.
Worcester, Mass.
associate members.
Adiassewich, Alexander Victorovitch, Thames Haven.
Andrews, Frederic Ernest, . . Loughborough.
Atkinson, Henry, .... London.
Bell, William, ..... Dartford.
Berry, Thomas, .... Dundee.
Brett, Alfred Williaji, . . . Coventry.
Oct, 1898.
ELECTION OP NEW MEMBERS.
547
Brindlet, Harry Samuel Bickerton,
CoBBOLD, Arthur Westhorp,
DoBBS, Herbert Treadwin, .
Douglas, William James,
Garvey, Eichard Godfrey Hamilton,
Harling, William,
Harrison, Frank,
Hodgson, Richard Broom, .
HoLROYD, Victor Avison,
Leonard, Peter,
McGregor, John,
Meek, John,
MiNDo, Arnold Waldemar, .
Morris, William Joseph,
Pedley, Heber Isaac,
Platts, William,
Stockton, Cecil,
SuFFiELD, Charles Augustus,
Ward, Frederick Arthur, .
Wrinch, Hugh Edward Hart,
associates
Howard, Charles,
Phillipps, John,
graduates
Allsebrook, Guthrie, .
Andrew, Samuel Ernest,
Bressey, Cyril Edward,
Dare, Arthur Newman,
Davidson, John,
GiBB, Maurice Sylvester,
Haslam, Alfred Victor,
Smith, George Alfred,
Smith, Ralph Vernon,
Strong, Alfred George,
Tokyo.
London.
Barry.
London.
London.
Lancaster.
Calcutta.
Birmingham.
Coventry.
LiverpooL
Coatbridge.
Coventry.
Dublin.
Chesterfield.
Birmingham.
Sheffield.
Longton, Staff.
Rhayader.
London.
Surbiton.
London.
Ampthill.
London.
London.
Manchester.
London.
Manchester.
West Hartlepool.
Derby.
Darlington.
Nottingham.
Bristol.
3 A 2
548
ELECTION OF NEW MEMBERS.
Oct. 1898.
Tabvee, Hebbert Heney,
Walker, Robert Hugh,
Wans, Oswald, .
Colombo.
London.
London.
Tlie President said tlie Council had decided to announce at each
General Meeting the names of those who had been transferred from
one class of membership to another ; and the following Transferences
had been made since the commencement of the present year : —
From Associate Members
Ahrons, Ernest Leopold, .
AvELiNE, William Eebotier,
CowELL, John Eay, .
Edgcome, James Edmund, .
Edwards, Herbert Feancis,
Hodges, Feank William, .
Ingham, William,
Malloch, William Fabquhae,
Nesbit, David Mein, .
Outram, Francis Davidson,
PuGH, Charles Vernon,
Eothert, William Brockbank,
Snell, John Francis Clevertox,
to Members.
Cairo.
London.
Johannesburg.
. Kingston-on-Thames.
. Cardiff.
London.
Torquay.
Johannesburg.
London.
London.
Coventry.
Lytham.
Sunderland.
From Associates to Members.
Clarke, Edward Fuhrmann, . . Birmingham.
Echevarri, Juan Thomas Wood, . . London.
From Graduate to Member.
Cutler, Samuel, Jun., . . . London.
From Graduates to Associate Members.
Butcher, Walter Edward, . . Manchester.
Roux, Paul Louis, .... Paris.
Yezey, Albert Edward, . . . Birmingham.
Waeton, Richard George Frank, . Rhodesia.
Oct. 1898.
NOMINATION OF COUNCIL.
549
The President announced that, in accordance with the Rules of
the Institution, the President, two Vice-Presidents, and five Members
of Council, would retire at the ensuing Annual General INIeeting ;
and the list of those retiring was as follows : —
PRESIDENT.
Samuel "W. Johnson, .
. Derby.
VICE-PRESIDENTS.
Siu Douglas Galton, K.C.B., D.C.L., LL.D., F.E.S., London.
William H. Maw,
London.
MEMBERS OF COUNCIL.
Heney Davet, .
Edward B. Ellington,
William Laird, .
Henry Lea,
Alfred Morcom,
London.
London.
Bii'kenhead.
Birmingham.
Birmingham.
All of the above offered themselves for re-election, with the
exception of the President.
The following nominations had also been made by the Council
for the election at the Annual General Meeting : —
president.
Sm William H. White, K.C.B., LL.D., D.Sc, F.R.S., London.
Election
as Member.
vice-president.
1874. T. Hurry Eiches,
Cardiff.
I
MEMBERS OF COUNCIL.
1887. Sir William Arrol, M.P., LL.D., . . Glasgow.
1890. Sir Benjamin Baker, K.C.M.G., LL.D., F.E.S., London.
1866. Henry Chapman, ..... London.
1888. The Eight Hon. W. J. Pirrie, . . . Belfast.
1887. Sir Thomas Eichardson, M.P., . . . Hartlepool.
k
550 NOMINATION OF COUNCIL. OCT. 1898.
The Peesidknt reminded the Meeting that, according to the
Eules of the Institution, any Member or Associate Member was now
entitled to add to the list of candidates.
No other names being added, the President annoimced that
the foregoing names, subject to their consent, would constitute the
nomination list for the election of officers at the Aunual General
Meetincr.
The Peesident announced that the Council had decided to mark
their appreciation of the obliging services rendered for the recent
largely attended Summer Meeting in Derby, by presenting a Silver
Salver, bearing a suitable inscription, to the two Honorary Local
Secretaries, Mr. E. Mountford Deeley and Mr. George J. Pratt.
He had great pleasure in handing to Mr. Deeley, who was present,
one of the Salvers bearing the following inscription : — " The
Institution of Mechanical Engineers. Derby Summer Meeting,
1898. Presented by the President, Council, and Members, to E.
Moimtford Deeley, Esq., in acknowledgment of his obliging services
as Honorary Secretary." The other Salver, similarly inscribed,
would be forwarded to Mr. Pratt. Both he hoped would always
be preserved in remembrance of the Derby Meeting.
Mr. E. MouNTFOED Deeley said both Mr. Pratt and himself had
regarded it as a great honour to be asked to act as the local
secretaries for the Derby Meeting of the Institution; it had been
to them a great gratification to be able to assist in making the
necessary arrangements for the meeting. That their endeavours
to mature suitable arrangements had not been unsatisfactory he
gathered from the President's kind words, which, as far as they
were both concerned, would be an ample recompense for the work
they had done. But in addition to giving verbal expression to their
satisfaction, the President and Council had asked them to accept
these handsome presents, which they did with the greatest pleasure,
for these would serve in years to come to remind them of the events
Oct. 1898. PRESENTATION TO LOCAL SECRETARIES. 551
of a most pleasant week, and also of tlie generous and ready assistance
which had been received from all with whom they had come in
contact, especially from the permanent secretary and his staff. On
behalf of Mr. Pratt and himself he thanked most heartily the
President, Council, and Members of the Institution for these
handsome mementos.
The President announced that the Council had presented a sum
of Fifteen guineas to the Welbeck Tenants' Fund, on account of His
Grace the Duke of Portland having so kindly waived the ordinary
charge for admission to Welbeck Abbey during the visit of the
Members on Friday, 29th July. The Council had also presented
Ten guineas to the Midland Eailway Institute, Derby, in whose
building the Summer Meeting had been held ; the donation would
be devoted to the Institute library.
The following Paper was then read and discussed : —
" Electric Installations for Lighting and Power on the Midland
Eailway, with notes on Power absorbed by Shafting and
Belting ; " by Mr. W. E. Langdon, Superintendent of the
Electrical Department, Derby.
Shortly before Ten o'clock the Meeting was adjourned to the
following evening. The attendance was 132 Members and 80
Visitors.
The Adjourned Meeting was held at the Institution of Civil
Engineers, London, on Thursday, 27th October 1898, at Half-past
Seven o'clock p.m. ; Samuel W. Johnson, Esq., President, in the
chair.
552 BUSINESS. Oct. 1898.
The following Papers were read and discussed : —
" Eesults of recent practical experience with Express Locomotive
Engines ; " by Mr. Walter M, Smith, Member, of Gateshead.
" Mechanical Testing of Materials at the Locomotive Works of the
Midland Eailway, Derby ; " by Mr. W. Gadsby Peet,
Member, Chief of the Locomotive Testing Department,
Derby.
On the motion of the President a vote of thanks was unanimously
passed to the Institution of Civil Engineers for their kindness in
allowing the use of their rooms for the Meeting of this Institution.
The meeting then terminated shortly after Ten o'clock. The
attendance was 98 Members and 53 Visitors.
Oct. 1898. 553
ELECTEIC INSTALLATIONS FOR LIGHTING AND POWER
ON THE MIDLAND RAILWAY,
WITH NOTES ON POWER ABSORBED
BY SHAFTING AND BELTING.
By Mr. W. E. LAXGDOX,
superixtendent of the electrical department.
Electric Installations for Lighting and Power. — The several
installations whicli liave been establisliecl on the Midland Railway
are enumerated in Table 1 (pages 562-3). The approximate brake
horse-power amounts in the aggregate to some 3,500 B.H.P.
Engines. — The form of engine employed in the several stations
varies. With the earlier apparatus a simple horizontal engine has been
employed, driving by belting either direct or through countershafting.
In the later installations the dynamo shaft has been coupled direct
to that of the engine, or both dynamo and engine have been mounted
upon the same shaft. The steam engines are all compound,
and run at 350 to 460 revolutions per minute according to their
power capacity, which ranges from 75 to 300 B.H.P. In some
instances gas motors have been provided. At Leicester the prime
movers are all worked by gas, which is generated by a Dowson
apparatus on the premises ; and the intake valves of the engines are
arranged so that either Dowson gas or the town (coal) gas may be
used. The steam power at the Midland central goods depot,
Birmingham, has been supplemented by one gas engine ; and that at
Bradford by three gas engines. These have been introduced for
economical reasons, either to save the cost of extending the steam
plant, or to meet occasional demands. At Wellingborough the
employment of a gas engine for the small power required, namely a
few arc lights, is more economical than the establishment of steam
plant including engine, boiler, chimney shaft, &c.
554 ELECTRIC PLANT. OcT, 1898.
Electrical Apparatus. — The electrical plant varies. In all
instances •wliere the arc lights are run in series, dynamos are
employed capable of affording a variable pressure of from 50 to 2,750
volts according to the demand. In other cases — especially where
the lamps are situated in near proximity to the generating plant —
low-tension machines are used, and the lamps are then run in
parallel or series parallel. The high-tension machines employed
are the Thomson-Houston, the Parker, and the Brush ; while the
low-tension machines include the Siemens, Parker, Brush, Edison-
Hopkinson, Crompton, and others. Table 1 shows that nearly all
installations provide for incandescent as well as arc lighting. This
tabulated statement also shows the cost of working for the half
year ending 31st December 1897. These results are exclusive of
interest on primary outlay, and of taxes, and make no provision for
what is termed depreciation. The entire plant is maintained in
the most perfect condition possible ; each half year carries the
cost of such renewals or improvements as are found necessary :
so that depreciation, in its ordinary sense, arises only from the
replacement of obsolete machinery, and improvements due to these
new parts should, in order to warrant the change, secure more
economical results, and thus pay for theii* introduction. The charges
are tabulated per unit, and the statement furnishes approximately
the number of arc lamj)s and the number of incandescent lights
embraced within each installation. The charges vary to some
extent "nith the load generated, and with the number of hours the
light is in operation. The cost indicated covers all charges incurred,
inclusive of repairs and renewals, carbons for lamps, replacement of
lamps, and the labour attending the same, together with the cost of
supervision from head quarters.
Although high-potential generators have been used for series arc-
lighting for some time, it is only recently that high-tension direct-
current machines have been adopted with a view to transforming to a
lower potential at points somewhat distant from the initial generating
stations. At the Hunslet goods depot, Leeds, a pair of 65-kilowatt
generators have been recently brought into use for the purpose
of providing current for lighting and power at the Wellington
Oct. 1898. ELECTBIO PLANT. 555
Street passenger station, a distance of about two miles by tlie
railway. These generators work at 2,200 volts, and tbe mains are
designed to involve a loss of only 5 per cent, when worked at their
full normal capacity ; the current is transformed down to 210
volts. At Kentish Town a central generating station of similar
description is now approaching completion. This station is to
supersede three local independent generating stations ; and the
concentration thus to be effected should result in a tangible saving
in staff expenses. The stoking and engine driving, as well as the
dynamo work, will be concentrated and reduced to a minimum.
Here three 300 B.H.P. units of the Willans type, giving at each
dynamo an output of 200 kilowatts, will form a nucleus which may
be doubled in a few years, and perhaps be still further extended.
Transforming centres are at present established at the St. Pancras
goods and passenger stations, where the ciu'rent will be distributed
at a pressure of 210 volts. This plant has been designed to deal
with both lighting and power. It will work pumps now being erected
by the President of this Institution, Mr. S. W. Johnson, which are
intended to lift and distribute some 45,000 gallons of water per hour
to a height of 350 feet. It will work coal-wagon traversers, and a
powerful fan erected by Mr. J. A. McDonald for improving the
ventilation of the Midland portion of the Metropolitan Tunnel ; and
it will probably meet other demands for traversers for locomotive
engines, and for driving tools in workshops ; while the requirements
for lighting will call for some 400 H.P. This generating station
will thus have a fair day load as well as a night load, and is
expected to effect its purpose in an economical manner. The Midland
Eailway hotels at St. Pancras, Bradford, Leeds, and Liverpool are
also electrically lighted ; but as the accounts are dealt with by the
hotel department, they are not included in the statement in Table 1.
Derby Installation. — It is perhaps unnecessary to enter into
further details of each of the installations referred to in Table 1 ;
but as Derby was selected for this year's Summer Meeting of
the Institution, a more complete description is given of the
installation established there.
556 ELECTRIC PLANT. OCT. 1898.
The offices of the Midland Railway lighted from this installation
consist of several independent blocks, extending over an area
approximately 520 yards long and 340 yards broad. The blocks of
buildings served are the mineral offices, goods offices, accountant's
offices, the station proper, including parcels and booking offices
and halls, the traffic department, Avaiting rooms, and the secretary's
and general manager's offices. At the extreme north end of the
station are two blocks of buildings devoted to the staff of the
engineer of the line ; and on the opposite side of the station are
the general store-keeper's offices. These, with the Midland Railway
Institute, complete the list of buildings which have to be thus
provided for.
Number of Lamps. — The total number of lamps in operation
consists of 2,175 of 16-candle power, and 3i8 of 8-candle power. A
few arc-lights are employed for special purposes, but the railway
station platforms are not electrically lighted.
Generating Station. — The generating station is situated in
Calvert Street, a point on the north-west border of the area served.
This building was erected and the machinery installed during the
latter portion of 1892. The system employed is the continuous-
current three-wire system. The current is delivered to the lamps
at a potential of 110 volts. It was brought into operation in March
1893, and has now been running night and day for over five years
without a single failure. The only stoppages during that time have
been on three occasions when some alteration has had to be made to the
steam-piping, necessitating a shut-down for a few hours on a Sunday.
Boilers. — There are three locomotive-type tubular boilers, together
having 2,808 square feet of heating surface, of which 263 square feet
are in the fire-boxes ; they work at 140 lbs. pressure, and each
evaporates about 2,500 lbs. of water per hour. They are fed
during times of moderate and heavy loads by means of an exhaust
injector, and at other times by a donkey pump.
Engines and Dynamos. — In the engine room are four steam
dynamos ; two give 500 amperes each at a maximum pressure of
125 volts, and two give 275 amperes each at the same maximum
pressure. The engines are Willans central-valve, and the dynamos
Oct. 1898. ELECTRIC PLANT. 557
are by Messrs. Siemens Brothers. There are also two sets of
compensators or regulators, each set controlling automatically the
potential difference on one of the two distinct groups of lighting.
These compensators each consist of two series dynamos, coupled
together and driven by a shunt motor, the current from the
outside mains being sent through them in the usual way. They
are wound in addition with a coil, which is connected in series
with the middle wire of the three- wire system ; but this coil is wound
in opposite directions upon each series machine. By this means any
drop in the third wire, due to current in it, is compensated automatically
by the volts being raised on one compensator, and dropped an equal
amount on the other. There are three sets of feeders to each of the
two groups of lighting, each group consisting roughly of about 1,200
lamps of 16-candle power. These feeders are connected to the ring
mains at different points. On the switchboard arrangements are made
for working on the two-wire system at light loads, thus saving one
engine from running ; and this is managed without stopping the
lighting anywhere.
Output and Cost. — The following figures indicate the amount of
electricity supplied: —
Year 1893 1894 1895 1896 1897
Annual output of Units 93,2G8 137,348 151,867 175,054 203,519
Increase j^er cent. ... ... 10 15 16
Cost per Unit, in pence 3-63 3-37 2-67 2-29 2-58
The maximum possible output for 24 hours is 4,080 units ; the
maximum current observed in ordinary work 1,430 amperes; the
maximum load of any complete day 1,695 units, and the minimum
load for any one day 146 units.
In comparing the costs of working this station with those of other
electric generating stations, it is necessary to bear in mind that the
demands for the lighting required are exceptional, as compared with
the usual demand on an electric generating station. By far the greater
portion of the current is required for the service of offices in which
the duties cease about 5 . 30 p.m. Consequently in the summer there
is ordinarily no lighting required ; and yet should a fog or thunder
cloud pass over, the whole of the lighting would be called for,
558 ELECTRIC PLANT. OcT. 1898.
perhaps merely for half an hour ; hence the boilers have to be kept
constantly under steam. Even in winter tbe demand, although
heavy for a time, covers but a short period. In the depth of winter
the light is required for cleaning offices, and for a short time perhaps
for the early duties, and again in the afternoon from about 4 . 0 to
5 • 30 p.m. All this tends to make the stand-by losses much higher
than those of a generating station established purely for commercial
l^urposes, where the demand for current would be not only much
heavier, but also more continuous both morning and evening.
Application to Power. — So far the application of electricity in
large quantities has been mainly devoted to lighting. Its value
as an agent for transmission of power— for traction, haulage,
pumping, and for working all kinds of machinery — is becoming
daily more recognised; and in erecting electric generating stations,
especially on railways and in factories where both lighting and
power are needed, it is desirable this should be borne in mind. Tbe
advantage to be derived from the employment of electricity over
other methods of transmitting power lies in the fact that it can be
applied just at the time, and for the time only, during which it is
required, and at the speed needed. It can be conveyed to points
distant from its source of origin with at least equal economy, and
with greater convenience than other agencies of power ; and it is
practically unaffected by climatic changes. Where the demands
are diverse, one source of power common to the whole may be applied
with greater economy than is possible with two or more soiu-ces.
An instance of the advantage to be derived from the general use
of electricity presents itself in recent applications to lighting and
power at the Wellington Street station, Leeds. Power was required
to work certain lifts in the hotel. To have erected a steam
plant or even gas engines for the purpose would have entailed a
considerable outlay, and have occupied much valuable space. The
company possessed an electric lighting installation at their Hunslet
goods depot. By supplementing the machinery there with high-
tension generators, and transforming this high-tension current down
to a lower potential at Wellington Street, the work required to be
Oct. 1898, ELECTRIC PLANT. 659
done, as well as the establishment of the electric light throughout the
station and the hotel, was effected at much less cost than would
otherwise have been the case. As previously mentioned, current
is generated at 2,200 volts, and conveyed by concentric cables
along the line of railway from Hunslet to Wellington Street, a
distance of some two miles. At Wellington Street it is transformed
down to a pressure of 210 volts, and employed for both arc and
incandescent lighting, and for working pumps for the service of
the lifts. These lifts when completed will embrace one Ellington
hydraulic balance passenger lift, one hydraulic suspended luggage
lift, and five small hydraulic susj)ended service lifts. The passenger
lift is capable of carrying six persons, and has a stroke of 46 feet ; and
the luggage lift can raise loads of 10 cwts. through 54^ feet. The
pumping plant, Plate 100, has been constructed by the Hydraulic
Engineering Company, Chester, and includes some novel features.
It consists of two sets of horizontal three-throw single-acting
hydraulic pumps, each with a capacity of 23 gallons when running
at 46 revolutions per minute, and forcing water into an accumulator
with a ram of 10 inches diameter and 8 feet stroke, loaded to a
pressure of 700 lbs. per square inch. One set of pumps meets the
requirements of the service ; the other is held in reserve. Each
set is driven by a Parker motor capable of giving an output
of 23 B.H.P. at 650 revolutions per minute. This speed is brought
down to about 46 revolutions at the pump crank-shaft by the
interposition of double helical steel spur gearing. When the demand
for pressure water temporarily ceases, it has been customary either
to allow the motor to run continuously, and, by means of a diverting
valve actuated by the accumulator, to return the water from the
pumps to the suction tank, thus relieving the pumps of the load, or
else to stop and start the motor as required. In this installation
a device has been employed which enables the motor to run
continuously, while the load on the pumps is varied according to
the position of the accumulator. In Figs. 8 and 4, Plate 100, is
shown the general arrangement of the pumping plant ; and in
Figs. 5 and 6, Plate 101, the detail of the load-relieving gear
attached to the pumps. The chambers S S S, Fig. 6, beneath the
560 ELECTEIC PLANT. OcT. 1898.
suction valves are provided with stuffing-boxes and glands, through
which work vertical gun-metal spindles FFF, capable of raising the
suction valves from their seats. Supported in bearings underneath
these spindles is a horizontal shaft G, having keyed upon it a
drum E and three cams III vertically beneath the spindles. The
cams are so arranged, by setting the j)rotuberance .of each at a
different angle to the horizontal plane through the shaft, that, as
the drum is caused to revolve by the pull of a cord attached to a
weight which is controlled by the accumulator, the three suction
valves are raised successively from their seats.
The mode of action is as follows. When the accumulator
approaches the top of the stroke, it strikes a tappet A, Fig. 3,
Plate 100, fixed on a chain which passes over pulleys B B to the
drum E ; the drum is thereby relieved of the pull due to the
weight C. A lighter weight D suspended from another chain, which
is also secured to the drum E, is now able to rotate the cam shaft G,
Plate 101, according to the position of the accumulator ; and in so
doing to raise the suction valves in succession from their seats, thus
allo^dng the water drawn into the pumps by the suction stroke to be
returned to the suction tank. When the accumulator falls again,
the heavier weight C is able to overpower the lighter D, and to turn
the cam shaft G back again to its original position, thereby allowing
the suction valves to fall upon their seats again one after another,
and permitting the pumps successively to recommence their action.
By means of a stop pin the movement of the dram E is limited to
slightly less than a complete revolution. Wlien the heavier weight
C is at rest in its lowest position, then the drum E and the suction
valves are in theu- normal position.
Power Ahsorhed by Shafting and Belting. — The power absorbed
in driving shafting and belting is probably greater than is often
thought to be the case. In the workshops attached to the
electrical department of the Midland Eailway the construction of
large electrical apparatus is not dealt with. In Tables 2 and 3
(pages 5G1-8) will be found data of the power absorbed by tools and
shafting, which have been carefully obtained at the author's request by
Oct. 1898. ELECTRIC PLANT. 561
Mr. Holt, the foreman of tlie shops. Some fifteen tools are driven
from a main shaft, which is 98 feet long, 2 inches in diameter, and
has twelve bearings, each 4| inches long. It is necessarily
supplemented by conntershafting required for the various tools ; the
countershaftiug varies in length and in section, of which the details
are given in Table 2. The main shaft is driven by belting from
an Elwell-Parker motor, erected some years ago. To drive the
main shaft alone, quite free from all belting, requires an expenditure
of 272 watts. To drive it with nineteen belts resting on it, but free
from the tools, absorbs 518 watts, or nearly f H.P. To drive the
main shaft plus the countershaftiug absorbs 794 watts, or something
more than 1 H.P. To drive a 9^-inch screw-cutting lathe (No. 1)
light, while all other machines and belts are at rest clear of the
shafting, requires 381 watts ; and the power absorbed when the
machine was loaded, that is when the tool was turning down a bar
of gun-metal at the rate of 1 • 07 ounce per minute, was only 545
watts, or at the rate of 509 watts per ounce of metal removed per
minute; or in other words the lathe running light consumed 381
watts, and the work done 164 watts. By gearing an electric motor
of low efficiency direct to the same lathe, and setting it to precisely
the same description of work, the power consumed was at the rate of
214 watts per ounce per minute. In each case the greatest care was
taken to insure equality in the cutting power, shape, and cut of the
tool, and one cut only was made.
Table 3 affords comparative results for one, two, and three cuts
effected by the same lathe, when driven from shafting and when
driven from a small motor, both being geared down to the same
speed of lathe. Turning to the work dealt with by the same lathe
(No. 1) when making three cuts simultaneously, each of the same
character as the previous single cut, the followdng were the
results : —
(^continued on page 569.)
3 B
562
ELECTBIC PLANT.
Oct. 1898.
TABLE 1 (^continued on opposite page).
Cost of icorJcing Electric-Light Stations
on the Midland Hailway.
Half Tear ending 31 Dec. 1897, and corresponding period of 1896.
Station.
Half year
ending
31 Dec.
Xumber
of
Arc
Lamps.
Appioximate
Number of
Incandescent
Lamps.
1 Total
Units.
Total
Cost.
No.
No.
Units.
£
SoMERs Town
1897
1896
246
246
213,358
208,767
2,560
2,391
Wellingborough*
1897
1896
24
24
63
63
24,200
24,350
412
656
Leicester . .
1897
1896
141
137
320
288
154,711
147,302
1,493
1,945
Derby . . .
1897
1896
8
8
2,550
2,480
110,037
95,187
1,137
891
Birmingham . .
(Lawley Street)
1897
1896
139
137
52
52
1.36,430
132,536
1,363
1,290
Birmingham .
(Central)
1897
iSg'i
72
70
297
283
90,669
95,833
1,060
859
Nottingham . .
1897
1896
131
95
266
20.
126.014
92,115
1,273
949
Sheffield . .
1897
1896
115
115
350
345
123,226
128,260
1,280
1,275
Leeds (Hunslet).
1897
1896
150
150
280
278
169,176
102,486
1,726
1,251
Bradford . .
1897 '
1896
194
194
784
784
163,508
155,002
1,573
1,827
Liverpool . .
(Sandon Dock)*
1897
1896
115
115
111
no
36,161
39,29^
759
729
Total for 182
7
1,335
5,073
1,347,490
14,636
„ „ 189
6
1,-91
4,885
1,221,128
14,063
* These Stations are in operation but a few hours daily,
and are excluded from the average cost on opposite page.
Oct. 1898.
ELECTRIC PLANT.
563
(concluded from opjyosite page) TABLE 1.
Cost of icorJcing Elech-ic-Light Slations
on the Midland Bailwa}/.
Half Year ending 31 Dec. 1897, and corresponding period of 1896.
Total
Cost
per Unit
Cost
per Unii
for
Labour.
Cost
per Uuit
j for
'Material.
Cost
per Uuit
for
Kepairs.
Cost
per Unit
for
' Coal.
' Cost
per Unit
for
Gas.
Total Cost
per Unit
for
Fuel.
Station.
d.
d.
d.
d.
d.
d.
d.
2-88
•23
0-69
0^27
0-69
—
0-G9
SOJIERS To-WN
2-71
•14
0-67
0-22
o^68
—
0-68
4-08
•80
©•63
0-25
1
1^40
1-40
Welling-
6-25
•17
2-8t
0*07
! —
I -20
I "20
borough *
2-31
30
0-52
0-10
0^14
1-3G
0^39
Leicester
3-17
30
0-97
0-25
0-13
1-34
—
2 -47
12
0-83
0^11
041
. —
0^41
Derby
2-24
15
0-56
o'o6
0-47
—
2-39
18
0-48
0-38
0-35
. .
0^35
Birmingham
2-34
II
0-54
0-35
0-34
—
—
(Lawley St.)
2-80
35
0^52
0^46
' 0-36
1-07
0-47
Birmingham
2-21
^3
o-^i
0'20
0-32
—
—
(Central)
2-42
95
0-63
04G
0^38
. — .
0^38
Nottingham
2-46
20
0-87
0-02
o^37
—
—
2-49
15
0-68
0 28
0-38
—
0-38
Sheffield
2-39
12
0-74
0-20
0-33
—
—
2-44
22
0-64
022
036
0^36
Leeds
2-90
48
o^56
0-48
o'38
—
—
(Hunslet)
2-31
03
0 43
0-27
0-32
188
0-58
Bradford
2-82
II
0^90
o-i8
0-33
0^30
—
5 03
2-
53
1-45
0-53
052
0-52
Liverpool
4-45
2-26
I -08
0-71
i
0*40
(Sandon
Dock) *
Average Cost in 1897 = 2-5l\d. per Uuit.
„ „ 1896 = 2-62()d. „ „
* These Stations arc in operation but a few hours daily,
and are excluded from the average cost.
3 B 2
564 ELECTEIC PLANT.
TABLE 2 (continued to page 567).
Oct. 1898,
Power ahsorhed in driving Main Shafts
Main shaft 98 feet 4 inches long, 2 inches diameter.
Machine.
Power absorbed.
Details of Counter Shafts.
No.
Description.
Main
shaft,
and
Counter
shafting.
Light.
Main
shaft.
Counter
shafting,
and
Machine.
Light.
Main
shaft,
Counter
shafting,
and
^lacliine.
Loaded.
"So
a
a
i
to
a
O
o
.2 ® .ii
lis
O
Watts.
Watts.
Watts.
Ft. ins.
Ins.
No.
Ins.
Needle
or Wick.
1
(9|-inch screw- "»
(^ cutting Lathe/
327
381
545
3 0
n
2
^
N
2
G-inch Lathe
354
409
6.H
2 6
n
2
2i
W
3
5-inch Lathe
327
409
545
1 10
I
2
2i
W
4
6-inch Saw .
327
354
490
2 3
n
2
2
Hand
5
i-inch Drill . .
354
354
3S1
1 6
1
2
{^j}
do.
6
Grindstone .
354
545
■ .
..
..
do.
7 ' Buff ....
327
354
430
2 2
H
2
2
do.
c n 0-inch screw- "1
\ cutting Lathe/
409
436
490
5 ^
H
2
5|
N
9
1 to 2-inch Drill
360
436
70S
3 3
If
2
4i
W
10
/6-inch screw- \
\ cutting Lathe/
327
354
545
3 8J
U
2
4*
N
11
6-inch Lathe
381
436
545
2 6
n
2
4i
N
12
6-inch Lathe
409
43G
599
2 8
n
2
4J
N
13
/5j-inch screw- "1
\ cutting Lathe/
354
371
436
3 0
n
2
4
N
14 ; 5-inch Lathe
!
354
409
545
3 1
n
2
2f
W
15
I to 1^-inch Drill
360
436
490
2 4
u
2
4^
N
1
2
3
4
5
G
7
8
1
Oct. 1898.
ELECTRIC PLAUT.
565
(continued on next page') TABLE 2.
Counter Shafting, Belting, and Lathes ; hotli light and when working.
having twelve bearings, each 4| inches long, and ordinarily driving nineteen belts.
Details of Belting.
hafti
"Work done, metal cut
away.
Main Shaft.
Counter S
Dg-
Weight.
d
a
d
M
o
cS
r4
H
o
o
lis
o
5
o
d
a
J
^
^
00 .-
II
1
5
^
9 ?
o
'a
1
d
a
CI
"3
o
Ft. ins.
Ins.
In.
Lbs. oz.
Ft. ins.
Ins.
In.
Lbs. oz.
Oz.
Oz.
Ins.
M.S.
Kevs.
1 P"^ 2
'- \16 11
2i
2i
3
3
3 7\
3 6/
US 8
\ 6 1
2
4
4
in
2|
1-07
34
2 20
250
2
17 9
2
4
4 0
18 5
If
3
2 11
2i
1-12
3
2 0
394
3
17 4
li
4
2 11
18 6
l|
3
1 15
2i 0-96
3
2 20
393
4
24 3
2
3
4 1
7 10
1
3
0 11
H
0-50
2 30
1,827
5
25 3
If
4
5 5
11 10
I
dia.
of gut.
i
0-08
3 0
310
6
20 1
2|
3
4 4
!
1
..
..
2 30
100
7
24 6
2
4
5 8
' 6 3
1
3
0 8
2 30
1,300
8
/17 5
117 2
2
2
4
4
3 15\
3 14/
/18 7
1 4 6
2|
3
4
4 12 1
0 11 j
2J 0-96
3
2 20
190
n '/18 3
^ \24 0
3
2f
4
4
6 31
7 7f
ill 7
\ 3 10
2i
4
3
2 15 1
0 6/
4i , 1-70
.. 2 30
156
10
/16 5
\16 4
21
2i
3
3
2 12 \
2 12/
17 10
If
4
3 15
2 1-71
3 1 10
272
11
17 6
2^
3
2 15
18 0
U
3
2 5
2f 1 2-36 is 1 10
380
12
17 7
2|
4
4 7
18 3
2
4
4 2
2 2-40
3
0 50
362
iq /15 10
^^ \15 8
1|
U
3
3
2 0\
1 15/
1 8)
1 7/
1 18 3
1^
3
2 1
2i , TOO
3
2 30
300
14 /l^ 3
^* 117 0
2
2
■ 17 11
i
dia.
of gut.
2J 1-03
3
2 25
362
15 17 10
2i
4
4 9
'fl5 9
\ 2 1
2
1
4
4
3 91
0 4/
1 ! 0-11 .. j 2 15
220
9 10
11
12
! 13
14 1 15
IG
17 j 18
19 20
1
21
566
ELECTEIC PLANT.
Oct. 1898.
TABLE 2 (continued on next page).
Power absorbed in driving Main Shaft,
Main shaft 98 feet 4: inches long, 2 inches diameter,
1"
Power absorbed.
iJb
3
o ^
o
=3
d
-a
02
'S
Si
"3
o
Q
1
C3
o o
. OS
s a
o
S 3
O ^
Ph
Eemarks.
Watts.
Watts.
Watts.
Watts.
Watts.
Watts.
Watts.
1
272
55
54
164
545
218
509
A
bb
2
272
82
55
245
654
290
584
.3 5 ^ =t3
3
272
55
82
136
545
242
567
5 ^ a, <o
4
5
272
272
55
82
27
136
27
490
381
392
1,524
980
4,762
C
"S fl g* o 5 g
§ fs 3 -^ a ^
o ic -=3 o " ^
u ^ ^H 5 ® ^
3 S ° o !^ a,
6
272
—
82
191
545
—
—
G
7
272
55
27
82
436
—
—
B
i ^ > 11 .a
8
9
272
272
137
88
27
7G
54
272
490
708
218
166
510
416
A
A
a ;n J ^ 3 g.
1 s § i -s:^
10
272
55
27
191
545
272
319 A
s"s«|i-s^
J g -g -^ 1 M
11
272
109
55
109
545
198
231
? 2 ? § S II
12
272
137
27
163
599
299
250
H a § 1 -g «
II II §
13
272
82
17
65
436
174
436
A
II
14
272
82
55
136
545
218
529
A
15
272
88
76
54
490
1,960
4,454
22
23
24
25
26
27
28
\
Oct. 1898. ELECTRIC PLANT. 567
(concluded from page 564) TABLE 2.
Counter Shafting, Belting, and Lathes ; hath light and when working.
having twelve bearings, each 4| inches long, and ordinarily driving nineteen belts.
Notes on the Expekqients.
Main shaft and counter shafting, 15 sets, absorbed 794 watta.
Do. do. do. do. and 15 machines (light) absorbed 1,778 watts.
Do. do. do. do. do. (loaded) absorbed 2,500 watts ;
that is, all tools were at work, as shown in the Table.
Main shaft, with all counter-shaft belts resting on shaft, absorbed 518 watts.
Nineteen belts resting on shaft when revolving absorbed 246 watts.
The belting running when driving any individual tool under test was only that
required for driving this particular tool alone.
Speed of motor at 110 volts was 500 revs, per minute.
Speed of main shaft was 128 revs, per minute.
Lubrication in each case was with No. 1 oil.
All holes were drilled with Morse twist drills.
The same tool was used in each lathe, when comparing the watts absorbed for
different depths of cutting or different rates of traverse ; and the angle
of the tool was maintained the same throughout. With three times the
rate of cutting, the motor slowed down from 500 to 470 revs, per minute.
Ammeter readings were never steady ; this was due to the " flap " of the belt when
running, which caused a variation of about 12 per cent, in the current.
In each turning lathe a rod of gun-metal 1 inch diameter was reduced to 7-Sths
inch diameter.
TIT • 1 . £. , 1 J ■ , Weight removed
Weight of metal removed per minute = 5
Time
Watts absorbed per ounce of metal removed = Tgtal_Watts absorbed by cut
Total Weight removed
11- ,, 1 r , 1 • . Total Watts absorbed by cut
>\ atts absorbed per ounce removed per minute = ,„ . ^ = i •
Weight removed per minute
thus, taking No. 1 as an example, 545 total watts absorbed by the cut,
divided by 1-07 ounce of metal removed per minute, gives 509 watts as
the power absorbed per ounce removed per minute.
568
ELECTEIC PLANT.
Oct. 1898.
M
S5
S
<
3
H
fa
^
M
^
W
^
^
CO
S2
H
<»
■^
l-l
a
s
H
«
I^
a
fS
«
pi
V.
Q
<^
is
>
«
-(«
Q
Ci
?■
►«
la
Pi 5
2 a
C O CO I-
►^ O CO (M
C^ ^ !M
-O I- !M
!M 1-1 ,-,
^ -I L- C»
-*i OO rj CO
CJ C5 O — I
CI CO CO
-" o —
« irj o
O (3
^-2
H 5
Traverse.
.SPo
^ 9
= o =
> o « >n
.9 (M Cq <M
«0 i« lO
IM (N (M
^ n iO ir.
" 5<l -^1
CD « CO
« w C-.
C3 ? P
O H f
J; ^^
Oct, 1898. ELECTRIC PLANT. 569
Driven
by
Beltingr.
/Power .... 1,188 watts.
) Metal cut . . . . 9 • 75 ounces,
j Time occupieel . . . 2-25 minutes.
I Average 275 watts per ounce per minute.
Driven /Power , . . .616 watts.
by J Metal removed . . . 9 '75 ounces.
Motor J Time occupied . . . 2 '25 minutes,
direct. I Average 143 watts per ounce per minute.
Multiplying the watts by the time occupied in doing the work in each
case, the relative value is found to be : —
One cut. By belting 2,207 (Table 3) ; by motor 769 . Katio 3 to 1.
Three cuts. By belting 2,673 (Table 3) ; by motor 1,386. Katio 2 to 1.
The results furnished are unavoidably of a somewhat limited
character. They would no doubt have been more interesting if
obtained from larger tools, capable of doing heavier work. Under
such conditions it is probable the waste of power in shafting and
belting would not be so great in relation to the work done. Still
it is clear that an extensive loss does take place, and that this may
be reduced by driving each tool or machine direct from an electric
motor. If every foot of the shafting and every machine connected
with it were constantly at work without intermission of any kind,
the difference would not be so marked ; but this is just what does
not happen. Shafting is extended down a long shop, and scores of
tools are driven by it ; whether they are all at work or not, the
shafting has to be kept running. This entails a certain initial loss.
With large tools or machines absorbing over one horse-power, there
can be no question of the advantage derived from driving direct by
electricitv.
570 ELECTRIC PLANT. OCT. 1898.
Discussion.
Mr. Langdon desired to mention that nearly all the descriptive
portion of the paper had been written in the first instance for insertion
among the notices of works which had been furnished to the members
at the recent summer meeting in Derby. It had been thought
however that it possessed sufficient interest to form a paper for
reading and discussion at a meeting ; and he had then tacked on to
it the experiments which had been made with reference to the power
lost in driving by shafting and by belting ; and he had subsequently
been able to add the information that had been placed at his disposal
by Mr. William Carter of the Hydraulic Engineering Co., respecting
the novel manner in which the accuxaulator pumps at Leeds were
regulated.
Professor Alexander B. W. Kennedy, Past - President,
remembered that, when this description had been written in the
first instance merely to be published among the notices of the works
to be visited at the Derby meeting, he had strongly corroborated the
opinion that it ought to be read and discussed as a paper. The
result had been its presentation in its present form, with the addition
of some of the most valuable information which had been contributed
to the Institution Proceedings. With regard to the earlier part of
the paper, dealing with electric lighting, he noticed in page 557 that
dm'ing the year 1897 the outjiut had been 203,519 units, and that
the maximum possible output for 24 hours was 4,080 units.
Reckoning 313 weekdays in the year, it would appear that the
maximum possible output for the year would be about 1,277,000
units, out of which 203,519 units were actually generated or used,
being about one-sixth of the maximum possible. This was a much
larger proportion than ordinary electric lighting stations were able
to get, as an average of all the year round ; it practically meant four
hours' work per day at full load. Electrical engineers would think
themselves hapi>y indeed if they could get anything like a daily
average of four hours' running at full load in a general electric-
Oct. 1898. ELECTRIC PLANT. 571
lighting station ; with the "Westminster Electric Supply Corporation
the corresponding time was under three hours.
If it were possible to give the total efficiency of the transmission
to the accumulator pumps mentioned in page 559, this information
would prove acceptable to many of the members. The current was
generated at 2,200 volts, and was transmitted with a loss of 5 per
cent, (page 555) ; it was then transformed down to 210 volts, and
distributed at this pressure. It was an interesting question how
much loss occurred in a case like this. It could easily be estimated
from the observed efficiencies of the machines worked by the current ;
but the information as to what actually happened in practice, under
all the varying conditions and loads, would be highly valuable
if it could be given.
