ONE SniLLINQ NET.
MAGAZINE
EnoinEEBirfG • electricity
sniFBuiLDino ^ niniriG
PUBLISHING orrlcEs. CLUN H0li5E, 5URKEy 5TREET, 5TR3ND, LONDON, W.C
Franxe, Paris : m, Rue de )>< panaue. /'•^
Gersiany, Berlin! t- ; •-■ ui,-. , .->, '
Russia. St. Petfr
Austria, Vienna
India, Calcutta : Thacker, Spink & Co.
Bombay : Tbacker & Co.. Ltd
South Africa' Cape Town : Gordon .< Gotch.
JAPAX. Yokohama : Kelly & \\ alsh. Ltd
Cavata : Montreal Xews Compar.T.
UNriED States. New York ■ ralNeusCo.
Chicago: St.: - vcs Co.
Australia, Melbourne : G .. h.
)
Westingfhouse Motors
^ h.p. to 2,000 h,p»
Write
for
Circular
B 1070.
Write
for
Circular
B 107L
Westinghousc Dust-proof Motors operating Rolls,
Parkgatc Iron and Steel Works.
The British Westinghouse Electric and Mfg. Co., Ltd.
London & Manchester.
Branch Offices in all large towns.
That you are willing to investigate a scientific labour and
power-saving device which is autontaiic, and we will give
you some figures showing what Daniel's P.P.P. will do.
Figures relating io lucighis, iime-duraiion, and cost, coupled
with one or two features of applied mechanics over which
we have spent considerable money and energy in getting
ship-shape results.
It will pay you because we can save you
l^Tritc
wire
.TIME. .
"'MONEY.:
QUAKER CITY RUBBER CO.,
^phone
Coronation House, Lloyd's Avenue,
(Late 101, Leadenhall Street, London,
RONALD TRIST & Co..
Ccnertl Mjna^crt,
London,
E.G.)
E.C.
Mii^iDKi
Mining Machinery
1 HARDY PATENT PICK CO.. LTD.
"# —
Telegraphic Address :
'Hardvpick, Sheffield."
SHEFFIELD, England.
Telephone : National 157
do. Local 157.
High=Class Tools for Miners, Contractors,
Quarrymen 6 Agriculturalists.
iR
Makers of the "Universal" and "Acme" Mining and Navvy Picks.
HAND & POWER BORING MACHINES FOR ROCK & COAL.
Picks, Shcvels, Spades, Forks, Hoes, Axes, Hammers, Wedges, Crowbars,
and ail Mining, Quarry, Contractors, and Agricultural Tools.
I
I
*«>
'•^
46
<f6
«>
if{) SPECIAL TOUGH DRILL STEEL. SHEAR. CAST. 6 BLISTER STEEL. SAWS. FILES <5 RASPS. "P"
^ IMPORTERS OF HICKORY HANDLES. (jfi
For contents of the Magazine tor the month, see pages 2 and 4. Index to Advertisers, pages 41, 43, 44. and 46.
The -Ahole of the contents of this publication are copyright, and full rights are reeerved.
CONTENTS.
No. 6. JUNE. 1904. Vol. IV.
SPECIAL ARTICLES.
LIXIVIATION PLANT AT THE PATARA
MINES
THE WAY INTO PERU . . . •
With Eleven Illustrations and Map.
The author describes a very important project for
opening up one of the richest and most fertile
districts of Peru. He shows that the one thing
needful in Peru is an extension of the very limited
means of transport. The difficulties which this
mountainous country presents to the civil
engineer will be realised when it is stated that
the Oroya line already existing from Lima, the
capital, to Cerro de Pasco, reaches an altitude of
15,680 ft. in a distance of no miles. Mr. Schafer
proposes to avail himself of the natural route
which has been cut out by the River Santa, and
also of the preliminary work for the new line
carried out by the late Mr. Henry Meiggs. The
railway already runs from Chimboteto Suchiman,
a distance of thirty-two miles. Mr. Schafer's
project provides for the extension of this line to
Huaraz, opening up the rich valley of Huaylas,and
eventually the enormous rubber tracts which lie
beyond.
FAMOUS TECHNICAL INSTITUTIONS.
IV.-THE ROYAL NAVAL ENGL
NEERING COLLEGE. KEYHAM
With Nine Illustrations.
In this article the author describes the course of
training which has been in vogue for the last
fifteen j'ears, and which he himself has passed
through. Under the new regulations, Keyhara
College will still be used as a training institution
for engineer officers during the last three years of
their training.
TYPICAL ENGLISH . TESTING
MACHINES— II.
With Five Illustrations.
Continuing his survey of typical machines com-
menced in the May number, the author deals
successively with machines for testing of wire,
springs, chains, and cement. He discusses the
method of obtaining hydraulic power for applying
the load, and describes the machine used for
testing by impact.
FURTHER NOTES ON LARGE POWER
GAS ENGINES
With Four Illustrations.
THE OFFICIAL TRIALS OF THE LAKE
SUBMARINE
Illustrated.
F. J. Schafer
Frontispiece
483
C. Alfred Smith, B.Sc.
A.M.I.E.E. (late R.N.)
494
A. Francis
503
Edward Butler
THE IRON AND STEEL INSTITUTE
An Account of the Annual Meeting at Westminster.
With Illustrations.
SOUTH AFRICA AS A
BRITISH TRADE
MARKET FOR
THE SOCIETY OF ENGINEERS HOLDS
ITS JUBILEE MEETING
THE LIMITATION OF DEPTH IN COAL
MINING
(Coiiliiiutii on I'a/<t: ^.)
James A. Ash\«rorth, M.E.
508
512
514
526
527
528
The Editor does not hold bimtelf responsible for opinions expressed by individual contributors, nor does he necessarily
identify himself with their views
"Trr
f Weisfhing Machines
W&TAveryD
The Lamest
WeiohbRidOes
Makers of
IN THE WoftLD
Weighing
IVIachinists
by
Royal Warrant
to
H.M. THE KING.
AVERY'S TRANSVERSE TESTER
FOR CAST-IRON BARS.
" Few men think, but all have opinions." — Hobbes,
The opinion of all is that Iron should be tested.
The thinkers are agreed that AVERY'S BAR=TESTING
MACHINE is a NECESSITY to the MODERN FOUNDRY.
A 2
CONTENTS
(Contiuued from Page 2.)
LONDON'S LATEST DOCK
Facts about the new Greenland Dock of the Surrey
Commercial Dock Company.
With Plan and Illustrations.
ELECTRIC DRIVING IN FACTORIES
Illustrated.
OUR MONTHLY BIOGRAPHIES .
AlexanderSiemens,:M.Inst.C.E.,jM.I.M.E., President-
Elf ct of the Institution of Electrical Engineers —
Mons. and Madame Curie.
With Portraits.
"P.M." MONTHLY I'LLUSTRATED
NOTES
The U.S. Battleship Virginia — Bolton's Downtake
Superheater — The Transandine Railway — New
Shallow-Draught Gunboat for the British Navy —
A New Safe Construction — The Midland Railway
Company's New Steamer — Glasgow and West of
Scotland Technical College — A Horizontal
Turning and Boring Machine for Pulleys, Fly-
wheels, &c.
529
533
536
539
PROGRESS OF THE ENGINEERING WORLD.
OUR MONTHLY SUMMARY .
NAVAL NOTES
ELECTRICAL AFFAIRS .
POWER STATION NOTES
SHIPBUILDING NEWS .
A Running Commentary on Shipbuilding Progress.
IRON AND STEEL NOTES
A Monthly Review of Markets and Methods.
LOCOMOTIVE NOTES .
THE CIVIL ENGINEER AT WORK
AMERICAN RESUME
SOUTH AFRICAN RESUME .
The Editor
N. I. D
E. Kilburn Scolf, M.I.E.E.
E."K. S
"Shipbuilder" .
E. H. B
Charles Rous^Marten
C. H
Our New YorK Corre-
spondent
Our Johannesburg Corre-
spondent
A. L.
GERMAN RESUME .
MINING NOTES
Items of Interest to the Mining Engineer at
and Abroad.
OUR TECHNICAL COLLEGES
A Monthly Survey of Technical Matters.
OPENINGS FOR TRADE ABROAD . .
NOTABLE BRITISH PAPERS
Abstracts of Papers read before the 1 various Institu-
tions and Technical Societies.
COMING EVENTS
AUTOMOBILE NOTES . . J. W.
BOOKS OF THE MONTH. .....
OUR DIARY
NEW CATALOGUES AND TRADE PUBLICATIONS
A Technical Student
545
548
551
552
553
555
557
559
560
561
562
563
564
565
566
571
572
573
575
576
Miscellaneous
THE MERRELL
TUBE THREADING
HND eUTTlXG MaeHINES
Are the only ones which have ALL of the following POINTS
OF SUPERIORITY :-
(i) The pipe can be clamped in vice and cut on without stopping the
machine.
(2) The dies can be set accurately on the work without stopping the
machine.
(3) The dies can be lifted away from the work 'without stopping the
machine.
(4) The vice has two clamping screws, one on each side of the pipe, ensunng
absolutely correct centreing.
(5) There are from rive to eight dies in each set, cutting an absolutely correct
thread, without regard to the irregularities of the pipe.
(6) The dies can be changed by loosening only one nut. and without taking off the
face plate.
(7) The dies can be set for any size of pipe and the gauge locked by tightening one
nut only, and when once set, they can be opened and closed by a lever with-
out loosening any nut or set screw, being returned accurately to their
position by means of the locked gauge.
(8) The machines are built of superior materials, by skilled engineers, and every
pari is accurately designed to meet all ihe strains to which it is subjected.
WRITE FOR CATALOGUE AND LIST OF USERS.
^ liiijg|Nilfiiii
THE
FAIRBANKS COMPANY,
Glasgow Office:
9, Howard Street.
78-80, City Road,
London, E.C.
u^
Contractors to the Admiralty.
emember!
The OALY
JOINTING "
o MATERIAL
h<H/CH ^4
YOU CAN
RELY ON
You can THEN~afford to "FORGET" all the others
RICHARD KLINGER & CO.,
ENGINEERS,
66, FENCHURCH STREET, LONDON, E.C.
s^^^
PAGES MAGAZINE
An Illustrated Technical Monthly, dealing with the Engineering,
Electrical, Shipbuilding, Iron 6 Steel, Mining, & Allied Industries.
DAVIDGE PAGE, Editor,
Clun House, Surrey Street, Strand, London, W.C.
Telephone No. : 3349 GERRARD.
Telegraphic and Cable Address :
"SINEWY, LONDON."
ANNOUNCEMENTS.
Subscription Rates per Year.
Great Britain— In advance, 12s. for twelve months,
post free. Sample copies. Is. 4d., post free.
Foreign and Colonial Subscriptions, 16s. for twelve
months, post free. Sample Copies, Is. 6d., post free.
Remittances should be made payable to Page's Magazin'E, and
may be forwarded by Cheque, Money Order, Draft, Post Office Order,
or Registered Letter. Cheques should be crossed " LONDON &
COUNTY BANK, Covent Garden Branch." P.O.'s and P.O.O.'s to
be made payable at East Strand Post Office, London, W.C. When a
change of address is notified, both the new and old addresses should
be given. All orders must be accompanied by remittance, and no
subscription will be continued after expiration, unless by special
arrangement. Subscribers are requested to give information of any
irregularity in receiving the Magazine.
Advertising Rates.
All inqukies regarding Advertisements should be directed to "THE
ADVERTISEMENT MANAGER, Clun House, Surrey Street, Strand,
London, W.C'
Copy for Advertisements
should be forwarded on or before the 3rd of each month preceding
date of publication.
"THOMPSON" DISH ENDED
LANCASHIRE BOILERS
can be supplied ex-stock. Advantages : Overcomes
grooving on end plate and cracking of flue flanges ;
freedom for expansion ; no stay plates or leaky stay
rivets : firebox easily cleaned.
JOHN THOMPSON, WOLVERHAMPTON
Editorial. — All communications intended for publica-
tion should be written on one side of the paper only,
and addressed to " The Editor."
Any contributions offered, as likely to interest either home
or foreign readers, dealing with the industries covered
by the Magazine, should be accompanied by stamped
and addressed envelope for tJie return of the AISS. if
rejected. When payment is desired this fact should
be stated, and the full name and address of the writer
should appear on the MSS.
The copyright of any article appearing is vested in the
proprietors of Page's Magazine in the absence of any
written agreement to the contrary.
Correspondence is invited from any person upon
subjects of interest to the engineering community. In
all cases this must be accompanied by full name and
address of the writer, not necessarily for publication,
but as a proof of good faith. No notice whatever can
be taken of anonymous communications.
Second Edition, Revised. Price 7s. 6d.
"r\EPRECIATION OF FACTORIES, Mines,
-*-^ and Industrial Undertakings, and their Valuation. With Tables
and Examples.
By EWING MATHESON, M.Inst.C.E.
The Principles which should guide the Writing off for wear and
tear, Obsolete plant : Terminable or wasting properties ; Effect on
Income-tax ; Value defined as for Compulsory purchase ; Going concern,
or dismantled ; Rateable value, rental value.
"A successful attempt to systematise existing information and to make it
possible to arrive at uniformity and accuracy in making up balance sheets foi
valuations. The woik is unique of its kind." — 7 hg En^^imer.
E. G F. N. SPON. 125. Strand. London.
Mr. G. H. HUGHES, M.I.Mech.E.,
Consulting and Organising Engineer for Water
Works and Industrial Undertakings,
97, QUEEN VICTORIA ST., LONDON, E.C.
Telephone No.: 5754 Bank.
Write for particular.-.
A GENTS REQUIRED in large towns for
*^- sale of Machine Tools. Members of Institution
of Mechanical Engineers preferred. — Bertrams, Ltd.,
Sciennes, Edinburgh.
JOSEPH BOOTH BROS.. LTD., - -r-w^.^-r-^r^ , - ^ ^
RODLEY. LEEDS LIFTING MACHINERY.
See Page
70
THOS. W. WARD.
ALBION WORKS.
SHEFFIELD.
THE SHANNON. LTD.,
Ropemaher St., London, E.C.
MACHINE TOOLS.
See Page
19.
OFFICE APPLIANCES.
See Page
88.
Have you seen our Advertisement on page SS 62. A glance
at it may save you £500 per annum.
ED. BENNIS & CO., Ltd., BOLTON.
PUMPING
MACHINERY
Specialities—
DIFFERENTIAL PUMPING ENGINES,
ROTATIVE PUMPING ENGINES.
PLUNGER
PUUPS.
Horizontal and Vertical.
Compound and Triple.
HYORHULie PUMPS.
UNDERGROUND PUMPS.
ELEeTRie PUMPS.
WaXER WORKS PLANT.
BUCKET
LiFTS.
HATHORNJAVEY&CO.,
LIMITED.
LEEDS,
ENGLAND.
BUYERS' DIRECTORY.
Note. — The display advertisements of the firms mentioned under each headtng can be found readily by reference to the
Alphabetical Index to Advertisers on pages 41, 43, 44, & 46.
In order to assure fair treatment to advertisers, each firm is indexed under its leading speciality only.
Advertisers who prefer, however, to be entered under two or more different sections can do so by an annual payment 0I 5s.
for each additional section.
Artesian Well Machinery.
John Z. Thom. Patricroft, Manchester.
Belting.
Fleming, Birkby & Goodall, Ltd., West Grove. Halifax.
Rossendale Belting Co., Ltd.. 10, West Mosley Street, Manchester.
Boilers.
Clayton, Son & Co., Ltd., Leeds City Boiler Works, Leeds.
John Thompson, Wolverhampton.
Boilers (Water-tube).
Babcock & Wilcox, Ltd., Oriel House, Farringdon Street, London,
E.C.
Cochran & Co. (Annan), Ltd., Annan, Scotland.
Bolts, Nuts, Rivets, etc.
Herbert W. Periam, Ltd., Floodgate Street Works, Birmingham.
T, D. Robinson & Co., Ltd., Derby.
Books.
E. & K. N. Spon, 125, Strand, London, W.C.
Brass Engine and Boiler Fittings.
Hunt & Mitton, Crown Brass Works, Oozells Street North, Bir-
mingham.
Cables.
St. Helen's Cable Co., Ltd., Warrington, Lancashire.
Suddeutsche Kabelwerke A.-G., Mannheim, Germany.
Case-Hardening Compounds.
Hy. Miller & Co.. Millgarth Works, Leeds.
Chucks.
Fairbanks Co., 78-80, City Road, London , E.C.
Clutches (Friction).
David Bridge & Co., Castleton Ironworks, Rochdale, Lancashire.
H. J. H. King & Co., Nailsworlh, Gloucestershire.
Condensing Plant*
Mirrlees- Watson & Co., Ltd., Glasgow.
Consulting Engineers.
G. H. Hughes, A.M.LM.E., 97, Queen Victoria Street, London, E.C.
Continental Railway Arrangements.
South Eastern & Chatham Railway Co.
Conveying and Elevating Machinery.
Adolf Bleichert & Co., Leipzig-Gohlis, Germany.
Brown Hoisting Machinery Co.. 39, Victoria Street, London, S.W.
BuUiv'ant & Co., Ltd., 72, Mark Lane, London, E.C.
Fraser & Chalmers, Ltd., 3, London Wall Buildings, London, E.C.