The last part of the paper, which had been condensed into so
small a compass, contained information which he thought would be
of great practical value to many engineers, and which had not
hitherto been accessible except to those who had had to make
experiments for themselves in the same direction. Whether the
particular machines here dealt with were fair samples of the
ordinary machines in engineering shops or not, he did not know ;
but it seemed to him that the comparative value of the results given
was not dependent on this. Taking them as they appeared in the
paper, there were fifteen machines, of which not merely the net work
was measured and given, doubtless with considerable accuracy, but
also the total work, the latter being subdivided into a number of
different sections. From the figures in page 566 it appeared that,
if all the fifteen machines were doing work at the same time, the
total of column 25, headed " cut," amounting to 2,025 watts, would
represent the whole of the useful work being done. The total of
column 26, headed " total," amounting to 7,954 watts, included
however the amount of 272 watts (column 22) fifteen times over, for
the driving of the main shaft. Subtracting from 7,954 therefore
fourteen times 272 or 3,808 watts, there remained 4,146 watts as
representing the whole work that would be done, supj)osing the
shafting were all running and all the machines were doing their
work. Here therefore, under these favourable circumstances, when
572 ELECTRIC TLAKT. OcT. 1898.
(Prof. Alexander B. W. Kennedy.)
all the machines were running at once and all under their proper
load, the efficiency was seen to be only 2,0254-4,146, or say 49 per
cent. ; and consequently 51 per cent, of the power was being wasted,
including that necessary to drive the machines light. It was this large
waste which lay at the bottom of the saving mentioned in page 561
as resulting from the use of a system where not nearly so much
power was continuously and constantly wasted,* In his presidential
address in 1894 (Proceedings, pages 178-9) he remembered referring
to this subject, and working out the conclusion that, if in any
machine-shop the power lost in the shafting generally was less
than about 25 per cent, of the average useful work, it was not worth
while using electrical driving for tools. Afterwards he had been
remonstrated with for having discouraged the use of electrical
driving for tools ; but this he thought would not be the effect of
his statement, which he believed to be correct. The example cited
in the paper was one which no doubt represented a great many
others, where the amount of inevitable waste in the driving of
shafting and counter-shafting was much greater than the minimum
limit he had assigned. It was an instance in which the cost of
electrical driving would no doubt be much less than the cost of
driving from a steam engine through shafting and belts. It had been
well pointed out at the end of the paper how electrical driving got
rid of a quantity of useless material in the shape of shafting,
continually driven whether doing work or not. In his own
experience he had indeed found many instances in which, from the
exigencies of the conditions, a machine could not be electrically
driven direct, or even with one set of gearing, but coimter-shafting
must be used. But even under such circumstances the individual
counter-shaft of the particular machine was running only at the time
when the machine was doing work : so that this particular bit of
waste was not going on always, as it would be in the ordinary mode
of driving, but was practically going on only while the machine was
* When quoting these figures from Table 2, page 566, he hsid not noticed
that other figures also, no doubt obtained from further direct experiments, were
given in the notes to this Table in page 567. The point of the matter however
remained the same, whichever figures were dealt with.
Oct. 1898. ELECTRIC PLANT. 573
actually being driven for doing useful work. For the figures given
in the paper he wished personally to thank the author, because he
should find them of great use to himself, as he had no doubt would
many of his colleagues also.
Mr. A. Ta>'>'ett TTalkee, Member of Council, considered the
application of electricity to driving the accumulator pumps for
working the lifts at the Queen's Hotel in Leeds (page 559) constituted
a fine tribute to the value of hydraulic power. Lifts were required
in the hotel, and what seemed to him the best means had been
taken for working them, namely the use of hydraulic power ;
and in order to produce the hydraulic power, inasmuch as there
was not steam power in the hotel or it was not convenient to
use steam power, electric power was employed for driving the
hydraulic pumps. It was stated that there were two sets of pumps,
each with a capacity of 23 gallons per minute, working under a
pressure of 700 lbs. per square inch, which was equivalent to a head
of nearly 1,650 feet. One gallon of water weighing 10 lbs., pumped
per minute under this pressure, represented therefore half a horse-
power ; and 23 gallons per minute of pressure water at 700 lbs. per
square inch were equivalent to about 11^^ horse-power. Why did
this 11^ horse-power in the hydraulic pumps require 23 brake horse-
power in the electric motor to produce it '? Surely there was not so
much as 50 per cent, loss between the electric motor and the2)umps ?
or might it be that the President had taken the excellent precaution
of asking for so much more power, above what was immediately
required for driving the pumps ? However this might be, the fact
remained that the whole arrangement was a fine tribute to the value
of hydraulic power. Instead of using a worm and worm gear, or
any other kind of gear, for working the hoists in the hotel, as might
have been done with the electric motor, it had been deemed
preferable to take the trouble of pumping water up to 700 lbs.
pressure per square inch by the electric motor, and then to apply it
to the ram of a hydraulic hoist. The hydraulic ram was the safest,
the most economical in working and maintenance, and the least
trouble all round.
574 ELECTRIC PLANT. OcT. 1898.
Mr. W. H. Patchell said that, in view of tlie figures just quoted
by Mr. Walker respecting the hydraulic lifts, he should have
preferred to try to get the lifts worked direct by the electric motor ;
for he really did not see why it was necessary to have the hydraulic
power intervening.
Mention was made in page 557 of an interesting arrangement of a
pair of compensators for regulating the pressure in the middle wire
of the three-wire system. He asked whether these did not amount
to an additional pair of machines, beyond what were generally used
for balancing on the three-wire system. If he understood the
plan rightly, two series dynamos were here coupled together
mechanically, and also, he supposed, driven mechanically by the
shunt motor. In most instances regulation was efi'ected with only
two dynamos coupled together ; and in some cases with only one,
having a double-wound armature.
With regard to the author's load factor, he quite agreed with
Professor Kennedy that the annual output certainly seemed to be
much larger than was usual from a generating station of the size
described. It did not seem to be on a level with stations which
had to stand the bnint of London fogs ; indeed he should like
to change the suddenly fluctuating load of foggy weather for the
daily load mentioned in page 557. The magnitude of the stand-by
power in London electric stations he thought would appear rather
astonishing in comparison with that reserved in Derby.
The plan of regulating electrically-driven pumps by blocking
the suction valve open was one that he had lately seen elsewhere.
It seemed indeed as though engineers generally wanted to make use
of electricity for driving pumps and for doing any other kind of
work, in order to save the condensation in the steam pipes and
cylinders of small steam engines when running under any load.
There would no doubt be a saving throughout in the auxiliary
machinery by so doing. But the mode of regulation did not seem
to him quite a happy arrangement. For boiler feeding it would
produce almost the worst effect imaginable. The three-throw pump
ought always to give a steady flow, and, being driven by a shunt-
woimd motor, a steady number of revolutions per minute. But
Oct. 1898. ELECTBIC PLANT. 575
at times of low load, when one pump only of the three was in action
and was running at maximum speed, it would be likely to produce
disagreeable jars in the feed-pipe. Whether the same objection
occurred with the hydraulic lift he did not know ; probably any
shock would be taken up to a great extent by the accumulator, of
which a boiler feed-pump did not get the advantage. The regulation
of electric motors he thought still called for improvement in some
way or other, in order to render it quite as handy as the regulation
of a steam engine. The speed of a steam engine could be regulated
with beautiful simplicity, but at what cost could hardly be known
until the end of the year. The volt-meter and other readings were
easy to obtain in electric driving, and it could be seen exactly what
was being done from minute to minute in any application of electric
power ; but this was not quite so easy with a steam engine. In
putting up lately some electrically driven fans, he had had some
doubt in regard to regiJation, whether to put in a shunt-wound
motor or a series-wound motor. The perplexity had been happily
solved by putting in series-wound motors and a series-parallel
switch : so that for low load the two motors were worked in series,
while for high load the switch was changed over so as to put the
two motors in parallel. This plan had turned out highly efficient
in actual working.
Mr. William Schonheydeb said that for regulating the delivery
of a pump by holding the suction valve open he had used thirty
years ago an arrangement similar to that described in page 560. But
he did not see how the latter Avas to act with safety, because,
supposing the pump was making its indoor stroke at the moment
when the lifting cam underneath was trying to lift the suction valve,
there would be a load on the top of the valve — assuming it to be
2^ inches diameter and under a pressure of 700 lbs. per square inch
— amounting to 3,400 lbs., or say 1^ ton. This load would all come
upon the small cam-shaft below, and surely must lead to excessive
wear and tear. If at the commencement of the indoor stroke the
valve was already partly lifted by the cam, but not sufficiently to let
the whole of the water escape through it, there would still be a
676 ELECTRIC PLANT. OcT. 1898.
(Mr. William Schouhevder.)
heavy load thrown upon the cam and shaft. The result would be
that some part must soon break. In his own arrangement he had
interposed a spring connection between the cam and the vertical rod
which lifted the valve ; and the cam was made steeper, so that the
lifting pressure came upon the rod rather suddenly, and not so
gradually as shown in Fig. 5, Plate 101. The consequence was that,
if the pump was making its indoor stroke when the cam tried to lift
the suction valve, the valve still remained closed ; but directly the
pxmip began to draw water, the spring intervening between the cam
and the lifting rod lifted the valve up to its full extent, so that at the
next indoor stroke the water would return freely through the suction
valve, and with no strain on the gearing.
Mr. E. E. Dolby noticed that in page 567 the amount of power
absorbed with the whole of the machines fully loaded was given as
2,500 watts ; and when the whole of the machines were running
light, the power absorbed was 1,778 watts. It ajipeared plain
therefore that only 29 per cent, of the power expended was usefully
employed in the work done. It was also stated in the same page
that in each turning lathe a gun-metal rod one inch in diameter was
reduced to 7-8ths inch diameter ; and in pages 566 and 568 the power
expended in removing an oxmce of metal was recorded. It was
necessary he thought to know that the work was done upon this
particular size of bar, because it was obvious that more power would
be needed to take the same weight of material off a bar of larger
diameter. In regard to the lift worked by electricity through
hydraulic power, he asked what objection there was, if any, to using
an electric lift in the particular instance described in page 559. It
seemed to him that the loss in the two transformations of power
for working the lift by hydraulic pressure must be considerable.
He should be glad to know whether the motor di'iving the hydraulic
pumps was shunt-wound or not. He also asked whether light and
power were obtained from the same feeders ; for in attempting to
work electric lifts by mains which were also used for lighting, he
had found that the fluctuations in the potential were too considerable
for good lighting.
Oct. 1898. ELECTRIC PLANT. 577
Mr. Druitt Halpin Lad lately had to deal often with this
very question of the mode of working lifts in hotels. The cost
of the electric current was given in Table 1, as he understood,
without any capital charge, without any allowance for depreciation,
and without any interest on capital ; but taking 5 per cent, for
interest on capital and 10 per cent, for depreciation, he had been
able to obtain a handsome reduction on the figures given in
the Table. Yet even under these favourable circumstances he
had not used electrical power for working the lifts, for a reason
which he thought possibly was often lost sight of for such work. It
would be impossible for gasworks to exist commercially at the
present time, if it were not for their residual products ; and in
generating electrical power for lighting hotels, it had not yet been
found advisable or possible, as far as he knew, to employ condensing
engines : so that, besides getting the electric light which was
required, another commodity or residual product was also obtained,
which in hotels was equally essential, namely an enormous quantity
of low-pressure steam. The whole of this steam, or at any rate
more than 90 per cent, of it, could be utilized in producing the
supply of hot water which was absolutely necessary for the use of
hotels. Consequently instead of working hotel lifts through
electricity by transforming it into hydraulic power, he worked them
direct with steam, and afterwards condensed all the steam, utilizing
its heat in the form of hot water, in order to avoid the complication
of condensing engines. If this question were looked into at the
hotel in Leeds, and if the whole facts were ascertained about the
hydraulic lifts, he thought it would be found that, if anything like
an ordinary quantity of hot water was being used for baths and
other pui'poses, a large quantity was also being produced by what
was called live steam from the boilers, which might be fixst utilized
with advantage for working the lifts direct.
Professor Eobert H. Smith noticed that the figures given in
pages 566 and 567 did not seem to harmonise with one another. The
main shaft when not loaded with belts took 272 watts to drive it
3 c
578 ELECTRIC PLAKT. OcT. 1898.
(Pi'ofessor Robert H. Smith.)
(column 22, page 566), According to page 567, when loaded with, all
the nineteen counter-shaft belts resting on it, but the belts not
driving, it took 246 watts more, or 272 + 246 = 518 watts. When
all the counter-shafts were running together, the machines being at
rest, 276 watts additional were absorbed, making in all 518 -{- 276
= 794 watts. The driving of these counter-shafts therefore
absorbed 794 — 272 = 522 watts. But driven separately they
seemed, according to the total of the amounts in column 23, to absorb
1,162 watts, or 2^ times 522. Hence when driven separately each
counter-shaft would seem to add on the average a resistance
2j times the one-fifteenth part of that added by the fifteen shafts
when driven all together.
Again, the resistance of all the fifteen machines together when
running light added 1,778 — 794 = 984 watts, according to page 567,
But according to column 24, the sum of the powers needed for the
machines when each was di'iven separately was only 687 watts, or
7-lOths of 984. Thus each machine driven separately seemed to
add on the average only 7-lOths of one-fifteenth part of the
resistance added by the fifteen machines when all driven together.
Again, putting these two items together, the fifteen counter-shafts
and their machines, together running light, added resistance equal
to 1,778 — 272 = 1,506 watts, according to page 567. But the sum of
the powers given in columns 23 and 24 Mas 1,162+687 = 1,849
watts, which was nearly 1;^ times 1,506,
Again, from page 567 it was found that the extra power required
fordoing work in all fifteen machines together was 2,500 — 1,778 =
722 watts. But according to column 25, the sum of the powers
required for doing the work when each machine was driven separately
was 2,025 watts, or 2*8 times 722, Hence this comparison would
make it appear that the work done in each machine driven separately
was on the average 2 • 8 times the one-fifteenth part of that done
similarly in all the fifteen machines working together.
The efficiencies obtained from page 566, that is, the ratios of
power absorbed by the work to total jiower expended, were as
follows, ranged in order of merit : —
Oct. 1898. ELECTRIC PLANT. 579
No. of Machine 9 2 G 10 1 4 12 3 14 11 7 13 S 15 5
Efficiency per cent. 3S 37 35 35 30 28 27 25 25 20 19 15 11 11 7
If tlie total power absorbed was arrived at from page 566 by adding
together the sums of columns 25, 24, 23, and 272 watts from colmnn
22, tbis total was 4,14G watts ; and tbe sum of the work done in
column 25 being 2,025 watts, these figures would indicate an
efficiency of 49 per cent. But the simplest calculation of total
efficiency was obtaiaed directly from page 567, namely (2,500 — 1,778)
-^2,500 = 29 per cent. The discrepancy between 49 and 29 per
cent, was about equally striking with that between the total 4,146
watts obtained indirectly from the columns in page 566 and the 2,500
watts measured directly and recorded in page 567 ; and was less
striking than the discrepancy in the total power expended on work
done, namely the 2,025 watts obtained from column 25 and the 722
watts measured directly as noted in page 567.
In column 26 of the total powers (page 566), out of fifteen
readings no less than six agreed in being 545. It would seem that
the ammeter used had too great a partiality for this particular
power, and that its verification would be desirable.
When the extra power was put on for doing useful work in the
machines, the frictional losses were increased in some parts of the
gearing, probably in all parts slightly ; and in the parts nearest
the tool the losses were increased considerably. In shaft bearings
the loss by friction was not much increased ; but in spur gearing,
in bevel gearing, and in worm gearing especially, it was increased
greatly when the useful work was put on, and consequently the
whole power being transmitted was increased thereby. The actual
power applied to the tool point in cutting he had himself measured
in a great many light lathes, planing and drilling machines, and
other tools ; and not long ago he had the opportunity of measuring
directly the cutting force applied in one of the monster lathes which
pared down steel ingots, taking off the outer skin in order to see if
the ingot was sound. The cuts there taken were sometimes as much
as 1^ inch deep ; but he had not been able to get any opportunity of
dealing with so great a depth as that. The depth of cixt for which
he had measured the power was a little under 3-8ths of an inch,
3 c 2
580 ELECTRIC PLANT. OCT. 1898.
(Professor Robert H. Smith.)
with various traverse feeds from l-lGtli of an inch up to half an
inch. The biggest shaving that was taken off in the experiment
was half an inch wide by nearly 3-8ths inch deep. The cutting
speed was between 5 and 6 feet per minute; and the pressure
upon the tool point was 21,200 lbs., or just a little under 10 tons,
as measured with exceeding accuracy by the apparatus he had used,
which did not interfere in the smallest degree with the cutting
and produced absolutely no chatter at the tool point ; the cutting
took place just as quietly as in any ordinary lathe. In the
measurement of the 21,200 lljs. ho was almost sure there was
not an error of more than 100 lbs., though he thought there
was a probable error of more than 50 lbs. Nearly 10 tons
at between 5 and 6 feet per minute was little over 50 foot-tons
per minute ; 14^ foot-tons per minute Avas 1 horse-power, so that
there were between 3 and 3^ horse-jDowor actually applied at the tool
point, as ascertained by direct measurement on one of those monster
lathes. It was reckoned he believed by the makers and users of
the lathes that from 12 to 14 horse-power were required to drive
them in making such a cut.
Mr. H. Graham Harris, Member of Council, had lately had to
consider, in some new works which he was erecting, whether it was
desii-able to drive all tools of all classes, large and small, each by its
own motor. But when he came to investigate the question of capital
cost, he found it would be absolutely impracticable to do this. For
driving a lathe costing say £o'<J, the cost of a belt with its proportion
of shafting was not much more than £5 ; if there were many
machines so driven, it was not quite so much. But if a separate
motor had to be employed, running probably at 1,000 revolutions per
minute, and this speed had to be reduced through a counter-shaft
and a belt, as was generally necessary, the cost of the lathe might
thereby be doubled to start with. At present with small tools the
capital cost of putting a separate motor to every tool was absolutely
prohibitive. With large tools taking from 12 to 15 horse-power
or more, the matter was a little different ; and he was not at all sure
whether the capital cost would be prohibitive, or whether the
Oct. 1898. ELECTEIO PLANT. 581
continuous saving wliich was undoubtedly effected, a day to day saving,
would not more than j^ay interest on tlie increased capital cost. Each
case must be judged upon its own merits ; and he should be very
glad if the author would supplement his information by dealing with
this particular question of the capital expenditure necessary for such
an installation, which had not been touched upon in the paper.
Mr. W. G. Walker thought it would also be useful if the
efficiency could be given of the motor employed (page 561), because
all the results which were given depended on the efficiency of the
motor. The experiments with the fifteen machines had apparently
been made with the one motor driving a long line of shafting and one
machine at a time. The motor was therefore working at a low load,
probably only one-tenth of its full load; and its efficiency would
consequently be low, probably not more than 30 or 40 per cent.
It would be interesting and valuable if the i)aj)er could be
supplemented with the characteristic curves showing the efficiency
of the motor.
Mr. E. Tremlett Carter said it was a common occurrence in a
great variety of works, where electric driving had replaced ordinary
steam and mechanical driving, to find a great increase in the
efficiency. For the measured efficiency of steam-driven mills and
works was often as low as 20 per cent. ; that is to say, on the
average of the day's work, not with a measured full load, it was
common for as much as 80 per cent, of the brake horse-power of the
main engine to be wasted in belts, shafts, and bearings, in order to
perform with the remaining 20 per cent, the actual useful jjaying
work which had to be done. In the last sentence of the paper
(page 569} it was said that, with large tools or machines absorbing
over one hurse-power, there could be no question of the advantage
derived from driving direct by electricity. This indeed he wished
were an absolute established fact, one way or the other. In electrical
driving in works of varied character, from heavy ship-building yards
to small bicycle factories, his own observation had been that there
was no guiding principle for the way in which the motors were put
582 ELECTKIC PLAJNT. OcT. 1898.
(Mr. E. Tremlett Carter.)
in. Sometimes a wliole shojiful of small tools were driven by a,
single motor, while in an adjoining shop each small tool was driven
by a separate motor ; sometimes three or four large wall planing
machines were driven by one common motor, whereas in other
instances a separate motor was used for each machine. It was
desirable therefore to arrive at some guiding principle for deciding
what kind and size of machines in any particular works should be
driven by separate motors, and what should be driven in a group by
a single motor driving a main shaft and through it a number
of machines. The core of the subject seemed to him to lie in
the capital outlay. Although the efficiency might be increased
considerably, and the coal consumption be reduced by putting a
separate motor even upon each little machine, however small, yet,
when this was done throughout the works, the capital outlay and the
interest thereon, and the maintenance of the number of small motors,
would in his opinion swamp altogether the saving in the
coal bill. Although the accumulations of facts which were being
obtained, such as were furnished in the present paper, would no
doubt ultimately enable some guiding principle to be arrived at for
deciding as to whether to adopt a single common motor or a
multiple system of separate motors, practice was at present altogether
heterogeneous, and seemed to be guided by no principle at all.
Mr. Henet Lea, Member of Council, observed that in page 556
there were stated to be 2,175 lamps of 16-candle power, and 348 of
8-candle power, making an equivalent total of 2,349 lamps of
16-candle power. At 60 watts each, these would consume 141,000
watts; and at 0*6 ampere each, 1,410 amperes. The maximum
output observed in ordinary work was given in page 557 as 1,430
amperes; and at this time therefore it would appear that the
machinery must have been engaged in doing nothing but lighting,
because there would be a margin of 20 amperes only for other
purposes. Again from page 556 he observed that there were two
dynamos which gave 500 amperes each, and two which gave 275 each,
making a total of 1,550 amperes. If from tbis were deducted the
maximum output of 1,430 amperes, a margin was obtained of 120.
Oct. 1898. ELECTRIC PLANT. 583
This seemed to Mm to be a small stand-by margin, if the require-
ments reached daily, or at all events frequently, the maximum of
1,430 amperes, out of the total output of only 1,550 ; and he should
have thought it would have been advisable to have a larger margin
of power in reserve.
With regard to the power consumed by small machines when
driven by an electric motor, as compared with the power required
when driven by shafting, he had recently had an opjDortunity of
ascertaining some practical data. There were in one shop five
double-ended polishing spindles, having a polishing wheel on each
end of the spindle. They were driven at 2,000 revolutions per
minute by belts running on pulleys only 2^ inches diameter on the
spindles. The line shaft was below the bench on which the
spindles were mounted, and in its turn was driven from another shaft,
and the latter again from a counter shaft in the engine-room, while
the counter shaft was driven from the main shaft of the engine.
An electric motor was subsequently put up to drive the polishing
spindles through the shafting, exactly as the steam engine had
driven them ; and it was found that to drive the shafting and the
polishing wheels idle took about six electric horse-power, while to
di'ive the shafting and the polishing wheels with the full work upon
them took nine horse-power. Then an electric motor was put up,
of which the spindle was itself a double-ended spindle with two
polishing wheels, and there were no counter shafts and no belts
whatever. The power required to drive this independent jjolishing
machine with its two polishing wheels was about f horse-power,
which multiplied by five similar machines would amount to less than
four horse-power, instead of nine ; therefore about five horse-power
would be saved. It was commonly considered that a steam engine cost
about £10 a year per horse-power for running expenses. On this
basis it woidd cost £50 a year to get the five horse-power which
apparently was now being totally wasted. If the interest,
depreciation, and redemption were taken at 10 per cent., the saving
would justify an outlay of £500 ; whereas the whole cost of five
electrical polishing sjiindles would certainly not be more than £150.
In this particular instance therefore it appeared that, although an
584 ELECTBIC PLANT. OcT. 1898.
(Mr. Heur}- Len.)
electric motor Lad to he employed for eacli macWne, and each
machine required only f horse-power to drive it, a material saving
would be realised by abandoning the steam engine with the shafting
and belts, and by driving each polishing spindle direct with a
separate electric motor of its own.
With respect to the driving of hydraulic lifts by electric motors
(page 559), he could not help thinking that this arrangement must
have been made at a time when electric lifts had not been much
developed ; and it appeared to him that, when electric lifts had been
more fully developed, there would no longer be any probability
that hydraulic pressure would intervene between the electric
motor and the lift.
Mr. Jeremiah Head, Past-President, thought the question in
the minds of some of the previous speakers was whether it was best to
allow a given central steam-engine to drive the various tools through
shafting, gearing, and belts ; or whether a similar engine should
generate electricity, and drive the same tools by means of motors.
It must not be forgotten however that there were other kinds of
works besides machine-shops, and other ways of driving in use
besides those mentioned. For instance, there were establishments
where power was conveyed by steam in steam pipes for long
distances, sui)plying a large number of small non-condensing steam
engines, each driving one or more tools in various parts of the
works. In some instances not only were there numerous steam
engines in different parts of the works, but they were each driven
by a separate boiler with a separate man to attend to it. When
this was so, it became an exceedingly wasteful and costly
arrangement. A large amount of the steam generated was wasted.
The load factor was usually very low. Such engines were usually
at work at full load during only a small portion of their time,
and meanwhile were simply condensers of the steam ; and their
general efficiency must be very small indeed. It was in instances
of this kind, he thought, that the greatest saving would be found
in the employment of a central generating station, with an economical
high-pressure compound or triple-expansion engine, supplied with
Oct. 189t<. ELECTEIC PLANT. 585
steam by a single set of boilers, and distributing tbe power through
electrical leads all over tbe works. Sbii^-yards, iron and steel
works, and similar establishments, ■were instances in jioint. At
Messrs. Eichardson's engine works at Hartlepool he believed there
had been until lately something like twenty-seven small non-
condensing engines. The whole of these had now been taken out,
and a triple-exj)ansion engine working at high pressure and
condensing drove the whole of the machinery through electricity,
and with most excellent results. In steel works abroad the same
plan had been carried out with great success ; and speaking
generally, it had been calculated that there had been a saving of
about half the coal by that means. Not only was the saving in fuel
exceedingly great, but so also was the convenience ; and moreover
there was an opportunity of continually adding new machines
or new pieces of shafting, by simply adding another electric
motor and coupling it up. These were instances which seemed
to him not to have been yet contemplated by previous speakers ;
and they were instances in which electric driving had proved most
beneficial.
Mr. Henry E. J. Burstall believed that some experiments had
been tried, with the result of showing that it was actually more
economical to drive a group of small lathes by a single electric
motor through shafting, than to drive them separately by a number
of separate motors, each lathe from its own motor. The reason was
that, when a separate motor was put on to drive an individual tool,
it was always necessary for it to be considerably bigger than was
required for the average work of the tool. Thus if there were a
dozen lathes or printing machines, each taking ^ horse-power, and
a separate motor had to be put on each, it might be necessary that
each motor should be of ^ horse-power. But if the dozen machines
were grouped together by shafting, they would not require a single
motor of so much as six horse-power ; and therefore a saving in
running expenses was obtained, through being able to work a
smaller motor at a higher efficiency, which made up for the loss of
efficiency in the shafting.
586 ELECTEIO PLANT. OcT. 1898.
Mr. J, Hartley Wicksteed, Vice-President, considered that in a
works employing about £10,000 worth of steam-driven tools, such as
planing machines and lathes, there would be a coal bill of about
£500 a year. If a single electric motor was substituted to drive the
shafting, and the work was still carried on with counter-shafts and
belts, there was not much good gained by the change. But if
separate electric motors were put up to drive each machine through
toothed gearing, more efficient driving was obtained of the machines,
because there was no loss of motion. If a machine was driven by
belt, it was not known what sj)eed the machine was going at,
because it was not known how much lost motion there was in the
belt. Half of the machines in the shop might be running with
25 per cent, of slip in the belt, until it was found by careful
examination of each individually that the belt required tightening
up. When the belt was tightened up, it would probably be done
with a lap joint, which would have in it the elements of self-
destruction ; and it would not be many days before it was again
running with a good deal of lost motion. But on the other hand,
if a separate electric motor was put on to drive each machine
separately, it must be an expensive motor to drive such a tool as a
heavy planing machine ; because, while the planing machine might
require a 20-horse-power motor to drive it on the cut, it would
require a 40-horse-power motor to drive it at the moment of reversal.
The planing-machine table might weigh 20 or 80 tons ; and if it
was reversed at about GO feet a minute, it would require at least a
40-horse-power motor to have control of it without injury to itself,
and to pull it back on the idle stroke at 60 feet a minute. In
default of any comparative estimate in the paper, such practical
enquiries as he had been able to make in certain directions with a
view to putting up electrically driven machinery had led him to
think it was fair to say that electrically driven machinery cost twice
as much to put up as machinery driven by belting, including in the
former both the machines themselves and the motors driving each
machine separately. The steam engine aud dynamos generating the
electricity, together with the copper conductors, he was reckoning
could be put up at the same cost as an ordinary engine with its lines
Oct. 1898. . ' ELECTRIC PLANT. 587
of shafting and counter shafting. Hence he was brought to the
belief that, in works employing at present £10,000 worth of steam-
driven machinery and paying a coal bill of £500 a year, the
substitution of electric driving by separate motors on each machine
would necessitate altogether £20,000 worth of machinery, and the
consequent expenditure of £500 a year in extra interest : so that,
even if all the coal were saved, knocking the coal bill off altogether,
there would be no saving on that score. Therefore what had to be
pointed to as an advantage in electrically driven machinery was not
a saving on the coal bill, but the fact that each machine was driven
with a positive motion and always up to speed.
Mr. W. WoEBT Beaumont thought that, for deciding whether it
was worth while to adopt electric driving for machinery in any
particular instance, one of the most important considerations was
whether the various machines were concentrated within a small
compass, or scattered wide apart over a large area. In the United
States he had recently visited two different kinds of works. One
was a large manufactory of machine-tools, and of screws and all the
numerous articles that were turned out by what were generally
called automatic screw-making machines, in which nearly everything
necessary for clocks, watches, and small machines was made more
or less without attention. Such machines might be collected together
by the acre ; and though they might occupy a large sj)ace, they would
require a large amount of power concentrated, and no method was
so economical as driving them by shafting, in the manner that was
adopted in the works of Messrs. Brown and Sharp at Providence.
The other kind of works were such as the large car-building works,
of which so much had been heard. In a large works which had
recently been erected by one of the oldest firms of tramcar builders in
the States, with a knowledge of everything that had been done in that
land of master mechanics, it had been necessary for various reasons
to construct the shops in a number of large separate bays or separate
buildings. To put up shafting for the different machines in those
several buildings would have required engines if not boilers in
nearly every one of them. On the other hand, the total power
588 ELECTEIC PLANT. OCT. 1898.
(Mr. W. Worby Beaumont.)
required was not more than about 700 liorse-power. The plan there
aclopted had therefore been to put up a central generating station,
and to send the current to the different portions of the works : in
some parts to a few shafts of the nature of counter shafts, as could
be conveniently done ; and in other parts to separate motors driving
the separate machines direct. Even in these works the question of
separate motors or of collective driving had had to be considered ;
and it was quite impossible he believed to make any general
statement as to which was the best, even in engineering works. In
such instances as chemical works, where large quantities of machinery
of different kinds were used which had to be spread over large
areas, there could be no doubt that electric driving would be the
best. With regard to the question of convenience, to which attention
had been drawn by Mr. Head (page 585), convenience was perhaps
one of the most peculiar things to put a money value upon, and only
experienced works managers could well do it ; but it was one of
tliose difficult points which had to bo considered in this connection,
and one which was now at the bottom of the question — which system
would pay best, and which particular form of it would pay best.
Mr. Laxgdon said that, with respect to the output of the Derby
electric station, which had been commented ujion by Professor
Kennedy (page 570), he believed the figures given in the pai)er were
correct ; but he would look into them again, and see if any error had
crept in. [See also page 598.]
"With reference to the loss of power in driving through shafting
and counter shafting, only a few days ago a Glasgow gentleman, who
was about to remodel his works, had called upon him, and had fully
confirmed Professor Kennedy's remarks (page 572), that there was
an enormous loss in driving works Avith a great deal of shafting
and belting, in respect of which nothing at all was known beyond
the fact that the coal bill was thereby largely augmented. He
was thinking of re-arranging and enlarging the whole of his
works, and was contemplating the distribution of power throughout
them entii'ely by electrical means. The same coui'se was now
being adopted at the Bristol Wagon Works, the manager of which
Oct. 1898. ELECTRIC PLANT. 589
had written as follows : — " These works are divided into two
departments, one devoted to the mannfactiue of railway carriages
and wagons, and the other to that of road vehicles. Each
department has its own saw mills, smithj', and fitters' and
wood-workers' shops ; and the machinery in the various shops is
driven by a separate single-cylinder non-condensing steam-engine,
provided ^\-ith steam at abont 50 lbs. pressure per square inch :
an engine practically to each shop. The sis boilers generating
steam for these engines consume about 2,000 tons of coal per annum.
The average total indicated horse-power is about 220 I.H.P. For
this steam-driving power we are now substituting electrical power
on tbe Brown Boveri three-phase principle. The generator is of
270 B.H.P., driven by a compound coupled surface-condensing
engine of 400 I.H.P., which is supjilied with steam by a Lancashire
boiler working up to 150 lbs. jiressure per square inch, and fitted
with Green's economiser and a water-circulating apparatus. To
drive the various shops, there will now be provided ten motors,
varying from 2 to 65 H.P., each placed as close to its work as
possible. It is estimated that the saving in coal through working at
the higher pressure, and the saving in wages and attendance and
firemen for the discarded larger number of engines, will together
make up a total saving of from £700 to £1,000 per annum. The
fitting shop which is nearest to the new engine will be driven direct
from the engine, and not by electrical motor like the other shops."
With regard to the adoj^tion of a 23-H.P. electric motor for
driving the hydraulic pumps at Leeds which developed only 11^^
horse-power (page 573), he thought it was always better to provide
sufficient power to meet future demands and to make sure of starting
promptly, rather than to cripple the lifts in any way ; the indicated
power was no doubt greater than would suffice for present demands.
No details had yet been arrived at as to the efficiency of the
arrangement ; it had only just been put into operation, and was still
in the hands of the contractors. [See also page 601.]
The reason for the employment of an electric motor to drive the
hydraulic pumps for working the lifts in the hotel was that the main
passenger lift had to be placed in the well of the staircase ; and
590 ELECTRIC PLANT. Oct, 1898.
(Mr. Langdon.)
to have suspended the lift in order to drive it direct by an electric
motor would have resulted in a decidedly unsightly appearance. It
had therefore been determined that a hydraulic ram should be used ;
and in order to work the ram and accumulator as was thought in the
most economical manner, the pumps had been arranged in the way
described. By this means it was believed that space had been saved
and economy effected.
The regulators used at Derby for the purpose of putting up the
potential of the current (page 574) were, he believed, the first set up
in this country. They were designed by Mr. Sayers, whose name had
recently been intimately associated with improvements in electrical
machines ; and they had given great satisfaction.
The loss of power in driving the various tools in the small
workshop which was under his direction at Derby he had not looked
at in quite the same way as Professor Kennedy (page 572) and
Professor Smith (page 579), by whose calculations from the figures
given in the paper an efficiency was arrived at of 49 per cent, and
29 per cent, respectively. But careful observation had shown that
the actual time during which the fifteen machines were tui-ning out
work amoxmted to only a little over one-third of a day's work : so that
for nearly two-thirds of the day the machines might be said to be
running idle ; that is to say, the shafting was running and the
machines themselves were running, but no work was being produced
from them. Herein lay the great advantage of employing electricity
for many such purposes. A great amount of time was taken up in
workshojDS in fitting and placing the material, before the tool
could be put to work on it. An electric machine that was driven
direct by its own separate motor could be thrown out of action and
kept waiting until the fitting was ready ; and then the current could
be turned on, and the tool would go to work. The further valuable
information furnished by Professor Smith from his own measurements
(page 580) would be of interest he was sure to many mechanical
engineers, as it was to himself.
In regard to the capital cost of electric driving indifferent works,
there was no question at all that electricity cost a great deal to
adopt ; and the only mode, he thought, of determining whether to
Oct. 1898. ELECTSIC PLANT. 591
adopt it or not was that wliicli had been suggested by Mr. Harris
(page 581) and other s^ieakers, namely by considering each case upon
its own merits. If it was seen that there would be an advantage in
employing electricity, then of course it should be applied. Advantage
would not always be found in applying it direct to individual tools.
If a tool took three or four horse-power to drive it, there ought to be an
advantage in applying an electric motor direct ; but for lower powers
greater advantage might be found in grouping the lighter tools. If
the lighter tools were grouped, it should be done in such a manner
that the tools which were most likely to be used at one time should
be placed together ; for instance, three or four small planing
machines, which did not require much attention. In large works no
doubt a planing machine would generally take so much power as to
justify driving it direct by a separate electric motor. If he were
laying out a workshop to be driven by electric power, he should
put the tools in groujDs comprising those which were required to be
at work at the same time, so that the full advantage might be
obtained of the shafting driving each group of tools.
The electric motor used for driving the shafting from which the
experiments given in the paj)cr were taken was an 8 horse-power
motor (page 561) ; and though he could not say exactly what its
efficiency was (page 581), he should think it would be something
like 45 or 50 per cent.
The loss of 80 per cent, on a day's work, spoken of by Mr. E. T.
Carter (page 581), more than confirmed his own experience of a loss
of 67 per cent.
There was no question that, as suggested by Mr. Lea (page 582),
the margin of reserve power in the installation at Derby was
very small. When the dynamos were first set up, the station was
started with an ample margin and a spare unit. But demands had
crept up, until the condition now arrived at was that every pound
of steam which could be supplied was being utilised. The machinery
was about to be extended, and when the extension was carried out
there would again be a spare unit in reserve.
The close concentration of machinery or its wide distribution
over a large area was a prime factor, as pointed out bfk Mr. Beaumont
592 ELECTRIC PLANT. OCT. 1898.
(Mr. Langdon.)
(page 587), in the consideration of tlie employment of electricity as
the driving power. The most admirable way of wasting mechanical
power was in distributing it by mechanical transmission over a
wide area ; and the most admirable way of conserving it was in
concentration. [See also page 598.]
The Peesident was sure the members would agree with him that
Mr. Langdon's paper had proved highly interesting. Though eo
short, it bristled with facts and figures of interest to everyone who
was concerned with electrical engineering. Among the many
opinions which had been expressed, the remarks of Mr. Harris and
Mr. Wicksteed had strongly commended themselves to his mind.
There was no doubt whatever that there was great waste in having a
large number of engines scattered about a yard, whether it was a
ship-yard or a yard belonging to any other large engineering
establishment. It was much better to work from a central source cf
power and central boilers and to use shafting for conveying the
power, where the works were sufficiently compact to do so. That
was the most economical way of working with steam ; though
working with electricity under similar circumstances he supposed
would eventually be tried. In a scattered yard, where punching
and shearing machines were at a distance from the source of power,
he should think that electrical power was probably the more
economical of the two. The members he was sure would join with
him in giving a hearty vote of thanks to Mr. Langdon for his paper ;
and also to Mr. A. J. Balkwill, who had sent the diagrams and tables
exhibited, together with a written communication explaining them,
which would be published with the discussion.
Mr. A. J. Balkwill wrote that in the Fuel Economiser Works
of Messrs. E. Green and Son in Wakefield a number of electric
motors for driving various classes of machines have recently been
put up, the works having originally been driven by seven scattered
independent noB-condensing steam-engines, aggregating 160 indicated
Oct. 1898. ELECTRIC PLANT. 593
horse-power and consuming 47 • 6 lbs. of water jier I.H.P. per hour
•with 60 lbs. boiler pressure. These have now been replaced by one
central tandem Corliss condensing engine of 300 indicated horse-
power, Fig. 8, Plate 103, with 120 lbs. boiler pressure; it drives two
60 H.P. generators, which produce electricity for six motors. Tests
which have been made for ascertaining the electric power absorbed
by the shafting and various machines, both light and loaded, have
given the results recorded in the following Tables 4 to 7,
(pages 594-6) and in the diagram, Plate 105. In Plate 102 is
shown a general plan of the works.
Table 4 gives the electric horse-power req^uired to drive lathes
and a slotting machine.
Table 5 shows the electric horse-power required to drive the
foundry machinery including two mortar mills, empty and working,
by a motor of 14 horse-power.
Table 6 shows the power required to drive a circular saw
25 inches diameter, by a motor of 6 horse-power running at 1,200
revolutions per minute. The slip of the belt from the motor to the
saw was 3^ per cent. In Fig. 9, Plate 103, is shown a general view
of the saw and of the arrangement for driving it.
In Table 5 it will be noticed that the ratio of the power required
for driving the foundry machinery including mortar mills, when
fully loaded, to the power required for driving them light, is about
3 to 1 ; but in Table 6, when the circular saw is doing its hardest
work, this ratio rises to 4| to 1.
Plate 105 shows one complete day's cupola work, with an Acme
M 1 blower (No. 5 Boots), capable at 320 revolutions per minute of
melting a maximum of 10 tons per hour with a blast pressure of
8 ounces per square inch in the furnace. It is driven by a
motor of 30 horse-power running at 665 revolutions per minute,
Plate 104. As shown in the diagram, Plate 105, blowing commenced
at 9.30 a.m. and stopped at 12.45, by which time 21^ tons
of metal had been melted ; it was resumed at 2.15 p.m., and by
5.45 p.m. 25 tons 14 cwts. had been melted, bringing the total of
the day's work up to 47 tons 4 cwts. The mean current expended
morning and afternoon in driving the blower was 17 kilo-watts.
3 D
594
(Mr. A. J. Balkwill.)
ELEOTKIC PLANT.
Oct. 1898.
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Oct. 1898.
(Mr. A. J. Balkwill.)
ELECTRIC PLANT.
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(Mr. A. J. Balkwill.)
ELECTBIC PLANT.
Oct. 1898.
TABLE 6. — Circular Saio 25 inches diameter,
driven hy 6 H.P. Motor making 1,200 revolutions per minute.
Slip of Belt from motor to saw S^ per cent.
Condition of Saw.
Wood Sawn,
Thickness, and Condition.