Temperley Transporter Co., 72, Bishopsgate Street Within, London,
E.C.
Cranes, Travellers, Winches, etc.
Joseph Booth & Bros. Ltd, Kodley, Leeds.
Thomas Broadbent & Sons, Ltd., Huddersfield.
Niles-Bement Pond Co., 23-25, Victoria Street, London, S.W.
Cranks.
Clarke's Crank & Forge Co., Ltd., Lincoln, England.
Cutters (Milling).
E. G. Wrigley & Co., Ltd., Foundry Lane Works, Soho, Birmingham.
Destructors.
Harsfall Destructor Co., Ltd., Lord Street Works, Whitehall
Koad, Leeds.
Dredges and Excavators.
Lobiiitz & Co., Ltd., Renfrew.
Rose, Downs & Thompson, Ltd., Old Foundry, Hull.
Economisers.
E. Green & Son, Ltd., Manchester.
Electors (Pneumatic).
Hughes & Lancastei , 47, Victoria Street, London, S.W.
Electrical Apparatus.
Allgemeine t,lektricitiits Gesellschaft, Berlin, Germany.
Britiih Westinghouse Electric & Manufacturing Co., Ltd., Norfolk
Street, Strand, London, W.C.
Crompton & Co., Ltd., Arc Works, Chelms/ord.
Greenwood & Batley, Ltd.. Albion Works, Leeds.
The India Rubber, Gutta Percha, and Telegraph Works Co., Ltd.,
Silvertown, London, E.
Mather & Piatt, Ltd., Salford Iron Works, Manchester.
Matthews & 'Vates, Ltd., Swinton, Manchester.
Nalder Bros. & Thompson, 34. yuecn Street, London, E.C.
Newton Brothers, Full Street, Derby.
Phcenix Dynamo Manufacturing Co., Bradford, Yorks.
Simplex Steel Conduit Co., Ltd., 30, Bucklersbury, London, EC.
Sturtevant Engineering Co., Ltd., 147, Queen Victoria Street,
London, E.C.
Turner, Atherton & Co., Ltd., Denton, Manchester.
B. Weaver & Co., 22, Rosoman Street, ClerkenweHi London, E.C
Engines (Electric Lighting).
J. & H. McLaren, Midland Engine Works, Leeds.
Engines (Locomotive).
Baldwin Locomotive Works, Philadelphia, Pa., U.S.A.
Hunslet Engine Co., Ltd., Leeds, England.
Hudswell. Clarke & Co., Ltd., Leeds, England.
Engines (Stationary).
Allis-Chalmers Co., 533, Salisbury House, Finsbury Circus, London
E.C.
Fraser & Chalmers, Ltd., 3, London Wall Buildings, London, E.C.
Engines (Traction).
Jno. Fowler & Co. (Leeds), Ltd,, Steam Plough Works, Leeds.
Engravers.
Jno. Swain & Son, Ltd., 58, Farringdon Street, London, E.C.
Fans, Blowers.
Davidson & Co., Ltd., "Sirocco" Engineering Works, Belfast,
Ireland,
James Keith & Blackman Co., Ltd., 27, Farringdon Avenue, London,
E.C.
Matthews & Yates, Ltd., Swinton, Manchester.
Fire Bricks.
J. H. Sankey & Son, Ltd., Essex Wharf, Canning Town, London, E.
tC. J. & J. Pearson, Ltd., Stourbridge.
Firew^ood Machinery.
M. Glover & Co., Patentees and Saw Mill Engineers, Leeds.
Fountain Pens.
Mabie, Todd & Bard, 93, Cheapside, London, E.C.
Forging (Drop) Plants.
Brett's Patent Lifter Co., Ltd., Coventry.
Forgings (Drop).
J. H. Williams & Co., Brooklyn, New York. U.S.A.
Furnaces.
Deighton's Patent Flue & Tube Company, Vulcan Works, Pepper
Road, Leeds.
Leeds Forge Co., Ltd., Leeds.
W. F. Mason, Ltd., Engineers. Manchester.
Poetter & Co., 116, Victoria Street, London, S.W.
Gas Producers.
W. F. Mason, Ltd., Engineers, Manchester.
Gears.
William Asquith, Ltd., Highroad Well Works, Halifax.
Buffoline Noiseless Gear Co., Levenshulme, Manchester.
E. Arnold Pochin, Croff Street, Pendleton, Manchester.
Gold Dredging Plant.
Fraser & Chalmers, Ltd., 3, London Wall Buildings, London, E.C.
Gauge Glasses.
J. B. Treasure & Co., Vauxhall Road, Liverpool.
Hammers (Steam).
Davis & Primrose. Leith Ironworks, Edinburgh.
Niles-Bement Pond Co., 23-25, Victoria Street, London, S.W.
Hoisting Machinery.
SfeConveyinsi Machinery.
Horizontal Boring Machines.
William Asquith, Ltd., Highroad Well Works, Halifax.
Niles-Bement Pond Co., 23-25, Victoria Street, London, S.W.
Indicators.
Dobbie Mclnnes, Ltd., 41 & 42, Clyde Place, Glasgow.
Injectors.
W. H. Willcox &Co., Ltd., 23, 34, & 36. Southwark Street, London.
Iron and Steel.
Askham Bros. & Wilson, Ltd., Sheffield.
Brown, Bayley's Steel Works, Ltd., Sheffield.
Consett Iron Co., Ltd., Consett, Durh:ini, and Newcastle-on-Tyne.
Farnley Iron Co., Ltd., Leeds England.
Fried. Krupp, Grusonwerk, Magdeburg-Buckau, Germany
Hadfield's Steel Foundry Co., Ltd., Sheffield.
J. Frederick Melling, 14, Park Row, Leeds, England.
Parker Foundry Co,, Derby.
Walter Scott, Ltd.. Leeds Steel Works, Leeds. England.
Woodhousc a. Rixson, Sheffield.
Jointing Materials.
Richard Klingir iS: Co., 66, Fenchurch Street, London, E.C.
Laundry Machinery.
W. Summerscalcs & Sons, Ltd., Engineers, Phoenix Foundry
Kcighley, England.
Ltft*.
Waygood & Co., Ltd., Falmouth Road, London, S.E.
Lubricants.
Bluiiiami & Stern, Ltd., Plough Bridge, Deptford, London, S.E.
The Kcliance Lubricating Oil Co., 19 & ao, Water Lane, Great Tower
Strict, London, E.C.
Lubricators.
Thomas A. Ashton, Ltd., Norfolk Street, Sheffield.
^ — d-
Miscellaneous
^MLEABLHRON h SUn
CASTIHGS FOR
ENfilNEERS & TOOL MAKERS
I TO MACHINE CLEAN & BRIGHT
' ALL OVER.
PARKER FOUNDRY GO. DERBY
RAILS
FISHPLATES. BOLTS.SPIKE^On/llRS&c.
^^ POINTS AMD CR0S5l7i(SS.
^ LEEDS *•
HEYWOOD
& BRIDGES
WE MAKE
CLUTCHES,
SHAFTING,
GEARING and
HAULING
INSTALLATIONS
A SPECIALTY.
Sixty Page WorK— Free.
DON'T MISS THIS.
PATENT FRICTION CLUTCH -^ ^"^^
COUPLING.
Patcatees and Sole Makers :
DAVID BRIDGE & CO.,
Castlelon Iron Works,
ROCHDALE. LANGS.
London Office •
35. Queen Victoria Street,
KC.
GRIFFIN'S IMETAr-LXJRGICAL IftTORKS.
With over 750 page . 37 Plates and 453 IlKistrri-.i
Micr. -Sections of Steel), Diagrams of Plant, Machinery, &c. Price 25s. act.
THE METALLURGY OF STEEL.
By F. W. HARBORD. Assoc. R.S.M. F.I.C.,
Consulting Metal i'.r4:<: ind Ainlviical Chemist to the Indian Government.
WITH A SECTION ON THB MECHANICAL. TREATMKNT OF STEEL.
By J. W. HALL, A.M.. Inst. C.E.
Abridgkd Coxtknts.— The Plant. Machinery, Methods and Chemistry of the 6csscm« and of the Open Hearth Processes (Acid and Basic).— The
Mechanical Treatment of Steel comprising Mill Practice. Plant and Machinery. — The Influence or Metalloids. — Heat Treatment. — Special Steels. —
Microstructures.— Testing— Speciiications.— Index.
THE METALLURGY OF IBON. By Thomas Turner, , LECTURES ON IRONFOUNDING. By Thomas Turxbr,
A.R.S.M., F.I.C., Professor of Metallurgy at the University of I A.R.M.S.. F.I.C. With numerous lUustrations, Micro-photographs, and
Birmingham. Second Edition. Revised. Price 16s. ' a folding Plate. [Ready immediately.
THE MICROSCOPIC ANALYSIS OF METALS. A Handbook of the
Microstructiire of Stee'. a:-.d its constituents. By Floris Osmoxd and J. E.
C»ii Micro-photographs beautifully reproduced. 7s. 6d. net.
?TE.AD, F. R.S. With an .Appendix. Profusely Illustrated with
Fifth Edition, thoroughly Rerised.and considerably Enlarged. Large 8vo, with numerous Illustrations and Micro-Photograph c Plates of di£rerent
varieties of Steel. Price iSs.
An Introduction to the Study of
]vi:e:tjl]Lii:.urgy.
By Sir W. Roberts-Austen, K.CB., D.C.L , F.R.S., A.R.S.M.. late Chemist and Assayer of the Royal Mint, and Professor of Metallurgy
m the Koyal College of Science.
" No English text-bock at all approaches this in the conpletexess with which the most modern views of the snbiect are dealt with. Professor
Austen's volume will be I w.all-.vble. not only to the student but also to those whose knowledge of the art is far advanced'." — Chemical Setcs.
tonly 1
THE METALLURGY OF LEAD. By H. F. Collixs,
.Assoc.R.S.M. -Mlnst M M, \V;:h numerous Illustrations. Price i6s.
THE METALLURGY OF SILVER. By H. F. Collins,
.Assoc. R.S.M., M.Inst.M.M. With numerous Illustrations. Price 16s.
THE METALLURGY OF GOLD. By T. Kirke Rose, D.Sc.,Lond., Assoc. R.S.M.,
Chemist and .\s aver at the Roval Mint. Fourth Edition, Revised, Considerably Enlarged, and in parts Re-written. With Frontispiece and
numerous Il'ustrations. Price 21s.
Ge.ver.al Cgnte.nts. — The Properties of Gold and its Alloys. — Chemistry.— Mode of Occurrence and Distribution.— Placer Mining.— Quartz Crushing
in Stamp Battery. — .-Vmalgamation. — Concentration. — Stamp Battery Praccice — Chlorination. — Vat F'rocess. — Barrel Process. — Practice in Particular
Mills. — Cyanide P.ocess. — Ohemistrv. — Pyritic Smelting. — Relining and Parting of Gold Bullion. — Assay of Gold Ores. — The .Assay of Bullion. — Economic
Considerations, etc. — Index.
"A COMPREHENSIVE PRACTICAL TRE.\TISE on this important Subject.''— T/i* lime;.
London : CHARLES GRIFFIN & CO., Limited, Exeter Street, Strand.
Machine Tools.
George Addy & Co., Waverley Works, Sheffield.
William Asquith, Ltd., Highroad Well W^orks, Halifax England.
Hy. Berry & Co., Ltd., Leeds.
Bertram's. Ltd., St. Katherine's Works, Sciennes, Kdinburgh.
Breuer, Schumacher & Co., Ltd., Kalk, near Cologn'e-on-Rhine
(Germany).
Britannia Engineering Co., Ltd., Colchester, England.
C. W. Burton Griffiths and Co., i, 2, & 3, Ludgate Square, Ludgate
Hill, London, E.C.
Chas. Churchill & Co., Ltd , 9-15, Leonard Street, London, E.C.
Cunliffe & Croom, Ltd., Broughton Ironworks, Manchester.
Jones & Lamson Machine Co., 97, Queen Victoria Street, London, E.C.
John Lang & Sons, Johnstone, near Glasgow.
Luke & Spencer, Ltd., Broadheath, Manchester.
Jos. C. Nicholson Tool Co., City Rd. Tool Wks., Newcastle-on-Tyne.
Niles-Bement Pond Co., 23-25, Victoria Street, London, S.W.
Noble & Lund, Ltd., Felling-on-Tyne.
Northern Engineering Co., 1900, Ltd., King Cross, near Halifax.
J. Parkinson & Son, Canal Ironworks Shipley, Yorkshire.
Pratt & Whitney Co., 23-25, Victoria Street, London, S.W.
C. Redman & Sons, Halifax.
Kice & Co. (Leeds), Ltd., Leeds, England.
Wni. Ryder, Ltd., Bolton, Lanes.
G. F. Smith, Ltd.. South Parade, Halifax.
John Stirk & Sons, Halifax.
Taylor and Challen, Ltd., Derwent Foundry, Constitution Hill,
Birmingham.
H. W. Ward & Co., Lionel Street, Birmingham.
T. W. Ward, Albion Works, Sheffield.
West Hydraulic Engineering Co., 23, College Hill. London, E.C.
Whitman & Barnes Manufacturing Co., 149, Queen Victoria Street,
London, E.C.
Charles Winn & Co., St. Thomas Works, Birmingham.
Metals.
MagnoUa Anti- Friction Metal Co., Ltd., of Great Britain, 49, Queen
Victoria Street. London, E.C.
Phosphor Bronze Co., Ltd,, Southwark, London, S.E.
Metals (Perforated).
W. Barns & Son, Chalton Street, Euston Road, London, N.W.
Mircoscopes.
W. Watson & Sons, 313, High Holborn. London, W.C.
Mining Machinery.
Chester, Edward, & Co., Ltd.
Fraser & Chalmers, Ltd., 3, London Wall Buildings, London, E.C.
Hardy Patent Pick Co., Ltd., Sheffield.
Humbolt Engineering Co.. Kalk, Nr. Cologne, Germany.
Ernest Scott & Mountain, Ltd.. Electrical and General Engineers,
Newcastle-on-Tyne, England.
Office Appliances.
'Business Engineer," c/o Page's Magazi.ne, Clun House. Surrey
Street Strand, London, W.C.
Library Bureau, Ltd., 10, Bloomsbury Street, London. W.C.
Library Supply Co., Bridge House, 181, Queen Victoria Street,
London, E.C.
Lyle Co.. Ltd., Harrison Street, Gray's Inn Road, London, W.C.
S. Maier, 9 & 10, James Street, City Road, London, E.C
Partridge & Cooper, Ltd., 191-192 Heet Street, l^ndon, E.C.
Rockwell-Wabash Co. Ltd., 69, Milton Street, London, E.C.
Shannon, Ltd., Ropemaker Street, London, E.C.
The Trading and Manufacturing Co., Ltd., Temple Bar House, Fleet
Street, London, E.C.
Oil Filters.
Vacuum Oil Co., Ltd., Norfolk Street, London, W.C
Packing.
Frictionless Engine Packing Co., Ltd., Hendham Vale Works,
Harpurhey, Manchester.
Lancister & Tonge, Ltd., Pendleton, Manchester.
The Quaker City Rubber Co., loi, Leadenhall Street, London, E.C.
United Kingdom Self-Adjusting Anti-Friction Metallic Pack.ng
Syndicate, 14. Cook Street, Liverpool.
United States Metallic Packing Co.. Ltd., Bradford,
J. Bennett voii der Heyde,6, Brown Street, Manchester.
Paint (Metallic).
Metallic Paint Co., Ltd., Cardiff.
Paper.
Lepard & Smiths, Ltd., 29, King Street, Covent Garden, London, W.C.
Photo G)pving Frames.
J. Halden & Co., 8, Albert Square, Manchester.
H. J. Hall & Co., 39, Victoria Street, London, S.W.
Photographers.
tllioit iS: Fry, 55, Baker Street, London, W.
Photographic A pparatu s.
Marion H. Co., Ltd.. 22, 23, Soho Square London, W,
W. Watson & Sons, 313, High Holborn, London, W.C.
Pistons.
Lancaster & Tonge, Ltd., Pendleton, Mancbettei.
Porcelain.
Gustav Richlcr, CbarlottenbuTg, near Berlin, Germany.
Presses (Hydraulic).
Niles-Hcnieni Pond Co., 93-35, Victoria Street, London, S.W.
Printtiie;
South wood, Smith & Co., Ltd., Plough Court, Fetter Lane. London,
E.C.
Publishers.
AsscK'lation de la Preste Technique, 30, Rue de la Chancellcrle,
Brussels, Belgium.
Buyers* Directory — {Continued).
Publishers {continued).
Gresham Publishing Co., 34, Southampton Street, Strand.London, W.C.
Charles Griffin & Co., Lid., Excter Street, fttraad, Lonuon, W.C.
New Zealand Mines Record, Wellington, New Zealand.
Shipping World, Ltd., Effingham House. Arundel Street, Strand,
London W.C
South Atrican Mines, Commerce, and Industries, Johannesburg.
Pulleys.
John Jardine, Deering Street, Nottingham.
H. J. H. King & Co., Nailswonh, Glos.
Pumps and Pumping Machinery.
Blake & Knowles Steam Pump Works, Ltd., 179, Queen Victoria
Street, London, E.C.
Drum Engineering Co., 27, Charles Street, Bradford.