Belt on loose pulley-
Saw running liglit
Saw edge dull
., sharp
„ dull
„ sharp
„ sharp
„ sharp
„ dull
^ 4^ inch American Eock Elm, dry
I 5» '» »> 51
1 3 inch Bed Deal, not quite dry
■ 3 inch Deal, rather wet .
■ 3 inch Deal, dry
I 2 inch Ash, dry
I 2J inch Pine, dry .
Eevs.
Feed
Electric
of Saw
per
Horse-
per mm.
minute.
Power.
Eevs.
Feet.
E.H.P.
0-67 ;
1,100
—
*l-34
800
6
*6-03
800
8|
6-02
800
6
5-90 ;
870
6
5-36
800
10
5-36 1
800
10
3-33 !
800
6
5-09 I
!
6-03
* Eatio - - = 4-5 to 1.
TABLE 7. — Coal Consumption,
hefore and after adoption of Electric Poicer.
Period of measurement.
12 months 12 months ' 5 months
1896-7. 1897-8. '' 1898.
Average Hours worked per week .
rtotal
Tons of Coal burnt
\per working hour .
SO
1.957
0-47
95
110
1,786 I 608
0-36 0-25
Table 7 gives the coal consumption during two periods of
twelve months preceding the change to electricity, and during a third
period of five months in the j)resent year after the complete change
had been made. During the first period the power was about
60 I.H.P. for 30 out of the 80 hours per week. During the second
period the power was about 90 I.H.P. for 40 out of the 95 hours per
week ; and the works were driven partly by the new and partly by
the old engines. During the third period 45 out of the 110 hours
Oct. 1898. ELKCTBIC PLANT. 697
(Mr. A. J. Balkwill.)
TABLE 8.— Cost of replacing
Seven Steam Engines aggregating 160 I.H.P.
by One Engine of 300 I.H.P. icith Two Generators and Six Motors.
£
Boiler, including foundation, piping, economiser, brickwork,
and stand-by pump ...... 976
Spare Boiler, including foundation and piping . . . 656
Corliss Engine 2,164
Engine House 200 £
3,996
Two 60 H.P. Generators and Six Motors, including fixing . 1 ,830
Belts 100
1,930
Extras 74
Total Cost of transformation ...... £6,000
TABLE 9.
Comparison of Steam-Engine Driving and Electric Driving.
Steam-Engine. Electric.
Year in which trial was made 1894 1898
Duration of trial 8 hours 8 "16 hours
Indicated Horse-Power 160 I.H.P. 224 I.H.P.
Steam used per hour 7,340 lbs. 3,863 lbs.
„ „ „ „ per I.H.P 45-9 lbs. 17-2 lbs.
Coal * used per hour 870 lbs. 460 lbs.
„ „ „ per I.H.P 5 -44 lbs. 2-05 lbs.
* exclusive of banking fires, &c.
per week were at night, with, about 90 I.H.P. on the engine.
During the first three months of this five-month period, the load on
the^engine corresponded with that in the two preceding periods, and
the coal consumption was 333 tons total or 0*23 ton j)er working
hour ; the last two of the five months included not only more load on
the engine, but also electric lighting, which latter absorbed 30 I.H.P.
for 4^ hours per day, and the coal consumption was 27o tons total
or 0 • 29 ton per working hour. The cost of the coal was the same
throughout, 6s. 3d. per ton delivered.
Table 8 summarises the cost of the transformation from driving
by scattered independent steam-engines to electric driving with the
single central engine.
598 ELECTRIC PLANT. OcT. 1898.
(Mr. A. J. Balkwill.)
Table 9 sliows a comparison of driving by the old steam-engines
and by electricity, as ascertained from trials made in 1894 when
driving by the scattered independent engines, and in 1898 when
driving by electric power from the new central Corliss engine. In
the latter trial the load averaged 224 I.H.P. throughout the day,
ranging from 142 to 274 ; had it been more regular, the steam
consumption would have been considerably reduced. The coal used
in each trial was from the same pit, costing 8s. 6d. per ton delivered.
The engine friction of the 300 I.H.P. Corliss engine absorbs 30 I.H.P.
The full load driven direct from the engine when all machines are in
full work amounts to about 150 I.H.P., of which the shafting and the
belts on the loose pulleys of the machines absorb about 18 I.H.P.
jMr. William Carter wrote that he quite concurred with
Mr. Schonheyder (page 575) that there might be some tendency to
bring an excessive load upon the cam shaft in the way suggested ;
and no doubt to put springs in the spindles for raising the suction
valves would obviate such an objection. But in practice he thought
this provision was not necessary ; for if the cam shaft was trying to
lift any one of the valves whilst the pressure was on it, it was not
able to do so ; but the moment the valve began to be lifted by the
inflow of the water, the shaft rotated thi'ough a sufficient angle to
lift it clear of its seat and so relieve it of pressure. The motors he
was of opinion should be rated at 20 instead of 23 brake horse-
power (page 559).
Mr. Langdon wrote that, having again examined the figures
quoted by Professor Kennedy (page 570) respecting the output of
the Derby electric station, he believes them to be quite correct.
The data already furnished he now supplements by the diagram shown
in Fig. 2, Plate 99, illustrative of the output for the day during
1898 which called for the maximum output, and for that which
afforded the minimum output. As the demands upon the generating
machinery have been constantly increasing, the reserve power
previously existing has been entirely absorbed, and arrangements are
already in progress for doubling the present voltage and increasing
Oct. 1898. ELECTRIC PLAMT. 599
to a considerable extent the possible output of the station. This it
is hoped will take effect before June 1899, when consequently the
output will not compare so favourably as it now does with the horse-
power of the station.
The character of the tools employed in the repairing shops, from
which have been obtained the data forming the basis of the latter
portion of the paper, is given at the commencement of Table 2,
page 564. The tools are all by good makers, and are fair samples of
those used in shops of this kind. In proportion of useful work to
waste of power, the data given are probably inapplicable to large
tools, and are recorded only with a view to show how great is the
loss of power in driving by shafting and belting. At the same
time it is realised that, even where electric motors are employed,
instances will arise where it will prove economical to employ
shafting to some extent : as for example where the power required
by individual tools is not sufficient to call for a motor large enough
to admit of reasonable efficiency. In such instances a group of
machines may no doubt be more economically driven off a large
motor. Time is lost in placing and fitting the work to be dealt with,
and it is here that electricity is of aid. The character of the work
is immaterial, so long as it is intermittent. Where the work is
continuous, and the power for doing it can be conveniently applied
in its neighbourhood, and is of such a character as to ensure a
reasonable efficiency, there is no more advantage in employing
electricity than any other power. Electricity is readily handled,
and readily transmitted from one point to another ; the loss incurred
in transmitting it to any distance is piu-ely a matter of calculation ;
and barring any defect in insulation, the result is constant. In
considering these advantages, which are not possessed by all soui'ces of
power, it has also to be borne in mind that electricity itseK is here not
a primary agent, and that in the conversion of steam into electricity
there is a loss to be taken into accoimt. For the large extent to
which electricity is replacing other sources of power in various
works throughout the country, there are but two reasons : economy
in working, and readiness of applicability. These have been clearly
brought out by Mr. Head (page 585). The first cost of electrical
600
(Mr. Langdon.)
ELECTRIC PLANT.
Oct. 1898.
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Oct. 1898. ELECTRIC PLANT. 601
apparatus is no doubt lieavy ; yet in various industrial works
electricity is replacing other sources of power.
The efficiency at full load of the high-tension generators at
Hunslet and of the transformers at Wellington Street station, Leeds,
is 93^ and 90 per cent, respectively ; and the loss in transmission
between the two points, two miles apart, is 5 per cent, at full load.
Thus with full load the efficiency at the low-tension side of the
transformers is 79 "9 per cent. The efficiency of the shunt-wound
motors driving the pumps for working the hotel lifts is 90 per cent,
when developing 20 B.H.P. Based on these figures, the approximate
efficiency of the pumping installation between the steam service at
Hunslet and the pumps at the hotel is 71 • 9 per cent, (page 571).
Pending actual experiment the combined efficiency of the whole
apparatus including the pumps was assumed to be about 55 per
cent. ; but from the tests which have now been made and recorded
in Table 10 (page 600) it aj)pears to be considerably higher,
ranging from 59;^ per cent, with only one plunger in use,
up to 78} per cent, with all three working. It is clear that
the work could have been dealt with by motors of considerably less
power, and that a higher efficiency would then have been obtained
than is at present realised ; but in the author's opinion the actual
result cannot be regarded as otherwise than satisfactory, in view of
the circumstances determining the employment of electricity to drive
the pumps for working the ram lifts in the hotel (page 574). On
the surface perLaps these circumstances are so peculiar as to court
observation ; yet there seems reason to believe that no one who has
studied them would have dealt with the matter otherwise than it has
been dealt with. Here the governing consideration was the position
in which the passenger lift should be placed. In the well of the
staircase any suspending ropes would be objectionable on account of
their unsightliness. To place the lift elsewhere would involve the
sacrifice of a room on each floor, equivalent to a loss of something
like £150 a year. Clearly therefore it would be more economical to
place the lift in the well of the staircase, and more sightly to work
it by a ram. As there was already the electric generating station at
Hunslet, additional generating power entails but a slight addition
602 ELECTRIC PLANT. OCT. 1898.
(Mr. Langdon.)
to the existing staff. The lighting at the Wellington Street station
and in the hotel calls for certain service there ; and the man attending
to this work can also attend to the motors driving the pumps, provided
they are automatically controlled by the position of the accumulator.
There is therefore but little difference in cost of attendance, whether
a ram or an electric lift is employed. Although the initial cost is
greater for the ram lift, it may be taken for granted that the excess
is well covered by the value of rooms saved. The only point for
further consideration is whether it would have been more economical
to put up a small steam-engine and machinery for working the
lighting as well as the pumps. That would have entailed the
presence of three shifts of two men each, with engine house, boiler
house, chimney shaft, &c., which would have occupied valuable
space in the station. Instead of all this there is a loss of some
20 per cent, on the current generated, and a saving of six men and
of a large capital outlay. Whence the author believes it will be clear
that the course adopted has been the proper course.
In Fig. 1, Plate 99, is given a diagram to illustrate the
arrangement of the compensators or boosters mentioned in page 557
and enquired about by Mr. Patchell (page 574). Here ss' represents
the series winding of the series dynamos, which are wound so as to
make up automatically any loss or drop in the outside wires ; and it'
represents the winding of the third-wire coil in opposite directions
upon the series magnets, so that the current through the third wii"e
raises the volts on one side and equally lowers them on the other side.
The movement of the lift is free from the disagreeable jars which
Mr. Patchell contemplated might arise in a boiler feed-pipe
(page 575) from the mode of regulating the electrically driven
pumps. The regulation is distributed over the three pumps, each of
which takes up its portion of the work according to the movement of
the cam shaft G, Plate 101 ; but whether that portion is quite the same
in each must depend upon the uniform action of the cam shaft. If
the demand varies during the coui'se of the revolution, then indeed
there may be less or more work done by one pump than by the
others; but this result would arise under any arrangement for
controlling the pumps.
Oct. 1898. . ELECTRIC PLANT. 603
From Professor Smith's interesting re-arrangement (page 578) of
the figures given in Table 2 it is clear that the results obtained
when dealing with each tool individually will not when taken in
the aggregate agree with those obtained when dealing with the tools
collectively. In the former case there is an absorption of power,
applicable to each individual tool, which in the latter is common to
the bulk. The data compiled in the table were carefully collated,
and the author has not been able to discover any reason for
questioning their accuracy. This remark applies especially to the
ammeter readings commented upon by Professor Smith (page 579) ;
with a view to ensuring accuracy in these readings two ammeters
were employed, one of which was a Weston ammeter recently
calibrated.
The electric installation at Derby is devoted entirely to lighting,
as rightly inferred by Mr. Lea (page 582). The tests made of the
power absorbed by shafting and tools were purely experimental.
In connection with these experimental results, the value of
Mr. Lea's practical experience in substituting electricity for steam
power to drive polishing spindles (page 583) commends itself to
the consideration of engineers generally.
From Mr. Balkwill's useful communication (page 592-3) the
author does not gather that any large amount of shafting or belting
was employed in Messrs. Green's works under the old plan of
driving by steam engines. But the results secured by the
introduction of electric driving, as pourtrayed in Table 7 (page 596)
and again in Table 9 (page 597), must bring home to all engineers
the fact that a great saving is to be efiected where the work
to be done is of an intermittent character. Another point, which
is not referred to but is of value, is the effect of this saving
where the cost of coal is more than 6s. 3d. per ton. Quite apart
from labour — which, inasmuch as the same work had previously
to be provided for by seven scattered independent steam-engines,
must have formed a material item of expenditure — the outlay of
£6,000 has been attended with a saving of broadly half the coal bill.
In the twelve months 1896-7 the total coal burnt was 1,957 tons at
Bs. 3d., costing £611 ; in 1897-8 it was 1,786 tons, costing £558 ;
604 ELECTRIC PLANT. OcT. 1898.
(Mr. Langdon.)
the mean for tlie two years is therefore £584, The saving of half
this amount, or £292, is 4 -86 per cent, on the capital outlay of
£6,000. If the price of the coal were double, the saving in coal
alone would thus bo nearly 10 jier cent, on the capital outlay.
Oct. 1898. 605
RESULTS
OF
EECENT PRACTICAL EXPERIENCE
WITH
EXPRESS LOCOMOTIVE ENGINES.
By jMr. WALTER :\I. SMITH, of Gateshead.
Introduction. — The original object of the experiments which
form the subject of this paper was to obtain an idea of the fitness
of five different classes of Express Passenger Locomotive Engines to
perform a given duty.
Having been requested by Mr. Wilson Worsdell, the locomotive
superintendent of the North Eastern Railway, to arrange and
carry out the necessary tests, the first thing the writer had to
consider was how the object in view could best be attained. It was
clear that an opportunity was here afforded for gaining valuable
information of a kind hitherto unrecorded, inasmuch as the power
required under definite conditions of train-resistance, speed, etc.,
was capable of direct comparison with the amount of power actually
consumed in the different trials carried out. Consistency and
definiteness in the manner of carrying out the experimental tests
were obviously of primary importance.
It will be advisable first to describe the general nature of the
preparations for the trials, and afterwards to give details referring to
the performances of the several engines experimented upon.
Preparatory Worh. — The dynamometer car used for ascertaining
the pull curve of train-resistance, obtained from the London
and North Western Railway through Mr. F. W. Webb of
Crewe, was tested on the main line. The engines engaged are
606 EXPKESS LOCOMOTIVES. OCT. 1898.
shown in Plate 106. These were thoroughly examined, and the
diameters of the cylinders and the wheels accurately measua-ed.
Each engine was indicated, so that any necessary alteration might
be made in the valve-motion to adjust the distribution of the steam
in the cylinders. The tenders were emptied, thoroughly cleaned out,
and then weighed. This having been done, they were filled with
water inch by inch, and the number of gallons of water to the
inch was registered. One of G. Kent's water-meters was used for
this purpose. When filled with water the tenders were again weighed,
and the number of gallons registered by the water-meter was checked
by calculation.
Coal employed. — The coal used on each occasion was " Towneley "
from Addison Collie^-y, near Eyton-on-Tyne. The coal taken from
the wagons was filled into tubs, and weighed by the clerk on the coal
stage in the presence of an assistant, the weight being checked by
the latter. After the required quantity, 3^ tons, had been put on
the tender, and the engine had returned to the shed, measurements
of the heap of coal on the tender were made and noted. The
heap was again measured just before starting from Newcastle to
Tweedmouth. Other coal of the same quality was used for lighting
up and steaming the engine to Newcastle Central Station. Average
samples of the coal were taken from each of the tenders, so that its
calorific value might be ascertained. The determinations were made
in one of Thompson's calorimeters. The coal used on the several
occasions was very similar in quality, the calorific value varying
from 14*85 to 15*32 lbs. of water evaporated per lb. of coal from and
at 212° Fahr. On arrival at Newcastle on the return journey from
Tweedmouth, the coal left on the tender was formed into a cube, so
that it might be accurately measured. The measuremcBts were
checked on the following morning, and then the coal was weighed oif
by the persons who originally weighed it on.
Particulars of Train. — The train was specially made up, and
consisted of the same carriages on each occasion. It numbered
fifteen six-wheeled vehicles, weighing as follows : —
Oct. 1898.
EXPBESS LOCOMOTIVES
4 Vans .....
45 -800 tons.
6 Thirds
76-125 „
2 Composites ....
26-150 „
2 do
27-050 „
1 Dynamometer car .
10-825 „
607
15 Vehicles. Total weight . 185-950 „
With equipments, 1861 tons.
Section of line. — The trials were raade on the main line between
Newcastle and Tweedmouth. On the outward journey the start was
made from a platform in the Central Station, Newcastle ; and the
engine was stopped opposite the mile post, 65^ miles from Newcastle,
just outside Tweedmouth Station. The return journey was made
between the same points. The train on each occasion was run as a
sjjccial, its time and weight being arranged to equal that of the
fastest and heaviest in daily service. The booked times of
departure and arrival were as follows, allowing 1;^ hour for each
single journey : —
Newcastle dep.
Tweedmouth arr.
Tweedmouth dep.
Newcastle arr.
10 0 a.m. 2 30 p.m.
11 15 a.m. 3 45 p.m.
12 0 noon. 4 15 p.m.
115 p.m. 5 30 p.m.
Instructions to Drivers. — The written instructions to the engine
drivers were : — (1) to run to booked time if possible, and on no
account to incur any risk by running too fast, the driver to use his
own judgment in this matter ; (2) the height of fire line to be left
as nearly as possible the same at the finish as at the start ; (3) the
water gauge on the fire-box to show the same water-level at the start
and finish of each journey ; (4) the driver to whistle just before
reaching the points at which indicator diagrams were to be taken.
Time Becords. — At the instant of starting, on passing stations,
and at stopping, a mark was made at the edge of the paper recording
the pull, by a pencil actuated electrically ; and the time shown by
the clock in the dynamometer car was called, and noted opposite the
marks so made.
608 EXPRESS LOCOMOTIVES. OcT. 1898.
Wind Besistance. — A wind gauge miglit have been of some service
for determining the train resistance due to the conditions of the
weather ; but as no reliable gauge was at hand, only the approximate
velocity of the wind is given. The comparison of the results obtained
from other trials made under similar conditions, but where the
weather alone varied, showed that the train resistance was increased
considerably by side winds. On the trip with engine B it was found
that the side wind increased the mean train-resistance by about
3 • 6 lbs. per ton of load.
Details of Trials. — Five engines shown in Plate 106 were
severally employed. These are referred to as A, B, C, D, and E.
The detailed dimensions of the engines are included in Table 3
(pages 620-1), and the observations made during the trials are
recorded in Table 1 (pages 616-17). The length of the double trip
was in each case 131 miles. The train arrangements were the same
in all trials : namely the engine with the dynamometer car behind
it was backed to the train, which had been previously placed at the
starting point. The coal on the tender was measured, and the depth
of fire in the box noted by the rows of stay heads, so that it might
be left the same at the end of the return journey. On arriving at
Tweedmouth the engine and dynamometer car were turned, and the
tender was filled with water, the shunting operations on the train
being performed by another engine. The coal remaining on the
tender was measured on the following day.
In Plates 107 to 110 are shown profile sections and curves of the
line between Newcastle and Tweedmouth ; also the continuous pull,
and the points where the speeds and the indicator diagrams were
taken on the outward trip. The dynamometer car contained apparatus
for measuring and recording (1) the pull or push exerted by the engine
on the train ; (2) the distance run ; (3) the speed ; (4) the places of
starts, stops, and stations ; and (5) the time when starts and stops
were made, and when stations were j)assed. The distance run was
recorded on a band of paper travelling proportionately to the velocity
of the train. The records of pull and push, speed, etc., were made on
this paper, which was drawn over a table placed in the middle of the
OCX. IUDS. EXPRESS LOCOMOTIVES. 609
car at the rate of 3 inclies per mile, and received its motion from an
arrangement of gearing worked from the axle of the middle pair of
wheels. The pull line was made by a pencil bearing on the paper
and moving with the draw-bar. As the paper band travelled,
a stationary pencil described a datum line dividing it lengthwise
into two equal parts ; and when no power was being expended on the
train, the recording pencil traced over this datum line. The amount
of pull exerted on the train was therefore proportional to the lateral
distance of the record line from the datum line. Speed was recorded
near one edge of the paper ; a pencil, controlled by a clock in the car
and actuated electrically, made a mark every half-minute ; the speed
at which the train was travelling was proportional to the distance
between successive marks. Starts, stops, and stations were marked
at the other edge of the paper by a pencil actuated electrically and
controlled by " pushes " conveniently placed at the sides of the car ;
the time taken from the clock, with other necessary information, was
written opposite the marks.
In Table 2 (pages 618-19) are shown details relating to the actual
running time, and the pull exerted on the train, by the different engines
in the outu-ard and return trips ; and also notes as to the weather.
Indicator Diagrams. — The indicator diagrams were obtained by
means of a Crosby indicator, and the same instrument was used
throughout the trials. The steam pressure in the cylinders oh
both sides of the piston, and the pressure in the steam-chests, were
recorded on the same diagram. Copies of the indicator diagrams
taken to ascertain the correctness of the valve adjustment are given
in Pig. 19, page 610 ; and three of the indicator diagrams taken from
each engine during the tests are given in Plates 114 to 116. The
diagrams taken during the trials were obtained at appointed places,
the position of the regulator and reversing] screw remaining just
as the driver happened to have them. It may be argued that the
diagrams taken during the trials do not compare favourably, either
in form or in economical use of steam, with those taken to ascertain
the valve adjustment ; but the circumstances under which the two
sets of diagrams were obtained account for the variations. Those in
3 E
GIO
EXPRESS LOCOMOTIVES.
Oct. 1898.
Fig. 19 for the valve adjustment were taken from the engines working
ordinary traffic ; whilst those obtained during the trials were taken
from the engines working heavy trains at high speed, and when the
driver was doing his utmost to make the best running performance.
It will be seen from Plates 11-4 to 116, and from Table 4 (pages
622-6), that the power developed was excej^tionally great, and
in some instances the mean horse-power was maintained at a high
Fig. 19. — Sample Indicator Diagrams taJcen on ordinary trains.
Bizg
Eixgi
B.
.rvgi
Erugi
D.
-LCjl
E.
amount. In spite of this the mean horse-power per pound of coal used
is but little less than that which would have been obtained from the
engines using the steam more expansively, as they do when working the
lighter average daily express passenger traffic. At the present day,
in order to meet the requirements of the varying express passenger
traffic, it is essential that time should be kept under all circumstances
Oct. 1898. EXPRESB LOCOMOTIVES. 611
and in all weathers. Hence tlie value of a locomotive depends
largely upon its capacity for doing heavy work whenever necessary,
without failure or mishap in any of its parts. With a lai'ge
consumption of fuel per horse-power, one engine possessing this
cajiacity would perform heavy work more economically than two
engines having a higher separate efficiency. Indicator diagrams
were taken at various places previously decided upon, as shown
in Plates 107 to 110 for the outward trips. The places were
chosen so that the work done on the level, as well as that on
the up and down inclines, might be ascertained ; and diagrams were
taken at the same places on the various trips, so that a comparison
could be made of the work done by the different engines.
Simultaneously with the taking of the indicator diagrams, the pull
given by the dynamometer was noted, in order that the power
absorbed by the engine might be found. The speed at the various
points was obtained from the continuous record made by the
speed pencil. In Plate 112 is shown a complete reduced copy of the
pull and speed records made by the dynamometer with engine B
during a trip of 17 miles.
Horse-Power. — The areas of the indicator diagrams were measured
by an Amsler's planimeter ; and in calculating the horse-power a
system of constants was used which also represent the relative
capacities of the engines for duing work. The calculated horse-power
which an engine exerts depends upon three factors : (1) the speed of
the train ; (2) the mean effective pressure in the cylinders ; and (3) a
factor which depends only upon the length of the stroke and area of
the piston, and the diameter of the driving wheels of the particular
engine. This third factor constitutes the constant referred to, and
is as follows : —
For Engine A . . . .
. 0-25G4
j» )>
B . . . .
. 0-2535
?> »
C . . . .
. 0-3035
»j ))
D . . . .
. 0-2960
E . . . .
. 0-2498
The horse-power developed at a given sjjeed and pressure is found
by multiplying the constant for each particular engine by the speed
612 EXPRESS LOCOMOTIVES. OcT. 1898.
in miles per hour and the mean cylinder pressure in lbs. per square
inch. The sj^eeds, pulls, horse-powers, and pressures observed during
the trips are recorded in Table 4 (pages 622-6), which is compiled
from readings taken at ten different points in each of the outward and
homeward journeys. At each of these points is given the gradient,
speed in miles per hour, pull exerted in tons on the train behind
the tender, horse-power developed, boiler-pressure, steam-chest
pressure, average pressure in the cylinders, and indicated horse-power.
In some cases, as already mentioned, the indicated horse-power is
exceptionally great. No. 8 diagram of Engine B in Table 4 shows
at a speed of 54 miles per hour an average pressure in the cylinders
of 55 '6 lbs. per square inch, indicating 761 horse-power. Again
No. 7 in the same Table, taken when running at a speed of 64 miles
per hour, with boiler pressure at 180 lbs. per square inch and
steam wire-drawn down to 135 lbs. in the steam-chest, shows that
the average pressure in the cylinder was 50*9 lbs., indicating
825*8 horse-power. It is evident that, if it had been desired
to obtain a greater horse-power, this instance afforded a favourable
opportunity for doing so. The regulator could have been oj)ened
wide, whereupon the steam-chest pressure, the mean effective pressure
in the cylinders, and consequently the horse-power, would have
been increased. The object of the trials however was not to obtain
a maximum horse-power, but to di-aw a given load for a known
distance at a speed previously fixed upon, the driver having complete
control of the working of his engine. In these trials the greatest
horse-i)ower exerted over a distance of 65^ miles was developed by
engine B on its outward trip, being no less than 753, as a mean of the
observations taken at the ten jioints. The same engine in returning to
Newcastle accomplished the journey in 1 hour 12 minutes 46 seconds,
the average speed being 54 miles per hour, and the average
indicated horse-power 705. This speed the driver could easily have
increased, but with time in hand he made no effort to do so.
Accounts have been published* of some remarkable perfonnances of
recent locomotive engines, describing how unusually long and heavy
* See account of a Caledonian engine in "The Engineer" of 2oth February
1898, page 175, and other articles by Mr. Charles Rous-Marten.
Oct. 1898. EXPRESS LOCOMOTIVES. 613
trains liave been hauled for considerable distances at high speeds ;
but unfortunately no information has been given concerning the horse-
power developed. The way in which the single-driving-wheel engine
B maintained speed on the rising gradients equally with the coupled
engines is worthy of particular notice ; and from long experience with
ditferent classesof engines, the author is quite satisfied that, for express
passenger work over a suitable road, single-driving-wheel engines
properly handled cannot be excelled. The rail wave caused by a single-
driving-wheel engine is doubtless greater than that due to a coupled
engine ; but the freedom in the working of the former more than
compensates for this. The dynamometer and indicator horse-powers
given in Table 4 are calculated from the observations at the ten fixed
points on the line. The mean indicated horse-power given in Table 3
for each of the five engines was calculated from observations at 642
equidistant points in each outward and in each return journey, and
was compared with that obtained by considering the ten selected
points only. In every case the difference between the horse-power
calculated in these two ways was small, showing that the horse-
power was subject to comparatively gradual alterations only. It
is unnecessary to reproduce the whole of the lines drawn by
the dynamometer ; but for the sake of completeness one of these
for a whole journey, together with a plan of the line drawn
to the same distance scale and showing the curves, is given in
Plates 107 to 110. The ratio between the indicated horse-power and
that obtained from the dynamometer is not always the same, and
depends upon a number of factors. The train may be gaining or
losing speed, or travelling at a constant velocity, at the time the
indicator diagram is taken ; also the frictional resistance of the
engine and tender, or of the carriages, may vary in different
ways with the speed, atmospheric conditions, etc. Finally the
resistance offered by the train will obviously be affected by the
particular nature of the road, whether curved or straight, level or
inclined, at the points where the indicator diagrams are taken.
Usually however the ratio betwcLn the two horse-powers did not
vary much. On an average the dynamometer horse-power was
equal to approximately Go per cent, of tbe indicateil horse-power.
614: EXPRESS LOCOMOTIVES. OcT. 1898.
Thus about 35 per cent, of tte driving power was absorbed by the
engine and tender; and it would appear that, using tbe continuous
dynamometer record in conjunction with the comj)aratively few
indicator diagrams, a fair approximation to the true mean horse-
power developed during the journey has been obtained.
Effect of Stoppages. — It might appear at first sight that a simple
calculation would give the loss of work which a stojipage entails. If
the total weight of the train be known, and also the speed at which it
is moving just before steam is shut off and the brakes aj^plied, the
amount of work stored up, which is wasted frictionally while the
train is being brought to rest, can be determined exactly. But only
in an exceptional case could this calculated'waste of work represent
exactly the actual loss resulting from a stoppage. On one occasion,
a train weighing 266 tons, including engine and tender, and
travelling at a speed of 37*5 miles per hour, was compelled to
stoj), owing to signal. Before the signal the work stored up in this
train was about 12,572 foot-tons, which would be sufficient to
lift a locomotive and tender weighing 80 tons to a height of
157 feet. The work stored up in the train itself, exclusive of engine
and tender, was about 8,816 foot-tons. To compare this with the
work done in dra'W'ing the train, an instance may be taken in
which the mean pull on the train for a comj)lete journey was 1 • 354
ton. Here the above amount of work, 8,816 foot-tons, would
have sufficed to maintain this train at a speed of 37*5 miles per
hour for a distance of 8,816 --■ 1 • 354 = 6,512 feet, or about 1 • 2 mile.
In other words, the work done by an engine in hauling the train for
a distance of 60 miles is only about 50 times the amount of work
disappearing when from any cause the train is brought to rest.
Again, if an engine and train, weighing 266 tons and travelling
at the rate of 50 miles per hour, are stopped by signal, the work
stored up in them before the stoppage would be about one-twentieth
of the work done in hauling the train a distance of 60 miles, that
is, it would be sufficient to haul the train a distance of 3 miles
at an express speed of 50 miles per hour. It is not possible to
determine completely the effect of a stoppage without recourse to
Oct. 1898. EXPEESS LOCOMOTIVES. 615
experiment. The effect cannot be calculated beforehand, since
there are several uncertain factors — such as the manner in which
the train-resistance varies with the speed — upon which depends
the actual work lost. Suppose a train runs at express speed
between two points P and Q on the line, and that the amount of
power spent while the train is passing between them is known
from the dynamometer curve and the indicator diagrams. Suppose
also that the train is again made to traverse the same distance,
under weather conditions as nearly as possible the same as before.
Let the speed on passing P and Q respectively be the same as in
the first case ; but suppose in the second journey the train has been
slowed or brought to a standstill somewhere between these points.
If dynamometer curves and indicator diagrams were again taken
during this second journey, it would be directly possible to find the
actual loss of work for which the delay or stoppage was responsible.
It is obvious that such a trial would only rarely be possible in practice.
If the performances were compared between the two points on
two different days, on the first of which the train ran at express
speed throughout, and on the second with an intermediate stoppage,
an allowance would have to be made for the effect of varvins
atmosjiheric conditions upon the train-resistance. For this reason
alone an uncertainty is introduced which it would be difficult to
eliminate comj)letely. Suppose that on these two different days
the speed for some distance before P and for some distance beyond Q
were the same for both trips, but that the pull on the first day were
uniformly higher than on the second : it would then be possible to
predict with a high degree of probability what the form of the
dynamometer curve between P and Q would have been on the
second day if there had been no stoppage. By comparing this
probable curve — which would be simply the first-day curve between
P and Q having the pull decreased in a constant ratio throughout —
with that actually observed on the second day, the loss due to the
stoppage could be immediately calculated. It is only occasionally
that the effect of changed atmospheric conditions can be estimated in
(continued on page 627.)
616
EXPEESS LOCOMOTIVES.
Oct. 1898.
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EXPRESS LOCOMOTIVES.
617
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618
EXPRESS LOCOMOTIVES.
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EXPRESS LOCOMOTIVES.
619
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t
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620
EXPKESS LOCOMOTIVES.
Oct. 1898.
■rs
x to ^ -^
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GO
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to
Oct. 1898.
EXPRESS LOCOMOTIVE?.
621
^ o
'-' ^ rt
CO <M S t^
r-H "^
O O CM <M
r^ '-'=' =
O
lO (M 'tl (M
t- ;r;
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tt
CO 00 l>
^ ICi 02
t> CO -H O lO
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fS S CN
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r. S =
p^
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CO CO CO CO
622
EXPKESS LOCOMOTIVES.
Oct. 1898.
TABLE 4 (continued to page 626).
Trials of Jive Express Locomotives on double journey,
showing Dynamometer and Indicated Horse-poicer.
Engine A.
Newcastle to Tweedmol'th.
s
Gradient.
U = Up.
D = Down.
From Djmamometer.
From Engine.
Speed
per
hour.
Pull
in 64ths
of a Ton.
H.P.
Boiler
Pressure
persq.in.
Steam-
chest
Pressure.
Average
Cylinder
Pressure.
.H.P.
Miles.
Lbs.
Lbs.
Lbs.
1
1 in 200 U
40
116
433
150
136
64-3
659
2
liu217D
58
52
281
125
108
33-1
492
3
lin471U
52
68
330
130
120
47-8
637
4
1 in 330 U
55
80
411
140
130
40-7
574
5
1 in 284 D
59
60
330
135
120
38-5
582
6
I in 170 U
45
73
306
130
125
47-1
543
7
level
62
52
301
135
100
31-7
504
8
1 in 4,537 D
53
60
297
110
103
36-6
497
9
linlv^OOD
62
60
347
125
110
36-7
583
10
1 in 190 U
45
96
Twee
403
DMOUT
110
H TO Net
103
rCASTLE.
52-6
607
1
linlGOD
53
96
477
150
145
580
788
2
1 in 1,500 U
58
76
411
lis
110
38-7
575
3
1 in 4,537 U
48
80
358
120
112
45-0
554
4
level
50
73
340
115
105
43-3
555
5
1 in 170 D
60
60
336
105
98
35-6
548
6
1 in 284 U
57
73
388
130
118
44-9
656
7
1 in 330 D
52
64
311
115
102
41-4
552
8
1 in 471 D
54
60
302
100
90
34-4
476
9
1 in 217 U
50
72
336
85
80
39-9
510
10
1 in 200 D
1
52
56
272
65
52
23-5
313
Oct. 1898.
EXPBE6S LOCOMOTIVES.
623
(continued on next ^age) TABLE 4.
Trials of five Express Locomotives on double journey,
showing Dynamometer and Indicated Horse-power.
Engine B.
Newcastle to Tweedjiouth.
E I Gradient.
& '• U=T]p.
2 iD = Down.
1 1 in 200 U
2 1 in 217 D
3 1 in 471 U
4 1 in 330 U
5 1 1 in 284 D
I
6 linl70U
I
7 , level
8 lin4,537D
From Dynamometer.
Speed
I Pull
per I in 64tlis
lionr. of a Ton.
9
10
1 in 1,500 D
1 in 190 U
1 in 190 D
2 1 in 1,500 U
3 jl in 4,537 U
4 level
5 1 1 in 170 D
6 1 in 284 U
7 1 in 330 D
1 in 471 D
9
10
1 in 217 U
1 in 200 D
Miles.
38
60
53
55
60
48
64
54
59
42
54
64
55
57
67
63
57
61
55
63
152
80
88
88
88
112
88
104
96
! 136
H.P.
From Engine.
Boiler I Steam-
Pressure chest
per sq. in. 'Pressure
539
448
435
452
493
502
526
524
529
533
Lbs.
180
170
ISO
175
180
180
180
180
175
180
Lbs.
130
120
115
140
140
133
135
133
130
120
Average
Cylinder
Pressure.
TWEEDMOUTH TO NEWCASTLE.
88
443
170
143
80
478
170
133
84
431
175
144
80
426
175
140
64
400
175
140
72
423
170
137
80
426
170
132
80
455
175
136
96
493
170
125
68
400
160
105
Lbs.
85-8
46-3
49-5
52-8
51-0
60-8
50-9
55-6
51-1
69-0
52-5
45-8
50-2
52-5
40-5
421
45-9
49-1
50-9
39-9
LHP.
826
704
665
736
77G
740
826
761
764
735
719
743
700
759
688
672
663
759
710
637
G2i
EXPltESS LOCOMOTIVES.
Oct. 18a8.
TABLE 4 (continued from preceding page).
Trials of Jive Express Locomotives on double journey,
showing Dynamometer and Indicated Horse-power.
Engine C.
Newcastle to Tweedmouth.
Gradient.
U = Up.
D = Dowu.
From Dynamometer.
From Engine.
Speed
per
hour.
Pull
in 64ths
Df a Ton.l
i
H.P.
Boiler Steam-
'ressure chest
)er sq.in. Pressure.
Avera ge
Cylinder
Pressure.
I.H.P.
Miles.
Lbs.
Lbs. 1
Lbs.
1
1 in 200 U
38
128
454
160
150
56-5
652
2
1 in 217 D
55
84
431
140
130
34-4
574
3
lin471U
55
80
411
156
138
34-6 !
578
4
1 in 330 U
55
88
452
160
152
37-5 1
626
5
1 in 284 D
60
80
44S
156
145
32-6
594
6
1 in 170 U
48
96
430
156
146
39-5
575
7
level
61
60
342
144
118
26-6
492
8
1 in 4,537 D
55
72
370
144
136
31-2
521
9
1 in 1,500 D
60
72
403
144
138
32-0
583
10
1 in 190 U
39
104
Twee
379
DMOUT
140
H TO Ne\
135
VCASTLE.
40-4
478
1
linlOOD
52
88
427
170
142
37-3
589
2
linl,500U
54
84
423
170
141
28-8
472
3
1 in 4,537 U
54
96
484
176
163
38-6
633
4
level
57
88
468
176
161
40-6
702
5
1 in 170 D
67
68
425
170
155
29-2
594
6
1 in 284 U
61
72
410
170
158
33-5
620
7
1 in 330 D
58
80
433
170
166
34-7
611
8
1 in 471 D
59
72
396
160
154
31-7
568
9
liu217U
56
88
460
170
162
35-8
608
10
1 in 200 D
63
64
376
150
155
40-9
782
Oct. 1898.
EXPKESS LOCOMOTIVES.
625
(continued on next page') TABLE 4.
Trials of five Express Locomotives on double journey,
showing Dynamometer and Indicated Horse-power.
Engine D.
Newcastle to Tweedmouth.
1
s
Gradient.
u=rp.
D = Down.
From Dynamometer.
From Engine.
Speed
per
hour.
Pull
in 64ths
of a Ton.
HP.
Boiler
Pressure
persq.iu.
Steam-
chest
Pressure.
Average
Cylinder '
Pressure.
I.H.P.
Miles.
Lbs.
Lbs.
Lbs.
1
1 in 200 U
36
120
403
175
133
61-5
651
2
lin217D
60
72
403
180
131
38-6
685
3 lin471U
56
SO
418
175
132
39-0
646
4
1 in 330 U
57
80
426
175
132
38-5
649
5
1 in 284 D
62
80
463
180
135
36-1
662
6
1 in 170 U
51
96
457
180
135
44-5
671
7
level
65
72
437
175
123
30-7
590
8
1 in 4,537 D
58
80
433
180
120
37-0
635
9
1 in 1,500 D
63
72
423
175
124
35-1
654
10
1 in 190 U
49
88
Twee
402
DMOUT
180
H TO Ne)
132
vcastle.
45-1
654
1
1 in 190 D
54
88
443
175
133
42-3
676
2
1 in 1,500 U
59
76
418
175
135
38-5
672
3
1 in 4,537 U
54
88
443
175
132
39-5
631
4
level
56
84
439
180
132
40-0
663
5
1 in 170 D
64
56
334
165
108
26-6
504
6
1 in 284 U
62
72
417
175
129
36-3
666
7
1 in 330 D
57
72
383
175
123
38-7
653
8
1 in 471 D
61
80
455
180
134
38-5
695
9
1 in 217 U
56
80
418
175
128
40-1
664
10
1 in 200 D
63
64
376
160
120
32-0
596
3 F
626
EXPRESS LOCOMOTIVES.
Oct. 1898.
TABLE 4 {concluded from page 622).
Trials of five Express Locomotives on double Journey,
shoioiiig Dynamometer and Indicated Horse-power.
Engine E.
Newcastle to Tweedjiodth.
a
g3
Gradient.
From Djmamometer.
From Engine.
S
S
U = Up.
D = Down.
Speed
per
hour.
' Pull
in 64ths
of a Ton.
H.P.
Boiler
Pressure
per sq. in.
Steam-
chest
Pressure.
Average j
Cylinder I
Pressure. '
I.H.P.
Miles.
Lbs.
Lbs.
Lbs.
1
1 in 200 U
37
108
373
155
138
60-5 1
1
559
2
1 in 217 D
58
64
346
150
136
39-5 !
1
572
3 1 1 in 471 U
58
72
390
160
144
i
43-5
630
4 1 in 330 U
56
80
418
155
152
45-5
636
5 lin284D
58
80
433
155
140
41-3
598
6
1 in 170 U
45
92
386
150
144
51-1
574
7
level
62
72
417
155
142
39-7
615
8 1 in 4,537 D
57
72
383
155
145
43-4
618
9
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49
100
457
155
142
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603
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37
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vcastle.
e8-5
633
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47
80
351
155
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88
386
160
140
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568
3
1 in 4,537 U
50
104
485
155
140
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656
4
level
56
80
418
155
145
45-5
635
5
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60
56
314
160
150
33-6
503
6
1 in 284 U
54
96
484
155
137
46-3
624
7
1 in 330 D
53
96
475
155
135
48-8
646
8
1 in 471 D
55
88
452
155
140
46-7 i
641
9 lin217U
45
112
470
150
145
54-4
611
10 lin200D
60
72
403
155
134
44-4
665
Oct. 1898. EXPRESS LOCOMOTIVES. 627
this way. In the majority of cases a rough estimate only of the
effect of a stoppage can be obtained. Delays by signals cannot
be avoidecl ; but it is clear from the above considerations that
checks and stops to heavy express trains are not only a source of
much delay, but also involve the waste of a considerable amount of
power.
In Plate 112 are shown the pull and speed curves between
Newcastle and Morpeth on two different days. The dotted curves
refer to a run in which the train was stopped by signal about two
miles from the starting point. In Plate 111 are shown the full-size
dynamometer record and speed for 2^^ miles, including this stop.
The full curves in Plate 112 refer to a journey from Newcastle to
Morpeth performed without a stop. In Plate 113 are given the pull
and speed curves for two journeys from Belford to Tweedmouth.
The dotted curves here correspond with the trip when the train
speed, owing to signal, had to be reduced from 56 to 29 miles per
hour near Crag Mill level crossing.
It would take a long time to exhaust the number of useful
experiments that could be made in connection with the working of
different classes of express passenger engines, differing in the
dimensions of their essential parts ; and the author hopes that the
information given in this paper may lead to further research.
The exigencies of express passenger traffic require that an express
locomotive should work in a way which is satisfactory in the widest
possible sense. There are many variations possible in the mode of
construction, the effect of which cannot be determined without
systematic investigation.
In conclusion the author desires to thank Mr. C. E. Jones of
Crewe, and his own assistants, Messrs. T. Weatherburn, E. T. Eobsou,
and W. J. Smith, for the care with which they performed the duties
allotted to them during the trials.
3 F 2
628 EXPRESS LOCOMOTIVES. OcT. 1898.
Discussion.
Mr. Bryan Donkix, Member of Council, tliouglit the paper
contained facts and figures which the Members would be only too
glad to have ; a considerable amount of trouble and expense must
have been incurred in obtaining them. Table 3 might he thought
be usefully supplemented by the few additional results which he had
arranged in Table 5 ; these were deduced from figures given in
Tables 1 and 3, though not themselves contained therein under the
form shown in Table 5, whereby they might be rendered more
prominent. The coal burnt per square foot of grate per hour,
Table 3, line 23, was considerable as compared with that in
stationary boilers ; it would be seen that it ranged from 91 up
to 136 lbs. The transmission of heat from the hot gases to the
water he had worked out for each locomotive in thermal units per
minute per square foot of heating surface ; as seen in Table 5, it
ranged from a minimum of 242 to a maximum of 341. These
were the average results, arrived at by taking the whole heating
surface from one end to the other ; but if only the heating surface
over or near the fire had been taken, they would have been very
difierent, perhaps 1,000 thermal units per minute per square foot
of heating surface ; while at the extreme end of the boiler, where
the tubes entered the smoke-box, much less transmission would be
obtained, probably only about 100 thermal units j)er minute per
square foot. There would thus be a great difierence in this respect
between the two ends of the boiler. The water used per hour per
square foot of heating surface, as seen in Table 5, was considerable,
varying from 11*26 to 15*88 lbs. The boiler efficiency, that is, the
ratio of the heat utilised in evaporating the water to the total
heat in the coal, varied from 52 • 2 per cent, as a minimum to 69*2
per cent, as a maximum, a good result with such a high rate of
evaporation. In other words, in the best experiment 69*2 per
cent, of all the heat in the coal was utilised in evaporating the
Oct. 1898.
EXPRESS LOCOMOTIVES.
629
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630 EXPEESS LOCOMOTIVES. OcT. 1898.
(!Mr. Bryan Doiikin.)
water. The vacuum in the chimney was not recorded in these
experiments, and he should like to know whether it had been
ascertained in any instance ; in previous experiments it had been
observed, and there was no difficulty in making the observations.
The analysis of the smoke-box gases was also desirable ; but it
was a difficult and troublesome matter to collect the gases over
mercury in the front of a locomotive engine while running, although
this had been done. The temperature also in the smoke-box, below
the blast-pipe orifice, had apparently not been taken. For ascertaining
the speeds of the engines, he asked whether any counter had been
employed, or how the actual speed of the driving wheels had been
obtained. Also whether the indicated horse-power had been obtained
in any instance for the engine and tender alone, without the
train ; this information was wanted for comparison with other
previous experiments. The kind of dynamometer employed had not
been described in the paper ; and the dynamometer pulls were given
in Tables 2 and 4 in 64ths of a ton, which was rather an awkward
measurement. In future he thought it would be preferable to give
the pull in decimals of a ton. As a non-condensing engine,
consuming no more than from 30 '6 to 35*5 lbs. of water per
indicated horse-power per hour (Table 3, line 81), the locomotive
seemed to be doing good work. In most of the indicator diagrams
shown in Plates 114 to 116 he noticed a considerable compression of
the steam in the cylinders, apparently up to something like half its
initial pressure ; and he should like to know whether there were any
detailed experiments that proved what was the best compression in
locomotive cylinders. This was a question that was being discussed
a good deal now for stationary engines, and data thereon would be
interesting.
Mr. William Schonhetder cn(iuired what use had been made of
the measurements, stated in jiages 606 and 608 to have been taken and
noted, of the heap of coal on the tender ; it seemed to him impossible
to arrive at any accurate information in that manner. If intermediate
measurements were required, he considered the coal should have
been in sacks of say 1 cwt. each and numbered. In page 609,
Oct. 1898. EXPRESS LOCOMOTIVES. 63l
where it was said that the indicator diagrams were obtained by
means of a Crosby indicator, he asked whether it was meant that only
one indicator was used. If so, it must have had very long pipes in
order to get diagrams from both ends of the cylinder, and the
accuracy of the diagrams shown would be impaired thereby.
Mr. E. Price-Williams looked on the paper as supplying a
much needed want ; and he heartily agreed with the author, as he
was sure did the President also, in hoping that this paper might lead
to further research. The subject had a strong claim upon the
attention of the Institution, and was of especial interest to the
President. There was nothing more discreditable he considered to
the engineering profession at the present time than the fact that
research with regard to the tractive force of locomotive engines had
not yet been more elaborated. All honour and credit were therefore
due to the author for the careful and accurate manner in which he
had worked out these experiments. This paper fitly supplemented
those which, it would be remembered, had been read to the Institution
of Civil Engineers some years ago by Mr. Stroudley (vol. 81, 1885,
page 76) and by Mr. Adams and Mr. Pettigrew (vol. 125, 1896,
page 282), both of which had proved valuable contributions to what
might almost be termed an unknown science. Since the time of
Wyndham Hardiog and Daniel Gooch (Proceedings Inst. C.E.,
vol. 5, 1846, page 369, and vol. 7, 1848, page 292), there had never
been any really exhaustive series of tests in regard to train
resistances and the power necessary to overcome them ; and he
trusted therefore that the author's concluding hope would be taken to
heart. No subject that he could think of was more desirable to be
worked out under the auspices of this Institution. The researches
already carried out by the Institution of Mechanical Engineers, to
their great honour and lasting credit, had made their name celebrated
all the world over ; and he hoped that the research here so
admirably begun by the author would be continued. His concluding
remarks certainly did not lead to the belief that these experiments
were final ; and it seemed to himself that the subject was ripe for an
exhaustive series of experiments, carried out if possible by a great
632 EXPRESS LOCOMOTIVES. OCT. 1898.
(Mr. R. Price-Williams.)
railway like that witli which, the President was connected, or by the
North Eastern. In his view indeed they should be carried out in
concert with the different railways. As long as about twenty years ago
he remembered that Mr. Webb and himself had contemplated a series
of tests between Beeston Castle and Crewe ; and though unfortunately
they had never yet come off, he had been always waiting and hoj^ing
that they would be carried out. It would be a great advantage to
the Institution to have some trustworthy information recorded. At
present there were, as the President well knew, no trustworthy
data as to the resistance of the air. What he had particularly
fastened upon in the paj)er was what he thought was a means
of ascertaining, by a sort of working backwards, the coefficient
for frictional resistance. At all events, from the present paper
and from Mr. Adams's paper on the celebrated runs from
Bournemouth to London and from Exeter to London, he had
been able to satisfy himself that the coefficient l-280th or 8 lbs.
per ton of load, arrived at by the late Mr. D. K. Clark, did not
hold good for high speeds. No doubt it was correct enough for slow
speeds ; but when the speed reached 67 miles an hour, as it did in
one of the trials recorded in the present paper, he found that the
coefficient for frictional resistance almost disappeared ; clearly it
was not constant. This was only a single instance of the great need
which existed for accurate research, such as this Institution had
already made its own province. Looking at page 623 of Table 4
which referred to engine B, he enquired whether the calculation had
been gone into of what the train resistance was at higher speeds ;
instead of 8 lbs. per ton, it appeared to him that the coefficient for
frictional resistance must here be a negative quantity. Takiug for
instance No. 7 diagram on the level, in the outward journey from
Newcastle to Tweedmouth, the indicated horse-power was given as
only 826 ; but he found that the horse-j^ower due to the resistance
of the load at the great speed of 64 miles an hour would be 1,450.
Whether it was the momentum of the train that had carried it over
the level at such a speed, he did not know ; but when it was
considered that the coefficient of adhesion in ordinary weather
would not avail for anything more than a tractive force of about
Oct. 1898. EXPRESS LOCOMOTIVES. 633
8,000 lbs., lie failed to see huw the indicated horse-power was
obtained so low as 826 at that speed, the train resistance alone
amounting to 1,450 horse-power. Perhaps the author could kindly
furnish some explanation.
Mr. David Joy, Laving studied the paper in connection with the
indicator diagrams and the tables, had come to the conclusion that
the experience here recorded was a great deal more than he could
at once take full advantage of. As expressed in page 605, it was
clear that an opportunity had here been aiforded for carrying out a
number of experiments which should be practical, and which should
stand as a record ; and no doubt the experiments had actually been
carried out in a way which made them valuable records for the
future. Like Mr. Price- Williams he was strongly in favour of a
course of experiments by all or any of the large railways that had
the opportunity of carrying them out. The object of the paper
being to compare the five classes of engine, he had been tempted at
once to try to form his own oj)inion as to which was the best engine
for the express trains described. Here the load, the distance, the
road with its inclines and curves, the speed, and generally speaking
all the incidents of the experiments were alike in every one ; and
when all the data were put together, pretty nearly the same result
was arrived at. What then was the jjoint to be looked for, which
made one engine preferable to another? Kevertiug somewhat
naturally to his own locomotive days, he fell back upon the coal
consumption. Although this might seem a small question, especially
in I^ewcastle where coal was so cheap, he thought it was not by any
means a small question. The coal consumption per mile used
formerly to be, and he believed mostly was now, the standard by
which a judgment was formed respecting the performance of an
engine. Taking the figures given in Tabic 1, page 617, for the coal
used per mile on the double journey of 131 mile?, it was found that
engine A burnt 42*21 lbs. per mile, B 43*35 lbs., C the big
four-coupled engine 37-83 lbs., D 37*26 lbs., and E burnt 39*46 lbs.
per mile. These figures had a little astonished him, for he should
have expected that the large single engine B would have carried off
634 EXPRESS LOCOMOTIVES. OcT. 1898.
Qtlr. David Joy.)
tlie prize for economy, though not by much ; and he should like to
hear an explanation, why the single engine B did not do better than
any of the four-coupled engines. At the same time the big
four-coupled engine C, which was the most economical, was
considerably larger than any of the other engines. She had 20 by
26 inch cylinders and wheels 7 ft. 7| ins. diameter, and was
altogether a good deal larger than B ; and on that ground, with
equal loads and equal conditions, ought to have burnt less fuel,
as indeed she did. But looking at her indicator diagrams in Fig. 15,
Plate 115, he noted that, while one end was in good form, the other
was much rounded, showing that the valve gear, which according to
the drawing did not pull direct upon the valve but through a rocking
shaft, must have been " giving " or yielding in one dii-ection, and
consequently not providing a smart admission of steam at the
rounded end of the diagram. This he at once put down to the fact
which he had seen in other engines, namely that probably the
pulling end of the valve stroke did not open the port perfectly,
because it gave or yielded a little. The pushing end would be solid,
hard up on its bearing, and a perfect opening would be obtained.
Hence, while with the diagram shown in Fig. 15 for a speed of 63
miles an hour engine C gave 782 I.H.P., it struck him that it
would have given a good deal more if the one end of the valve stroke
had been better. With regard to coal consumjition in its bearing on
repairs, from his own experience he had formed the belief that
the repairs of an engine might be put fairly in an almost parallel
line with her coal consumption, because he had always found that
the engine which kept the first place in coal economy was also the
one that was longest out of the sheds without repair, and also
cost less in repair in the same proportion as the saving in fuel.
This was due to the fact that, if she were passing less fuel through
the fire-box and tubes, they would not wear out so soon ; and also that,
if greater care were given to the engine by the driver, thereby saving
the fuel, it would follow that the engine would share the saving
right through, including the repairs as well. So that there would
be not only a saving in fuel, but a saving in everything else. This
he thought was a fair conclusion. Something, but not much, had
Oct. 1898. EXPKESS LOCOMOTIVES. 635
been said about the ■weatber in tbese experiments ; and it seemed to
bim tbat tbis ougbt to be more tborougbly taken into account wben
sucb experiments were tried, especially if tbere were side winds ;
because be knew an instance of a side wind stopping a train of forty
empty cattle wagons witb a big six-coupled engine. In view of sucb
an occurrence be was sui-e tbat an express train would be greatly
influenced in speed by a side wind. If furtber experiments were
tried on otber lines and under otber conditions, fresb results migbt
be obtained. For instance tbere would be an opportunity of
ascertaining tbe pressure in tbe blast-pipe, tbe pressui-e inside tbe
smoke-box, tbe wind's eflect upon tbe train, and several otber tbings.
Mr. Michael Longeidge was beartily in accord witb tbe appeal
made by Mr. Price- Williams to tbe President, and tbrougb bim to
tbe otber locomotive superintendents tbrougbout tbe kingdom ; and
he ventured to suggest two points, to wbicb tbeir attention migbt be
directed in conducting tbe proposed experiments. Tbe present
paper naturally recalled tbe paper tbat bad been read to tbe
Institution two years ago (Proceedings 1896, page 475) on tbe trial
of a locomotive of tbe Lancasbire and Yorkshire Eailway by some
of tbe members of tbe Steam-Jacket Eesearcb Committee. Tbe
results of tbat trial, so far as it concerned tbe boiler, bad been
remarkable ; and tbe conclusion arrived at by bimself and probably
by others was tbat tbe high rate of evaporation obtained was not
genuine, but that a good deal of water was carried over witb the
steam. Tbe results of the present boiler trial were even more
surprising. In tbe former trial the coal burnt per square foot of
heating surface bad averaged 0-9 lb. per hour, and what was called
an efficiency of about 72 per cent, had been obtained. In tbe
present experiments, with rates of 1 • 5 lb. jjer square foot per hour
in engine C, and as much as 2 lbs. in engine B, efficiencies were got
of 69 and 65 per cent, respectively, according to Mr. Donkin's
Table 5 (page 629). Such figures were altogether too remarkable
to be credited ; and in bis opinion tbese trials, like tbe former,
pointed to a large amount of water being carried over witb tbe steam.
Tbis was tbe first point to which be wished to draw attention.
636 ESPBESS LOCOMOTIVES. OCT. 1898.
(Mr. Michael Longridge.)
But the present pajjer was not concerned so mucli with the evaporative
efficiency of the boilers ; its primary object was to ascertain which was
the best engine for drawing the express trains of the North Eastern
Railway up to time. On the whole the experiments were satisfactory
and valuable. It was true that altogether 28h minutes had been lost,
and only half a minute gained (page 621, line 36) ; but it would be seen
that nearly all the time lost was lost by two engines, A and E, and
these were the two engines that had the smallest fire-boxes (line 22).
The remarks that he had made at the recent meeting of the Institution
at Derby (Proceedings 1898, page 398), about the necessity for large
boilers and large fire-boxes, were thus amply confirmed. With
regard to the utilization of the steam when it was formed, it woidd
be noticed from the indicator diagrams how large a fall of pressure
there was between the boiler and the cylinders, and how considerable
was the back pressure on the pistons. To those accustomed to
stationary engines this at once suggested that the pipes and ports
were too small. Not knowing much himself about locomotive jn'actice
in this particular, he had looked up some published drawings of
locomotive engines, and had been surprised to find that on the
Midland Eailway there were locomotives with 19-inch cylinders by
26 inches stroke, with steam pipes only 4 inches in diameter, and
steam ports only 13^ inches by If inch, and a piston sjjeed of
800 to 1,000 feet j)er minute. Under such conditions the velocity of
the steam in the steam pipe must have been from 18,000 to 22,000
feet a minute, and in the ports during the exhaust from 11,000 to
14,000 feet : velocities which were much greater than were customary
in stationary engines. This was the second point. In this
connection therefore he ventured to suggest two subjects of research.
The first was the efiect of superheaters in the smoke-box for drying
the steam; there was plenty of room in large bogey engines to
extend the smoke-box and put a superheater in. The second subject
was the effect of a larger steam-pipe ; instead of 4 inches, to try
7 inches, as he believed was done in America, and to increase also
the size of the steam ports, through wLich it should be remembered
the exhaust Lad to pass. The latter might be difficult with
slide-valves, but with piston-valves it could be done. By this means,
Oct. 1898. express LOCOMOTIVES. 637
and by also increasing the size of tlie exhaust pipe, he thought a
large proportion of the fall in pressure between the boiler and. the
cylinders, and also a large proportion of the back pressure, would
be done away with. Mr. Worsdell was to be congratulated ujjon
having found an engine that would run his trains up to time. If he
would put such engines on the trains of the North Eastern Eailway,
and run them up to time, the public would be much indebted
to him.
Mr. J. CoTJETHOPE Peache said, while the paper was one which
interested locomotive engineers chiefly, at the same time, as far as
it was a statement of engine performance, it was of interest to
engineers generally. All present felt themselves indebted, he
was sure, to an author who had given so many facts ; and it was
under a sense of obligation to him in this respect that he ventured to
criticise some of his methods and some of the conclusions arrived at.
To depend upon twenty sets of indicator diagrams in such varying
work as was done by an engine hauling a train 131 miles seemed
to him insufficient for arriving at a fair estimate of the mean
l^ressure in the cylinders. As far as draw-bar pull was concerned,
he was aware that the mean of the twenty points of observation
was checked by observations at 642 equidistant intervals (page 613) ;
but it did not at all follow that, because the two draw-bar
means arrived at in these two ways closely agreed, therefore the
mean of the indicator diagrams should represent a fair mean for the
whole journey. As pointed out in page 613, the ratio between draw-bar'
j)ull and indicated horse-j)ower varied at the different observations.
From Table 4 it would be seen that the ratio varied from less than
60 per cent, to more than 80 per cent., which was certainly a great
variation in the ratio between draw-bar pull and indicated horse-
power. But, as also pointed out in page 613, this was due to many
causes, among which were mentioned acceleration and retardation
of engine and train at the time of taking the diagrams ;
these particular causes he thought were the chief causes of the
discrepancy. To 'arrive more nearly at the true mean tractive effort
in the engine cylinders during the whole journey, he would suggest
638 EXPEESS LOCOMOTIVES. Oct. 1898.
(ilr. J. Courthope Peache.)
that the mean draw-bar pull for the whole journey should be taken,
as ascertained from the 1281 observations, and that the mean ratio
between the draw-bar pull and the indicated tractive effort in the
cylinders should be used, from which to deduce the mean indicated
horse-power. This ratio was given in page 613 as about 65 per cent. ;
and he thought it would be of value if there were added to the
paper the mean indicated draw-bar pull for the five runs, as obtained
from the 1284 observations ; or better still, as obtained by measuring
with a planimeter the total area of the diagram of draw-bar pull ;
and if then the indicated horse-power were derived therefrom by
taking the average ratio between draw-bar pull and indicated tractive
effort in the cylinders. Taking however the mean of the twenty
indicator diagrams to represent a fair average of the indicated
horse-power, there was in his opinion a serious error in the
calculations, due to the speed having been taken into account,
which was not at all necessary in estimating the total work
done during the journey. Obviously the total work done on
the draw-bar for the whole journey was equal to the mean draw-bar
pull, multiplied by the distance travelled over ; and in the same way
the total indicated work done in the engine cylinders for the whole
journey was equal to the mean indicated tractive effort in the
cylinders, multiplied by the distance passed over for the whole
journey. Taking these figures, and working them out to get the
mean indicated horse-power, he had found that the true figure for
water used per I.H.P. per hour in Table 3, line 32, would be
25-9 lbs. instead of 23-91 lbs. for engine A, 26-0 for B, 29-0
for C, 24-9 for D, and 26-7 lbs. for E; that is to say, the true
figure for water used per I.H.P. per hour was about 6 per cent, above
that given in Table 3. The actual I.H.P. and also the mean I.H.P.
for the whole run would of course be equally affected by the same
consideration. Eeference had already been made (page 631) to the
method of taking the indicator diagrams, which must obviously have
been done with long connecting pipes between the cylinder and the
indicator, because both indicator diagrams were shown together ou
the same card. At the high speeds at which locomotive engines
ran, this seemed scarcely an accurate way of getting at the indicated
Oct. 1898. EXPRESS LOCOMOTIVES. 639
power. Moreover it appeared that there was only one indicator used
on the engine ; that is, only one of the engine cylinders was
indicated. This seemed to follow from the statement in page 609 that
a Croshy indicator was employed, and that the same instrument was
used throughout the trials. It was hardly satisfactory he thought to
indicate one side only of the engine. Indicator diagrams from both
cylinders ought to be taken, and for such a high-speed engine as
a locomotive the indicators ought to be attached with short
connections.
Professor Robert H. Smith thought the high velocity of the
steam through the ports in locomotive engines (page 636) was pretty
generally recognised ; and though it would be easy to increase the
size of the steam pipe, he did not see how that would alter the result
much. The two reasons, he thought, for the large difference between
the boiler pressure and the cylinder pressure were, first the necessity
for throttling, which resulted from the necessity for maintaining a
large reserve of steam power in the boiler for the variation of power
that was much more necessary in a locomotive than in a stationary
engine; and secondly the link-motion, which was difficult to
arrange for giving a long travel to the valve and at the same time
a sufficient range of variation in cut-off. Therefore the steam velocity
through the ports came to be reduced often to no more than about
four-tenths of what was allowed by Rankine's rule.
Taking himself a great interest in the subject mentioned by
Mr. Price-Williams (page 632) of the measurement of train resistance
in connection with speed of train, he wished to point out that the
figures given in the paper were not at all capable of furnishing data
with regard to the law connecting train resistance with speed; it
was not possible to deduce anything with regard to this much
desired law from the results here recorded. The accuracy of the
draw-bar pull or the speed or the horse-power recorded he did not
doubt at all : although a description was required of the kind of
dynamometer used, and a more definite statement with regard to the
indicator. From a glance at Table 4, a comparison of the draw-
bar pull, the speed in miles per hour, and the gradients, showed
640 EXPRESS LOCOMOTIVES. OcT. 1898.
(Professor Robert H. Smith.)
that no definite connection between the speed and the gravity pull
and the actual dynamometer pull could be obtained from the
figures. All the northward journeys began with a high pull at a
low speed on a rising gradient ; then the pull went down while
the speed went up ; and most of them finished off with a low
speed and again a high dynamometer pull, on nearly the same rising
gradient, namely 1 in 200 at starting and 1 in 190 at stopping. The
high pull at the beginning, when the speed was only from 36 to 40
miles an hour, was naturally due to getting up the speed, or the
augmentation of momentum, because the next reading of speed was
from 55 to 60 miles an hour. In order however to get data from
which could be deduced the law connecting train resistance with
train speed, it was necessary to furnish the experimental dynamometer
car with means of recording the acceleration every few seconds
throughout a considerable distance, or at any rate over those portions
of the road where acceleration of velocity was known to occur. It
was true that, if there was an accurate record of velocity at every
point throughout the journey, and if the time dots were accurately
placed all along the paper, the acceleration could thence be deduced ;
but these records had been taken from half-minute to half-minute,
and within even much less than half a minute great accelerations and
retardations of velocity could take place, which nevertheless might
hardly show themselves at all as visible or noticeable changes of
velocity. A large acceleration of velocity lasting only for a second
or a second and a half might not produce any noticeable change of
velocity at all, and yet it would affect the draw-bar pull largely.
The experimental apparatus therefore should either give directly,
with fair accuracy, the acceleration from moment to moment ; or else
it should give an electrical record of the speed and time, noted at
every two seconds as he should prefer, though he should be satisfied
with every five or ten seconds.
Mr. E. W. Ueie noticed that the dift'erence between the boiler
pressure and the cylinder pressure in these express engines was
clearly pointed out in page 610 to be due to the method adopted in
driving the engines ; and not to the use of steam pipes and cylinder
Oct. 1898. EXPRESS LOCOMOTIVES. 641
ports too small to give a steam-cliest and initial cylinder pressure
equal to that of the boiler. In page 612 the steam-chest pressure of
only 135 lbs. per square inch, with a boiler pressure of 180 lbs., was
also mentioned as evidence of how much more power might have been
obtained if required. In the indicator diagrams, the only point he
would draw attention to was the high back-pressure which was shown
throughout. This might have something to do with the large
proportion of power absorbed by the engine, which was mentioned in
page 614 as averaging about 35 per cent. ; nevertheless such a
proportion comj)ared favourably with results obtained in America,
where however as a rule smaller blast-pipe nozzles prevailed. If
these diagrams had been more of the kind shown in illustration of the
President's recent j^ddress (Proceedings 1898, Plate 28), where the full
steam-chest pressure was taken advantage of initially in the cylinders,
the back-pressure would have been less. In the President's diagrams
the back-pressure appeared not to exceed 4 lbs. per square inch
during exhaust ; whereas in the diagrams shown in Plates 114
to 116 it might be taken at approximately 10 lbs. per square inch
for the five engines. As these engines, according to the dimensions
given in Table 8, had a tractive power varying from 93 to 113 lbs.,
or roughly a mean of 100 lbs. per pound of average cylinder
pressure, the loss due to working with a low steam-chest pressure
came out equal to 600 lbs. of pull on the draw-bar. If it were
assumed that a pull of 20 lbs. per ton of load was required
at 60 miles an hoi;r to overcome the resistance of the train,
the high back-pressure would represent a super-added load of
SO tons in front of the engine, which would be equivalent to adding
two more vehicles to the train.
Mr. Druitt Halpin, while thinking the value could hardly be
over-estimated of the experimental data which had here been got
together with so much trouble, pointed out that in the first page of
the paper it was hardly correct to say that an opportunity had here
been afforded for gaining information of a kind hitherto unrecorded ;
this would be to overlook altogether the complete and most detailed
experiments which had been made by Messrs. Yuillemin, Guebhard,
3 G
G42 ESPBESS LOCOMOTIYES. OcT. 189S.
Mr. Druitt Halpin.)
and Dieudonne,* and also the experiments made for the Bavarian
government by Bauscliinger.f The whole of the ground had indeed
been fully covered already by these previous experiments. Similarly
he had been surprised to hear Mr. Price- Williams say (page 631)
that, except for the papers by Mr. Stroudley, and by Mr. Adams and
Mr. Pettigrew, practically nothing had been done since the days of
Gooch in the way of exhaustive tests respecting train resistance. A
study of the experiments he had mentioned he thought would show
that a good deal had been done in the meantime. In pages 612-13
reference was made to some performances published in " The
Engineer," in regard to which it was rightly said that it was
unfortunate no information had been given concerning the horse-
power developed. Xot knowing what particular experiments were
referred to, he imagined they were possibly those on the Northern
Eail^vay of France, for which the remarkable power of 1,500 H.P.
was given in the Zeitschrift des Vereines Deutscher Ingenieure,
22 October 1898, page 1195. In the present experiments the greatest
mean horse-power was stated in page 612 to be 753, which was
certainly a large power indeed ; but the French 1,500 H.P. had been
obtained beyond any question of doubt or error. On page 613 the
mean ratio of the draw-bar horse-power to the indicated horse-power
was given at 65 per cent., which seemed good ; for in an American
four-wheel-coupled engine, of which the details he believed had
been given in " Engineering," it was only 42 per cent.§ The lower
ratio might have had something to do with the road, because if an engine
was running on a worse road, its efficiency would naturally be less.
Eeference had been made (page 636) to the great drop between
the boiler pressure and the cylinder pressure ; and it had been pointed
out that the drop could be divided into that due to the small size of
the steam pipe, and that due to the small size of the cylinder ports.
* Chemins de fer: de la resistance des trains et de la puissance des
macliines. L. Vuillemin, A. Gucbhard, et C. Dieudonne'. Paris 186S. Svo.
t Indicator- Versuche an Locomotiven, angestellt unter Mitwirkung des
Koniglichen Maschinen-meisters Zom in Augsburg. J. Bauschinger. Leipzig
1868. 4to. Abstracted in " Engineering," vol. 12, 1871, pages 1 315.
§ See also Proceedings Inst. C. E., vol. 81, 1885, page 144.
Oct. 1898. EXPRESS LOCOMOTIVES. Gi
The former portion of tlie drop, it Lad also been remarked (page 639)
was in great part due to the steam admission being necessarily throttled
or wire-drawn at the regulator ; which was quite true.* But with
regard to the other portion of the drop, due to the small size of the
steam ports, attention had properly been drawn (page 641) to what
these j)orts were doing in relation to the back-pressure in the cylinder
namely that at high speeds they were causing a back-pressure of
something like 10 lbs. per square inch. The great question in
designing the ports of locomotive engines had always seemed to him
to be not so much to get the steam into the cylinders as to get it
out of them ; because the whole of the back-pressure was carried
right across the entire length of the indicator diagram, and when it
amounted to 10 lbs. out of an average forward pressure of 40 or
45 lbs., it was much too large a proportion of the whole driving
power. Yet in making the ports bigger an engineer was on the
horns of a dilemma, because he was at the same time making the
clearance also bigger, which was what no one wanted to do. If the
desired object could be accomplished with piston-valves and shorter
ports, a great gain would be realised in diminished back-j)ressure.
The boiler efficiency had been referred to by Mr. Donkin
(page 628), who had also given figures showing what was the
diathermacy of the boiler, namely the number of units of heat sent
through the plates per minute per square foot of heating surface.
But in order that these figures might possess their full value, he
considered it was necessary to give also the conditions under which
the heat transmission occurred, and the temperatures between which
it took place. Where power was in question, a flow of a stated
amount of water in a stated time was not information that could be
made use of, without knowing the head and every other condition.
* An experimental investigation of the influence of the regulator opening, the
size of steam pipe, and the capacity of valve chest, in four-cylinder compound
locomotives, illustrated by a number of indicator diagrams, is given in the
Zeitschrift des Vcreines Doutscherlngcnieure, 17 December 1898, pages 1403-12.
It is translated from " Experiments made on an Express Compound Locomotiv
in regular working on the Northern Kailway of France " by M. F. Barbier
Ilevue gene'rale des Chemins de fer, June 1898, pages 431-53.
3 G 2
G44 EXI'EESS LOCOMOTIVES. OCT. 1898.
(Mr. Druitt Halpin.)
The head, which in this instance was the difference in temperature,
had not been touched upon in the paper, though it was one of the
most important conditions. In rate of evaporation the performances
of these locomotive boilers were certainly high. The rate of heat
transmission had been gone into completely about twenty years
ago by the late Mr. J. A. Longridge (Proceedings Inst. C.E., vol. 52,
1878, page 105), who had given the transfer per degree of difference
of temperature per hour per square foot ; and in locomotive boilers
he had shown that it was something like 11 units, whereas in
stationary boilers engineers were well pleased if they got 5 or 6
units. A great part of the difference, he believed, was produced
simply by the exceptionally favourable circumstances under which
locomotive boilers worked ; by the great shaking, every particle of
coal got its full allowance of oxygen, and every nascent particle of
steam immediately on its birth was jarred off the heating surface,
and made way for the evaporation of a fit'esh particle.
The Peeside^tt quite agreed with Mr. Price-AVilliams that, at all
events with regard to English locomotives and other engines
used in traction, their economical working had probably been less
investigated than that of any other kind of engine, marine or
stationary ; and he trusted the present paper would give a start to
this matter being thoroughly gone into. Belonging himself to an
association which was composed of the locomotive engineers of the
United Kingdom, he would endeavour to see whether some agi-eement
could be come to for having such experiments carried out. Naturally
enough there was a certain rivalry among railways, as to what they
did and what they did not do ; and with so many different minds
there were so many different engines.
The tube surface at the smoke-box end of the boiler had been
spoken of by Mr. Donkiu (page 628) as much less efficient than at
the fire-box end. There was no doubt that the last 5 or 6 feet length
of the tubes was practically of no use for evaporation, and that
the temperature of the gases coming into the smoke-box was
rarely much higher than that of the steam. The great thing in a
locomotive was to get as large a fire-grate and as big a boiler as
Oct. 1898. EXPRESS LOCOMOTIVES. 645
possible. In America there were large engines witli big boilers,
so big indeed that in England they would not go through any of the
tunnels, and so heavy that they would not go over English bridges,
and altogether so bulky that they would not go into any of our
stations : so that an American engine was impracticable in this
country. The great question of the day with regard to English
engines was to desigu an engine that would take a great load and at
a high speed. This meant a big boiler, and perhaps some different
form of engine from any that was being used now. A four-cylinder
engine with high pressure was the form which had been adopted by
Mr. Drummond on the London and South Western Eailway. Other
engineers were aiming at making compounds, some three-cylinder
engines, and some foiu*. In France he believed great benefit had
been foiuid, for goods traffic especially, from compound foiu'-cylinder
engines.
No economy, he qydte agreed with Mr. Joy (page 634), could be
expected from any engine if it was out of order ; and therefore it
was no marvel that the engines which were kept in good order showed
the best results in economy of fuel.
There was no doubt Mr. Longridge was right (page 635) about a
great deal of wet steam being used in locomotive engines. But in
regard to the steam pipe and ports being too small (page 636), there
was no difficulty in getting the steam into the cylinder ; the great
difficulty was to get it out. There had been more benefit derived
from a free exhaust than in any other way. In many engines, with
a view to prevent priming, there was a second smaller regulator
upon the back of the larger ; but the difficulty was to iuduce the
drivers to work with a second regulator. If the driver opened the
larger regulator, he believed he frequently flooded his engine and
primed it, elevating the water surface throughout the boiler. "What
was wanted really was more space everywhere. It was unfortunate
in his opinion that the 4 ft. 8^ ins. gauge had ever been adopted ; it
would have been much better to have had 5 feet or 5 ft. 8 ins.
Then there could have been no question about the boiler or any other
part of the engine being hampered by want of space- It was a
difficult matter now to make an express engine of the size it ought to
G46 EXPKESS LOCOMOTIVES. OcT, 1898.
(The President.)
be. It had been tried already in various ways, and be bad no doubt
tbe necessity of making some cbange would ultimately bring
it about.
Some experiments bad been recently made on tbe Midland
Railway, wbicb probably tbe Institution would like to bear about.
Since be gave bis address in April last, be bad made a four-wbeel-
coupled engine about tbe size of tbe large single express engine
(Plate 39), witb precisely tbe same boiler and same cylinders,
19^ inches diameter and 26 inches stroke, with 170 lbs. boiler
pressure. Tbe engine was taking the highest loads that could at
present be worked on tbe gradients of the Midland Railway. Some
measurements having been made in regard to the consumption of
fuel, it bad been found to average 0 • 159 lb. of coal per mile per ton
of train load, that is, the coaches, passengers, and luggage, leaving
out tbe engine. Tbe work the engine did with the load she trailed
was represented by this consumption.
He had now much pleasure in proposing a vote of thanks to
Mr. Smith for the paper which be had been good enough to send to
the Institution ; and be trusted it would be productive of yet fiu-tber
investigation into locomotive working and locomotive economy.
Mr. William P. Marshall wrote in reference to tbe indicator
diagrams in Plates 114 to 116, to call attention to tbe results when
stated in the form of traction on the level in lbs. per ton of
gross load. These be made out — taking tbe speed and average
cylinder pressure as stated in Table 4, and tbe total weight of
engine and train as given in line 7 of Table 3 — to be as shown
in Table 6, after adding or deducting the effect of gravity on the
several falling or rising gradients. When thus expressed, tbe results
presented some remarkable anomalies : for instance at tbe speed of
63 miles per hour the traction on the level was found to be 15-8 lbs.
per ton of load in one instance, and 28 '4 lbs. in another. The
disturbing force of extra resistance from heavy side wind, or of
Oct. 1898. EXPRESS LOCOMOTIVES. 647
TABLE 6. — Resistance of Engine and Train on Level.
Derived from Loads in Table 3,
and Speeds, Cylinder Pressures, and Gradients in Table 4.
6
d
"5b
p
Indicator
Speed
go
Total
Weight
of
Gradient.
Eesistance per ton
of Engine and Train
o
O
Diagr
am.
per
hour.
O n o3
> o P
•'i f-l
Q ^
Engine
and I
Train. '
Up. Down.
on Level.
1 Corrected
Actual for gravity.
Plate.
No.
Miles.
Lbs.
Tons.
1 in 1 in
Lbs.
Lbs. Lbs.
Mean
A
114
3
48
45-0
251
4537 —
16-7 )
[ 18-2
E
116
3
49
49-3
255
— 1500
19-6 )
B
114
3
55
52-8
266
330 —
12-0
E
lie
2
56
45-5
255
330 —
9-9
D
115
3
56
390
272
471 —
11-1
13-7
A
114
2
57
44-9
251
284 —
9-3
C
115
3
57
40-6
271
Level
171
17-1
D
115
2
57
38-7
272
— 330
22-6
C
115
2
60
32-6
271
— 284
21-6
E
116
1
60
44-4
255
— 200
27-5
B
114
2
61
49-1
266
— 471
22-3
A
114
1
62
31-7
251
Level
12-1
12-1
20-8
D
115
1
63
35- 1
272
— 1.300
15-8
C
115
1
63
40-9
271
— 200
28-4
B
114
1
64
50-9
266
Level
18-2
18-2
Average
15-8 17-6 17-6
648 EXPRESS LOCOMOTIVES. OCT. 1898v
(Mr. William P. Marshall.)
accumulated momentum or acceleration due to previous gradients,
seemed insufficient to account for discrepancies of such magnitude.
When however the results were averaged in three groups of speed —
between 40 and 50, 50 and 60, 60 and 70 miles per hour — the three
averages varied only from 14 to 21 lbs. per ton, giving a mean of
18 lbs. per ton ; and an average of 16 lbs. per ton was obtained
from the three indicator diagrams taken on a level, where no
correction was rec^uired for the effect of gravity.
An important conclusion which might be drawn from Table 6 was
that the force of traction did not increase at the higher speeds.
This seemed to be an irresistible general conclusion from locomotive
indicator diagrams at high speeds, to which attention bad recently
been much directed. It appeared necessarily to follow that at high
speeds the increased atmospheric resistance must be counterbalanced
by some reduction in the resistance to be overcome by the engine.
The only practical explanation appeared to be found in a temporary
diminished deflection of the road when traversed at high speeds.
The present large express engines, having 30 tons weight or more od
the coupled wheels, which was carried upon a length of road of only
8 or 9 feet, caused a temporary deflection of the road ; this had the
effect of constantly presenting the obstruction of a rising gradient
to be overcome in front of the driving wheels. Now the higher the
speed, the longer would be the length of road subjected to this
weight in a given time, and consequently the less would be the actual
deflection at any given point ; and in the extreme of an infinite
velocity the depression would become nil. It Avas analogous to
skating over thin ice, where a weak place could be passed over in
safety at high speed, but would be broken through if passed over
slowly.
Mr. John A. F. Aspinall, Member of Council, \\rote that, the
main object of the paper being a comparison of the five different
classes of cxjiress locomotive engines tried, its chief use was as a
careful record of the work done by these. It would adil considerably
to the interest of the record if a drawing were shown of the
dynamometer.
Oct. 1898. EXPRESS LOCOMOTIVES. 649
It was not intended, lie presumed, to arrive at any new
conclusions with regard to train resistance ; because with the exception
of the paragraph in page 608 no records appear to have been taken of
the effects of wind upon the train. These effects are such that they
may almost be looked upon as the governing question in the haulage
of heavy trains. In a number of experiments tried by himself, it
has frequently been found that the wind pressure added as much to
the draw-bar pull as was caused by the friction of the train itself; and
the paragraph in page 608 mentioned the side wind adding 3 • 6 lbs.
per ton of load to the train resistance on the trip with engine B.
In several instances he found that 13 lbs. j^ei' ton was added
by wind alone, when the pull due to the friction of the train was
itself no more than 13 lbs. ]}ev ton, making a total of 26 lbs, per ton.
The amount of the wind resistance varies greatly with the direction
of the wind, that is, the angle it makes with the train ; but it is
obvious that, when a set of conditions obtains which adds 100 per
cent, to the load, there must be some periods during w^hich engines
have to exert a power far in excess of what is required of them under
ordinary conditions, or else time will be lost by their not being able
to overcome such exceptional work.