Fraser & Chalmers, Ltd., 3, London Wall Luildings, London, E.C.
J. P.Hall & Sons, Ltd., Engineers, Peterborough.
Hathorn, Davey & Co., Ltd., Leedt, England.
Tangyes, Ltd., Cornwall Works, Birmingham.
Radial Drilling Machines.
William Asquith, Ltd., riigtiroad Well Works, Halifax.
Niles-Bement Pond Co., 23-25, Victoria Strtet, Lonaon, S.W.
Rails.
Wni. Firth, Ltd., Leeds.
Railway Wagons.
\V. K. jKenshavv & Co., Ltd., Phoenix Works, Stoke-on-Trent.
Riveted Work.
F. A. Keep, Ju-xon & Co., Forward Works, Barn Street, Birmingham.
Root Glazing.
Mellowes & Co., Sheffield.
Roofs.
D. Anderson & Son, Ltd., Lagan Felt Works Belfast.
Alex. Findlay & Co.. Ltd., Motherwell, N.B.
Head, WriglUbon & Co., Ltd., I'hornaby-on-Tees.
Scientific Instruments.
Cambridge sciemihc Instrument Co., Ltd., Cambridge.
Stampings.
Thos. Smiths Stamping Works, Ltd., Coventry.
Thomas Smith & Son of Saltley, Ltd., Birmingham.
Stamps (Rubber).
Rubber Stamp Co., 1 & 2, Holborn Buildings, Broad Street Corner,
iJirmingham.
Stamps (Metal).
Edward f ryor & Son, 68, West Street, Sheffield.
Steam Traps.
British Steam Specialties,! Ltd., Fleet Street, Leicester.
Lancaster & Tonge, Ltd., Pendleton, Manchester.
Steel Tools.
Saml. Buckley, St. Paul's Square, Birmingham.
Pratt & Whitney Co., 23-25, Victoria Streei, London, S.W.
Stenotypcrs.
Steiiotyper (1902), Ltd., 25, Southampton Row, London, W.C.
Stokers.
Ed. tiennis& Co., Ltd., Bolton, Lanes.
Meldrum Brolhcts. Ltd., Atlantic Works, Manchester.
Stone Breakers-
s. Pegg & aoii, Alexander Street, Leicester.
Superheaters.
A. Bolton & Co., 40, Deansgate, Manchester.
Time Recorders.
Howard isios., 10, St. George's Crescent, Liverpool, and looc.
Queen Victoria Street, London, E.C.
International Time Recording Co., 171, Queen Victoria Street,
London, E.C.
Tubes.
Thomas Piggott & Co., Ltd., Spring Hill, Birmingham.
Tubes, Ltd., Birmingham.
Weldless Steel Tube Co., Ltd., Icknield Port Road, Birmingham.
Turbines.
G. Gilkes & Co., Ltd., Kendal.
W. Gunther & Sons, Central Works Oldham.
S. Howes, 64, Mark Lane, London, E.C.
Typewriters.
Elliotl-Kisher Co., 85, Gracechurch Street, London, E.C.
Empire Typewriter Co., 77, Queen Victoria Street, London, E.C.
Oliver Typewriter Co., Ltd., 75, Queen Victoria Street, London, E.C
■Yost Typewriter Co., 50, Holborn Vi.-«duct, London, E.C.
Valves.
Alley & MacLellan, Ltd., Glasgow.
Scotch and Ii Ish Oxygen Co., Ltd., Resehill Works, Glasgow.
Ventilating Appliances.
Matthews it Yalcs, Ltd., Swinton, Manchester.
Wagons— Steam.
Thorn ycroft Steam Wagon Co., Ltd., Homelield Chiswick, London, W.
Water Softener!.
Lassen \ Hjort, 52, Queen Victoria Street, London, E.C.
Weighing Apparatus.
W. r. Avciy it Co., S iho Foundry. Birmingham, England.
Samuel Denihon & Son, Hunslet Moor, near Leeds.
Wells Light.
A c. WciN & Co., looA, MIdUnd Road, St. Pancras, London, N.W.
•• Woodite."
" Wofxlite " Company, Mitcham, Snrrey.
10
Typewriters
By Boyal
Appointment.
The
TYPEWRITER.
Does Beautiful Work.
ILLUSTRATED BOOKLET POST FREE.
THE YOST TYPEWRITER CO., Ltd., 50, Holborn Viaduct. London, E.G.
Save £9 and a lot of
EMPIRE
TYPEWRITER.
worry, and buy an
The Machine With ALL the Writing in Sight.
Price
£13 2s. 6d.
complete.
NOT
SURPASSED
5/ ANY i^ACMlNE
IRRESPECTIVE
or PRICE.
Contractors to H.M. Oovernment.
Tt5 Empire Typewriter Company, L!^
■fceaO Omce : 77, QUEEN VICTORIA STREET, LONDON, E.G.
Branches or Agencies : —
BIRMINGHAM-43, Temple Street. MANCHESTER-49, Corporation Street.
BRISTOL— 9, John Street. LEEDS— 17, East Parade.
HANLEY-Post Office Buildings. BRADFORD-35, Charles Street.
LIVERPOOL-7, South John Street. GLASGOW-87, West George Street.
NOTTINGHAM-48, Parliament Street.
LEICESTER— 34, Charles Street.
DUBLIN-Wellington Quay.
And throughout the World.
J- —V '^ * — I iv
Machine Tools
The Kalk Machine Works
BREUER. SCHUMACHER
& CO., LTD.,
Itl
KALK, near Cologne-on-
Rhine
(GERMANY).
. i
Departme7tt I,
IT M'
MACHINE TOOLS.
[
f
vh-^'
Department II.
L
sp
AUXILIARY MACHINERY
FOR STEEL WORKS, &c
V
Department III.
^B^vf 'Vi
^wt^
ROLLING MILL PLANTS.
^K^^^r « ^1 Mi9IHIi
Depa7^tmc7it IV,
HYDRAULIC MACHINERY.
J^iiRmi
Machine Tools
10 in. by 5 ft. Toolmakers Engine Lathe.
2 in. by 26 in. New Model Turret Lathe.
t in. by 44 in. FIVE SIZES 2 in. by 26 in.
1 in. by 10 in. li in. by 18 in. 3 In. by 36 in.
Thread Milling Machine, 6 in. swing, 80 in. bet. centres.
6in. byl4in. FOUR SIZES. 6 in by 80 in.
6 in. by 48 in. 6 in. by 132 in
TADQ ^^^ special process
"*' '^' taps are made uniform,
and have one-third longer life
than any other made.
^
*- i";"
-
-^r
^^M
■
1 1
— g-
^~
\
Br
1
/
k
^4^
%^<
"-^
^1
14 in. Lathe. New Model.
MILLING CUHERS. ,
All sizes, kinds and shapes; ^ ™'
standard and special. . ^^Vl^^ri*r
SMALL TOOL DEPARTMENT.
Taps, Dies, Reamers, Ratchet Drills Milling
Cutters, Punches. Lathe Tools. Tapping Head:^.
etc., etc., always in stock.
REAMERS.
Our eccentric ground reamers
give a smooth glass surface.
and will not chatter because the cutting edge
is supported.
Send for New Small Tool Catalogue.
PRATT & WHITNEY Co
HARTFORD, CONN., U.S.A.
AGENTS :
NILES-BEWENTPOND Co., 23-25, Victoria Street, Londoa, S.W.
BUCK S HICKMAN, Ltd., 2 C 4, Wbitechapel Road, LMidoa, E.C.
COPEXH.\GEN'. DEN'MXRK : V. Lowener. STOCKHOLM, SWEDEN" : .\ktiebol.\get. V. Lowexer. PARIS : Fenwick Freres & Co.,
21, Rue M.irtel, .Agents for France, Belgium, and Switzerland.
13
^' — '^'"SS
Machine Tools
CHARLES CHURCHILL & CO., L
TD.
}
SOLE AQENTS FOR
99
The "Reed" Lathes.
F. E. REED CO., Worcester, Mass
,C:t-3U
"REED" LATHE. Jin. x 6ft.
We have the following Sizes in StocK :
6 in. X 5 ft., 7 in. X 6 ft.. 8 in. x 6 ft., 8 in. x 8 ft., 9 in. x 8 ft.
Send for our new " Engineers' " Catalogue ; 450 pages, post free on application.
LONDON : 9 to 15, Leonard St., E.G. BIRMINGHAM: 2 to 10, Albert St.
MANGHESTER: 2, Gharlotte St., Mosley St. GLASGOW: 52, Bothwell St.
NEWGASTLE-ON-TYNE : Albion Buildings, St. James' St.
«4
^ ".©MEKI]
Machine Tools
DON'T FORGET
Lathes, Planers, and Shapers
ARE OUR SPECIALITIES.