Train resistance is a question which it is most difficult to deal
with, because any experiments in order to be reliable have to be
repeated again and again, so as to eliminate sources of error ; and
there are not many places on the railways in this country which can
be given up to a continuous trial of trains running with the same
load day after day in varying conditions of weather. Such
experiments as the writer has been able to try tend to show that in
fair weather at extremely high speeds, such as 70 miles an hour, the
pull on the drawbar due to friction only is not so great as at lower
speeds. At such high speeds the train appears to run with much
greater steadiness, and possibly tho wheel flanges do not oscillate
from side to side and do not sti'ike the rails in the same way as
they do at lower speeds: hence a certain amount of friction may
be eliminated. In going round sharp curves it was noticed, by
looking through a hole made in the floor of one of the vehicles, that
the flanges apparently did not touch the outer rail continuously as
650 EXPRESS LOCOMOTIVES. OCT. 1898.
(Mr. John A. F. Aspinall.)
they traversed the curve. In order to make sure that they did not,
the inside edge of the outer rail was whitewashed for a considerable
distance ; and after the passage of the train it was found that,
instead of the whitewash being uniformly scraped off, it had come
off at intervals only, as if the wheel flanges, after striking the rail,
had been thrown inwards again, only to come outwards again and
again as they traversed the curve ; and there was apparently no such
thing as continuous grinding contact in going round this curve of
20 chains (1,320 feet) radius at a speed of about five miles an hour.
On curves of 10 chains (660 feet) radius and less, nothing adds
so seriously to the friction of trains as the use of check rails, in
accordance with the Board of Trade regulation. No doubt they
were originally ordered in the hope that they would be some
additional safeguard ; but in the writer's opinion it is open to
question whether they do really add to the safety, or whether they
do not, on the other hand, somewhat endanger the safety of the
train. If check rails are placed well away from the inner rail,
so that the inside of the wheel flanges does not touch them in the
ordinary course, but would do so in the event of the flanges on the
outer wheels tending to mount the outer rail, then they may be an
additional safeguard ; but where they are placed too near the inner
rail, they are constantly being ground away by the inside of the
flanges on the inner wheels, until they get so sharp on the edge that
they assist the inner wheels to mount : besides which it is obvious
that the tires of the inner wheels are then bearing hard against a
rail which has a smaller radius than the outer rail of the curve, and
thus the radius of the curve is to a certain extent being artificially
reduced. Furthermore six-wheel-coupled engines, when forced
through curves with check rails of this kind, sometimes have their
frames broken ; and some of the accidents which have been caused
by tires coming off their wheels are due to the inner tires being
forced outwards by contact with the check rail.
M. Edouard Sauvage, assistant locomotive superintendent of the
Western Kailways of France, wrote that he agreed with the author
in" hoping further research would be made iuto this subject, which he
Oct. 1S98. EXPRESS LOCOMOTIVES. G51
considered might well be done without its being exhausted. From
these experiments he gathered that the locomotives A and E are not
quite adequate for the work required. The work done by the single-
driving-wheel engine B is remarkable on account of the bad weather
and the large increase of resistance due to the wind ; unfortunately
no test was made on a fine day, so as to give a fair comparison with
engines C and D,aud to show whether B would work more economically
under the same circimistances as theirs. From a mere practical
point of view, B ranks favourably with C and D, and does not seem
to be placed at a disadvantage by its somewhat smaller cylinders.
It is not apparent from the data furnished whether the ratio of
dynamometer horse-power to indicated horse-power is increased in
engine B, which has no coupling rods and is fitted with piston
valves. Comparing engines C and D, it is difficult to account for
the larger quantity of water evaporated per pound of coal by the
former ; it may be supposed that some priming took place in this
engine. The effect of stoppages is an interesting subject of
investigation : from the few experiments which have as yet been
made thereon it may be inferred that, roughly speaking, each stoppage
of a passenger train produces the same effect, in expense and loss of
time, as an addition of one or two miles to the length of its run
from the preceding stoppage. This may account for the fact that the
expense for haulage per mile does not seem greater for fast express
trains than for ordinary trains, which run much slower, but stop
frequently.
Mr. Smith wrote that, subsequently to the experiments described
in the paper, a preliminary trial had been made on 22nd August 1898
with a new three-cylinder engine, running over the same section of
the line, between Newcastle and Tweedmouth, with a special train of
twelve carriages. The average power developed during the trial was
803 "5 indicated horse-power. From the fact that the same engine
has since hauled trains of nearly double the weight over the same
road at equal si)eed under varying conditions of weather, it is
obvious that the average horse-power must on several occasions have
considerably exceeded that actually observed during the trial. The
652 EXPRESS LOCOMOTIVES. OCT. 1898.
(Mr. Walter JI. Smith.)
heating surface of tlie engine is 1328 "8 square feet, the grate area
23 square feet ; and the steam supply has been found to be abundant
to haul any train at the highest booked speed, weather fine or stormy,
for a continuous run of 124^ miles. The engine has one high-
pressure and two low-pressure cylinders, and is so designed that
it works either as a compound or as what may be called a semi-
compound. In the normal condition of working, on the opening of
the regulator the steam in the receiver automatically reaches and
maintains a pressure previously determined. The horse-powers
developed in the two low-pressure cylinders are equal under all
conditions of working. When the engine is starting a heavy train
or ascending an incline, all three cylinders develop equal horse-
powers. The Ligh-pressure cylinder is 19 inches diameter with
26 inches stroke ; the low-pressure cylinders are each 20 inches
diameter with 24 inches stroke. The driving wheels are four-
coupled,' and are 7 feet 1 inch diameter; weight on coupled wheels
35* 5 tons ; total weight of engine in working order 53 tons.
In connection with boiler efficiencies, it should be remarked that
in the calculation of line 30 in Table 3 (page 621), '• water used per lb.
of coal, from ■nater at 212^ F. to steam at 212° F.," the assumption is
made that the water which escapes from the boiler consists entirely
of evaporated water, that is, of steam, and not partly of evaporated
water and partly of priming water mechanically carried over with
the steam. The succeeding line 31, " water used per I.H.P. per
hour, from water at 212" F. to steam at 212° F.," contains the same
assumption. Line 29, " water used per lb. of coal," and line 32,
"water used per I.H.P. per hour," are independent of this
assumption ; and the expression " water used " is employed
intentionally, instead of " water evaporated " or •' steam evaporated,"
because either of these latter expressions would be open to criticism
in the way pointed out by ilr. Lungridge (page 635). If the
assumption were true, that all the water escaping from the boiler
is really evaporated water, the numbers in line 30 would be
proportional to the respective quantities of heat actually
communicated to the water in the boiler for each pound of coal that
is burnt. They would in fact give the actual quantities of heat
Oct. 1898. EXPRESS LOCOMOTIVES. 653
taken up by tlie water -pev pound of coal, if tlie quantity of heat
absorbed by one pound of water at 212*^ F. during evaporation into
steam at atmospheric pressure were taken as the unit. If there is
mechanical carriage of priming water from the boiler with the steam,
the quantity of heat taken up by the boiler water per pound of coal
burnt is less than that represented by line 30. A comparison of the
numbers in line 30 with the corresponding numbers in line 34,
" calorific value of coal," gives the apparent relation between the
heat conveyed to the water per pound of coal burnt, and the
maximum amount of heat which a pound of the coal can give out
during combustion. But no stress is laid upon the relation between
the numbers in these two lines, in view of the uncertainty attaching
to those in line 30. As the numbers are interesting in themselves,
the author has thought it worth while to give them ; but he has
refrained from drawing from them any conclusions regarding boiler
efficiencies which the facts might not seem to warrant. One
conclusion however to be drawn, which is free from objection, is that
the amount of water used, that is, expelled from the boiler, per
pound of coal burnt is, taking engine D as a particular instance,
9*42 -^15*04: = about 63 per cent, of the maximum amount of
water which could be evaporated per pound of coal, if during
combustion the coal gave out the quantity of heat represented by
its calorific value, and if all the heat produced during combustion
could be passed directly into the water in the boiler. It will be
noticed tliat the numbers in line 30 bear practically the same relation
to one another as do the corresponding numbers in line 29, each of
those in line 30 being practically 22 per cent, greater than the
number immediately above it. The only significance of this relation
is that the steam was generated under about the same conditions in
all the boilers. If therefore it is wished to institute a comparison
between the behaviour of the different boilers in the several trials,
line 29 taken in conjunction with line 34 is sufficient for this
purpose. On the assumj)tion that all the water used is evaporated,
the numbers given in line 31 are proportional to the quantities of
heat absorbed per unit of work done ; and the reciprocals of these
numbers would be proportional to the respective amounts of work
-m.ftr.
•*»"""'"' iruiL
h. J.-.
jmsz -u in
■til
''WnOK -flKi'
{TvoK an
iJi bbrioDs
t«b4 cohr
•• uJt HTSt
"?-: be few
-of
6 been cf
u- m ftis c uHliai vere
unci &<; k (iBiii[idftQ(fi
■■liiiiHaBlf XKciBi is ik
IL^OMMl^^. -
4fe dvmami^ "^^
ii .
Ipt «» moAat, fron ^dndi it Iw bee fomd m
r eani. *.
.-n,-,,-^ ,1 L' too
Q&. if &c
I for
Utt
Oct. 1898. EXPRESS LOCOMOTIVES.
655
On reduction of tlie compression by enlarging tlae inside clearance
of the slide-valves, a higher speed has then been attained.
In reply to Mr. Schonheyder (page 630), the measurements of the
heap of coal on the tender were taken in order to check the bulk of
the coal put on the tender on the day previous to the trial and the
bulk of that left on the tender and weighed off on the day after the
trial. The actual calculations were made by subtracting the weight
of the coal taken off from that of the coal originally put on. A
single indicator was used, which was considered sufficient for the
purpose of tho trials. The pipes were made as short as possible ;
they were covered with felt, and then cased with leather.
In reply to Mr. Joy (page 633), a comparison between two engines
on the basis of the coal burnt by each per mile is not valid unless the
work done by each per mile is practically the same. The coal burnt
per hour per I.H.P. (line 27 in Table 3) was lowest for engine D,
namely 3 • 25 lbs. ; that for engine B, 3*28 lbs., was less than 1 per
cent, greater. Thus the ratio between the coal burnt in a given time
and the work done in the same time is practically the same for both
engines. The mean horse-power developed (line 33) was 692 for
engine B and 603 for engine D, so that the opportunity for economic
expansion of the steam was much less in the former than in the
latter. Under such circumstances astonishment would seem rather
to arise from the fact that engine B did so well.
The method of treating the results has been criticised by
Mr. Peache (page 638), as far as concerns the calculation of the total
work done during the trial. As stated at the outset of the paper,
the main object of the trials was to institute a comparison between
the performances of the five different engines ; and it may be well
to point out that the relation between the indicated horse-powers
calculated according to the method originally adopted in the paper
differs only slightly from their relation when they are calculated
according to the method advocated by Mr. Peache, and since
substituted by the author in re-calculating the figures in the three
lines 27-32-33 in Table 3 (page 621). Thus, taking the line " water
used per I.H.P. per hour," particularly referred to by Mr. Peache,
the figures in Table 3 are as follows, after correction of errors in
the original figures : —
656
EXPRESS
LOCOMOTIVES.
Oct
. 1898.
(Mr. Walter M. Smith.)
Letter of Engine .
A
23-91
B
24-81
C
27-44
D
23-41
E
Original figures in line 32
• • •
25-00
Mr. Peaclie's figures substituted
25-9
26-0
29-0
24-9
26-7
Eatio of latter to former .... 1-OS I'Oo 1-06 1-06 1-07
These and similar numbers that can be readily obtained justify
the original method of expressing the comparative performances of
the engines ; but it is readily admitted that, when the absolute value
of any one engine is required, the method proposed by Mr. Peache is
much less open to objection than that originally adopted in the
paper. For this reason the numbers depending upon the total
work done during a round trip have been re-calculated according to
the method suggested by him ; and the author takes this opportunity
of thanking him for the suggestion.
There can be no doubt that the safest method of determining the
total work done during a trip is to take indicator diagrams much
more frequently than was done during these trials ; but after
consideration it was decided to rely upon observations made as
carefully as possible at a certain number of fixed points. As it was,
the time of the observers was fully occupied. Further it was judged
that, since the points of observation were practically the same for all
the engines, the diagrams obtained would suffice for a comparison of
the engines with a reasonable degree of accuracy. The figures
actually obtained suj^jiort this opinion. In a repetition of the
experiments it mighi be possible to make use of some form of
continuous diagram recorder, such as Little's continuous recording
indicator described in " Engineering," 10 Dec. 1897, pages 720-1. It
is possible however to determine directly the error that has been
introduced into the calculation of the total work done upon the train
daring a complete journey, in consequence of having taken the mean
of the pulls at the twenty selected points to rejiresent the actual
mean pull for the complete journey. The following figures show for
each of the engines the mean tractive force in lbs. per ton of load,
calculated from the observed dynamometer pulls at the twenty jioints
at which indicator diagrams were taken ; and^also the mean pull for
the whole journey, obtained from the continuous record. It will be
seen that for the engines B, C, D, and E, the observations at the
Oct. 1898. EXPRESS L0C05IOTIVES. 657
Letter of Engine .
Mean of twenty points .
Mean of continuous record
A
B
C
D
E
13-39
17-11
15-Gl
15-01
16-47
14-52
17-25
15-96
15-18
16-51
twenty points suffice to give the total work done on the train during
the journey with as great a degree of accuracy as is possible in
experiments of this kind. This has already been referred to in
page 613.
In order further to determine the total work done by the engine,
it is necessary to know the relation between the total pull exerted by
it and the corresponding pull upon the train. In criticising the
remarks ia page 613 concerning this relation, Mr. Peache has drawn
attention (page 637) to the great variation in the ratio between the
total indicated power exerted by the engine and the power calculated
from the draw-bar pull shown by the dynamometer. There is a
considerable variation from one engine to another, which is only to
be expected ; but in some cases, for an individual engine, the ratio
is remarkably constant. Thus for engine B the values of the ratio for
the ten points on the outward journey and the ten on the return are —
Outward 0-65, 0-64, 0-64, 0-61, 0-64, 0-68, 0-64, 0-69, 0'69, 0-73
Return 0-63, 0-70, 0-60, 0-64, 0-03, 0-58, 0-56, 0-62, 0-64, 0-62
The mean of the first ten values is 0 • 66, and of the second ten 0' 62 ;
and the mean of the whole twenty is 0 - 64. It is thus seen that six
of the observed ratios are practically identical with the mean value ;
while five more of them are within about 3 per cent, of the mean
value. The dynamometer pull for the twenty points in question
varied between 1 ton and about 2| tons ; so that, for this trial and
between these limits of pull, there is presumably little risk of error
in assuming that the dynamometer pull is 64:-hundredths of the total
pull exerted by the engine. It may be noted that the resistance of
the train, both relative and absolute, is greater on the outward
journey against the wind than on the return journey with the wind
in its favour. So far therefore as the observations go, the conclusion
is arrived at that the mean total pull exerted by the engine can be
determined w4th fair accuracy from the twenty indicator diagrams.
The total work done on the journey can therefore be obtained to the
3 H
658 EXPRESS LOCOMOTIVES. OcT. 1898.
(Mr. Walter M. Smith.)
same degree of accuracy ; and hence, tlie time occupied by the
journey being known, the true mean horse-power exerted over the
complete trial is obtained. The indicated horse-power arrived at in
this way is less than that obtained by finding the mean of the indicated
horse-powers for the twenty points of observations. As pointed out
by Mr. Peache (page 638), it is unnecessary to take the speed into
account in determining the total work done on the journey ; but
there is no reason why taking account of the speed should necessarily
cause a serious error.
The relation between the two methods of calculation may be
expressed symbolically in the following way. If 4 TF represent the
total work dene upon the engine and train by the expanding steam
during one complete revolution of the driving wheels of diameter D,
and if it be assumed that any slip between the driving wheels and
the rails may be neglected, then the mean equivalent pull P exerted
by the engine is P = 4 TF-^-ttI); here P is given in lbs., if TT'^ is
expressed in foot-lbs. and D in feet. Or Up is the average cylinder
pressure in lbs. per square inch, d the diameter of the cylinders in
inches, and I the length of the stroke in feet, P = — =- = ^yr— • If
IT U JJ
V is the velocity of the train in feet per minute when the equivalent
pull is P, the work done in a very short time St, during which the
pull and speed can be supposed to remain constant, is P V St
foot-lbs. ; and the total work done on the whole journey is 2 P V St,
where the summation is extended over the time taken to perform
the complete journey. According to the method advocated by
Mr. Peache for calculating the work done, the expression for the
total work done on the whole journey is 2 P Ss, where Ss represents
a very small distance through which the pull P can be assumed to
remain constant ; and the summation is extended over the whole
distance travelled by the train. If observations of pull and speed
were taken with sufficient frequency, both methods would give the
same result ; but by making the calculation depend upon observations
at twenty points only, the first method assumes that each of the
twenty products of observed pull and sj)eed represents the average
value of the product for a twentieth jmrt of the time occupied on the
journey, while the second assumes that each of the twenty observed
Oct. 1898. EXPRESS LOCOMOTIVES. 659
pulls represents the average value of the pull for a twentieth part of
the total distance travelled. From an examination of some of the
dynamometer cui'ves, it would appear that the product P V varies
more rapidly with the time than the pull P does with the distance ; *
and for this reason the latter method of calculating the total work
done is to be preferred to the former.
Among the possible causes mentioned in page 613 of variation
in the ratio between dynamometer and indicated horse-power,
acceleration and retardation appear to Mr. Peache to be the most
likely (page 637). This remark of his raises a question of
considerable interest. The statements in page 613 of the paper were
intended to have the meaning that any cause which can possibly
affect the resistance of the train in a different way from that in
which it affects the resistance of the engine will affect the value
of the ratio observed. The nature of the dynamical problem which
the question involves is somewhat as follows. The engine of
mass M^ is acted on by a force Pi = 4 W-^ tt D, and drags after it
the train of mass M.^ with a dynamometer pull F2. The resistances
to motion Bi and B.j, offered by M^ and 3I2 respectively, will
depend upon several factors, such as their velocity, the atmospheric
conditions, the nature of the road, etc. If a is the acceleration of the
train, and m^ and m.-, represent the quantities by which the masses of
engine and train respectively have to be increased on account of the
rotational energy of the wheels and axles &c., then by the second law
of motion
Pi - P. - Pi - G'l = (Ml + m^) a,
and F.,- Bo- G., = (31, + m.^ a,
in which G^ and G^ are the purely gravitational forces acting upon
the engine and train respectively, and B^ and Bo include all other
resistances. Putting 3I\ = 31^ + m^ and M'^ = M.^ + m.^, the
above equations give
* It would not have been surprising if the oijjwsite had been true ; for
under ordinary conditions of working, the average cylinder pressure falls off as
the speed increases, and thus the variations of P and V are usually opposite iu
sign, even if they do not exactly compensate each other.
660 EXPBESS LOCOMOTIVES. OcT. 1898.
(Jlr. Walter M. Smith.)
and hence ^ = ^'"- - - 1 p'. (^. + G.) - i>/', (J?. + G.))
From this equation it is seen that the ratio of the di-aw-bar pull F^
to the total pull F^ calculated from the indicator diagram will not
depend upon whether the train speed is being accelerated or
retarded : imless, for example, acceleration happens to be accompanied
by a slipping of the engine driving wheels, in which case the value
of F-^ calculated from the indicator diagram by the formula
•4 TF-^- D will not be its true value. It is further seen that this
ratio cannot remain constant when F^ varies considerably, unless
the second term of the right-hand member of the equation is very
small compared with the first term.
This second term may be further examined. Suppose the whole
train is moving up an incline of 1 in ??, then G^ and G2 may be
replaced by - ' and t^ respectively ; and the second term becomes
If it be further supposed that the rotation of the moving parts
increases the effective mass in the same proportion both in the
engine and in the train — and in any case the effect in each will
probably be less than one-tenth — then ^ = ,j^, and the complete
expression simplifies to the following : —
3 _ -^4 _1 ^1 J^,
F^- Mi + M.~ F,' M^'m]
F. M„ 1 M, M., (^_^\
. F„
From this it is seen that, on the above suppositions, the ratio jf
will be a constant quantity if ^ = i^2; and that it will be
approximately constant if (—? — _? J is a small quantity. In other
words, if the resistance of the engine j^er ton is not very different
from that of the train per ton, the ratio of the dynamometer
pull to the total pull calculated from the indicator diagram will
not vary rapidly when the power exerted by the engine varies.
Further, ^ will in general be greater than ^= ; so that in general
Oct. 1898. EXPRESS LOCOMOTIVES. 661
-gf will be less than— — 1-_ but will increase as jP, increases. The
observed results agree on the whole with the above theoretical
conclusions.
In regard to taking the indicator diagrams from one side only of
the engine (page 639), tLe author has frequently found that, when
the valves are carefully set, the diagrams taken on the two sides of
the engine have differed by less than one per cent.
It is not always a small steam-j)ipe, he agrees with Professor
Smith (page 639), that is responsible for the difference between the
pressures in the boiler and in the steam chest. The drop of pressure
in the indicator diagrams was caused by the steam being throttled at
the regulator. If a locomotive were required to develop at all times
a practically uniform power, it would be easy to arrange a valve gear
which would distribute the steam in such a way that the steam curve
would run parallel with the inertia curve, and so correspond with a
uniform effort upon the crank jDiu. But a locomotive has to develop
any power between say 50 and 800 H.P., and to run at speeds varying
from say 5 to 80 miles per hour. In order to comply with these
varying conditions, it is sometimes advantageous to run with the
regulator partially closed and with a late cut-off, in preference to
obtaining the same power with the regulator wide open and an early
cut-off. In the first case the crank effort is more uniform, and the
big ends of the connecting rods are less liable to become hot. It is
not always the best looking diagram that corresponds with the best
method of working the engine.
In rejily to Mr. Urie ( page 641), the nature of the indicator
diagram affects only the total pull exerted by the engine ; it does
not directly affect the manner in which this pull is distributed
between the engine and the train. Thus the total j)ull F^ exerted
by the engine is equal to 4 W -^ ir D (page 658), where IT is
determined from the area of the indicator diagram. This area will
depend upon the relation between the forward pressure and the
back pressure throughout the stroke ; so that F^ will depend upon
the relative value of the back pressure. But the relation between the
total pull F^ and the dynamometer pull F.^ will not depend upon the
back pressure except in the sense that it will partly depend upon the
662 EXPRESS LOCOMOTIVES. OcT. 1898,
(Mr. Walter M. Smith.)
value of JPi, whicli might indeed be made to vary witlioiit change in
the absolute value of the back pressure. As to the further suggestion
that the high back-pressure may have something to do with the large
proportion of power absorbed by the engine, namely about 35 per cent.,
it appears to the author that the proportion of the power absorbed by the
engine is not unexpectedly large. Indeed it would seem that in these
trials the resistance to motion of the engine and tender was usually
little greater per ton of weight than that of the train. Thus in engine D
the observed ratio of F^ to F^ had a mean value of about 0 • 65, that is,
35 per cent, of the power was absorbed by the engine. Now taking
the approximate formula already given (page 660)
R, = M, _ 1 Jf , 3L (B, EA
~F, M, + ill, J'l ■ Mj + M. \3I, ~ MJ
where the weight M^ of engine D with tender is 85 • 5 tons and the
weight Mo of the train is 186*5 tons, the term '' - becomes
Jij + iUo
186 '5 . 7? 7?,
^-.-, . ' = 0'686, Hence even if ^ = -jr", that is, even if the resistance
per ton of the engine with tender were no greater than that of the
train, the mere consideration of the respective weights of the engine
and train would show that the engine requires more than 31 per
cent, of the total power developed. In order to find the difference
between the resistance per ton of the engine with tender and that of
the train, the above formula may be written in the form : —
7?, _ H, ^ _p 3/i + M„ ( 3L _ F,\
Ml M, '■ M^M. {Ml + M„ fJ
Here the difference expressed in lbs. per ton is seen to be
equal to F^ x f[^. + ]f.]^. X (0-686 - 0-65) x 2,240 = 1-37 F^
approximately, F-^ being the total pull in tons. Taking the mean
pull throughout the journey to be about 1 * 9 ton, the resistance per
ton of the engine and tender is found to be about 2 • 6 lbs. per ton
greater than that of the train. When the friction of the mechanism
and the fact that the engine is the first vehicle of the train are
considered, it can hardly be said that the relative resistance of
engine and tender is larger than would be expected. Hence it is
scarcely necessary to seek for a further explanation respecting
the proportion of the power absorbed by the engine. There is no
Oct. 1898. EXPBESS LOCOMOTIVES. 663
justification for a comparison (page 641) between the indicator
diagrams taken during these trials and those shown in the President's
Address (Plate 28), because the conditions of working under which
the diagrams were taken are obviously quite different. The diagrams
now given correspond with much higher horse-powers, and hence the
cut-off had to be relatively much later and the expansion less than
in the President's diagrams. Apart from this, the mean back-pressure
during exhaust is relatively greater in the President's diagrams than
in those now given.
There is no doubt that the 1,500 horse-power mentioned by
Mr. Halpin (page 642) is remarkable. In " The Engineer " of
16 April 1897, pages 399-400, horse-powers of 1,428 and 1,370 are
mentioned as having been obtained in America ; but the author does
not understand these to signify the mean horse-powers exerted over
considerable distances.
Eespecting the relation between train resistance and speed, it was
hoped to carry out the trials of the five engines under practically the
same conditions of weather, and in this way to avoid the necessity
for eliminating the effects of weather in the different trips. Excejit in
the trial of engine B, the weather was good. In this trial the horse-
power that had to be developed in order to haul the train at the
required speed was much greater than in the other trials. As seen
from Table 3, line 36, engine D was the only other engine that kept
time over the whole distance ; and the horse-power it had to develop
in order to do so (line 83) was only about 6-7 ths of that required
on the day when engine B was tried. To make the experiments
complete, it would have been necessary to try engines A, C, D, and E
on stormy days or with increased loads, and to try engine B on a
calm day similar to that on which engine D was tried. The
experiments could not be further proceeded with, because the
dynamometer car was not available for a longer period. But when
it is considered that each engine was practically exerting its
maximum horse-power, and that, even under the circumstances
unfavourable for th<) economical expansion of steam, engine B burnt
only about one per cent, more coal per unit of work done (line 37)
than the most economical of the other engines, it will be granted that
664 EXPRESS LOCOMOTIVES. OcT, 1898.
(Mr. Walter :M. Smith.)
there can be no question concerning T^liat the result of further trials
would have been.
Although the experiments were not carried out with a view
primarily to determine how the resistance of the train varied with
the speed at which it was hauled, it would be a mistake to suppose
that nothing bearing upon this relation can be deduced from them.
It may be advisable to consider the nature of the evidence offered by
the trials, partly because the subject is one of great interest, as
proved by several of the remarks in the discussion, and partly
because such a consideration will afford an opportunity of explaining
certain results which have been described in '• The Engineer "
of 4 November 1898, page 4-50, as "simply paralysing in their
incompatibility." The fact that the average cylinder-pressure in
an express locomotive is often relatively great at slow speeds might at
first sight seem to point to the conclusion that the train resistance
is greater at speeds of say 20 or 30 miles an hour than at 50 or 60
miles per hour. But when the speed of an express train is 20 or 'dO
miles an hour, its velocity is in general changing rapidly ; and there
is little doubt that the high draw-bar pulls at the low speeds usually
take place when the velocity of the train is rapidly increasing. The
effect of acceleration upon the draw-bar pull has to be carefully
considered. If the acceleration or retardation at any instant is
accurately known, its effect can be readily estimated. In the present
experiments the weight of the train, exclusive of engine and tender,
was 186 • 5 tons. To produce in one second an acceleration of 1 foot
per second in this weight requires a force of which the value must
exceed 186 •5-^32= 5 • 83 tons ; that is, according to the usual mode
of reckoning, the pull accounted for by the acceleration alone must
exceed 2240 -^ 32 = 70 lbs. per ton of train weight. Conversely,
if the train is losing velocity at the rate of 1 foot per second in one
second, the force required to drag the train is reduced by more than
5 • 83 tons below what it would require to be if the train were moving
with uniform velocity. The effect of acceleration or retardation is
greater than is represented by the numbers given above, because the
rotational energy of the wheels and axles has the effect of practically
increasing the weight of the train. The magnitude of this effect is
Oct. 1898. EXPBESS LOCOMOTIVES. 665
easily assigned. Tlius let M be tlie mass of tlie train ; and let
m Jc"^ represent the sum of the moments of inertia of the rotating
wheels and axles about their axes of rotation. Suppose for
simplicity that all the wheels have the same radius r. Then, when
the train is moving with a velocity v, the angular velocity of every
wheel will be t; -^ r, and the total work stored up in the train will
be ^V' (m+~y^)'j ^^^ *1^6 force required to produce a given
acceleration in the train will be greater than it would be, if there
were no rotational energy, in the ratio of ( JJ+-^\^) to M. For the
present purpose the effect of the rotational energy will be neglected,
although it would have to be taken into account if the object were
to obtain an accurate expression for the relation between train
resistance and speed. As stated in i)age 609, the distance travelled
by the train in each half-minute was recorded by a mark on the
dynamometer paper-band, as shown in Plates 107-111, so that the
mean speed for each half-minute can be obtained. As pointed out
by Professor Smith (page 640), the acceleration may vary greatly
within half a minute without producing an appreciable change upon
the mean velocity during that period. Thus if s^ be the space in feet
traversed in one half-minute, and s.^ be that traversed in the next
consecutive half-minute, the mean velocity in the first half-minute is
2 s^ feet per minute, and in the second it is 2 s^ feet per minute, and
it may be said that the mean velocity has changed by 2 (s.^ — Sj) feet
per minute in half a minute. At any instant, the acceleration a is
given by the equation dv = a clt, where dv is the small change of
velocity in the small time dt. The quantity actually observed
during the trials is J dv = fa dt, where the limits of the latter
integral differ by half a minute ; and it is clear that the value of
the integral could be zero (for example), while a might have
varied greatly during the half-minute. While agreeing therefore
so far with Professor Smith, the author hardly thinks that, for
the purposes of experiments similar to the present, it would be
necessary to take the distances traversed by the train during every
few seconds. It seems to him that the curve of continuous
dynamometer pull can in general be relied upon to give the
666 EXPRESS LOCOMOTIVES. OCT. 1898.
(Mr. Walter JI. Smith.)
further information wliicli is required concerning the acceleration-
A sudden change in the acceleration, without appreciable change
in the velocity of the train, will produce a sudden change in the
dynamometer pull. It is not difficult to find portions of curves,
for which the dynamometer pull remains practically constant during
several haK-minutes, and for which also the corresponding mean
speed remains practically constant from half-minute to half-minute.
Under these circumstances it seems fair to assume that the train
has been travelling with uniform velocity for some time ; and for
the particular conditions of atmosphere, road, and speed, the
relation betu'een train resistance and speed can therefore be
determined. Further, when the mean speed is observed to vary
gradually from half- minute to half- minute, and when the
corresponding dynamometer pull remains practically constant or
varies gradually, there is strong evidence for the assumption that
under these circumstances the acceleration of the train is not
subject to rapid change. For the present purpose it will be
unnecessary to do more than consider a few instances taken at
random from the dynamometer records for the two most economical
engines B and D ; these are collected in Table 7. From these
figures it is evident that there is no justification for the deduction,
which has been drawn from figures given in the paper, that the
resistance of the train appears to decrease as the bpeed increases.
Further, the resistance B in lbs. per ton of load, as actually
observed, is in every instance much less than that gi\en by
D. K. Clark's formula i? = 8 +t-^5 where v is the speed in nnles per
hour. From the figures given it is easy to see why the application
of this formula by Mr. Price- Williams (page 632) led tj a puzzling
result in the case of No. 7 diagram of engine B on the If vel, page 623.
In this instance the observed dynamometer pull at an approximate
speed of 64 miles per hour was 88-64ths of a ton, or 1§ ton,
equivalent to a resistance of 16 '5 lbs. per ton of train weight. At
the time the indicator diagram was taken, the train had run on to
the level, Plate 109, after having had its velocity rapidly accelerated
by a run downhill under a mean force greater than the resistance
offered by the train. The velocity of the train was probably falling
Oct. 1898.
EXPBESS LOCOMOTIVES.
667
TABLE 7. — Calculated Resistance of Train, exclusive of Engine,
corrected for Gradient and for Acceleration ;
and Mean Speed.
Engine,
and
Journey.
From
Dynamometer.
Calculated.
Gradient.
U = Up.
D = Down.
Mean Pull
in 64ths
of a Ton.
Mean
Acceleration
per
Half-minute,
in miles
per hour.
Eesistance
per ton
of Train
alone.
Mean
Speed
per
hour.
Miles.
Lbs.
Miles.
B
1 in 330 U
94
1-0
14-2
54-4
level
96
0-0
18-0
55-5
Newcastle
1 in 4,537 D
102*
*o-o
*19-6
55-0
to
level
96
0-0
18-0
58-5
Tweedmoutli.
1 in 190 U
136
0-0
13-7
41-0
D
1 in 200 U
116
t
10-7
36-0
level
85
0-0
16-0
57*5
Newcastle
1 in4,537D
80
0-0
15-5
58-0
to
1 in 1,500 D
74
1-2
19-2
64-3
Twoedmouth.
1 in 190 U
96
2-0
13-1
50-5
1 D
1 in 490 U
207§
§8-0?
§ 6-9?
170
level
1 83
0-0
15-6
55-3
Tweedmouth
1 in 573 U
84
10
15-4
59-0
to
1 in 150 U
102
2-0
11-2
46-0
Newcastle.
1 in 286 U
109
0-0
12-6
430
* This line corresponds with observations taken at a point near Lucker, next
station soutli of Belford, Plate 109, where the train was exposed to the full force
of the wind.
t The acceleration per half-minute was less than half a mile per hour, and is
therefore not allowed for in calculating the train resistance.
§ In the observations given in this line, which were taken; soon after the
start on the return journey, Plate 110, the acceleration was changing somewha
rapidly.
668 EXPBESS LOCOMOTIVES. OCT. 1898.
(Mr. Walter M. Smith.)
off at the time the diagram was taken ; but the value of the
retardation at the moment can only roughly be estimated.
Supposing it to lie between 1 and 2 miles per hour per half-minute,
the aj)parent resistance of the train in lbs. per ton of load as given
above would require to be increased by between 3 and 7 lbs. per ton
in order to give the true resistance to motion.
The bearing of the foregoing considerations upon the results
presented in Mr. Marshall's Table 6 (page 647) will be' at once
apparent. For example, with engine A and a mean speed of
67 miles per hour, Table 6 gives the ap2)arent resistance on the level
as 9 • 3 lbs. per ton, for the complete train including engine. In this
particular instance the velocity of the train was decreasing at the
rate of not less than 2 '5 miles per hour in a half-minute. Hence, if
the speed had been uniform, the resistance of the complete train
would have been at least 8 • 5 lbs. per ton greater. Again, to take
one of the instances of " perplexity " commented upon in " The
Engineer" (4 November 1898, page 450) in this connection: — from
Table 4, page 622, it is seen that the draw-bar pull was the same
when the train was travelling at the rate of 45 miles per hour
up an incline of 1 in 190, as it was when the train was travelling
down this same incline at 53 miles per hour. In the first case
the velocity was rapidly decreasing as the train ascended the
incline : thus the speed was 50 • 8 miles per hour near the
bottom, and 42 • 8 miles per hour near the top. The retardation per
half-minute was about 2 miles per hour at the point where the
indicator diagram was taken. In the second case the velocity was
still more rapidly increasing as the train descended the incline : thus
the speed near the top was 44 miles per hour, and near the bottom
61 miles per hour. The acceleration per half-minute at the point
where the indicator diagram was taken was about 4 '24 miles per
hour, taking the mean value for several successive half-minutes. In
Table 8 these results are tabulated in the same form as Table 7.
It is not necessary to give further examples in order to jirove that
the effects of acceleration and retardation are large enough to
account for the apparently remarkable anomalies pointed out in the
criticisms upon the paper. It may further be claimed, in the
Oct. 1898.
EXPRESS LOCOMOTIVES.
669
TABLE 8. — Calculated Resistance of Train, exclusive of Engine,
corrected for Gradient and for Acceleration;
and Mean Speed.
From
Dynamometer.
Calculated.
Mean
Speed
per
hour.
i!.ngme, Gradient.
and
Journey. , ^ = Up.
! D = Down.
Mean Pull
in 64th8
of a Ton.
Mean ^ . ,
Acceleration Resistance
per per ton
Half-minute, „ „ .
in miles ^^ Train
per hour. alone.
A
Going north
Going soutli
1 in 190 U
1 in 190 D
96
96
Miles.
-2-00
4-24
Lbs.
13-1
15-3
Miles.
45
53
author's opinion, that a fair approximation to the magnitude of
the acceleration or retardation can often be deduced from the records
obtained during the trials. Whether the relation between the speed
and the train resistance can be advantageously expressed by an
equation of the form jR = a + y is a question which is deferred for
the present. In any case, supposing this question were answered in
the affirmative, the most suitable values of a and &, found from
a detailed examination of these records, would be of restricted
applicability, since they would apply only to the particular rolling
stock, road, and weather conditions, from which they were deduced.
It may however be remarked that many of the results agree roughly
with the formula iJ = 3 + 25Q, in which M is the resistance in lbs.
per ton of load, and v the speed in miles per hour. This formula
approximately expresses the results of some experiments, carried out
in a different way, by Mr. J. W. Smith of Derby and others, working
under the direction of the President of the Institution.
670 Oct. 1898.
MECHANICAL TESTING OF MATERIALS
AT THE LOCOMOTIVE WOEKS
OF THE MIDLAND RAILWAY, DERBY.
By Me. W. GADSBY PEET, of Derby,
Chief of the Locomotive Testing Departmext.
The Meclianical Testing of Materials for commercial purposes is
now carried on to such, a large extent, and is of such great importance,
that the following description of the system adopted by the Midland
Railway at Derby will doubtless be of interest to the Members.
All the tests at Derby are made as nearly as possible luider the
same conditions, so that the results may be comparable one with
another; and the material is tested as far as possible in exactly
the same condition in which it is received from makers. To
this end the test bars are invariably cut from each axle, tire, &c.,
from one position and in the same direction. They are machined
in the same way, and bars of each particular class receive the same
finish. The testing machine is always worked by the same man
xmder the supervision of the test inspector. Thus every bar receives
the same treatment and care in handling from start to finish, and
no loophole is left to question the results of the tests on the grounds
of improper manipulation.
The testing machines in use are : — a 50-ton Whitworlh
hydraulic testing machine, a Deeley torsion testing machine, a drop
testing machine, and a chair and spring testing machine.
Hydraulic Testing Machine.— Yigs. 1 to 4, Plates 117 to 119,
represent the 50-ton Whitworth hydraulic testing machine. It is
horizontal and direct-acting, and was originally intended for testing
tensile and compression bars 0 • 5 square inch area by 2 inches long ;
Oct. 1898. TESTINa OF MATERIALS. 671
but it has since been considerably modified by Mr. T. G. Iveson so as to
meet modern requirements, and bars up to the following sizes can now
be tested : — for tensile strain up to 24 inches long ; for compression
up to 30 inches long ; for bending up to 5-foot centres and 16 inches
wide. This machine is in general use for making tensile, compression,
and bending tests ; but it is not by any means a modern one, and does
not give absolutely accurate direct readings owing to the frictional
resistances met with in the moving parts ; these errors however are so
slight that they may be disregarded for all practical purposes, and
may be accurately measured by a method to be described.
The machine consists of two headstocks A and B, Plate 117,
one of which A contains a hydraulic cylinder 7 • 98 inches diameter
or 50 square inches area, fitted with a ram of 6 inches stroke,
having a cup-leather packing, and working under a maximum oil
pressure of 1 ton per square inch. The headstocks are connected
by longitudinal tie-bolts C, whereon rest two sliding thrust-blocks
D and E, which are actuated by the cylinder ram and move together,
being connected by struts F, Plate 118. The resisting block G,
Plate 117, is fixed on the screwed tie-bolts C by nuts back and front ;
its position can thus be altered to suit varying lengths of test-pieces.
Holes are cut in the centre of the blocks D, G, E, for attaching the
shackles which hold the test-pieces. Tensile test-bars are secured
to the blocks G and E ; the compression and bending bars are
placed between D and G. For enabling the bars to be conveniently
fi^xed, D and E are made to slide longitudinally by a hand lever H,
attached to a rack and pinion shown in Fig. 4, Plate 119 ; and this
lever is also used to force the ram back after each test is completed.
The machine is worked by means of a set of belt-driven three-
throw pumps, 0-565 inch diameter and 2 inches stroke, which
force the oil through an accumulator, and are thrown out of gear
automatically before testing. From the accumulator a steady and
gradually increasing load is brought to bear on the specimen, the
supply of oil to the testing-machine cylinder being regulated by a
screw-down valve 0-318 inch diameter, which has a fine adjustment
so that any desired speed of travel may be given to the ram, and the
yielding point may be seen easily. A hand-pump is attached at J,
672 TESTING OP MATERIALS. OcT. 1898.
Plates 117 to 119, and was originally the only means of working the
macliine ; it is now used only when the three-throw pumps are not
available, the pipes being so arranged that either the hand-pump or the
belt-driven pumps can be worked without breaking any of the joints.
Two Schaffer and Budenberg pressure-gauges with ordinary
Bourdon tubes are placed in communication with the cylinder ; the
stronger is graduated to 100 tons and gives the stress on a bar
0 • 5 square inch area ; the weaker, which is used for light loads only,
is graduated to 10 tons. From these are read to one-tenth and
one-hundredth of a ton respectively the yielding point, the maximum
stress, and the breaking point of the specimen. These pressure-
gauges have been graduated by the use of carefully adjusted
weights, resting on a frictionless cylindrical oil-tight ram C
of 1-lOth square inch area, which slides in a vertical cylinder
connected by a pipe to the main cylinder, as shown in Fig. 5,
Plate 120 ; there are ten weights A, carried on a sleeve B, having
a sjjherical bearing on the small ram C. The weights are accurately
adjusted to 22-4 lbs. each, the sleeve and vertical ram going
to make up part of the bottom weight. Each load of 22-4 lbs.
on the 1-lOth square inch area thus balances 224 lbs. per square
inch, or one-tenth of the maximum load in the testing-machine
cylinder. It follows therefore that, by admitting pressure to the
apparatus until the ram head just rises from its seat, the gauge
can be marked at various points corresponding with the number of
weights placed on the sleeve. Whilst the readings are being taken,
the weights are revolved, in order to neutralise the vertical sliding
friction of the ram C. A piece of wire D is introduced between the
ram head and its seat, so as to avoid any surface tension there might
be if these faces were in actual contact. The readings obtained are
checked by substituting a ram of double the area, and repeating the
operations. This apparatus is fixed to the testing machine at K,
Plates 117 to 119, and is used for checking the gauges when
desired ; and various sizes of rams and weights are kept for testing
pressure-gauges from 10 lbs. per square inch upwards.
From the description of the testing machine it will be evident
that the whole of the pressure in the hydi-aulic cylinder is not
Oct. 189S. TESTING OF MATERIALS. 673
transmitted to tlie test specimen, part of it being absorbed in
overcoming — first, tbe friction of the tbrust blocks sliding on tbeir
supports ; and second, the friction of tbe cup-leather packing of
the ram against the cylinder. In order to determine the amount
of the friction of the thrust blocks, a Salter's spring-balance was
attached, and the pull necessary to move these blocks was found to
be 112 lbs. In Fig. 6, Plate 120, is shown the arrangement made for
ascertaining the friction of the cup-leather. A represents the
testing-machine cylinder with its ram and cup-leather packing and
pressure-gauge G. Attached to a fixed support C is a duplicate
cylinder B, having a ram and cup-leather packing exactly similar
to those in A. The ends of the two rams are connected, so that
they travel together. There are therefore two cylinders working
under precisely the same conditions, and presumably with the same
amount of friction in each. The cylinder B is filled with oil drawn
through a pipe and small cock D, which is placed on the pillar E
of the gauge F. On pressure being admitted to the testing-machine
cylinder A, the oil in B may be compressed ; and any required
pressure within the limits of the machine may be obtained by
regulating the admission valve to A, and leaving the cock D slightly
open to give a continuous travel to the rams. It is clear that, when
there is pressure in the two cylinders and the rams are moving,
a lower pressure will be registered on the gauge F than on the
gauge G, owing to the friction of the leathers ; and, the conditions
being the same in each cylinder, half the difference between the
gauge readings will be the friction of one cup-leather packing.
Previous to this experiment being made, great care was taken to
ensure the accuracy of the pressure-gauges F and G. They were
tested immediately before and after the trial, and the readings at the
particular pressures at which the experiments were recorded were
compared and found to coincide with each other exactly ; this being
so, the value of the results would not be affected even if the gauges
did not register absolutely the correct pressure, though there is no
reason to doubt that they did. Dewrance pressure-gauges graduated
to 240 lbs. per square inch were used for the readings up to 224 lbs.
or 2 cwts. per square inch ; and all the higher readings were taken from
3 I
674
TESTING OF MATERIALS.
Oct. 1898.
Schaffer and Budenberg gauges graduated to 2,240 lbs. per square
incb. Botb tbe cup-leatbers bad been in use for some time, and
were quite pliable ; and tbe insides of tbe two cylinders were in an
equally polisbed condition. Tbere was found to be a discrepancy
in tbe size of tbe cylinders equal to 0*017 incb diameter, for wbicb
a correction bas been made in tbe results about to be given. Tbe
travel of tbe rams was adjusted to about tbe same speed as in ordinary
testing ; but a second series of tests witb tbe cock D sbut, and witb tbe
rams moving only to an extent due to tbe compressibility of tbe oil
in B, gave tbe same results. Simultaneous readings were taken from
tbe two gauges, tbe pressure on tbe two rams being carefully
balanced, tbat is to say, tbe admission of oil into tbe cylinder A
balancing tbe egress from B, so tbat tbe gauge fingers were
stationary at tbe moment of taking tbe readings. Tbe readings were
taken at tbirteen different pressures, and were repeated several times
witb but sligbtly varying results, tbe mean of wbicb bas been
plotted in Fig. 7, after correcting for tbe above difference in area of
Fig. 7. Friction Curve for Hydraulic Testing Machine.
Cwts.
0
Cich. 0
1 '
1 oi/ \
jr.x' 1 >.. i
^ 1 0'
. i i
•*»1
■ 1 1 1
]
4 6 8 10 12 14'
Pressure on Bam, cuts.'per square inch.
20
tbe two cylinders. From tbis diagram it will be seen tbat tbe
friction is not a constant quantity, but reaches a maximum at a
pressure of from 14^ to 15^ cwts. per square incb, after wbicb it
Oct. 1898. TESTING OF MATKEIALS. 675
falls again. It is interesting to note that tliis curve confirms more
or less the experiments of Professor Thurston, who found that the
statical friction of lubricated metallic surfaces does not increase
uniformly with the pressure.* The width of the cup-leather bearing
on the cylinder is ^ inch ; and assuming the full pressure of the oil
to bear over the whole of this surface, the coefficient of friction works
out at an extremely low figure.
In order to see how the tests made in this machine compared with
those made with a lever machine, the results of 500 tests of steel
boiler-plates have been selected at random, and compared with tests
made from the same plates by the manufacturers at their own
works, the test pieces for the railway being in each case cut
from the portion of the same plate adjacent to that tested by the
manufacturers. Four makes of plates were taken ; and of the 500
tests compared 85 were found to be below the stress tests of the
makers, 383 above, while 32 gave the same stress. Taking the
mean of these, the Midland Kailway tests came out at 0 • 54 ton per
square inch above the manufacturers' tests ; and after deducting for
the friction of the machine, amounting to say 0*11 ton, the results
are as close as might reasonably be expected.
A simple apparatus is attached to the testing machine, for
enabling diagrams to be taken by hand. It consists of a scale L,
Fig. 2, Plate 118, resting on the resisting block G, and connected by
an arm to the sliding thrust-block E, the movement of which, as the
specimen yields, causes the scale to travel over the paper. The
pressures arc read off the gauge, and recorded by hand as dots,
through which a curve is afterwards drawn.
MetJiods of Holdinf) Test-Sjpecimens. — The shackles &c. for holding
the various specimens are shown in Figs. 8-19, Plates 121 and 122.
Figs. 8, 9, and 10, Plate 121, represent the grips used for plates,
in which the dies are circular on the back, instead of flat as usually
made, which enables them to adjust themselves to plates of uneven
thickness. Two sets of dies are used, capable of taking plates up
* " Friction and Lost Work in Machinery and Millwork,"
by K. H. Tliurston, page 316.
3 I 2
G76 TESTING OF MATERIALS. OCT. 1898.
to 1 inch in tliickness ; tlieir taper is 3^ inches per foot. Figs. 11,
12, and 13, Plate 121, represent the grips used for round tensile
bars ; they are similar in design to those used for plates. Figs. 14,
15, and 16, Plate 122, represent the carrier and thrust piece used
in making transverse tests. Two rollers of hardened steel are
introduced at A to support the ends of the bar. This is found to be
preferable to the previous arrangement, in which fixed supports were
used, because these in time wore away on the inner side, causing the
distance between them to be increased, and so giving inaccurate
results. The thrust piece at B, Fig, 16, is faced to a radius of 3-8ths
of an inch. The bars are first bent to right angles in the carrier and
then taken out, the operation of bending being completed by
applying pressure to the ends of the bent bar. Fig. 17, Plate 122,
shows the method of making tensile tests of tubes. The test pieces
are short lengths of tube tested whole, that is to say, without
flattening out the tube. The ends are first expanded by means of
cones A, nuts B with a corresponding taper being j)reviously placed
on the outside of the tube ; these nuts are then screwed into sockets
C secured to the testing machine, and the ends of the tube are
thereby gripped, the cones A being left in to prevent them from
collapsing when the nuts are screwed vip. Figs. 18 and 19, Plate 122,
represent the apparatus used for testing locomotive fire-box stays
&c. under heat. This consists of a light copper casing A, having a
stuffing-box B at either end, through which pass steel bolts CC, secured
to the testing machine at their outer ends, and connected by screwed
couplings to the fire-box stay D inside. The casing is filled with
mineral oil, having a high flashing point, heated by means of a
Bunsen burner, and kept in circulation by a perforated stirrer E.
A series of tests have been made with this apparatus to determine
the loss of tensile strength in copper and bronze stays &c. at a
temperature of 370° F., which is the temperature of steam at 160 lbs.
boiler pressure. The mean results are given in Table 1, the
elongation being measured on a length of 2 inches. With the
exception of bronze No. 4, which would be suitable for such purposes
as slide-valves and axle-boxes, and was cast from an ingot into bars
1^ inch diameter, the tests were taken from rolled rods intended for
Oct. 1898.
TESTING OF MATERIALS.
677
TABLE 1. — Tensile Strength and Elongation
of Copjper and Bronze Fire-Box Stays, cold and Jiot.
Material.
-^ 00
ss
Tested at 60° F.
Tested at 370° F.
Loss
of
Tensile
Strength.
Tensile \
Strength Elonga-
per 1 tion.
sq. inch.
Tensile
Strength Elonga-
per tion.
sq. inch.
(Copper .
Bronze No. 1 .
„ No. 2 .
„ No. 3 .
„ No. 4 .
6
2
6
4
8
Tons.
14-9
35-8
23-7
22-8
13-1
Per cent.
52-0
31-0
58-2
44-0
6-6
Tons. Per cent.
12-2 ' 50-7
28-0 27-5
20-4 64-3
20-7 42-0
130 ! 8-5
Per cent.
18-1
21-8
13-9
9-2
0-8
TABLE 2. — Analysis of Bronzes.
Bronze.
No. 1.
No. 2.
No. 3.
No. 4.
Per cent.
Per cent.
Per cent.
Per cent.
Copper
58-86
61-89
97-18
85-81
Zinc
35-15
3618
0-14
Tin
0-72
...
2-85
12-22
Manganese ....
3-64
0-85
...
0-06
Lead
0-51
trace
1-56
Lron
1 27
0-63
...
Nickel
...
0-60
...
Antimony
...
...
trace
0-23
Phosphorus ....
trace
0-01
...
Bismuth .....
trace
...
Total . . .
100-15
100-15
100-04
100-02
678 TESTING OF 3IATEBIALS. OcT. 1898.
fire-box stays. In each case the specimens were turned down to the
size --of the ordinary test-bar. As it was only the cast bars of No. 4
Ijronze which were not appreciably affected by testing at the higher
temperature, it was thought that this degree of heat had an annealing
effect on the rolled bars, and thus reduced their tensile stress ; but
when bars of the same material were annealed in oil at 370° F. and
afterwards tested cold, practically the same results were obtained as
from the unannealed bars. The copper in these tests was of ordinary
commercial quality, containing about 99*2 j)er cent, of pure copper.
The bronzes were of various mixtures, which have been analysed
by Mr. Leonard Archbutt, F.I.C., with the results shown in
Table 2 (page 677).
Deeley Torsion Machine. — The machine used for making torsion
tests is the invention of Mr. E. M. Deeley, and is shown in Figs.
20, 21, and 22, Plate 123. Fig. 20 is an end elevation. Fig. 21 a
transverse section, and Fig. 22 a side elevation.
The test bar A has square ends, and is held in hollow centres
BB'. The centre B, which is shown on an enlarged scale in Figs. 23
and 24, Plate 124, is rotated by means of a worm-wheel C through
the links D and the three-armed lever E, which is keyed on the
centre B. The worm-wheel revolves on a bush secured to the
bracket F and ]iner G. Clearance is left between the lever and the
boss of the worm-wheel, so that, as the bar lengthens under the
strain, the socket which forms the hollow centre B may slide
longitudinally in the liner G and the bracket F ; and as there is a
rotary motion of all the friction surfaces of the centre B, these
surfaces readily slide longitudinally, and the test bar has perfect
freedom to lengthen. The machine is driven by a light rope from the
shop shafting through a train of wheels, seen in Fig. 22, which may
be thrown out of gear by the trigger and lever H. For inserting
the test bar the centres are brought into position by means of a handle
on the wheel J, Fig. 20, which is also used to work the machine
until the elastic limit has been reached, at which point the stress and
angle of rotation are read off. After this the speed of rotation is
increased by tlrow:'ng the train of gearing into action. The angle of
Oct. 1898. TESTING OF MATEBIALS. 679
rotation is read from an adjustable graduated disc P, Fig. 23, fixed on
the centre B, while the finger is on the bracket F. The other end of
the test bar is carried by the hollow centre B', Fig. 21, by means of
which the twisting moment is measured. This centre is suspended
by three thin steel plates K, Fig. 22, from the corners of a
triangular frame, which is bolted to the bed plate in such a manner
that the centre B' may rotate through a very small angle, while
rigidly held in every other direction. This forms an elastic
support almost free from friction ; and as the angle through which
it moves is exceedingly small, even with the maximum load on the
bar, there is no possibility of the steel plates being over- strained.
The centre B', which is adjusted concentrically with the centre B
by the screwed ends and nuts of the flexible plates, forms the
boss of a lever L, Fig. 22, the other end of which is connected to
a flexible rod N, Fig. 25, Plate 125, carried by a double helical
spring H ; this is contained in a pillar M, which is secured to the bed
plate and surmoimted by a gauge, whereon is measured the extension
of the spring, or the twisting moment on the lever L, Fig. 22,
resulting from the strain put upon the test bar A. The gauge is
graduated to give the strain in tons at a leverage equal to the radius
of the test bar, 0*399 inch, which by a simple calculation may be
converted into lbs. at a leverage of 12 inches or into any other terms
desired. For comparing a number of results, the readings from
the gauge as here described are in a convenient form.
The gauge motion, which is shown in Figs. 25 and 26, Plate 125,
presents some novel features. Two pairs of small rollers A, seen
also in the enlarged views. Figs. 27 to 29, are carried in a
frame B secured to the gauge casing. The bearings of one of them
are extended, and on the projecting end D is placed the gauge finger ;
and on the other end, which passes through the back of the gauge
casing, is a milled head for adjusting the finger after the slack of the
machine has been taken up and before the test is commenced. A
pair of steel arms E is firmly clasped on the rollers by means of a
spring, and any vertical movement of the arms causes the rollers to
rotate, including the one carrying the gauge finger. The lower end F
of one of these arms is connected to the flexible rod G, Fig. 25, which
680
TESTING OF MATERIALS.
Oct. 1898,
in turn is screwed into the end of the lever L, Fig. 22, Plate 1 23.
It follows therefore that every movement of the lever and corresponding
extension of the spring H, Figs. 25 and 26, will be transmitted to the
gauge finger. In the event of the sudden fracture of the test bar the
rollers slip on their faces, and so prevent any shock from coming upon
the gauge motion. The gauge was graduated by fixing a balanced
lever on the elastic centre, loading it to give the stresses required,
and carefully marking out the results on the gauge.
Autograjphic Becording Apparatus. — An aj)paratus for taking
autographic diagi-ams is attached to the pillar Q, Fig. 22, Plate 123,
which is secured to the machine. The top of the pillar contains a
small weight resting lightly on the lever L, and connected at the top
to the parallel motion of a Crosby indicator. The depression of the
lever, which is proportional to the strain on the specimen, gives a
vertical movement to the pencil ; and the drum is rotated by a cord
driven through the countershaft 0 by a grooved pulley fixed on the
revolving centre B, Fig. 23, Plate 124. A specimen diagram taken
from a test upon a steel crank-axle torsion-bar of 0 • 798 inch diameter
is shown in Fig. 30.
Ton.
Fig. 30. Torsion Diagrata.
<0 to
X
U5 ISO 225 270
Angle of Flotation.
315 360 405 450
Details of Test Specimens. — In Plate 126 are shown the
standard forms and sizes of test bars used. Fig. 31 is the ordinary
tensile test-piece, which is adopted, where the section of metal will
allow, for all classes of material except cast-iron and very hard steel,
such as tire or tool steel ; for the latter the form shown in Fig. 32
Oct. 1898. TESTING OF MATERIALS. 681
is used, which has the ends screwed with a special rounded thread, six
to the inch. Fig. 33 represents the tensile test-piece for cast-iron.
All the ahove bars are 0*798 inch diameter or 0*5 square inch area;
the centre dots, 2 inches apart, are marked on before testing, and the
elongation may be measured either between these centres, or over the
entire length of the bar ; in the latter case it is stated as a
percentage of the central portion 2 inches long, but there is then an
error due to a certain amount of elongation having taken place in
the ends which is included in the measurement, making the percentage
of elongation of the bar appear about one-fifth more than it really
is. Fig. 34 is the compression bar, which like the tensile is 0 • 798
inch diameter and 2 inches long. This is tested by applying a
load of 25 tons, when the bar is taken out and the amount of
compression measured ; the load is calculated on the enlarged area
at the centre of bar. The load is tlien increased to 50 tons, and the
calculations are repeated. Such specimens as will not stand the full
load of 50 tons are tested to destruction. Fig. 35 is the torsion bar,
0*798 inch diameter by 2 inches centres. Fig. 36 is the standard
bar for transverse tests ; it is 1^ inch square by 6 inches centres,
being 3*91 times or nearly four times as strong as a bar 1 inch
square by 12 inches centres, so that a comparison between bars of
these sizes can be readily made when necessary. Fig. 37 is the
plate tensile bar, 1 inch wide by 8 inches centres. The bending
bar for plates is shown in Fig. 38, and is 2 inches wide by
6 inches centres. Fig. 39 is the tensile test-piece for boiler tubes,
the elongation being measured on a length of 2 inches. Pieces of
tubes 4 inches in length are also tested by drifting.
Great care is taken in the preparation of the test bars ; the turned
specimens are finished strictly to gauge, and all scratches are
eliminated by polishing with emery and oil. The square bending
bars are slotted to gauge, finished by filing and polishing ; and
the plate bending bars are slotted, finished with the file, and all
the tool marks taken out. The corners of all bending bars are left
sharp. Plate tensile bars after shearing are milled in a Buckton
machine, and the form of bar adopted ensures half an inch being
cut away on each side, so that the shearing does not afi'cct the part
682 TESTING OF MATERIALS. OcT. 1898.
tested ; these bars are also finished with the file, and the tool marks
taken out.
Every crank axle, also every steel and copper boiler-plate, is
tested ; besides which a large and varied selection is made for testing
purposes from all the important parts of the locomotive, such as
tires, straight axles, frame plates, connecting and coupling rods,
boiler tubes, &c. Tires are subjected whole to a deflection test in
the hydraulic press. Straight axles are doubled up in the same
machine, and cast-steel wheel-centres are broken up under a falling
weight to test the soundness of the castings. A complete test of any
material includes four tensile tests (two each in different directions),
four compression, one bending, and one torsion test ; although for
most purposes tensile and bending tests only are made.
A photograph of several flaws in steel crank and straight axles
is given in Plate 127. These flaws were discovered on examination,
and the axles were broken up in a hydraulic press. All of them
show fine crystalline fractures. The steel in each case is of excellent
quality, and the mileage of the axles is as follows : —
A . Crank axle . . . 329,863 miles.
D . „ „ . . . 265,269 „
E . „ „ . . . 521,769 „
B . Straight axle . . . 558,779 „
C . „ „ . . . 652,000 „
C is an interesting example of what appears to be an internal
flaw ; it was found in the wheel seat of a straight axle when the
wheel was taken off, and the whole section is fractured, except a very
small part round the keyway, and another small piece on the outer
edge, seen on the lower left-hand side in the photograph. The central
portion, about 6f inches diameter, is evidently the original flaw, as it has
a crystalline appearance, and does not show any signs of having rubbed
against its fellow half, except on the lines radiating from the centre,
which stand up from the flat surface of the fracture and are rubbed
bright to within one-sixteenth of an inch of their base. The outer
ring, about 1 inch wide, has worked bright, and appears to have
started at the edge of the internal flaw and made its way outwards,
the lines of its progress being quite clear.
Oct. 1898. TESTING OF MATERIALS. 683
In all cases where an axle or other part breaks suddenly
at a flaw, the ruptured surface is more or less crystalline. This
seems to have led many to regard a crystalline fracture as an
indication of a defective or brittle material ; but as a matter of
fact a test bar out of a fractured axle generally has the usual silky
appearance. When a special form of tensile bar is used, having a
groove tui'ned round the centre with a sharp V tool, and is broken
suddenly, a sharp clean fracture results which is invariably
crystalline. Best Yorkshire iron is also shown to be crystalline
when broken in a similar way. It is only those steels that are
wanting in ductility which show a crystalline fracture when broken
in the ordinary way of testing. In the more ductile specimens the
crystals are sheared in the process of drawing out under a tensile
strain, and. thus give the silky appearance which is characteristic
of good steel, such as should be used for axles. It is thus seen that
the crystalline appearance of the fractures shown in Plate 127 does
not necessarily denote a want of ductility in the material.
Plates 128 and 129 are photographs of the testing room, showing
the testing machines, cases of specimens, and the three-throw
pumps.
Discussion.
Mr. J. Hartley Wicksteed, Vice-President, thought the paper
had described the best that could possibly be made of a hydraulic
testing machine. The oil he was glad to notice was here not
pumped direct into the machine ; direct j)umping was a barbarous
plan practised by some makers who constructed machines with
pretensions to extreme delicacy, and who yet pumped with plunger
pumps directly into the straining cylinder of what they called a
delicate machine ; such a method he thought was fatal to any attempt
684 TESTING OF MATERIALS. OcT. 1898.
(Mr. J. Hartley Wicksteed.)
at delicacy. In the macLine now described the oil was pumped into
an accumulator, from whicli, after the pumps had been stopped, the
pressure was admitted into the hydraulic testing cylinder without
any pulsations.
The bending tests were made upon test bars two inches wide with
bearings six inches apart, by means of a thrust piece faced to a
radius of 3-8ths of an inch. The effect of this would be that,
when the bar was bent first to a right angle, the form of the bend
would be an uncertain curve, as shown in Fig. 43, Plate 130. Then
the two ends were pressed together until they were parallel to
each other ; and during the pressing together the tendency of the
bar was to bend at the apex of the curve, because it was there that
the leverage was greatest and the stresses were most intense. A
thick bar would bend with an inside curve of the shape shown in
Fig. 44, with a smaller radius at the apex than in the rest of the
bend. For mild steel Lloyds' rule gave a radius for the inside curve
of 1^ times the thickness of the plate or bar ; and when a plate or
bar was thus bent through 180^ or tried to be bent through 180^ to a
diameter of three times its thickness, it was found that, although in
the outer portions of the curve the radius might be 1^ times the
thickness, yet at the apex the radius was only about half an inch.
Cracks were established at the apex of the inside curve by the crushing
of the metal, and at the apex of the outside curve by the stretching of
the metal : not because it would not stand the bending round the
prescribed radius, but because it could not be induced to close its
ends into parallel with each other, which was one of the conditions,
without bending itself at the apex to a smaller radius than that
prescribed. With thin plates, not more than ^ inch thick, there was
not a great deal of difficulty ; as the thickness increased, the difficulty
became greater. It was not a scientific way of treating plates to
serve them all alike, thick or thin, and just close the ends into
parallel, because there was much more strain at the bend in a thick
plate than in aj thin plate. The want of a proper method had been
so much felt that he had been called upon to find some means of
bending a plate, which would induce it to bend to the right curve.
The difficulty was that, when a pusher block of any sort had been
Oct. 1898. TESTING OF MATEKIALS. 685
actually made to exactly the right semicircle for bending a thick
plate, in the very act of bending it the plate departed from that curve.
While the pusher was in the act of pressing it, the plate forsook the
apex of the pusher, and bent to a sharper curve than that of the pusher,
as shown in Fig. 45. The difficulty however had been got over by
pushing the plate through a tight jaw, which seemed to wrap
it round the pushing head, and compelled it to bend to the
true semicircular curve. In the specimen exhibited, Pig. 46, of a
plate bent in this way by a semicircular pusher, the inside cui-ve he
believed was as perfect a semicircle as the outside ; it had no apex
and no sharper curvature in any part of it. With any metal that
had stood the other tests, he thought if the specimens were fairly
treated there would not be much trouble with the bending tests as
l^iOscribed by Lloyds.
The President asked if the bending arrangement just described
was recent, and whether the bending was done quickly.
Mr. WiCKSTEED said so far as he was concerned it was a recent
arrangement, which he had been led to devise in consequence of the
difficulty met with in getting the thick plates approved, although
they were of quite as good material as the thinner plates. The
bending was done in a second, with a single stroke of the press.
It was done cold, but the test piece was made quite warm by the
rapid bending, because every particle round the curve was being
equally bent.
The gauge that had been introduced in the torsion machine
attracted his great admiration. It was a finger which travelled
round a dial, and it was turned round by small rollers, working
between flat strips. It was the most beautiful arrangement that he
had seen in machines of this kind. In other machines which he
had seen there was a flat strip pressed against a roller on the spindle
of the finger or needle, and the roller rolled against a fixed path on
the other side ; therefore the spindle of the needle travelled up and
down. In the machine invented by Mr. Deeley, as shown in
Plate 125, instead of being allowed to roll against a fixed plane, the-
686 TESTING OF MATERIALS. OCT. 1898.
(Mr. J. Hartley Wicksteed.)
roller was made to roll against another roller. There were a pair of
arms or flat strips, both moving up or down together, with the two
rollers between them. The rollers truly rolled against the strips
and against each other ; and thus the spindle of the needle, being
the axle of one of the rollers, kept always in one place. The finger
was a delicate needle, which revolved round the dial, and gave
delicate readings of the small motions of the end of the torsion
lever. When springs were used, as in this machine, one great
trouble was how best to enlarge their motion sufficiently to read it
clearly. When a weight and a balance were used, the extent of
motion when the balance was just overbalanced might be a foot or
any amount desired. But when a spring was overbalanced, the extent
of its motion was just in proportion to the overbalance, and the
motion was infinitesimal if the overbalance was small. This was
one of the difficulties in using springs and spring gauges.
With regard to the 50-ton hydraulic testing machine, no doubt
the best had been made of what was described (page 671) as not by
any means a modern machine ; but it seemed a pity that so
much trouble should have had to be taken to calibrate a machine
with frictional resistances, which at the end of all, when the
frictional resistances had been allowed for, was stiQ dependent upon
the spring of a Bourdon tube, gearing up through a toothed segment
to an extremely small pinion with probably only about five teeth in
it. The whole extent of motion of the Bourdon tube was probably
not more than about 3-16ths inch ; and this had to be magnified
into a motion of about 25 inches on a dial. Even after this had
been done, the scale of tons on the dial had to be so small as to
allow only about half an inch to a ton of total load. There had
been a time formerly when the temptation to use such a machine
had been in order to make tests rapidly and without labour ; because
at that former time dead-weight testing machines had been so made
that the dead weights had to be lifted bodily on and ofi", at the
expense of a great deal of labour. Since then, dead-weight machines
had been made with rolling weights, and there was no labour
involved in shifting the rolling weight about. When there was a
rolling weight on a single lever, it was usual and perfectly easy to
Oct. 1898. TESTING OF MATERIALS. 687
get a scale of tliree inches to a ton of load, which he considered was
much to be preferred to a scale of only half an inch to a ton. In
fact anyone putting uj) a testing machine would give himself less
trouble, he thought, by putting up a machine with actual standard
dead weights, than by putting up a hydraulic-ram machine, which
had to be justified by so much refined calculation, which had to have
its friction accounted for, and which had to be supplied in the end
with a dead-weight frictionless oil-ram for the purpose of calibrating
the pressure gauge itself. Hence it seemed to him that it would
be less trouble to adopt the dead weights at once in making the
test, instead of applying a dead weight for testing the gauge with
which to make the tests.
Mr. J. Macfaelane Gkat remembered that when Lloyds' rule
for bending tests first came out, some ten or fifteen years ago, it had
been worded to the effect that a plate or bar was to be bent double
in such a way that the radius of the curve at the bend should be
" not less " than 1^ times the thickness of the plate or bar. Having at
the time drawn attention to the wording, he had been assured that
it was correct and was so intended ; and he had then pointed out
that, in order to secure the test desired, the wording should be " not
more," instead of " not less." The rule had consequently been so
amended, after having been first issued in the incorrect form.
Professor W. Cawthoene Unwin believed that for the bending
test, which was of such great importance, the rule about the
diameter round which plates should be bent varied in every country ;
and the latest decision of the Munich Conference was that for all
thicknesses of plates there should be a uniform diameter of one inch for
the curve over which the plates were to be bent. The bending tests had
not at present been brought into any rational or consistent method ;
and inasmuch as they were only relative tests, it seemed to him not to
matter much whether the plates were bent by end pressure or over a
curve, so long as all plates were bent alike which were compared
together. If one maker's plates cracked when bent by the end
pressure, and another maker's stood this mode of bending, then it
688 TESTING OF MATERIALS. OcT. 1898.
(Prof. W. Cawthorne Unwiu.)
was known that the latter plates were the better ; and it did not
matter whether a small or a large radius was obtained for the curve
fit the apex of the bend. The arrangement for bending a plate or
bar by pushing it through a narrow space, as described by Mr.
"Wicksteed (page 685), he thought was old enough ; he had himself
seen it in use at least ten years ago, and had published a drawing
of one machine for doing it exactly in the way described.*
The paper appeared to him to furnish an interesting account
of what might be called the commercial testing of materials for
manufacturing purposes. The conclusion he drew from it was the
same that had been drawn by Mr. Wicksteed : namely that in such
a mode of procedure it was easy to incur a large amount of
unnecessary trouble by adoj)ting an inaccurate kind of machine.
In the Midland Eailway works, in the skilled hands by which the
testing was there carried on, and with the precautions which were
obviously taken, he had no doubt that practically useful and
practically accurate results were arrived at ; but he thought they
were obtained often in not the best way. It was rather significant
to read on the first page that, in the use of the testing machine,
it was always worked by the same man. If a machine which was
not a delicate electrical measuring instrument, but was used for
the comparatively rough purpose of ascertaining breaking weight
and elongation, could not be worked except by one man, it seemed
to him that it was really not worth much as a testing machine.
The dials of the two pressure gauges shown in Fig. 4, Plate 119,
by which the load was observed in the hydraulic testing machine,
appeared to be graduated to a scale of only ^ inch per ton and per
one-tenth of a ton severally ; and it was stated (page G72) that
they were read to one-tenth and one-hundredth of a ton respectively.
This meant that each gauge was read to l-40th of an inch ; and he
much doubted the possibility of reading so minutely with any
accuracy on a gauge on which the finger was practically something
like l-16th of an inch away from the face of the dial, and was itself
somewhat roughly made.
* " The Testing of Materials of Construction," second edition, page 238.
Oct. 1898. TESTING OF MATERIALS. 689
A great deal of trouble had been taken in finding the friction of
the hydraulic testing machine ; and in Fig. 7 (page 674) was given a
smooth curve of the friction, with the experimental observations
plotted by black dots, each of which seemed to represent the mean
of several observations. Although a smooth flowing curve had been
drawn, yet it was seen that the friction was identical for 1 cwt. and
for 4 cwts. per square inch, and identical for 6 cwts. and for 8 cwts.,
for 14 and 16 cwts., and again practically identical for 18 and
20 cwts. per square inch. These results did not show great
consistency. In hydraulic testing machines of the kind here shown,
the error due to friction of the machine diminished as the size of the
machine increased : in the smaller machines it might be considerable ;
in the larger it might become inconsiderable. In machines such as
were used in America, one of 600 and one of 1,000 tons capacity, the
frictional error he thought might be almost neglected.
In page 675 a comparison was given of various plates which had
been broken by this hydraulic machine and by a lever testing
machine ; but unfortunately what was wanted to be known about
these tests was not given. "What was not wanted to be known was
that the two machines happened to give nearly the same mean out of
a series of tests. What was wanted to be known was, what was the
difference of range of results between the tests made by one machine
and those made by the other. The variation mentioned of the
means, namely 0-54 or more correctly 0 • 43 ton per square inch, in
testing by the two machines pieces cut from the same plates, was not
a larger variation he believed than was commonly observed. There
had been some experiments in Germany and in America during
the last two or three years ; and it was true that even with the best
machines, and with every precaution, greater variations had been
found than were commonly understood to exist. The relative
accuracy of a lever and of a hydraulic-press machine could not be
determine! by testing some pieces cut from the same plate, because
the frictional constant for each machine could be adjusted so as to
give any mean that was wanted. What was required to be known was,
whether from week to week and from month to month there were
any daily variations in the friction which gave variations in the tests.
690 TESTING OF MATERIALS. OCT. 1898.
(Prof. W. Cawthorne Unwin.)
In the mode of testing apj)arently all reasonable precautions liad
been taken ; the arrangements for holding the test specimens were
generally excellent. As shown in Plate 121, the wedge grips for
holding the test pieces had round backs, so that they could swivel.
This was a plan which had been known for many years past.
The torsion machine seemed highly ingenious. For its ultimate
registration it depended on a spring, which was not what he liked
best ; there were other torsion machines he thought which fulfilled
all the desirable conditions.
The form of test bars shown in Plate 126 seemed quite satisfactory,
except in the single instance of Fig. 33, which he thought was the
worst form he had ever seen for testing the tensile strength of cast-
iron ; he disbelieved in the possibility of getting accurate tensile
results from a cast-iron test-bar of that shape. Even with any
appliance he had found it was difficult to make sure that no bending
strain was introduced additional to the tension ; and he believed that
in the form shown in Fig. 33 it was almost impossible to grip cast-iron
test-bars in a machine in such a way that no bending stresses should be
introduced. If they were introduced, they were unregistered strains
which tended to break the bar. No i)erfectly satisfactory way that
he knew of had been found for holding tensile test-bars of brittle
materials like cast-iron or glass. An approach was made to it if the
bars were held in spherical seatings ; * but even then frictional bending
nevertheless occurred sometimes, which he was confident caused the
bar to break at a lower tension than it ought. Perhaps the most
striking thing he had found out respecting this j^articular point was
that all the older experiments on cast-iron — some of them made by
himself thirty years ago, and others still earlier by Fairbairnand
Hodgkinson — gave the maximum tensile strength no higher than
about 10 tons per square inch, and the mean tensile strength no
higher than about 7 tons per square inch ; whereas at the present
time hardly any cast-iron was obtained which was anything like so
weak as that. The mean tensile strength from more recent tests
was 10 to 15 tons per square inch. The difierence he believed was
* " The Testing of Materials of Constiuction," seeoud edition, page 159.
Oct. 1898. TESTING OF MATERIALS. 691
not in the cast-iron, but was simply that cast-iron was now tested
more satisfactorily.
Mr. Peet said the hydraulic testing machine, as mentioned in
page 671, was not a modern one, and there were several points about
it to which he was not surprised that exception was taken ; but his
object had been to show that it was a machine from which uniform
results were obtained, and that they were sufficiently accurate for
all commercial purposes, for which alone the machine was used.
The graduations on the dial of the stronger pressure-gauge were
about ^ inch to a ton, which, as pointed out by Mr. Wicksteed
(page 686) and Professor Unwin (page 688), was no doubt too small
a scale for scientific work, but did not introduce inaccuracies that
were of any practical importance.
Mr. Wicksteed observed that the graduations of the dial denoted
stress-tons, that is, tons per square inch ; and in describing the scale
as half an inch to a ton (page 686) he had been referring to load-tons,
that is, tons of total load. The dial was divided into one hundred
divisions to suit the half -inch sectional area of the test pieces.
Mr. Peet agreed that the scale of the graduations might be
regarded as double what he had stated, because the gauge was set
out to give the stress in tons per square inch when testing bars of
half-inch sectional area. The load on the specimen was applied so
gradually that the overbalance of the pressure-gauge spring was
impossible ; and the motion of the finger over the dial was so
slow that at any moment it could be seen exactly what load
there was upon the test bar. The gauges were tested regularly, and
no difficulty whatever had been experienced with them.
The machine was one that could be worked by an unskilled man
(page 688) ; there was no necessity whatever for always having the
same man to work it. The latter was simply a matter of
convenience, but had the advantage that the testing could then
always be done at the same speed, thus obviating any objections
that might be urged against the rate at which the load was apj^lied ;
3 K 2
692 TESTING OF MATERIALS. OcT. 1898.
(Mr. Peet.)
such objections would be equally applicable to any other testing
machine.
From careful observation and comparison of a number of tests
ranging over a long period, he was satisfied that the friction of the
machine was constant, and did not vary from day to day (page 689).
With regard to the bending tests, he could not altogether agree
with Mr. Wicksteed (page 684), because he thought in making these
tests the treatment shoixld be such as to assure some definite result
being obtained, and not simply to adopt such means of bending
as would almost ensure the bars doubling up without fracture. But
in any case the results must always be comparative. If a test as
made at the Midland Eailway works was more severe than that
described by Mr. Wickstced (page 684), then there would be a
better chance of breaking the specimen. Taking two bars of
difi'erent qualities, both of them might double up without breaking
if they were treated in a sufficiently gentle or easy manner, and it
would not be known which was the better of the two ; but if a
more severe test were applied, probably one would be broken and
not the other, and thereby the difference in their qualities would bo
ascertained. As a matter of fact no difficulty was experienced in
obtaining material which stood satisfactorily the Midland Eailway
bending test for mild steel plates ; and frequently 1^ inch square
bending bars with the corners left sharp, cut from cranK-axle webs,
had been bent over a bar J inch diameter, as described in page 676,
and doubled up without breaking, although such a result with bars
of this section and class of steel was scarcely expected.
There were doubtless (page 690) other torsion testing machines,
besides the one described, which fulfilled most of the conditions
required ; but he was not aware of one that allowed for the end
jjlay of the specimen as it lengthened under the strain, which in his
opinion was a point of considerable imjiortance.
Exception had been taken by Professor Unwin (page 690) to the
form of the tensile bars for cast-iron ; but it must be understood
that these were turned accurately all over, and exactly fitted the
clips in which they were held. The clips were also accurately
made ; and as the testing machine was direct-acting with a straight
Oct. 1898. TESTING OF MATERIALS. 693
pull, it was practically impossible for any bending strain to come
on the bars. This, and the fact that consistent results were
invariably obtained, led him to regard the form adopted as quite
satisfactory. Cast-iron tensile tests had been made which gave over
15 tons per square inch ; and it was rarely that less than 8 tons was
obtained, even from ordinary cast-iron.
The President said that, although the Whitworth testing machine
was an old one, and had undergone modification from time to time
for adapting it to the work, and was not to be comijared with the fine
machine made by Mr. Wicksteed, he had been happy to accede to the
request that a description should be prepared by Mr. Peet for the
Derby Meeting of what was being done in the testing of materials at
the Midland liailway works, where the Members had then had the
opportunity of inspecting the testing department. They would all
join him, he was sure, in thanking Mr. Peet for the descri^jtion he
had given.
Mr. J. Wemyss Anderson wrote that, having for the last five
years been superintendent of the testing department in University
College, Liverpool, he had noted various jjoints in connection with
commercial testing. Foremost among them was the care necessary in
the preparation of the specimens. If manufacturers exercised the
care shown in the Midland Eailway works at Derby, there could be
no doubt that many tons of material now condemned would pass the
required test. Too much time and care could not be spent in this
direction. It would ajipear that the regular test-pieces at Derby
were cut from the raw material ; and he enquired whether pieces
were cut from the manufactured articles as well. In the strength of
steel he had found a great difi'erence before and after working ;
And in his opinion reliable data could be obtained only by making
the two tests. Instances had frequently been met with where the
raw material had been found to be up to the standard, but the worked
forging had been condemned. Two or three years ago some steel had
been marked at a steel works by a Board of Trade surveyor for
694 TESTING OF MATERIALS. Oct. 1898.
(Mr. J. Weuiyss Anderson.)
testing. An ingot had just been sawn into three sections, and the
pieces sent through the rolls. They were duly stamped, and a sample
of each was tested at the college in the surveyor's presence. Two of
the samples were passed ; the third was decidedly hard, and failed in
both the tensile and the bending test ; duplicate samples from the
same piece gave the same results. An explanation might possibly
be found in the fact that the rejected material came from the piece
which had been the first to pass through all the rolls ; and as the
rolls were then cold, the steel might no doubt have been chilled
by them.
Mr. Thomas G. Iveson wrote that he fully endorsed the author's
explanation of the system of testing practised by the Midland
Eailway, as he had himself had the arrangement of it for Mr.
Johnson, and had also had charge of the department for some years.
As stated in the paper, the testing is comparative ; and this is what
is required for commercial purposes, in order to get at the best and
most uniform material supj^lied by makers. Scientific testing is out
of the question ; the materials not being homogeneous, one test-bar,
however correctly tested, cannot be taken to represent the bulk, as
can be done with a sample of water or other homogeneous substance ;
in metals two test-bars cut side by side from the same piece often
give a wide variation in both tensile stress and ductility, and are
scarcely ever alike. Uniformity of results the writer considers of
great importance, and he regards a maker who may regularly supply
material a little too soft or a little too hard as preferable to one who
gives some hard and some soft in the same delivery. The treatment
of the material is in all tests the same, and the test bars are taken
from the same locality in the bulk ; if this were not done in crank
axles, there might be a difference between inside and outside test-bars
in the ratio of 9 to 10. It is also important to have all the test-bars
the same size, because if there is a wide diiference, say 2 to 1, the
smaller gives the better tensile strength. The speed moreover of
the testing has to be kept uniform, since variation in this j^articular
affects results and appearance of fractures ; a valve with very fine
adjustment is used for the purpose. All the square bending bars are
Oct. 1898. TESTING OF MATERIALS. 695
made with sharp corners, which is the most severe test possible.
Small round bars of 3-8ths inch diameter, cut from axles, are found
to show closely what the axle would do if bent whole ; this the
writer has repeatedly proved. Compression tests show better than
anything else the uniformity of substance in the test bar, and its
relative hardness. Hydraulic testing machines, under proper
regulation, are much preferred by the writer to lever machines,
because the former are automatic, visible, and easily recorded ; and
the leather friction is shown to be not of any moment. The
American testing machine of Mr. Emery, with which the writer has
made some tests, requires great skill in adding the small weights as
required; and even then it is difficult to be quite certain of the
actual breaking pressure, owing to the difficulty of following the
reduction of pressure when the test bar begins to break down.