High-Grade Machines OMy Q Redmail St SOHS,
in StocK for "
Immediate Delivery.
Xational Telephone : 308.
Telegrams: " REDMANS. EXGIXEERS HALIFAX."
HALIFAX,
LANG FOR LATHES,
Patent Variable Speed Drive— Patent Bed— Patent Screw -Cutting and Feed Motions— Patent Loosehead.
ASK FOR YELLOW BOOKLET. OR VISIT OUR WORKS.
JOHN LANG & SONS, Johnstone, near Glasgow.
15
^ 1,1 '- ilUli ft
?15
Miscellaneous *
Telegrams: "MILLINQ, SHEFFIELD." for tDC CatCSt and mOSt Up-tO-DatC
National Telephone No. : 985.
PLATE BENDING MACHINE.
HEAVY = =
MACHINE
TOOLS = =
Also Special Lifting Jack for Electric
J WRITE . . . Tramcars.
GEORGE ADDY 6 Co.,
WAVERLEY WORKS, SHEFFIELD.
Telegrams: "BRITANNIA, COLCHESTER."
Telephone No. : 47 NATIONAL.
Makers of . .
HIGH-GRADE
Engineers'
Machine Tools
And New Patent Safety
Automatic Oil Engines.
Contractors to . .
THE ADMIRALTY.
WAR OFFICE.
INDIA OFFICE,
etc., etc.
The Britannia Engineering Co., Ltd.,
Head Office and Work.; COLCHESTER, ENG,
For Gears, Bevels, Worm Wheels, Spirals,
or anything in the gear line, write to
"BUFFOLINE" NOISELESS GEAR Co.,
LEVENSHULME, nr. Manchester,
WHO ARE THE ENGLISH
wr^r
GEAR SPECIALISTS. I
l>4()74
lO
-- ■ im ■" "I 1 I
Machine Tools
Luke & Spencer, uJCUNLIFFE & GROOM,
BROADHEATH,
MANCHESTER.
Talegra[rfiic Address :
•'Emery, Altrincham."
National Talephoae :
" Altrinchasi 49. "
Manufacturers of
GRINDING
and
POLISHING
MACHINES.
EMERY. . .
WHEELS. .
Etc
Send for our
Enlarged
Catalogue,
free on
Application.
Telephon-e No. : 1469.
Telegrams : •• Tcdor. Biruingham.'
Modern . . .
MachiDe Tools.
CAPSTAN AND TURRET LATHES.
DRILLING MACHINES.
MILLING MACHINES.
BORING MACHINES.
H.W.WARD & Co.
ONLY ADDPESS-
86, Lionel Street,
BIRMINGHAM.
Contractors to British and Foreign Covernmenta
and Principal Engineering Firms.
LIMITED,
Broughton Lane,
MANCHESTER.
ESTABLISHED 1864.
Telegrams: "LATHE, MANCHESTER."
PATENT PLAf<INC MACHIflE.
DISC GRINDER.
Cunliffe & Groom, Ltd., MANCHESTER.
^IMMlf ' Machine Tools
UIL n II
%
"■■
44
GIANT KEYSEATING
MACHINES
For Cutting Keyways in Pulleys, Flywheels, Gears, &c.
MADE IN SIX SIZES. CUTTING SEATS UP TO FIVE INCHES WIDE.
WILL ADMIT ANY DIAMETER OF WHEEL.
Work can be set and finished by unskilled labour in
quick time.
Every job is set a'nd fastened by its bore only.
Perfectly true Keyways are obtained, whether the hub
' * ii faced true or left rough as it comes from
the Foundry.
Either straight or taper Key-
seats can be cut as
required.
Support being absolutely solid,
Tool cannot spring.
Tool has quick return, with
automatic relief.
Prices and Full Particulars sent on application to Sole Agents: —
C. W. BURTON GRIFFITHS & CO.,
I, 2, & 3, Ludgate Square, London, E.G.,
And at 59, Finnieston Street, GLASGOW.
i8
SEND FOR CATALOGUES
HIGH-CLASS NEW MACHINE TOOLS
IN STOCK FOR IMMEDIATE DELIVERY.
■«^^^M^PW«i^^AP«M^MNP«M^^^V
ll
IS, Bl
Tested and Adopted by
GOVERNMENTS & CORPORATIONS,
RAILWAY COS. & CONTRACTORS,
Hundreds of Leading
ENGINEERS & SHIPBUILDERS,
COLLIERIES & TIMBER MERCHANTS,
Sfe.. tfc. throughout the world.
((|r>C'AI O" ALONE CAN PROPERLY FIT VARYING
IL^CMI_0 .. DIAMETERS OF SAWS. . .
M. GLOVER & CO.. Sv LEEDS.
Patent Bevelling Machines
FOR SHIPS' FRAMES.
STEAM HAMMERS
FOR SMITHS' SHOPS AND FORGES.
Forge Cranes, Hand and Steam.
DAVIS &' PRIMROSE,
Xcitb 5romvcrk», EDINBURGH.
Code word ior this Machine, " Eteglass." Ai and ABC Codes nsed.
Telegrams : " Etxa. Leith."
19 H 2
Machine Tools
""
BERTRAMS LIMITED
London Office: ST. KATHERINE'S WORKS,
21. Gt. St. HELEN'S, E.C SCIENMES, EDINBURGH.
wan "SIHCLENESS"
Improved Single=<ended Punching and
Shearing Machines.
Manufacturers of all kinds of
MACHINE TOOLS
FOR ENGINEERS, SHIP BUILDERS,
BOILER MAKERS, &.c. &c.
FORGING
MACHINES.
SAWING MACHINES.
COKE BREAKERS.
WILLIAM RYDER, L
id.
BOLTON.
*'THE BOLTON BLACKSMITH.'
Automatic
Notching
Press
(:>ffimc<miim
consnrutioii. LsP.
_ «Wiill,
MUfjaiucfiififiawj
PrcsscsDics
SAEETMtrAL
MOLLOWARE,
COIINS, ^'
20
tim:
Drawing Press.
Machine Tools
BRETT'S PATENT
LIFTER CO Ltd..
Coventry, England.
0 0 0
Patentees and Maaufactunrs of . .
BRETTS
PATENT
LIFTERS,
ETC.
Pioneers of the Modem
System of Drop Forging.
20-cwt. Battery for Jabalpur.
Manufacturers of Drop Forging Plant as supplied to H.M. Dockyards,
arsenals, Small Arms Factories, India Government, Chief Railways,
etc, etc.
Telegraphic Address:
"LIFTER. COVENTRY."
Telephone .Vo. ; 384.
i.4. A AAA.ft. ft*. ft.AA.*.,ft..ft. A A AAAA A AAAA AAA AAAAA AA AAA A A * A • A A A AAA AA AA AAAAAAAAA. A '
WE MAKE
HIGH-SPEED
LATHES
A Speciality.
"ACCURATE."
"DURABLE."
"POWERFUL."
8iin., lOin., and 12in.
Centres.
REASONABLE IN PRICE.
UNEQUALLED IN POWER.
Sent) U3 ^our
Jnciuirics.
' A^l
"' ^
'»■
I
1^
1^
If
NOBLE 6 LUND, Limited, I
FELLING-ON-TYNE.
m » * ¥¥ »^¥¥'¥-¥^'¥^^-¥¥^r¥lRP^¥^'5
1?
BmihEm
Machine Tools
RICE 6 CO. (Leeds), Ltd.,
LEED3,
ENGLAND.
HYDRAULIC
Riveters,
Presses,
Cranes,
Panches,
Shears,
Hoists,
Lifts,
Pomps,
Accamulators,
Intensifiers,
Valves,
&c., &c.
I'OKTAHLK RIVETING PLANT.
ABC Code, 4th Edition, used.
Telegraphic Address; "Press, Leeds."
Telephone No. : 2362.
Northern Engineering
Co. (1900), Ltd.
KING CROSS, near
HALIFAX.
PLANING
MACHINE,
from 2 feet
up to 8 feet
nquare.
23
Machine Tools
"7^
JOHN STIRK& SONS
HALIFAX.
(Established 1866.)
Electrics-driven Horizontal Boring Machine, with 7 in. spindle, differential feeds,
and universal chuck for bars.
^o 3 UNIVERSAL
Ho. of Teeth
Outside dia. 81 ins.
Pitch approx. i n
Width of Face 2te »
Feed per min, 44 ,,
Time for 1 pair of
Gears, 2l hrs.
CAST IRON
SPlR*^^
J. PARKINSON & SON,
SHIPLEY, YorRs,
England.
including setting
machine, changing
blanks, and sharpening
cutters, 75 hrs.
S®Ail!Kl'|f Hydraulic Machine Tools
%
I III III «i
'■■
THE WEST HYDRAULIC ENGINEERING CO.
23, COLLEGE HILL, LONDON, E.G.
6overnmcnt$ of
Contractors for l)Vdramic Plant
and testing machines to tUc
GREAT BRITAIN,
INDIA,
GERMANY,
FRANCE,
RUSSIA,
ITALY,
SPAIN,
BELGIUM,
SWITZERLAND,
JAPAN,
CHILI.
QUN COTTON BLOCK PRESS.
Crown Agents for the
Colonies, etc., etc.
24
TT-
Machine Tools
The Asquith Small Radial^
The MOST ADVANCED on the Market, 3 ft. 6 in. RADIUS.
For Accurate and Rapid . .
DRILLING, BORING, TAPPING, and STUDDING
this Machine is UNAPPROACHABLE.
Speed Gear fioX gives twelve changes of Accurately
Graded Cutting Speed, obtained in under THIRTY SECONDS.
Feed Gear Box
Gives SIX CHANGES of Accurately
Graded POSITIVE FEED MOTION,
any of which can be obtained
INSTANTLY.
No Cones.
Effecting a GREAT SAVING over ordinary
type of Machine, by enabling speed and feed
changes to be obtained without any waste of
time ; by obviating excessive wear and tear
of belting, and delays and stoppages con-
sequent on belt repairs ; by eliminating belt
slip and loss of power, etc. No countershaft.
Costs less to fix, less in power, and less in
maintenance. No screwkeys required.
INVESTIGATION INVITED.
It will pay you to learn all about our Radials
before ordering elsewhere.
INQUIRIES ESTEEMED.
Five First Prize Medals.
Machines from 3 ft. 6 in. to 7 ft. Radius. Suitable for using the New High-Speed Drills.
ESTABLISHES
186S.
WILLIAM ASQUITH, Ltd., Si^^s,
HALIFAX, England.
Contractors to H.M. War Department, the
Lords of the Admiralty, Imperial Japanese
Navy, and other Foreign Governments.
Sole Agents for SCOTLAND :
P. & W. McLELLAN, Ltd., 129, Trongate, Glasgow
Sole Agents for FRANCE and SWITZERLAND :
H. QLAENZER & PERREALD, 1, Avenue de la Republique, Paris.
Sole Agents for BELGIUM :
LACY=HLJLBERT & CO., Ltd.
Bruxelles.
4, Rue Joseph-Claes,
25
stone Breakers, &c.
THE
"DRUM"
PUMP.
JOHNSON'S PATENTS.
Write jor Catalogue 63.
POSITIVE ACTION.
NO VALVES.
HIGH EFFICIENCY.
Section of " Drum " Pump.
DRUM
ENGINEERING CO.,
27, Charles St..
BRADFORD.
«• s.
I J. BENNETT VON PER HEYDE. 6, Brown St.. MANCHESTER
Stone Breakers
(Improved Blake Type.)
Rollers,
Screens,
Gravel Washers,
Concrete Mixers.
Section oj Machine.
SAMUEL PEGG & SON,
National Telephone ,04 Alexander Street. LEICESTER, ENGLAND.
26
l(^MEEf Mining MacJiinery ^
— ■ — -<i) -— r==^
COMPLETE
MINING EQUIPMENTS
Designed and Contracted form
200 STAMP GOLD MILL.
FRASER ff CHALMERS, VP^
Mining and Engineering Mac/iinery,
HEAD OFFICE : 3^ LONDON WALL BUILDINGS, LONDON, E.G.
AVorks: ERITH, KENT, ENGLAND.
27
Packings, Springs, &c.
" KARM AL "
Packing.
" ROKO ''
Edge Belting-
Needs no Oil or Tallow.
Lubricating Properties never cease-
Never Chars or becomes Hard.
Suits Hot and Cold Water.
Will Stand any Pressure of Steam or Degree
of Heat
Never Melts or Burns.
The fiuyer has the Satisfaction of Using All Up.
Indestructible Woven Edge.
Great Gripping Power.
Great Durability.
"Pile" Surface, won't STRETCH or CRACK.
Large and Well-seasoned Stocks always on
Hand
27 HIGHEST AWARDS.
Manufacturers of all kinds of
Engine and Pump Packings,
Hair and Cotton Beltings.
TRADE MAMK
Send for Circulars and Testimonials to
the Sole Proprietors and Manufacturers : —
THE FRIGTIONLESS ENGINE PAGKING GO., Ltd.,
Hendhatn Vale WorRs, Harpurhey,
MANCHESTER.
1(1, villi III, Ailti
"Packliess, Manchester. '
yalioiiitl Teliflioiii- :
No 1496
28
^^©iSJSmi
Wire Ropeways f
RESULT OF A TEST
OF ONE OF
BULLIVANTS
P
WIRE
ROPES
AFTER WORKING 31 YEARS.
This rope WHEN NEW measured 5^ in. circ. and took a breaking strain
of 104 TONS. SAME ROPE (STILL IN USE) after working continuously
for 3f YEARS hauling heavy trains up an incline of I in 12, during
which time it ran 58,000 MILES, and had reduced in size to 4^^^ in. circ,
WHEN TESTED took a breaking strain of 85 TONS 17 CWT.
WIRE ROPES FOR CRANES, LIFTS, HOISTS, DERRICKS, AND ALL PURPOSES.
BULLIVANT & CO., LTD.,
REGD. OFFICE
72, Mark Lane, London.
WORKS :
Millwall, E.
29
W 5>
(^MM
mo
Aerial Ropeways
ADOLF BLEICHERUG
LEIPZIG=GOHLIS.
Germany,
/iDaimtacturers
of . . .
For the rapid and economic
tiandling of COAL, IRON ORE and
BULK MATERIAL at Docks and Factories.
^ .H ^ 41 ELECTRIC OR STEAM DRIVEN.
u
(d
<
(0
(d
2
o
?^
o
o
>
a
C/)
Hoisting and Conveying Plant, erected for the Norddeutsche Kohlen & Coakswerke A.G. Hamburg.
These Three Cranes unload 1,500 Tons of Cargo in Ten Hours.
SHIPBUILDING and YARD CRANES.
Cable Hoist Conveyors. Blast Furnace Hoists.
THREE-MOTOR ELECTRIC TRAVELLING CRANES.
^ ^ ^ Improved Band Friction Hoisting Machinery.
Plants also designed in connection with BLEICHERT'S WIRE-ROPE TRAMWAYS,
as per advertisement of ttie preceding and following number.
AN EXPERIENCE OF 30 YEARS. ESTIMATES CHEERFULLY FURNISHED.
30
"TT-
Wells' Specialities
0
0
8
8
I
§
8
I
8
0
0
0
0
0
0
0
0
0
0
i1 =
O
0
0
0
0
^^
WELLS' W.SFI LTERS
SUPPLIED TO THE PRINCIPAL GOVERNMENTS FOR
THE WAVY, DOCKYARDS, Ac. AMD TO THE LEADING
ELECTRIC LIGHT INSTALLATIONS, ENGINEERING
WORKS. CAS ENGINE MAKERS, PRINTERS, &c., Ac.
OVER 10,000 SOLD.
MONEY SAVERS to any
USERS OF MACHINERY.
Pay first cost in a short time, as Dirtied Oil,
which has hitherto been thrown away, can
be filtered and used again and again.
Write for List of Testimoaials and Samples
of Work done by the Filter.
WELLS PATENT WASTE
FILTER
OIL CISTERNS AND CABINETS.
In connection with our well-kno'wn ' Waste
Oil " Filter, we are supplying Tinned Steel
Cisterns as illustrated, handsomely japanned
in vermilion, with black bands, and fitted w^ith
best brass fittings, and having a capacity gauge
inside.
PRICES.
1 _- — ^
IX. IS.
EACH-
-" }
> 3
Gallon size,
H by 15A-
. 10/9
\
4
10 by 15J
. 116
6
10 bv 22 .
. 14/8
Cylinder
f<
12 by 20 .
. 16/9
lo
12 by 25 .
. 18/-
12
isf bv 18 .
I5f by 26 ..
20/6
iS
. 23/-
The CABINET is made of tinned
steel with jjalvanised iron bottom,
enamelled bright red. it is at-
tractive in appearance, and is un-
aiiected by weather or the oil.
The PUMP is a force pump, made
cf polished brass, simple in its con-
struction. It is screwed into
Its place, and can be easilv taken
out tor fillmg the Cabinet 'from a
Barrel.
CAPACITY.
Special Quotations for
Larger Sizes.
50 Gallons.
30
0
0
o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
s
0
0
0
0
0
0
0
0
0
0
0
I
0
0
0
0
0
♦^
♦^
0
0
0
0
0
35-
50-
70/
No. I. — For users having only a small
quantity of oil to treat (no syphon )
17 in. by 9 in
No. 2. — Two top chambers hold alx)ut
3 gallons oil, 22 in. by 10 in.