Mr. Peet wrote that it was under a misapprehension that the
test pieces for the Midland Eailway were imagined to be taken from
the raw material (page 693). As stated in page 682, they were
selected firom the manufactured articles. Otherwise it would mean
that the material would have to be tested twice ; for the subsequent
treatment received by an ingot of steel in being made into an axle
or rail or other manufactured article would materially alter its
mechanical features.
696 Oct. 1898.
MEMOIRS.
Sir William Anderson, K.C.B., was born on 5th January 1834
in St. Petersburg, being tlie fourth son of Mr. John Anderson, who
was a member of the firm of Matthew Anderson and Co., bankers
and merchants in that city ; his mother also was English. He
received his early education up to the age of fourteen at the
Commercial High School, where he attained the position of head boy
and silver medallist ; with this was associated the freedom of the
city of St. Petersburg, which was not withheld from him although
he had become a subject of the Queen's. One result of this early
education in Russia was that he was an admirable linguist, Russian
being equally with English his mother tongue ; he was also proficient
in both French and German, these languages being much spoken in
St. Petersburg. In 1849 he came to London to commence his
technical education in the applied sciences department of King's
College, where he passed through the usual three years' course,
gaining many prizes, and taking with distinction the degree of
associate of the college on leaving. In 1851 he became a pupil of
Sir William Fairbairn in the Canal Street Works, Manchester, and
remained there for three years, during which he was engaged in
superintending the erection of machinery in Ireland and Wales ; of
his master he always spoke in glowing terms, ascribing to him much
of his own subsequent success in engineering. In 1854 he became
manager, and in 1855 partner, in the firm of Messrs. Courtney,
Stephens and Co., Blackball Place Iron Works, Dublin, where ho
was much engaged with iron bridges, including the Malahide viaduct,
and other constructive ironwork for railways and canals, and in the
manufacture of signalling apparatus and turntables, and in general
engineers' and millwrights' work. While in Dublin he met with a
serious accident in Messrs. Mander's brewery, by getting his right
elbow badly smashed in some toothed gearing, to which he had
already called attention as dangerous ; thanks to a good constitution
Oct. 1898. MEMOIRS. 697
lie was able to forego amputation of the arm, wliicli became quite
sound again, tbougb he was unable thereafter to raise his hand
higher than his chin. At this early period he largely applied
theoretical methods to the practical work in hand, utilizing
throughout his eight years' sojourn in Ireland the knowledge he had
acquired of engineering science, of physics, and of chemistry. To
the theory of diagonally braced girders he paid particular attention,
and contributed several papers on this and other subjects to the
Institution of Civil Engineers of Ireland, of which he was a Member
from 1856, and President in 1863. In the autumn of 1864 he joined
the old firm of Messrs. Easton and Amos, Grove Works, Southwark,
London, for whom he at once proceeded to lay out the large new
works they decided to erect at Erith. Although modern requirements
have in some respects outstripped the capacity of the Erith Iron
Works, at the date of their erection they were a model of what
engineering works should be. In the early period of their existence
a great deal of work was done there in paper-making and sugar
machinery. In 1871 he went to Egypt for some time to look after
the starting of three large sugar factories built for the Khedive by
his firm, which had then become Messrs. Eastons and Anderson. In
1874 they erected the Ogi Paper Mill in Japan, of which he gave a
description to this Institution in 1876 (Proceedings, page 127).
Turning his attention to gun mountings, particularly those of the
Moncrieff hydro-pneumatic kind, he designed a pair of twin naval
mountings for 40-ton guns for Eussia, which were made at Erith and
proved highly successful. Later on he designed similar mountings
for 50-ton guns, of which one pair was made at Erith and two pairs
in Eussia. The last mounting he designed was a high-angle mortar-
carriage for America, in conjunction with Colonel Eazkazoff of the
Eussian navy ; this was adopted at once in America, and largely
made there. In 1879, having to carry out water works for the
supply of Antwerp from the highly coloured and turbid water of the
river Nethe, he worked out in conjunction with Mr. Gustav Bischof
and Mr. G. H. Ogston a successful adaptation of Mr. Bischof's
method of filtration by the use of spongy metallic iron (Proceedings
Inst. C.E., vol. Ixxii, 1883, page 24). In 1888 he carried out the
698 MEMOIBS. Oct. 1898.
two colossal lifts for the Chignecto ship railway, then in course of
construction in New Brunswick for connecting the head of the Bay
of Fundy viith. the Gulf of St. Lawrence ; the work was nearly
finished and the lifts were partly erected at the site, when the failure
of the general contractor put an end to the undertaking. Early in
1889 at the request of the Explosives Committee of the War Office
he undertook to design machinery for the manufacture of the new
explosive, cordite ; but had not proceeded far with it when in
August of that year he was apjjointed by Mr. StanhojDe, the Secretary
of State for War, to be Director General of Ordnance Factories ; the
pressure of his official duties then compelled him to hand over the
cordite machinery to his eldest son, by whom it was in due course
carried out. The new apjDointment also necessitated the severance
of his connection with the Erith Iron Works, after it had lasted just
a quarter of a century ; and he now had under his charge not only the
ordnance factories, laboratory, carriage department, and gun factory
at Woolwich Arsenal, but also the small-arms factories at Enfield
and Birmingham, and the gunpowder factory at Waltham Abbey.
As striking examples of engineering work accomplished under his
direction may be mentioned the adoption of Mr. J. A. Longridge's
method of constructing wire-wound guns of all calibres ; and it is
noteworthy that among the many hundred service giins of this
construction which were issued during his administration, all of
them from 50 to 100 per cent, more powerful than the guns they
superseded, not a single failure or accident of any kind occurred.
The laying down and jierfecting of the machinery for drawing solid
steel shells up to 10 inches calibre, and the aj)pliances for filling
them with Lyddite, were features of his management ; as also the
Tropenas cast-steel plant, whereby castings of great soundness
though very thin are produced with a minimum of waste ; and a
great number of improvements in small-arm cartridges, shell fuses,
firing tubes, gun carriages, especially those of the quick-firing order
for fortresses, and wagons for military trains, and magazine rifles.
Of the manufacture of brass powder-cases for quick-firing guns he
gave a succinct description to this Institution in 1897 (Proceedings,
pages 73-6). The economies realised by these numerous improvements
Oct. 1898. MEMOIES. 699
were great, owing to tlie large number of articles that are generally
required to be turned out. His long and extensive commercial
experience enabled bim to correct many wasteful tendencies, with
general advantage to the nation from the saving thereby effected.
Of much of the system of administration carried out in the ordnance
factories he gave a lucid and interesting account in his presidential
address to this Institution (Proceedings 1892, pages 112-23). In
1895 he was created a Companion of the Bath, and in 1897 received
the honour of knighthood in the same order. He became a Member
of this Institution in 1856, and was a Member of Council from 1879,
a Vice-President from 1889, and President in 1892 and 1893.
Besides the contributions already mentioned, he translated for the
Institution Proceedings D. Chernoff's Eussian papers on the
manufacture of steel and the mode of working it (1880, page 286), on
the structure of cast-steel ingots (1880, page 152), and on steel guns
(1891, page 465). He also translated the researches of General
N. Kalakoutsky on the internal stresses in cast-iron and steel. In
1879, as chairman and reporter of the Research Committee on the
hardening, tempering, and annealing of steel, he drew up their first
report (Proceedings 1881, pages 681-95). In 1890 he was appointed
chairman of the Alloys Research Committee, which was started on
his recommendation with the object of investigating the effects of
small admixtures of certain elements uj)on the mechanical and
physical properties of iron, copper, and lead. This research is still
in progress under the conduct of Professor Sir William C. Roberts-
Austen, K.C.B., from whom several reports have been received and
discussed, and published in the Institution Proceedings. He was
also a Vice-President of the Institution of Civil Engineers, of which
he had been a Member from 1869, and a Member of Council from
1888 ; also a Fellow of the Royal Society, a Member of the
Institution of Electrical Engineers, the Society of Engineers, the
Society of Arts, the St. Petersburg Engineering Society, and various
other scientific associations. For many years he acted as one of the
consulting engineers of the Royal Agrieultiiral Society, in succession
to his former partners, Mr. Charles Edwards Amos and Mr. James
Easton. At their Nottingham meeting in 1888 he tested with Lord
700 MEMOIRS. Oct. 1898.
Kelvin tlie first engine worked ■witli heavy petroleum having a high
flashing point, which consumed 1 • 73 lb. of oil per hour per brake
horse-power. To the Society of Arts he delivered in 1884-5 a course
of Howard lectures on the conversion of heat into useful work ; and
to the School of Military Engineering at Chatham special lectures on
hydraulic machinery and on the hydro-pneumatic Moncrieff gun-
carriage. While acting for some years as examiner to the Eoyal
Indian Engineering College at Cooper's Hill, he instituted a novel
mode of examination, which he considered more effective than the
usual method in bringing out the real merits of the students ; they
were allowed a reasonable time to write their answers to the
examination papers at home, with free access to their books and
notes, but without communication with one another or with any one
else. In 1889 he was President of the mechanical section of the
British Association at their Newcastle meeting, on which occasion the
honorary degree of D.C.L. was conferred upon him by the University
of Durham. On the establishment of the James Forrest lectures
at the Institution of Civil Engineers, he had the distinction of
being selected to deliver the first in 1893 upon the important
subject of the interdependence of abstract science and engineering,
which received from him a masterly treatment. Having lived at
Erith from 1864, he became the first chairman of the local board
when the to^vTi grew large enough to require one, and l^e held the
office for some years ; he was also a magistrate for many years.
Interesting himself warmly in the education of children, he hailed
with joy the Education Act of 1871, and was elected upon the Erith
school board which w as at once formed ; of this he continued an
active member for twenty-seven years, the last few as chairman,
resigning his seat only early in 1898 on account of ill health. From
the commencement of the year he had been sufiering from weakness
of the heart, brought on by overwork, and spent some months at
Worthing in tlie hope of imju-oving his health ; although dropsy
supervened, it was so far surmounted as to enable him to return
to his duties in the early autumn, apparently much better. But
shortly after he had moved in November into his official residence
in Woolwich Arsenal, it set in again with such vii'ulence as to
Oct. 1898. memoibs. 701
necessitate an operation on 10th December, which though successful
in relieving him gave such a shock to his system that he died a few
hours after it from failure of the heart on 11th December 1898
in the sixty-fifth year of his age.
William Bareie was born at Dundee on 2nd June 1819. After
serving a six years' apprenticeship in the London and North
Western Railway works at Wolverton and Crewe, he was for a year
and a half at Messrs. Pontifes and Wood's works in London, and on
the Great Indian Peninsula Eailway at Bhusawal. Then for two
years and a half he was junior engineer in the service of the Bombay
and Bengal Steam Ship Co., Bombay, and of the British India Steam
Navigation Co., Calcutta. For the next year and a half he was foreman
engineer at Messrs. Whitfield and Dowson's, Yokohama, and chief
draughtsman at the Akabane Government Works, Tokio. The
following six years he spent at Tokio, as chief engineer in the
Imperial Japanese telegraph service ; with the National Mail Steam
Ship Co. ; and with the Mitsu Bishi Mail Steam Ship Co. To the
last of these he then became outside superintendent engineer ; and
after holding this position for some years was appointed chief
superintending engineer of the Nippon Yusen Kaisha, the Japan
Mail Steam Ship Co. For his iinwearied services to this company a
decoration was conferred upon him by the Emperor of Japan. His
death, resulting from disease of the liver, took place at Yokohama on
29th October 1898, at the age of forty-nine. He became a Member
of this Institution in 1885.
John Henry Beckwith was born in Leeds on 19th January 1839,
being the son of Mr. John Beckwith, who was for many years clerk
to the poor-law guardians of Leeds. At the age of fifteen he was
apprenticed to Messrs. Carrett, Marshall, and Co., Sim Foundry,
Leeds, In 1864 he was engaged as draughtsman by Messrs. W. and
J. Galloway and Sons, Knott Mill Iron Works, Manchester. In 1866
he went to Buenos Ayres to fulfil an engagement with Messrs.
Thomas Allen and Co. Eeturning to England in February 1867 he
again entered the employ of Messrs. Galloway as their chief
702 MEMOIKS. Oct. 1898.
draughtsman; in 1877 lie became their chief designing engineer ; and
on the conversion of the firm into a company in 1888 he was
made a managing director. This position he resigned in 1897, but
retained a seat on the board. Besides being a sound mechanic,
an able organizer, and a master of detail, he had acquired an
extensive practical experience which enabled him to see the merits or
demerits of any piece of engineering work. He introduced many
improvements in steam engines, boilers, pumps, reversing gear for
rolling mills, illuminated fountains, and other things. His death
took place at his residence, Southport, on 2nd June 1898, at the age
of fifty-nine. He became a Member of this Institution in 1875.
Herbert William Edlin was born at Clifton, Bristol, on
10th July 1856. He was the elder son of Sir Peter Henry Edlin,
Q.C., D.L., of the western circuit, for several years chairman of the
Middlesex county sessions, and afterwards chairman of the London
county sessions. He was educated at Clifton College, of which the
headmaster was then Dr. Percival, the present Bishop of Hereford ;
and at Sherborne Grammar School. He served his apprenticeship
from 1875 to 1879, one year in the locomotive works of the Great
Western Eailway at Swindon, and three years in the engineer's
office of the North Eastern Eailway at DarHngton, where he
remained as assistant until 1881. He was then engaged from 1881
to 1883 as first-class assistant engineer on the construction of the
Queenstown and Aliwal line of the Cape Government Eailways.
During 1884: and 1885, acting as representative engineer of the
Internatioual Electric Co. in Eoumania, he superintended the
execution of the water and electrical works for the installation of
electric light at the Eoyal Palace at Sinaia, and also that at
Bucharest. From November 1885 he was engaged with the
Electrical Power Storage Co., for whom in 1886 he carried out the
electric-light installation at the Prudential Assurance Office, Holbom
Bars, London. About 1889 he went out again to Cape Colony ; and
in 1895 migrated to Johannesburg, Transvaal. His death took
place at Maritzburg on 30th January 1897, in his forty-first year.
He became a Member of this Institution in 1887.
Oct. 1898. MEMOIRS. 703
William Henet Gattntlett, eldest son of John Gauntlett, was
born at Trowbridge, Wiltshire, on 4th February 1823. After
serving there a seven years' apprenticeship to Mr. James Porter,
machine maker, he was for three years, with Mr. Cambridge,
agricultural implement maker, Market Lavington, Wiltshire, where
he devoted much attention to agricultural machinery. Next he spent
four years with Messrs. Smith and Ashby, engineers, at Southampton,
as a mechanical engineer and draughtsman ; and then for a short
time he was in London. The next fifteen years till 1866 he managed
in succession for Sir Bernhard Samuelson and Co. their Britannia
Iron Works at Banbury for the manufacture of agricultural
implements; their South Bank Iron Furnaces at Eston Junction
near Middlesbrough, constructed under his direction ; and their
Newport Iron Works, Middlesbrough, at which the blast furnaces
were on a much larger scale. These last works were designed by
him and laid out and erected under his direction ; they marked a
decided advance in design and construction over previous erections,
and many of the improvements embodied in them were adopted
one by one in other works. From 1866 he was occupied as
a consulting engineer upon blast-furnace work, and contributed
notably to the great advance made in the construction of blast
furnaces and in the economy of iron smelting. For about two years
he had the management of the Furness Iron and Steel Works at
Askam in Furness ; and he took charge temporarily of the Glaisdale
blast furnaces near Whitby in East Yorkshire. In 1856 he invented
the pyrometer known by his name, for the measurement of high
temperatures ; this speedily came into extensive use for blast
furnaces, hot-blast stoves, boiler flues, bakers' ovens, and in many
other industries. In 1857 he attached to it an ingenious clock-
work mechanism, whereby a continuous record of the temperature
was traced upon a revolving drum. An adaptation of the latter
mechanism was also made to a lower range of temperature, such as
that of the atmosphere and of conservatories. Prior to the utilization
of blast-furnace gas for heating the blast, he devised in 1863 a double
hot-blast stove with two sets of internal pipes separated by a
longitudinal dividing wall, in which was an aperture made to open
704 MEMOIBS. Oct. 1898.
and close ; on each side of the wall was a separate fire-grate, and the
two grates were fired alternately ; when either was about to be fixed,
its flue was closed by the damper, and the passage through the
dividing wall was opened, so that the smoke and gases from the
firing passed through to the other fire, and, meeting there with a
clear hot flame together with a sufficiency of air, were completely
consumed ; a considerable saving of fuel was thereby effected. In
1885 he devised a metallic thermometer vnih two nearly complete
circles of two different metals soldered together ; the difierence
between their expansion or contraction moved a pointer on a dial
plate of 18 inches diameter, giving indications which could be
plainly seen. Having suffered from several attacks of influenza, he
had a paralytic seizure in February 1808, from which he never fully
recovered. His death took place at Middlesbrough on 14th October
1898, at the age of seventy-five, as the result of a severe cold
caught a week previously. He became a Member of this Institution
in 1867, and was also a Member of the Cleveland Institution of
Engineers.
JoHX Gjebs was born in Gothenburg, Sweden, on 4th March
1830, his father being a major in the Swedish army. Having been
educated at the Slojd school in his native town, at the age of eighteen
he entered upon an engineering career, and had an early opportunity
of learning the intricacies of cotton-spinning machinery. Coiuing
over to England in 1851 to visit the first international exhibition, he
spent three years as an engineering draughtsman in various works
in Yorkshire and Lancashire. In 1854 he obtained a responsible
position at Middlesbrough in the Ormesby Iron Works of Messrs.
Cochrane, Grove and Co., where he assisted in the building of the
Ormesby blast furnaces, and of the large pipe-foundry, which at that
time was the largest of its kind in this country. In 1855 he
succeeded Mr. Edwin Jones in the management of the blast-furnace
department of the works until 1861, and took an active part in the
two great improvements effected during that period, namely the
heating of the blast to a higher temperature by means of regenerative
stoves, and the comi)lete utilization of the waste furnace-gases for
Oct. 1893. JIEilOIES. 705
raising steam and for heating tlie blast. In tlie beginning of 1862
he became manager at the Tees Side Iron Works of Messrs. Snowdon
and Hopkins, for whom in 1864 he designed and erected the
Linthorpe blast furnaces. Here he introduced, in the quick-running
direct-acting blowing engines which he designed, air-valves made
simply of india-rubber flaps ; and also pneumatic hoists or lifts, for
raising the charging materials to the top of the blast furnaces or
calcining kilns. Additional blast-furnaces for the same owners were
built from his designs and under his direction in 1866 and 1870. In
1867-8 he erected two blast-furnaces at Ardsley, between Leeds and
Wakefield, for the West Yorkshire Iron Co. In 1868 he remodelled
the Wingerworth Iron Works near Chesterfield, and utilized the
whole of the waste gas from the open-topped blast-furnaces. In
1869 he reconstructed the blast furnaces of the Clay Cross Iron
Works, raising their height from 48 to 60 feet, and increasing by one
foot their diameter at the boshes. In the same year he also
reconstructed the Frodingham Iron Works, removing the two old
blast-furnaces and erecting four of larger size and better shape. At
the beginning of 1870 he commenced the erection of the Ayresome
Iron Works, Middlesbrough, for the firm of Gjers, Mills, and Co., of
which he had become the senior partner ; their first two blast-
furnaces were blown in on 29th March 1871. The circular
calcining kiln of his invention was a great improvement upon the
older angular forms of kiln, and resulted in economy of fuel and
better calcination of the ore. In the Bessemer steel works of the
Darlington Steel and Iron Co. he introduced several improvements.
His most important invention was that of soaking pits, in which the
steel ingots hot from the ingot moulds are surrounded by thick walls
of fire-brick previously brought to a red heat by preceding ingots,
and are left for twenty or thirty minutes to soak in their own heat,
whereby internal molecular strains are got rid of, and the heat
becomes uniformly distributed throughout the mass of metal, which
is then ready for rolling at once, without re-heating. These
advantages, coupled with the consequent great saving in fuel,
labour, steel, and heating furnaces, ensured the speedy and extensive
adoption of the soaking pits in a modified form wherever Siemens
706 ilEMOIRS. Oct. 1898.
and Bessemer steel ingots are made, not only in this country, but
also tkroughout Europe and the United States. In recognition of
its value he was awarded in 1894 the Bessemer gold medal of the
Iron and Steel Institute. After a serious illness in 1891 he spent
each winter away from Middlesbrough, the last four at Bournemouth,
where he resided since October 1897, with a view to recovering his
health. His death occurred suddenly in Middlesbrough from failure
of the heart's action on Gth October 1898, in the sixty-ninth year of
his age. He became a Member of this Institution in 187-4j and was
also a Member of the Iron and Steel Institute.
Francis Charles Barrett Saixsbttry was born on 18th July
1856 at Bradford-on-Avon, and was educated at Somerset College,
Bath. From 1874 to 1879 he served his apprenticeship to Messrs.
E. and W. Hawthorn, Xewcastle-on-Tyne. In October 1879 he
went for some months to Messrs. G. K. Stothert and Co., Steam
Ship Works, Bristol, as chief draughtsman. From 1880 to 1884 he
had a share in the works of Messrs. F. and J. Silvester, Newcastle,
Staffordshire, where he had sole charge of the works. In 1885 he
returned to Messrs. E. and W. Hawthorn, Leslie, and Co., Xewcastle-
on-Tyne, as works manager and assistant to Mr. William Cross, who
was managing director of the locomotive and general engineering
department. In 1889 he went out to Spezia, Italy, in the service of
Lord Brassey, to take charge as works engineer and manager of the
engineering and shipbuilding works of the Continental Lead and
Ii'on Co. at Pertusola. On the closing of these works in December
1891 he returned to England, and started as a consulting engineer
in Bristol. In February 1895 he became chief engineer to Messrs.
John Jameson and Son, Bow Street Distillery, Dublin. His death
took place in Dublin on 18th November 1898 at the age of forty-two.
He became a Member of this Institution in 1892.
James Shentox was born at Stone, Staffordshire, on 31st May
1839. After serving his time from 1851 to 1859 in the boiler
works of Messrs. Hills at Heywood, he worked till 1860 in the
boiler shop of Mr. Benjamin Goodfellow, Hyde Iron "Works, Hyde,
Oct. 1898. MEMOIRS. 707
near Mancliester ; and was tlien engaged until 1870 as boiler
maker and plater for Messrs. Daniel Adamson and Co., Newton
Moor Iron Works, Hyde. In 1870, in conjunction with his brother
Eichard and Mr. George Tinker and others, he started boiler making
in a small way in John Street, Hyde, under the name of Messrs.
Tinker, Shenton and Co. Finding that the business increased, they
built in 1877 the Hyde Boiler Works in Flowery Field, which were
enlarged from time to time, and fitted up with all the latest
improvements. For some years past he had carried on the business
himself, his partners having retired. In 1897 it was formed into a
private company, in which he was the principal shareholder. He
became a Member of this Institution in 1891. In 1892 he was
appointed on the commission of the peace for the county of Chester.
He died suddenly at his residence, Greenfield House, Newton Moor,
Hyde, on 25th June 1898, at the age of fifty-nine.
Egbert Sinclair was born in London on 1st July 1817, being
the son of Mr. Alexander Sinclair, a merchant trading to the Cape
of Good Hope, and the foimder of the present firm of Sinclair,
Hamilton, and Co. After being educated at Charterhouse School,
London, he served his apprenticeship with the firm of Scott, Sinclair,
and Co., engineers and shipbuilders, Greenock, of which his
uncle, Mr. Eobert Sinclair, was a member. He then obtained
employment, first on the Liverpool and Manchester Eailway at
Edgehill, Liverpool, and afterwards on the Grand Junction Eailway
at Crewe, where he was associated with Mr. W. B. Buddicom, both
serving under Mr. Joseph Locke. In 1841, Mr. Buddicom being
invited by Mr. Locke, who was then engineer of the Paris and Eouen
Eailway, to erect works for the construction of rolling stock for this
line, the firm of Allcard, Buddicom, and Co. was formed, who
proceeded to erect extensive works at Sotteville near Eouen.
Pending their completion, smaller works were established at Les
Chartreux, a suburb of Eouen, of which Mr. Sinclair, leaving Crewe
shortly after Mr. Buddicom, was ai)j)ointed manager. In 1844, on
the death of Mr. Ilbery, the locomotive superintendent of the
Glasgow, Paisley, and Greenock Eailway, the post was ofiered to him
3 L 2
708 3IEM0IES. Oct. 1858.
by Mr. JoLn Errington, the partner of Mr. Locke in tlie firm of
Locke and Errington, and ■svas accepted. When shortly afterwards
this line was taken over by the Caledonian Eailway, he was
appointed locomotive superintendent of the whole Caledonian
system ; and in 1851 he was made resident engineer in addition. In
1856 he became locomotive superintendent of the Eastern Counties
Eailway ; and about a year later, on the retirement of Mr. Peter
Bruff, he was appointed chief engineer also. When in 1862 the
Great Eastern Eailway was formed by the fusion of the Eastern
Counties, Norfolk, Eastern Union, East Anglian, East Suffolk, and
other lines, he continued to hold the two offices imtil 1866, when he
relinquished that of locomotive superintendent; and in 1869 he
resigned also that of chief engineer, having acted in this capacity for
various new lines connected with the Great Eastern Eailway, including
the East London line into the Liverpool Street terminus, London.
During the same period he acted also as consulting engineer to the East
Indian Eailway and the Great Luxembourg Eailway of Belgium, for
both of which he designed engines and rolling stock. Two of his
locomotives, one built for the East Indian Eailway by Sir W. G.
Armstrong and Co., and the other built for the Great Eastern
Eailway by Messrs. Eobert Stephenson and Co., were shown at the
London Exhibition of 1862. From 1870 he was in independent
practice as a consulting engineer in Westminster until 1874, when
failing health led him to retire to Paignton, South Devon ; and in
1877 he went to Italy, and resided first for some years in Eome, and
afterwards in Florence, where his death took place on 20th October
1898, in the eighty-second year of his age. Owing to his early
training at Crewe, his locomotive practice was naturally founded on
that of Mr. Buddicom and Mr. Allan, and he was throughout in
favour of outside-cylinder engines. An eight-wheel passenger
engine, which he designed in 1859 for the Great Luxembourg
Eailway, with small leading and trailing wheels and four-coupled
wheels between, became an established pattern in Belgium ; it was
probably the first locomotive in Europe provided with a two-wheel
Bissell truck or pony at the leading end ; and a similar arrangement
was subsequently adopted by him in some eight-wheel tank engines
Oct. 1898. MEMOIRS. 709
built for the Great Eastern Railway. He advocated large wearing
surfaces and ample strength, and did not object to tlie extra weight
necessary for ensuring efficiency and durability. In the proportions
of valve-gear &c. which he used, the areas of bearing surfaces that
he provided were far in excess of the general practice of the time, but
have since been reached in modern usage. He took a leading part
in providing better protection for engine-drivers, first by enlarging
the weather-boards, fitting them with look-out glasses, and bending
them over backwards at the top, and afterwards by introducing
regular cabs, more or less following American practice. He was
among the pioneers in the use of steel for locomotive details ; and
was one of the first in this country to use steel freely for tires and
axles at a time when its cost was over £130 per ton, finding it even
at so high a price more economical than iron. He was also one of
the first to make regular use of the injector on locomotives, abolishing
pumps entirely on engines fitted with this instrument. On the
Great Eastern Eailway he gradually replaced the perplexing variety
of dimensions by standard patterns and gauges, insisting on rigorous
uniformity and thorough interchangeability of parts in the engines
and rolling stock under his charge. More than thirty years ago he
attempted the introduction of roller-bearings for the axles of
passenger carriages, and gave them a trial for some months ; but
finding they could not be made sufficiently trustworthy for extended
use, he ultimately abandoned them. He became a Member of this
Institution in October 1847, the year of its establishment, and was a
Member of Council in 1849-52. He was also a Member of the
Institution of Civil Engineers from 1858.
John Stewaet was born on 29th August 1811 in a small
village about two miles from Gateshead. After serving an
apprenticeship to Messrs. E. and W. Hawthorn, Newcastle-on-Tyne,
he came to London, and was soon appointed managing engineer to
the Shipowners' Towing Co. After some years' service in this
capacity, he commenced business on his own account, and purchased
small premises in Russell Street, Blackwall, in partnership with
Mr. Chicken, who soon retired, leaving him sole proprietor of the
710 ilEMOIES. Oct. 1898.
business, whicli increased so rapidly that lie then purchased on the
Isle of Dogs, Poplar, a site well adajjted for marine engineering,
having a river frontage of over 400 feet ; this eventually became the
present Blackwall Iron Works. Here were built large numbers of
tug boats, in which he had great experience. Other engineering
work was also undertaken ; and many steamers were engined, for
service both at home and abroad ; amongst the latter were several to
run the blockade during the American civil war, including the
"Helen," the "North Heath," and the "Lady Stirling." He
supplied machinery for paddle and screw steamers to the Dover,
Eamsgate, and Bluff Harbour Boards, the Bhownugger Ferry in
India, the Great Eastern Railway, the Peninsular and Oriental Steam
Navigation Co., the London and India Docks, Sir Donald Currie and
Co., the Glen line, the Pacific Steam Navigation Co., the British
India Steam Navigation Co., the Board of Trade, the Thames
Conservancy, the Trinity House, the Khedive of Egypt, the Great
Yarmouth Tug Co., and to many other comj)anies and individual
owners. In 1890, being then in his seventy-ninth year, and having
lately lost his only surviving son Mr. Joseph Stewart, he converted
the business into a limited company, and it underwent a further
great extension ; he himself became the chairman, and retained this
position until his death, which took j)lace at Tunbridge Wells on
29th October 1897, after only a few days' illness, at the advanced
age of eighty-sis. He became a Member of this Institution in 1851,
and the last meeting he attended was the Summer Meeting in
Glasgow in 1895, when within a month of completing his eighty-
fourth year. He was also a Member of the Institution of Naval
Architects, and of the Institute of Marine Engineers.
Gerald Swale, son of Eev. John Hogarth Swale of Ingfield Hall,
Settle, Yorkshire, was born 29th March 1865 in Paris, where his
father was chajilain to the British embassy. His childhood having
been spent in Paris and his boyhood at Guildford, he served a three
years' pupilage 1877-9 in Messrs. Aveliug and Porter's engineering
works, Rochester ; then for a year and a half he received a training
as an electrical engineer in the office of Mr. C. do Kierzkowski
Oct. 1898. MEMOIRS. 711
Steuart in London, and was afterwards a jiupil of Mr. H. Ricliards in
Westminster for engineering surveying. In 1881 he was engaged as
an engineer at the Paris Electrical Exhibition, whence he returned
to England and became a pupil of Mr. Druitt Halpin in Westminster.
In 1883 he was employed at the Vienna Exhibition and the Imperial
Opera House, where electric lighting was introduced. Thence he
went as an electrical engineer to Bucharest and Sinaia, the palace of
the King of Eoumania ; and then for three years till 1886 to
Temesvar, Hungary, as an engineer and draughtsman to the
International Electric Co. Returning to London he was engaged for
some time upon the main-line survey of the Great Western Railway,
and also wpon the scheme for the purification of the River Lea, and
upon the preparation of the parliamentary plans for the Latimer
Road and Acton Railway. His health failing, he went to the West
Indies, where he had an appointment as engineer in St. Lucia. He
then went to Toronto, Canada, where he remained for a considerable
time with the Ball Electric Co. In 1896, after a visit to Italy,
he went to Western Australia, and in June 1897 to Paris. In the
beginning of 1898 he went to Victoria in British Columbia, with the
intention of starting for Klondike ; but ill health intervened, and he
died in Victoria from failure of the heart on 22nd June 1898 at
the age of thirty-three. He became a Graduate of this Institution in
1883.
William Laweence Williams was born in Wales on 28th August
1848, being the son of Mr. J. T. Williams of Rhydycilgwynissa,
Ruthin. After serving a five years' apprenticeship 1863-8 to Messrs.
Peto, Brassey, and Betts, Canada Works, Birkenhead, he was
employed for three years longer in the same works, which at that
time were engaged in the construction of bridge-work, locomotives,
and large machinery, for the Graud Trunk Railway and other lines
in America. In 1871 he became chief assistant and subsequently
works manager to Messrs. Brown Brothers, hydraulic engineers,
Rosebank Iron Works, Edinburgh. Leaving there in 1880 he
started practice in Westminster as a consulting engineer, designing
hydraulic and steam machinery, steam tugs, barges, and a steam
712 MEilOIES. Oct. 1808.
reversing engine whicli was largely used ; and he fitted extensive
refrigerating apparatus into barges on the Thames. As consulting
engineer to the London and Tilbury and other lighterage companies,
and to Messrs. William Cory and Sons, he designed for the last a new
pattern of crane, which was erected on their derricks for loading
barges on the outside of the discharging ship. His death took
place in Edinburgh on 28th August 1898 at the age of fifty. He
became a Member of this Institution in 1873, and was also a Member
of the Institution of Civil Engineers.
Joseph William Wilsox, one of the younger children of the
Eev. William Wilson, D.D., vicar of Walthamstow in Essex, was
born there on 11th October 1829. Being intended for the church he
was entered at Wadham College, Oxford ; but preferring to become
an engineer, he was sent as a pupil to his cousin, Mr. Charles Fox,
of Messrs. Fox and Henderson, London Works, Birmingham, who
were the constructors of the Great Exhibition building in 1851, in
connection with which Mr. Fox received the honour of knighthood.
At the close of his pupilage, he was employed as one of the assistant
engineers upon the building, having under his charge the various
machinery and apj)liances employed in the preparation of the then
unprecedented quantity of timber required for the structure ; in this
work he introduced various improvements, which were brought under
the notice of the Queen on her visit of insjicction. In 1852, in
partnership with his brother-in-law, Mr. Samuel II. F. Cox, he erected
the Oxford Engineering Works at Oldbury near Birmingham, where
the firm of Messrs. Cox and Wilson manufactured various kinds of
engines and j^umping machinery, and also mining aj)pliances for the
goldfields of California and elsewhere ; a small portable single-
acting steam-engine of their make was described to the Institution in
1853 (Proceedings, page 69), having a simple governor of his
invention. Owing to his health failing, the Oldbury works were
given up ; and in 1855 he went as consulting engineer to the
Timber Works at Banbury, where he introduced the circular
gouge and disc paring tools, of which ho gave a description to the
Institution in 1857 (Proceedings, page 77) ; for these he received a
Oct. 1898. MEMOIES. 7 13
medal from the Society of Arts. In 1857 he established himself iu
London as a consulting engineer ; and later, assisted by his eldest
son, he carried out Yarious water, pier, and other works, at Boguor,
Hampton, Stareross, Hunstanton, Teignmouth, Isle of Wight, High
Wycombe, Westward Ho, and other places. For training his pupils
in the practice as well as the theory of mechanical engineering, he
had small pattern and fitting shops attached to his offices ; and in
1872, with a view to further developing this plan, he induced the
directors of the Crystal Palace, Sydenham, to start their School of
Practical Engineering, being supported in this object by their then
secretary, Mr. (now Sir George) Grove, who had himself enjoyed
the advantage of an engineering training. Here, assisted by his
son, he provided the students with a j)ersonal training in the
combined practice and theory of the first period of their engineering
career, with the result that many of them attained to leading positions
in various parts of the world. After nearly twenty-six years thus
spent as principal of the Crystal Palace School, he was taken ill in
Scotland in August 1898, and died at his residence at Kenley,
Surrey, on 5th November 1898, in the seventieth year of his age.
He was a Member of this Institution from 1852 to 1868, and again
from 1879 ; and was also a Member of the Institution of Civil
Engineers, and a Fellow of the Ecyal Colonial Institute.
714 Oct. 1898.
INDEX.
1898.
Parts 3-4.
Adiassewich, a. v., elected Associate Member, o-iG.
Ahrons, E. L., Associate Member transferred to Member, 5-48.
Albrecht, J. A., elected Graduate, 342.
Allan, R., elected Member, 340.
All^ebrook, G., elected Graduate, 547.
ALrMiN'iuJi, Paper on Aluminium Manufacture, with description of the Rolling
Mills and Foundry at Milton, Staffordshire, by E. Ristori, 347. —
Production of aluminium from alumina, 347. — ^Milton -works, 348 ; casting
shop, 348 ; foundry, 349 ; rolling shop, 350 ; fitting shop, testing machine,
and laboratory, 351. — Working of aluminium, 351. — Alloys of aluminium,
353; light alloys, 353; heavy alloys, 354. — Uses of aluminium, 355. —
Aluminium in shipbuilding, 357.
Discussion. — Specimens exhibited by E. Ristori, and Yarrow and Co.,
359 ; by Edison and Swan United Electric-Light Co., and W. Mills, 360.
— Donkin, B., Percentage of aluminium added to castings ; temperature
for forging, 360.— Thornycroft, J. T., Value of details, 3G0.— Hughes,
G. D., Effect of friction ; tensile strength, 360.— Carulla, F. J. R., Action
of mercury upon aluminium, 361. — Donovan, E. W., Deformation imder
low prolonged stress, 361. — Sisson, W., Crucibles for melting aluminium,
361 ; tensile strength of castings, 362 ; percentage to be added in casting
other metals, 362. — Powrie, "\Y., Aluminium plates instead of lithographic
stones, 362.— Dolby, E. R., Tarnishing, 363.— Sanders, H. C, Ductility
succeeded by brittleness, 364. — Marshall, J. G., Soldering, 364. — Barr, J.,
Machined ingot -moulds, 364; heavy alloys, tensile strength and
brittleness, 365. — Mills, W., Use of alloys, shrinkage of aluminium,
machining, tensile strength, 365; cheapness, and comparison with brass,
366; bedplates for electric-lighting engines, 366; price, bearings for
shafts, other alloys. 367. — Sharp, T. B., Annealing to take out mechanical
hardness, 367.— White, Sir W. H., Aluminium for shiijbuilding, 367;
coating compositions for protecting from corrosion. 369 ; galvanic action
iu alloys, 369 ; lightness, strength, and elasticity, 370 ; internal iittings
of ships, 370 ; piston valves of quick-running engines, 371. — Johnson,
S. W., Sound steel castings for railway wheels by admixture of
Oct. 180S. INDEX.
715
alumiuium, 371. — Owens, P. E., Corrosion of aluminium wire by leather,
372.— Carulla, F. J. E., Experiments on interaction between mercury and
aluminium, 372. — Eistori, E., Percentage of aluminium for foundry work,
and temperature for forging, 373 ; aluminium alloys for shafting, bicycle
and car frames, 373 ; mercury and aluminium, low prolonged stress, steam-
engine pistons, plumbago crucibles, alloys for casting, 374 ; lithographic
aluminium plates, tarnishing, tin alloy, soldering, machined ingot-moulds,
374; painting of aluminium for shipbuilding, corrosion of aluminium wire
by leather, 375.
ALrJiixiuii "Works, Milton, Visited at Summer Meeting, Derby, 318, 460.
Andersox, J. W., Eemarks on Testing of Materials, 693.
Anderson, Sir "W., Memoir, 696.
Andrew, S. E., elected Graduate, 547.
Andrews, F. E., elected Associate Member, 546.
Appleby, J., elected Associate, 342.
Aechbtttt, L., Paper on Water Softening and Purification by the Archbutt-
Deeley process, 404. — Eemarks thereon, 447, 449, 451, 454.
Abchbutt-Deeley Process for Softening and Purification of Water, 404, 478.
See Water Softening.
Arnold, F. W., elected Associate Member, 341.
Art Gallery and Museum, Derby, 498 : — Xottingham, 514.
AspiNALL, J. A. F., Eemarks on Express Locomotives, 648.
Atkinson, H., elected Associate Member, 546.
Atkinson, J., Eemarks on Water Softening, 442.
Autumn Meeting, Business, 545.
Ateline, W. E., Associate Member transferred to Member, 548.
Bagnall, W. G., Eemarks on Narrow-Gauge Eailways, 401.
Baister, C, elected Member, 340.
Balkwill, a. J., Eemarks on Electric Plant, 592.
Barr, J., Eemarks on Aluminium, 364.
Barrie, W., Memoir, 701.
Bass, Eatcliff, and Gretton, Brewery, Burton-on-Trent, Visited at Summer
Meeting, Derby, 400, 504.
Beaumont, W. W., Eemarks on Electric Plant, 587.
Beckwith, J. H., Memoir, 701.
Bell, W., elected Associate Member, 546.
Belting and Shafting, Power absorbed, 553. See Electric Plant.
Bemrose, Sir H. H., M.P., Eemarks at Institution Dinner, Derby, 458.
Bemrose and Sons, Printing Works, Derby, 480.
Berry, T., elected Associate Member, 546.
Bigger, C, elected Associate Member, 341.
716 INDEX. Oct. 1898.
BiLBiE, J., elected Member, 340.
Black, J. M., Memoir, 528.
Blackburn and Sons, Hosiery Machinery Works, Nottingham, 517.
Blackstone, E. C, elected Member, 310.
Blank, W., elected Member, 540.
BoFFEY, W., elected Member, 340.
Boiler Works, Derby, 490.
BoLSOTES Colliery Co., Creswell Colliery, Visited at Summer Meeting, Derby,
461, 525.
BoEODiNE, A., Memoir, 528.
Beessey, C. E., elected Graduate, 547.
Brett, A. W., elected Associate Member, 54G.
Bre-weby, Bass, Katcliff, and Gretton, Burton-on-Trent, Visited at Summer
Meeting, Derby, 460, 504.
Brindley, H. S. B., elected Associate Member, 547.
British Aluminium AVorks, Milton, Visited at Summer Meeting, Derby, 348, 460.
Brown, H., elected Member, 546.
Brown's Foundry Co., Nelson Foundry, Derby, 481.
Brush Electrical Engineering Woeks, Loughborough, Visited at Summer
Meeting, Derby, 460, 508.
BtJRSTALL, H. E. J., Kemarks on Electric Plant, 585.
Butcher, W. E., Graduate transferred to Associate Member, 548.
Butter, H. J., Eemarks on Narrow-Gauge Eailways, 393.
Caen, Dites, and Luc Naerow-Gauge Light Railway, 380.
Cameron, J., elected Member, 340.
Carriage and AVagon Works, Midland Eailway, Derby, 465.
Carter, E. T., Eemarks on Electric Plant, 581.
Carter, W., Eemarks on Electric Plant, 598.
Carulla, F. J. E., Eemarks on Aluminium, 361, 372.
Chapman, L., elected Member, 546.
Chatwood, S. E., elected Member, 340.
Cheetham and Hill, Sun Foundry, Derby, 482.
China Works, Mintons', Stoke-upou-Trent, Visited at Summer Meeting, Derby,
460, 512.
Clark, C. F., Memoir, 530.
Clarke, E. F., Associate transferred to Member, 548.
Clabkson, J., elected Member, 340.
Close, H. A., elected Graduate, 342.
Coachbuilding and Harness Works, Derby, 489.
Cobbold, a. W., elected Associate Member, 547.
College, Municipal Technical, Derby, 498 : — University, Nottingham, 525.
Oct. 1898. INDEX. 717
CoLUERT, Crcswell, Visited at Summer Meeting, Derby, 461, 525.
CONVERSA>!iONE at Summer Meeting, Derby, 4G0.
Council, Eetiring List, and Nominations for 1899, 549.
CorxciL Appointment, A. Morcom, 343.
CowELL, J. R., Associate Member transferred to Member, 548.
CoTVEv, G. R., elected Member, 340.
Creswell Colliery, Bolsover Colliery Co., Visited at Summer Meeting, Derby,
461, 525.
Crewe, H. T., elected Member, 340.
Cronin, R., elected Member, 546.
Crosland, J. F. L., Remarks on "Water Softening, 430.
Crcttwell, G. E. "W., elected Member, 546.
CcLLEN, P. J., elected Member, 340.
Cutler, S., Jun., Graduate transferred to Member, 548.
Cycle Works, Nottingham, 519, 521.
Daniels, T., Remarks on Narrow-Gauge Railways, 396.
Danks, F. T., elected Associate Member, 341.
Dare, A. N., elected Graduate, 547.
Darjeeling Nakrow-Gauge Light Railway, 379, 396, 402.
Davidson, J., elected Graduate, 547.
Davis and Son, All Saiuts' Works, Derby, 482.
Deaf and Dcmb Institution, Derby, 502.
Deeley Torsion Machine, 678. See Testing of Materials.
Derby Electric-Light Station, 473.
Derby Gas Works, Litchurch, 485.
Derby Summer Meeting, 337. — Reception, 337. — Business, 340. — Council
appointment, 343. — Votes of thanks, 344. — Excursions, &c., 455. —
Presentati(jns, 550-1.
Derby Water Works, 475.
De Ritter, W. H., elected Member, 340.
Derwent Foundry, Derby, 483.
Dickinson, J. G., elected Graduate, 342.
Dickinson, W., elected Associate Member, 341.
DixoN, W., elected Member, 546.
Dobbs, H. T., elected Associate Member, 547.
Dolby, E. R., Remarks on Aluminium, 3g3 : — on Electric Plant, 576.
DoNKiN, B., Remarks on Aluminium, 360 : — on Narrow-Gauge Railways, 399 : —
on Express Locomotives, 628.
Donovan, E. W., Remarks on Aluminium, 361.
Douglas, W. J., elected Associate Member, 547.
Douglass, Sir J. N., Memoir, 531.
718 INDEX. Oct. 1898.
DowLEX, "W. E., elected Associate, 342.
Droxsfield, J. S., elected Member, 34:0.
Drummont), K. O. G., Memoir, 533.
DuESBTJRT, F., Mayor of Derby, Welcome to Members at Summer Meeting,
Derby, 338.
DUFFIELD BaXK ExPERDIEXTAL XARROW-GArGE LlGHT RAILWAY A^TD WORKS,
Visited at Summer Meeting, Derby, 379, 401, 506.
DcKERiES, Visited at Summer Meeting, Derby, 461.
DuxKERLEY, S., elected Member, 340.
Eastwood, Swixgler and Co., Victoria and Railway Iron Works, Derby, 483.
Eaton Hall Xarrow-Gauge Light Railway, 379, 507.
Echevabri, J. T. W., Associate transferred to Member, 548.
Edgcome, J. E., Associate Member transferred to Member, 548.
Edison ajtd Swan United Electric-Light Co., Specimens of Aluminium, 360.
Edlin, H. W., Memoir, 702.
Edwards, H. F., Associate Member transferred to Member, 548.
Egyptian Delta Xaebow-Gauge Light Railways, 402.
Election, Members, 340, 546.
Electric Installations for Lighting and Power on Midland Railway, 553.
See Electric Plant.
Electric Plant, Paper on Electric Installations for Lighting and Power on the
Midland Railway, with notes on Power absorbed by Shafting and Belting,
by W. E. Langdon, 553. — Electric installations for lighting and power ;
engines, 553 ; electrical apparatus, 554. — Derby installation, 555 ;
number of lamps, generating station, boilers, engines and dynamos, 556;
output and cost, 557. — Application to power, 558 ; electric working of
accumulator pumps for hydraulic lift, 559. — Power absorbed by shafting
and belting, 560. — Details of cost of working eleven electric-light
stations, 562-3. — Electric power absorbed in driving lathes &c. through
shafting and belting, 564-7 ; ditto in driving through shafting and
belting and in driving direct, 568.
Discussion. — Langdon, W. E., Origin of pa2)er, 570. — Kennedy, A. B. W.,
Ratio of actual output to maximum possible in electric lighting, 570;
efficiency of transmission of electric power to accumulator pumps, 571 ;
loss of power in driving through shafting and belting, 572 ; direct driving
by electricity, or through individual counter-shafts, 572. — Walker, A. T.,
Value of hydraulic power for lifts, and loss in driving pumps by
electricity, 573. — Patchell, W. H., Lifts worked dh-ect by electric motor,
574 ; compensators for balancing pressure in three-wire system, load
factor, 574 ; regulation of electrically-driven pumps by blocking suction-
valves open, 574 ; regulation by series-wound motors and series-parallel
Oct. 1898. index. 719
switch, 57"), — Sehonheyder, "W., Regulation of pump by holding suction-
valve open, 575. — Dolby, E. R., Eatio of useful work to power expended
iu driving machines ; light and power from same feeders, 576. — Halpin,
D., Hotel lifts worked direct by steam, 577. — Smith, R. H., Difference of
power required for driving machines separately or collectively, 577;
ammeter readings, 579 ; direct measurement of cutting force in large
lathe, 579. — Harris, H. G., Driving of large tools by separate motor to
each, 5S0.— "Walker, W. G., Efficiency of motor, 5S1.— Carter, E. T.,
Single common motor or multiple separate motors, 581. — Lea, H., Margin
of power in reserve, 582 ; electric driving of polishing spindles, 583 ;
working of hydraulic lifts by electric motors, 584. — Head, J., Central
generating station, distributing power through electrical leads, 584. —
Burstall, H. R. J., Group of small tools driven by common electric
motor, 585. — Wicksteed, J. H., Relative cost and advantages of driving
by electricity and by belting, 58G. — Beaumont, W. W., Driving through
shafting for concentrated machinery, and by electricity for scattered, 587.
— Langdon, W. E., Output of Derby electric station, 588 ; loss of power in
driving through shafting, 588 ; electric driving of shops at Bristol Wagon
Works, 589 ; power of electric motor driving hydraulic pumps, 589 ; space
saved thereby, and economy effected, 589 ; electric regulators, 590 ; loss
of power in driving workshop tools, 590 ; capital cost of electric driving,
590 ; power and efficiency of electric motor, 591 ; margin of reserve power,
591 ; concentration or distribution of machinery, 591. — Johnson, S. W.,
Central engine and boilers, for driving by steam power or by electricity,
592. — Balkwill, A. J., Substitution of electric driving in place of scattered
independent steam-engines, 592 ; electric power required to drive lathes
and slotting machines, 594 ; ditto foundry machinery, 595 ; electric
driving of circular saw, 596 ; coal consumption before and after adoption
of electric driving, 596 ; cost of rei:)laciiig steam engines by electric power,
597 ; comparison of steam-engine driving and electric driving, 597. —
Carter, W., Regulation of accumulator pumps for hydraulic lift, and rating
of motors, 598. — Langdon, W. E., Maximum and minimum output of
Derby electric station, 598 ; electric driving of shop tools, 599 ; tests of
accumulator pumjjs driven by electric motor, 600 ; efficiency of generators
and motors and pumping installation, 601 ; comparison with steam power,
602 ; arrangement of compensators or boosters, 602 ; regulation of
accumulator pumps, 602 ; absorption of power by tools driven individually
or collectively, 603 ; electriclightingindependent of electric power supply,
603 ; saving of coal by substitution of electric driving in place of steam-
engine driving, 603.
Electric Stations, Derby, 473 : — Nottingham, 516.
Electrical Engineering Works, Derby, 482 : — Loughborough, 508.
720 IXDEX. Oct. 1898.
Ellington, E. B., Eemarks on Water Softening, -±33, 4-19.
Excursions at Summer Meeting, Derb}-, 45.5, 4G0-1.
Express Locomotives, Paper on Results of recent practical experience with
Express Locomotive Engines, by W. M. Smith, 605. — Object of
experiments, preparatory work, 605. — Coal employed , particulars of train,
606. — Section of line, instructions to drivers, time records, 607. — Wind
resistance, details of trials, 60S. — Indicator diagrams, valve adjustment,
609. — Horse-power, engine constants, 611. — Ratio between indicated and
dynamometer horse-power, 613. — Effect of stoppages, 614. — Tabulated
details of trials of five engines, and observations and results, 616-626. —
Pull and speed curves, 627.
Discussion. — Donkin, B., Supplementary tabulated results, 628 ; other
information desirable, 630 ; best compression in cylinders, 630. —
ScLunheyder, W., Coal measurements, 630 ; indicator, 631. — Price-
Williams, R., Earlier experiments, 631 ; train resistance, 632. — Joy, D.,
Criterion of merit in locomotives, 633 ; saving in repairs concurrent with
saving in fuel, 634 ; further information from future te.sts, 635. —
Longridge, 31., Rate of evaporation, 635 ; size of fire-box, steam pipe, and
ports, 636 ; superheaters in smoke-box, and larger pipes and ports, 636. —
Peache, J. C, Ratio between draw-bar jndl and indicated horse-power,
()37 ; mean tractive effort, 638 ; water consumption per I.H.P. per hour,
fj38; mode of taking indicator diagrams, 638. — Smith, R. H., Necessity
for throttling, and use of link-motion, 639 ; record wanted of acceleration
and retardation, 640. — Urie, R. W., Method of driving, 640 ; effect of back
pressure, 641. — Halpin, D., Previous experiments on train resistance, 641 ;
mean horse-power, and ratio of draw-bar pull to indicated horse-power,
042 ; size of steam ports, 643; heat transmission in boiler, 613. — Johnson,
S. W., Economical working of locomotives, 644; tube surface and fire-
grate area, 644 ; economy of fuel from keeping engines in order, 645 ;
priming, and second regulator, 645 ; recent locomotive performance on
Midland Railway, 646. — Marshall, W. P., Resistance of engine and train
on level, 646; resistance at higher speeds, 648. — Aspinall, J. A. F.,
Dynamometer, 648 ; wind resistiuce, 649 ; increased steadiness and
diminished friction at higher speeds, 649 ; friction caused by check rails,
650. — Sauvage, E., Conclusions from experiments, 650 ; effect of stoppages,
651. — Smith, W. M., Trial of three-cylinder compound locomotive, 651 ;
water consumption, 652 ; vacuum in smoke-box, (151 ; best compression in
cylinders, 654 ; coal measurements, and indicator, 655 ; coal burnt per
mile and per hour, 655 ; water used per I.H.P. per hour, 655 ; total work
done in trip, 656 ; ratio between total engine-power and draw-bar pull.
657; two methods of calculating total work done, 658; effect of
acceleration and retardation, 059 ; indicator diagrams from one side only
Oct. 1898. INDEX, 721
of engiue, G61 ; throttling and cut-oft', G61 ; back pressure, and power
absorbed by engine, 662 ; maximum horse-powers, 663 ; weather during
trials, 6G3 ; speed and resistance of train, 664 ; eft'ect of acceleration or
retardation, 664 ; calculated resistance of train, and mean speed, 667 ;
explanation of apparent anomalies, 66S ; relation between speed and train
resistance, 669.
Festiniog Narrow-Gauge Light Eailway, 380, 395.
Fletcher (George) and Co., Masson and Atlas "Works, Derby, 484.
Fletcher, W., elected Member, .546.
Fletcher, W. and T., Lace Factory, Derby, 48o.
FoRMAN AND SoNS, Printing Works, Nottingham, 518.
Foundries, Derby, 481, 482, 483, 487, 491, 494, 495.
Fraser, E. H., Mayor of Nottingham, Eemarks at Institution Dinner, Derby,
459.
Gandt, F., elected Member, 546.
Garden Party, President's, at Summer Meeting, Derby, 461.
Garvey, E. G. H., elected Associate Member, 547.
Gas "Works, Gas Light and Coke Co., Derby, 485; Midland Eailway, 464;
Oil-Gas, 464.
Gauntlett, "W. H., Memoir, 703.
GiBB, M. S., elected Graduate, 547.
Giles, B., elected Member, 340.
Gjers, J., Memoir, 704.
Glen, D. C, elected Member, 546.
Graham, H. B., Eemarks on Narrow-Gauge Eailways, 402.
Gray, J. M., Eemarks on Testing of Materials, 687.
Great Central Railway, Loughborough to Swithland, Visited at Summer
Meeting, Derby, 460, 509.
Guest, C. H., elected Member, 340.
Halpin, D., Remarks on "Water Softening, 437, 450 ; — on Electric Plant, 577 : —
on Express Locomotives, 641.
Halstead, a. F., elected Member, 340.
Hamilton, H., elected Graduate, 342.
Hammond, E. W., elected Graduate, 342.
Handyside and Co., Britannia Iron "Works, Derby, 487.
Harling, "W., elected Associate Member, 547.
Harlock, E. B., elected Member, 340.
Harris, H. E., elected Graduate, 342.
Harris, H. G., Eemarks on Electric Plant, 580.
3 .M
722 INDEX. Oct. 1898.
Harrison, F., elected Associate Member, 547.
Haslam, Sir A. S., Welcome to Members at Summer Meeting, Derby, 339.
Haslasi, a. v., elected Graduate, 547.
Haslam, W. G., elected Member, 340.
Haslam Foundry and Engineering Works, Union Foundry, Derby, 487.
Hatter, H., Memoir, 533.
Head, J., Remarks on Narrow-Gauge Railways, 394 : — on Electric Plant, 584.
Hearson, H. R., elected Member, 341.
Herschmann, a. J., Remarks on Water Softening, 435.
HiLLER, E. G., Remarks on Water Softening, 439.
HiPKiNS, W. E., elected Member, 341.
Hodges, F. W., Associate Member transferred to Member, 548.
Hodgson, R. B., elected Associate Member, 547.
Holmes and Co., Coachbuilding and Harness Works, Derby, 489.
HoLROTD, V. A., elected Associate Member, 547.
HoPKiNSON, Dr. J., Memoir, 534, 545.
Hosiery Machinery Works, Xottingbara, 517.
HowABD, C, elected Associate, 547.
Hughes, G. D., Remarks on Aluminium, 360 : — on Water Softening, 440.
HuMBER and Co., Beeston Cycle Works, Nottingbam, 519.
Hunt, R. W., elected Member, 546.
Hunt, T., Memoir, 536.
Hydraulic Testing Machine, WMtworth 50-ton, 670. See Testing of
Materials.
Infirmary, Derbyshire Royal, Derby, 500.
Ingham, W. (Manchester), Remarks on Water Softening, 442.
Ingham, W. (Torquay), Associate Member transferred to Member, 548.
Institution Dinner, Derby, 456.
Iron Works, Derby, 483, 484, 487, 491, 495.
Ivsson, T. G., Remarks on Testing of Materials, 694.
James, H. H. R., elected Associate Member, 341.
James, W. H., elected Associate Member, 341.
Jardine, John, ^Itssrs. Edward Cope and Co.'s Lace-Curtain Factory,
Nottingham, 518.
Johnson, S. W., Reply to welcome at Summer Meeting, Derby, 338, 340. —
Council appointment, 343. — Acknowledgment of vote of thanks, 346. —
Remarks on Aluminium, 371 : — on Narrow-Gauge Railways, 401 : — on
Water Softening, 446, 452 : — at Institution Dinner, Derby, 459. —
Reception and Garden Party at Nottingham Castle and Museum, 461. —
Remarks on death of Dr. Hopkinson, 545 : — on presentation to Honorary
Oct. 1898. INDEX. 723
Local Secretaries of Derby Snmmer Meeting, 550 : — on other
presentations in same connection, 551 : — on Electric Plant, 592 : — on
Express Locomotives, 644 : — on Testing of Materials, 685, 693.
Jot, D., Remarks on Express Locomotive.-, 633.
Keen, A., Remarks on Narrow-Gauge Railways, 397.
Kennedy, A. B. W., Remarks on Electric Plant, 570.
Kekr, J. B., elected Associate Member, 341.
Kitchen and Co., Severn Boiler Works, Derby, 490.
Lace Factories, Derby, 485 : — Nottingham, 518.
Lace-Ccrtads Factory, Nottingham, 518.
Lackland, J. J., elected Member, 341.
Langdon, H. a. "ST., elected Graduate, 342.
Langdon, W. E., Paper on Electric Installations for Lighting and Power on
the Midland Railway, with notes ou Power absorbed by Shafting and
Belting, 553. — Remarks thereon, 570, 588, 598.
Lea, H., Remarks on Electric Plant, 582.
Leather Works, Nottingham, 523.
Leicester Corporation Water Works, Swithland Reservoir, Visited at
Summer Meeting, Derby, 460, 510.
Leonard, P., elected Associate Member, 547.
Leopard, C. W., elected Member, 341.
Library, MrsEUM, and Art Gallery, Derby, 498.
Lighting and Power, Electric, on Midland Railway, 553. See Electric Plant
Lister, R. R., Remarks on Narrow-Gauge Railways, 393.
Locomotive Works, Midland Railway, Derby, 462.
Locomotives, Express, 605. See Express Locomotives.
Longridge, M., Remarks on Narrow-Gauge Railways, 398 : — on Express
Locomotives, 635.
Lotbiniere, Capt. A. C. J. de, elected Member, 341.
Love, R. T., elected Associate Member, 341.
LrNT, C. T., elected Member, 341.
LuPTON, A., Remarks on Narrow-Gauge Railways, 390 : — on Water Softening, 436.
Ltnton and Barnstaple NARROw-GAroE Light Railway, 380, 385.
Macnab, J., elected Associate Member, 341.
Malloch, W. F., Associate Member transferred to Member, 548.
Marshall, J. G., Remarks on Aluminium, 364.
Marshall, W. P., Remarks on Express Locomotives, 646.
Materials, Mechanical Testing, Midland Railway Locomotive Works, Derby,
670. See Testing of Materials.
724 INDEX. Oct. 1898.
Matheson, H. C, Eemarks on Xarrow-Gauge Railwaj-s, 402.
Ma"w, "W. H., Seconded votes of thanks at Summer Meeting, Derby, 345. —
Remarks on Narrow-Gauge Railways, 395 : — on Water Softening, 445.
McGregor, J., elected Associate Member, 547.
Mechakical Testing of Materials, Midland Railway Locomotive Works,
Derby, 670. See Testing of Materials.
Meek, J., elected Associate Member, 547.
Meetings, 1898, Summer, 337. — Autumn, 545.
Meintjes, L. S., elected Associate, 342.
Memoirs of Members recently deceased, 528, 690.
Menzies, W., Memoir, .5o7.
Mu)LA>-D Railway Carriage and Wagon Works, Derby, 465.
Mislakd Railway Electric Plant, r)53. See Electric Plant.
Midland Railway Gas Works, Derby, 464.
Midland Railway Locomotive Works, Derby, 4G2.
Midland Railway Oil-Gas Works, Derby, 464.
SIidland R.^.ILWAY Signal Works, Derby, 471.
Mills, R., elected Member, 341.
Mills, W., Specimens of Aluminium, 360. — Remarks on Aluminium, 365.
Milton Pumping Station, Swadlincote and Asliby-de-la-Zouch Water Works,
477.
Milton Works, British Aluminium Co., Visited at Summer Meeting, Derby,
348, 460.
MiNDO, A. W., elected Associate Member, 547.
Mintons' China, Earthenware, and Tile Works, Stoke-upon-Trent, Visited
at Summer Meeting, Derby, 460, 512.
Mitchell, G., elected Member, 341.
Molecey, C. S. T., elected Member, 546.
Moon, E. R., elected Member, 341.
MoRCOM, A., appuinted Member of Council, 343.
Morris, W. J., elected Associate Member, 547.
MuDD, T., Memoir, 538.
McNYARD, A., elected Associate Member, 342.
Murray-Morgan, E. H., elected Associate, 342.
Museum and Art Gallery, Derby, 498 : — Nottingham, 514.
Nabeow-Gauge Railways, Paper on Narrow-GangeRailways, of two feet gauge
and under, by L. S. Robertson, 376. — Reasons for adoption, 376 ; reduction
in power, loads hauled by one horse, 377. — Advantages, 377. —
Disadvantages, 378. — Gauge, 378. — DuEBeld Bank and Eaton Hall
railways, 379 ; Darjeeling, 379 ; Pithiviers, Caen Dives and Luc,
Festiniog, Lynton and Barnstaple, 380 ; militarj- railways, light lines in
Oct. 1898. INDEX. 725
large engineering works, 381. — Permanent way, 381. — Locomotives, 382.
— Carriages and wagons, 384. — Break of gauge and trans-shipment, 384.
— Financial aspects, 384. — Conclusions, 385. — Lynton and Barnstaple
railway, 385. — "Woolwich Arsenal shop railways, 386 ; locomotives, 387 ;
rolling stock, permanent way, 388 ; general considerations, 388.
Discussion. — Robertson, L.S., Gauge dependent upon funds and profits,
389. — Lupton, A., Narrow gauge advantageous for sharp curves, but not
cheaper, 390 ; gauge for collieries, 391 ; tramway and road traction, 391. —
Robinson, M., Three gauges for engineering works, 391. — Wicksteed, C,
Tourist lines, 392. — Lister, R. R., Shop railways of 18 inches gauge, 393. —
Butter, H. J., Woolwich Arsenal railways, 393. — Head, J., Narrow-gauge
light railways for mountainous country, 394 ; bogie rolling stock, heavier
rails, 394. — Maw, W. H., Reduction in size and weight of trucks, 395 ;
high speed reached, 395. — Daniels, T., Narrow gauge for engineering
works, 396 ; Darjeeling railway, 396 ; Chinese lines, 397 ; tramway gauge
for country turnpike roads, 397. — Keen, A., Relative cost of narrow-gauge
and standard-gauge lines, 397. — Longridge, M., DifiSculty of boiler power,
design of heavy locomotive, 398. — Tomkins, "W. S., Darjeeling locomotives,
399. — Donkin, B., Details of working of narrow-gauge locomotives, 399. —
Robertson, L. S., Reasons for adoption of light railways, 400 ; bogie stock,
heavier rails, boiler power, 400; number of different narrow gauges, 401.
—Johnson, vS. "W., Vote of thanks, 401.— Bagnall, W. G., Number of
wheels for locomotives, and tractive power, 401 ; "Woolwich Arsenal
locomotives, 402. — Graham, H. B., Darjeeling railway, cost and gauge,
402. — Matheson, H. C, Egyptian Delta light railways, 402. — Robertson,
L. S., Railways on existing roads, and best gauge, 403.
Nesbit, D. M., Associate Member transferred to Member, 548.
Newton, S. B., elected Associate Member, 342.
Nottingham Castle, Visited at Summer Meeting, Derby, 461, 514.
Nottingham Electricity Supply Station, 516.
Nottingham "Works, Visited at Summer Meeting, Derby, 461 , 516-25.
NuTT, G. B., elected Member, 341.
Oil-Gas "Works, Midland Railway, Derby, 464.
Orphanage, Railway Servants', Derby, 503.
Octram, F. D., Associate Member transferred to Member, 548.
Owens, P. R., Remarks on Aluminium, 372.
Paget, Sir E., Bart., "Welcome to Members at Summer Meeting, Derby, 337.
Park, C. A., elected Member, 341.
Patchell, "W^. H., Remarks on Electric Plant, 574.
Peache, J. C, Remarks on Express Locomotives, 637.
3 M 2
.26 Tvr-T Oct. 1898.
PeaS'^e, E, M^noir, 539.
PEDI.ET, H. L, elected Associate Member, 517.
Peel ForsDBT. Derbr, 4M.
Peet, W. G., Paper on Mechanical Testing of Materials at the LocomotJTe
Wt^ca of die Midland Bailway, Derby, 670. — Bemarks thereon,
691,695.
Pesks, J., elected Member, 311.— Bemarks on Water Softening, 436, 452.
Philiiffs, J., dected Aseodate, 517.
Phobsox ForsDET, Derby, 191.
PnHmEBs Xasbow-Oacce Light Railway, 380.
Plaits, W., elected Aasociate Member, 517.
PooLET, H^ Jrs^ elected Member, 516.
PoECELATS WoBES, Derby, 192.
PoKBirr, L. A., elected Associate Member, 312.
PowEE Absokbed by Shiftisg asd Beltisg, 553. See Electric Plant
PowEB ASD LiGHTCSG, Elcctric, On Midland Bailvay, 553. See Electric Plant.
POWBIE, v., Bemarks on Alnmininm, 362.
Pbasce, C. E., elected Afgociate Member, 312.
Pbees, a. SL, elected Graduate, 312.
Peesidest's BBrEPnox astd Gabdex Pabtt at Summer Meeting, Derby, 461.
Pbice-Wiluams, E., Eemarks on Express Xocomotires, 631.
PBcrnsG WoBKS, Derby, 480 : — ^Nottingham, 518.
PcGH, C. v., Assctaate Member transferred to Member, 548.
PcLHAX, T. C elected Member. 516.
Pfbificaxios ASjt SoFTESixG OF Wateb, 40L See Water Softening.
Eailway Seetasts' Obphasage, Derby, 503.
Eailways. Xarrow-Gange, of two feet gange and under, 376. See Xarrc w-Gauge
Bail ways.
Baleigh Cycle Woeks, Xotting^iam, 521.
Basgeb, B., elected Member, 516.
Beiceptios asd Gabdes Pabty, President's, at Summer Meeting, Derby, 461.
Bbseb:toib, Swithland, Visited at Summer Meeting, Derby, 460, 510.
Bichabus, L., Memoir, 510.
BisiOBi, E-, Paper on Alamininm Manufacture, with description of tae BoUing
Mills and Foundry at JlUton, Staffordshire, 347. — Bemarks thereon.
a59, 373.
Bixsos, F., elected Member, 516.
BoBEBTS, F. E. L., elected Graduate, 312.
Bobebisox, L. S., Paper on Narrow-Gauge Eailways, of two feet gauge and
imder, 376.— Bemarks thereon, 389, 400, 403.
BoBmaos, ItL, Bcanarks on Xarrow-Oauge Bail ways, 391.
Oct. 1898. INDEX. 727
EoK, Sir T., Eemarks at Institution Dinner, Derby, i')d.
Koe's Timber Works, Derby, 493.
EoLFE, J. H. H., elected Member, 341.
EoTHERY, W. B., Associate Member transferred to Member, 5-iS.
Eorx, P. L., Graduate transferred to Associate Member, 548.
EoYAL Crown Derby Porcelain Works, Derby, 492
EussELL AND SoNS, Peel Foundry, Derby, 494.
Sainsbury, F. C. B., Memoir, 706.
Sanders, H. C, Eemarks on Aluminium, 364.
Sauvage, E., Eemarks on Express Locomotives, 650.
Saxon, A., Eemarks on Water Softening, 445.
ScHONHEYDER, W., Eemarks on Electric Plant, 575 : — on Express Locomotives,
630.
Shafting and Belting, Power absorbed, 553. See Electric Plant.
Sharp, S., elected Member, 546.
Sharp, T. B., Eemarks on Aluminium, 367.
Shenton, J., Memoir, 706.
Signal Works, Midland Eailway, Derby, 471.
Simpson, S., elected Associate Member, 342.
Sinclair, E., Memoir, 707
SissoN, W., Eemarks on Aluminium, 361 : — on Water Softening, 443.
Smith, G. A., elected Graduate, 547.
Smith, H. W., elected Associate Member, 342.
Smith, L, elected Member, 341.
Smith, J., elected Member, 546.
Smith, E. H., Eemarks on Water Softening, 444 : — on Electric Plant, 577 :— on
Express Locomotives, 639.
Smith, E. Y., elected Graduate, 547.
Smith, W. M., Paper on Eesults of recent practical experience with Express
Locomotive Engines, 605. — Eemarks thereon, 651.
Snell, J. F. C, Associate Member transferred to Member, 548.
Softening and Purification of Water, 404. See Water Softening.
Stanton Iron Wo .ks, Nottinghamshire, 495.
Stewart, J., Memoir, 709.
Stobie, G., elected Member, 546.
Stockton, C, elected Associate Member, 547.
Strachan, J., elected Member, 546.
Stromeyer, E. C, Eemarks on Water Softening, 441.
Strong, A. G., elected Graduate, 547.
SuFFiELD, C. A., elected Associate Member, 547. ^
Summer Meetino, 1898, Derby, 337. See Derby Summer Meeting.
728
IXDEX. Oct. 1898
Swadlincote and Ashby-de-la-Zouch Water "Works, Milton Pumping
Station, 477.
Swale, G., Memoir, 710.
SwASET, A., elected Member, 3il.
SwmBUBNE, J., elected Member, 341.
SwiNGLER, A., elected Member, 341.
SwiTHLAND Resebtoie, Leicester Corporation Water Works, Visited at Summer
Meeting, Derby, 460, 510.
Tabver, H. H., elected Graduate, 54S.
Tatlob, E., Jun., elected Associate Member, 342.
Techxical College, Derby, 498.
Testing of Materials, Paper on Mechanical Testing of Materials at the
Locomotive Works of the Midland Railway, Derby, by W. G. Peet, 670. —
Mechanical testing for commercial purposes, 670. — Whitworth 50-ton
hydraulic testing machine, G70 ; power pumps, hand pump, and oil
accumulator for applying pressure, 671 ; determination of friction of
cup-leather packing, 673 ; total friction of machine, 674 ; comparison of
tests by hydraulic and by lever machine, 675. — Methods of holding test-
specimens, 675. — Tensile strength and elongation of copper and bronze
fire-box stays, cold and hot ; and analysis of bronzes, 677. — Deeley torsion
machine, 678 ; autographic recording apparatus with Crosby indicator,
680.— Details of test specimens, 680. — Flaws in steel crank and straight
axles, 682 ; crystalline fractures, 683.
Discussion. — ^Wicksteed, J. H., Advantage of accumulator over direct
pumping for hydraulic testing machine, 683 ; bending tests, method of
bending to true semicircle, 684. — Johnson, S. W., Speed of bending, 685.
— Wicksteed, J. H., Rapidity of bending, 685 ; indicating gauge of torsion
machine, 685 ; advantage of dead-weight testing machines over hydraulic,
686.— Gray, J. M., Lloyds' rule for bending tests, 687.— Unwin, W. C,
Bending tests are relative, 687 ; hydraulic testing machine, 688 ;
graduation of pressure-gauge dials, 688 ; friction of hydraulic machines,
689; relative accuracy of lever machine and of hyilraulic, 689; modes of
holding test-specimens, 690 ; torsion machine, 690 ; form "f cast-iron
tensile bars, 690. — Peet, W. G., Hydraulic testing machine, and graduation
of pressure-gauge dials, G91. — Wicksteed, J. H., Scale of graduation, 691.
— Peet, W. G., Motion of finger over dial, 691 ; uniform speed of testing,
691 ; friction constant, 692 ; bending tests, 692 ; torsion testing machine,
692 ; form of cast-iron tensile bars, 692. — Johnson, S. W., Hydraulic and
lever testing machines, 693. — Anderson, J. W., Tests of raw and
manufactured material, 693. — Iveson, T. G., Uniformity of testing, and of
results, 694 ; hydraulic and levei testing machines, 695. — Peet, W. G.,
Test pieces selected from manufactured articles, 695.
Oct. 1898. INDEX. 729
Testing Machines, 070, 078. See Testing of Materials.
Thomasson, L., Memoir, 542.
Thokneley, W., elected Member, .540.
Thornycroft, J. I., Seconded vote of thanks to President at Summer Meeting,
Derby, 34;i. — Kemarks on Aluminium, 3G0 : — on Water Softening, 429.
TrcEHURST, H. G., elected Associate Member, 342.
Timber Works, Derby, 493.
ToMKiNS, W. S., Remarks on Narrow-Gauge Railways, 399.
Torsion Testing Machine, Deeley, 678. See Testing of Materials.
Transferences of Associate Members, Associates, and Graduates, 548.
Turney Brothers, Trent Bridge Leather Works, Nottingham, 523.
University College, Nottingham, 52.1.
Unwin, W. C, Remarks on Testing of Materials, 687.
Urie, R. W., Remarks on Express Locomotives, 640.
Uewick, a. J., elected Member, 341.
Vaughan, J. C, elected Graduate, 342.
Vezey, a. E., Graduate transferred to Associate Member, 548.
Votes op Thanks, at Summer Meeting, Derby, 344 : — to Institution of Civil
Engineers, 552.
Waddle, H. W., elected Member, 341.
Wainwright, J. W., elected Member, 341.
Walke, C. N. E., elected Member, 341.
Walker, A. T., Remarks on Water Softening, 446, 453 :— on Electric Plant, 573.
Walker, F. J., elected Member, 341.
Walker, R. H., elected Graduate, 548.
Walker, W. G., Remarks on Electric Plant, 581.
Wall Paper Manufactory, Derby, 496.
Wans, O., elected Graduate, 548.
Ward, F. A., elected Associate Member, 547.
Warner, H. G., elected Associate Member, 342.
Warton, R. G. F., Graduate transferred to Associate Member, 548.
Water Softening, Paper on Water Softening and Purification by the Archbutt-
Deeley process, by L. Archbutt, 404. — Hard water, and nature of
hardening ingredients ; carbonate of lime, 404 ; carbonate of magnesia,
405 ; sulphate of lime, solubility in pure water, 406 ; temporary versus
permanent hardness, 409; chloride and nitrate of calcium, 410 ; sulphate,
chloride, and nitrate of magnesium, 410. — Carbonating softened water,
411. — Softening apparatus, 413. — General remarks, 417. — River Derwent
water, 418. — Bacterial purification, 419. — Other applications, 419. — St.
730 INDEX. Oct. 1898.
Helens, 420.— Swadlincote and Ashby, 422.-0051 of softening, 423.—
Advantages of softening, 425 ; prevention of incrustation, 426 ; of pitting
and corrosion, 427 ; saving of soap, 427. — Clarification of waste
water, 428.
Discussion. — Thornycroft, J. I., Carbonating of softened water for
boilers; corrosion by carbonic acid in water, 429. — Crosland, J. F. L.,
Loss of fuel through incrustation in boilers, 430 ; floury deposit, 430 ;
grease in feed-water from surface condenser, 431. — Ellington, E. B.,
Clarification of dirty Thames water, and cost, 433 ; filtration through
sponge and through charcoal, 434 ; use of alumino-ferric for clarification
of water, 435. — Herschmann, A. J., Water softening in Austria, and in
Germany, 435. — Lupton, A., Softening of feed-water heated by exhaust
steam, 436. — Perks, J.. Carbonating of softened water, superseded by
heating of feed-water, 436. — Halpin, D., Precipitation of sulphate of lime
by heating water, 437 ; loss of fuel through incrustation, 438 ; softening
of water for locomotive boilers by heating, 438. — Hiller, E. G., Blowing
arrangement for disturbing precipitate in softening tanks, 439; action in
removing grease, 439 ; depreciation in softening tanks, 440. — Hughes,
G. D., Pitting and corrosion of boilers by carbonic acid, and by distilled
water, 440. — Stromeyer, E. C, Heating of clarified feed-water, 441 ; loss
arising from scale, 441. — Atkinson, J., Scale outside flue-tubes or inside
water-tubes, 442. — Ingham, "W., Overheating by thickening of water
without incrustation, 442 ; pitting and corrosion by carbonic acid, 443. —
Sisson, W., Eesistance of bounding surfaces to transmission of heat, 443.
— Smith, R. H., Efiect of soft sludge and of Lard scale, 444. — Saxon, A.,
Cleaning of flues and tubes from dust, 445. — Maw, W. H., Cost of cleaning
boilers fed with softened water, 44.5 ; effect of incrustation upon
evaporative efiiciency, 446. — Walker, A. T., Water softening in German
steelworks, 446. — Johnson, S. W., Eflect of softening process for
locomotives on Midland Railway, 446. — Ai-chbutt, L., Carbonating of
softened water, 447 ; corrosion of boilers prevented by thin scale, 448 ;
pittings, and remedy, 448 ; loss of fuel through incrustation, 448 ; cost of
filtering and filter-cloths, 449 ; corrosion by alumino-ferric, 44'J ; water
softening in Austria, 450; softening of feed-water heated by exhaust
steam, 450 ; precipitation of sulphate of lime by heat, 450. — Halpin, D.,
Thermal storage precipitates free of cost, 450. — Archbutt, L., Removal of
grease by precipitation, 451 ; corrosion by cold distilled water, 451 ;
cleaning of boilers fed with softened water, 452. — Johnson, S.W., Value
of information, 452. — Perks, J., Steam jet blowing into feed-water, 452 ;
injection of fuel gas into softened water, 453. — Walker, A. T., Use of
softened water in German steelworks, and cost of softening, 453. — Archbutt,
L., Heating or carbonating of softened water, 454.
Oct. 1898. IXDEX. 731
Waterworks, Derby, 475; Leicester, 510; Swadlincote and Ashby-de-la-
Zoucli, 477.
Wacgh, H. N. D., elected Associate Member, 342.
Wells, G. J., elected Member, 54G.
West, E. H., elected Member, 341.
Wheelock, J., elected Member, 54G.
White, Sir W. H., Eemarks on Aluminium, 367.
Whitworth HTDRArLic Testing Machine, G70. See Testing of Materials.
Wicksteed, C, Remarks on Narrow-Gauge Eailways, 392.
Wicksteed, J. H., Proposed vote of thanks to President at Summer Meeting,
Derby, 345. — Eemarks on Electric Plant, 586 : — on Testing of Materials,
683, 685, 691.
WiLKiNS AND Co., Wall Paper Manufactory, Derby, 496.
Wilkinson, G., elected Member, 341.
Williams, W. L., Memoir, 711.
Wilson, J. W., Memoir, 712.
Woolwich Arsenal Shop Railways. 386, 393, 401.
Works visited at Summer Meeting, Derby, 455-6, 460-527,
Wrinch, H. E. H., elected Associate Member, 547.
Wtlie, R. C, elected Graduate, 342.
Wyman, R., elected Associate Member, 342.
Yarrow and Co., Specimens of Aluminium, 359.
ELECTRIC PLANT. Flale>99.
Mvdlcuvd^ RctiyLw OA,- Eleclrix. XtgliUng Stcvttorc , Derby.
Fi(r. 1. Arr cavff enveni. of Ccmpensctlors.
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Maxumunv 12,791 amftere hours, 24^ Nov. J 8 98.
MinimMnv \,\^^ „ „ 19 Jurve 1898.
Hfechanicaf Ent/tn^ers 1898.
ELECTRIC PLANT. Plate 100.
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Mechanical Em^ineers 1898.
FlaU 104.
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EXPRESS LOCOMOTIVES. Plate 106.
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Mechanical Engineers 1898.
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Ne-wcOy^tLe to Morpeth..
Ne:yrctis1le,CeniraL Siatioii
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197
620
296
200
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339*
330
520
200
1000
224
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246
217
261
CcrvtCrvLoed on, Plai^ 105.
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293
286
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7. ^Tiffirte B. S. Ncve.rrtber
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CoTvtin loe.d' fhorrv Platte. 10 7.
FlaielOS.
1896.
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MecharvicaL Ervairie^rs J8bS.
EXPRESS LOCO MOTIVES.
^ Ne,v\'ccvstle to Twee.oCrrvOLoth.
3 's Fig-. 8. Eixqlrve B. 8*^ JVoi^ember 1896.
Alrtrrvoitlh tc Jjetforci.
PUuc 109.
MecJr^vnu>czZ Ert<jiroeers 1898.
EXPRESS LOCOMOTIVES.
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9. Brvglrve B. 8^ Noverrvber 1896.
JjeLford- to TweecLrrtoicttv.
CoTvtcrLccecL from PlaZe 103.
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TESTING OF MATERIALS. Plate 122.
Carrier a)id Tlinisf Piece for Tra}!s-eerse Tests.
Fig-. 14. Fig;. 15.
Fig. 16.
Fig. 17.
Tensile Tests on Tubes.
Fig. 18.
Tensile Test of Loeoniotive Fire-box Stars under heat.
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Scale 1 6th.
Mechanical Ensfineers 1898.
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SWITHLAND RESERVOIR.
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Levc^est&r CoT*porcuUcrv
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Institution of Mechanical
1
Engineers, London
I^
Proceedings
1898
pt.3-i;
Engineering PLEASE DO NOT REMOVE
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