No. 3. — Two lop chambers hold about
6 galloae oil. 27 in. by la in.
No. 4.— Two top chambers hold about
12 gallons oil. 36 in. by 16 in. ... 110-
Xo. 5. — Two top chambers hold about
24 gallons oil. 43 in. by 23 m. ... 189/-
Ko. 6. — Verj- powerful Filter for treating
large quantities of oil. 54 in. bv
30 in '.336-
Capable of dealing with 250 Galls. Oil per week
LARGER SIZES MADE TO ORDER.
A. C. WELLS
Midland Road,
lOOa,
Works : Cheetham, Manchester
6j Co.,
St. Pancras,
LONDON. N.W,
CS^S8O^^^SS^S^^S0C*i^SS^^^SCCSCSSSS^^S
«»«#-«#'«^^»«#^J»«# :* ^S^«
'^SilMmmmf
Telegrams : " FILATURE.'
Telephones: 202. 228.
Tfes St. Helens Cable Co.
LIMITED.
WARRINGTON.
Our Speciality, DIALITE.
A really waterproof cable.
Light and flexible.
No danger of corrosion.
We are also Manufacturers of
Vulcanized Rubber, paper, lead covered,
and dry core cables.
Flexible and cotton covered conductors,
and all kinds of mechanical rubber goods,
Tapes, &c.
London Office : 32, VICTORIA STREET,
Westminster.
Telegrams: " FILATTERIO."
Telephone: 4270 GERRAKO.
Miscellaneous
THE BRUUi
[ENE
^imn
-.PROTECTED- BT^'^LETTER
S ! M PLE
•
iimJi^
OVER 1000 PLANTS IN Ol%?/S-fON
TREATING- MILLIONS OF GALLONS OF
SOLE .^ANOFACrU^tRS
Vl^1:i^
WATER
19»KA
ENGINEERS
5 2, QUE EN VICTORIA ST, LONDON,
BRITISH * LABOJR
DELIVERED
J^ FROM STOCK
HRC Gh€
. Original\
Manufacturers
TELEPHONE
N° 1422
HOLBORN I
BWeaVersCq
\22RosomanST,^
\clerkenwell/
LONDON.
PRICE >MVflK<^ LISTS
& PARTICULARS VZON APPLICATION.
BRITISH-CAPITAL
THE
Phosphor Bronze Co.,
SOUTHWARK, LONDON, S.E.
LTD
,-■■»-■*»-»■»-»"
SILICIUM BRONZE WIRE
(In five grades of Conductivity and Tensile Strength.)
The best for Electrical Aerial Lines. As used by British
and Foreign Governments, and the principal Telephone
Companies, Electrical Engineers, etc.
SILICIUM BRONZE is also supplied in the form of Billets, Ingots,
Strip, Sheet, and Rods.
33
BMI^MM Electrical Apparatus
-i
GREENWOOD &> BATLEY, Ltd.,LEEDs
MAKERS OF EVERY DESCRIPTION OF
Representative in South Africa : —
W. G. TEBBUTT.
for War Material and a Great Variety of Purposes. p.o. box 1471 cape Town.
ENGINEERS' GENERAL TOOLS and of SPECIAL TOOLS
et 0
De Laval Patent
Steam Turbine
Dynamos,
Turbine Motors,
Pumps and Fans.
0 0
0 0
Dynamos and
Motors,
Complete
Electrical
Installations.
a 0
No. 6352. 200 B.H.P. Electric Motor, 420 volts, 400 revoltttions.
Turner, Atherton & Co., Ltd.
London Offices: — 110, Cannon Street, E.C.
Economical
Efficient .
Rellable_.
Electric .
Motors and
Elevators .
DENTON,
' MANCHESTER.
Patent . .
Starting .
Switch .
and
Automatic
Controller.
Specialite ;—
Electric Elevators for Goods and Passenger Service.
34
:^
Ei^ Electrical Apparatus
vi^
<C
19
P.D.M.
COOL RUNNING,
EXCELLENT CONSTRUCTION,
LOW, FIRST COST,
HIGHEST EFFICIENCY.
MOTORS FOR ALL PURPOSES
IN ALL SIZES FROM 1 TO 500 BH.P.
PHCENIX DYNAMO
MANUFACTURING
CO., Ltd., BRADFORD.
Aceats :—
Loaaon. E.G.: F. S. Dudgeon. 30. Gt. St. HeUn's.
BirmingkaiB : Sandford &" Dii. 44. Waterloo Street.
Glasgow: Christie fi* Co.. 82. Gordon Street.
120 B.H.P. SEMI-ENCLOSED. 500 REVS.
FAIRBANKS-MORSE ENGINES
operating on Gas, Oil, or Petrol, always
develop more than their rated H.P.
Close Regulation and Reliable.
Special Engines for Electric Lighting.
Se?id for Xew Catalogue N^o. 44b.
TO 1^0 H.P.
FAIRBANKS, MORSE 6c CO.,
MAXUPACTURERS,
Franklin & Monroe Streets.
Chicago. 111., U.S.A.
133, Liberty Street,
New York. U.S.A.
126. Southwark Street. S.E..
London, Eng.
- Ti) 'O H.)
BmMM
f Electrical Apparatus
H^ialiilfElectrical Apparatus
J. HALDEN cS Co.,
8, ALBERT SQUARE,
MANCHESTER.
Arc Lamp Duplex Radial
Photo Copying Frame
(SHAW AND HALDEX PATENT).
Engineer's Electric Frame, very superior, Arc
Lamp and Lowering Qear, Printing from
Two Tracings 53' x 31", at one operation.. £42 10 o
Other sizes as per List post free on request.
ADVANTAGES OF DUPLEX RADIAL PHOTO-COPTING FRAME.
A. — Copying indoors at any time where Electric Current is a%'ailable.
B. — The Frame when once mounted on the Pedestal remains there.
C. — Immunity from accident ensured by the Frame remaining on
the Pedestal.
D. The horizontal position (when placing in or taking out Tracings
and Copies) is the most convenient for Operators.
E. — Two full-size Tracings can be copied at one operation.
F. — The glass plates can be very easily cleaned when Frame is
horizontal.
Copiei Two Tracinit at One Operation.
Also at London, Ncwcastle.on.Tyne. Birmingham, and Glasgo'W.
SOLE AGENTS in South Africa: EIDELBERG BROS. & CO., Pretorius St., Pretoria.
P.O. Box 232. Telegrams : "IBIS."
" WOODITE " WORKS, MITCHAM COMMON, SURREY.
NOTICE TO ENGINEERS, ELECTRICIANS, STEAM USERS, and OTHERS.— "WOODITE" articles can now be obtained
with the utmost despatch. "WOODITE" lias stood the severest test for six years. Xo material in existence can equal it for Steam or
Electrical Purposes, and other appliances : has stood every test up to 40,000 volts for 1/8 in. sheet, without breaking down, bv the lx>ndon
Electric Light Corporation and others. Ram "U" Hat Joint and Packing Rings, Pump Cups. Gaskets, Manholes, Valves, Sheeting. Patent
"WOODITE" G. G. Rings, ard all Mechanical and other Goods which have" hitherto been manufactured in India Rubber, Leather, etc.,
can now be made of "WOODITE."
37
Fan designed for similar work*
DAVIDSONS CO., L^
SIROCCO"
ENGINEERING
WORKS.
13, Victoria Street, Westminster, 37, Corporation Street,
LONDON. MANCHESTER.
Belfast.
115, Hope Street,
GLASGOW.
Sole Representatives for the Continent of Europe :—
WHITE, CHILD, 6 BENEY. Ltd., 62 and 63, Queen Street. LONDON, E.C.
3?
WSmm
Business Systems
No. 17.
Top.
No. 902.
Bookcase
Sectioa.
No. 53.
Card Index
Section.
5 ky 3 Car4s.
No. 64.
Card Index
Section.
6 by 4 Cards.
No. 85.
Card Index
Section.
S by 5 Cards.
No. 20.
Vertical Filing
Section.
Card
Index
Users
Require such a %arietj- of sizes of cards that
ROCKWELL-WABASH
EXPAXSIOX BUSINESS SYSTEMS
have been arranged to supply this demand by
incorporating sections that contain drawers or
files which will hold three sizes of cards — 5 by 3,
6 by 4, or 8 by 5 — so ihat the necessity' of having
special cabinets built to accommodate the various
sizes is obviated.
As it is impossible to ascertain in advance the
exact capacity required, we have an additional
advantage in being able to add to our cabinets any
section or sections, increasing the capacity at will.
Our main sections are subdivided into smaller
sections, containing four, five, or si.\ drawers, so
that practically any desired increase of c-apacity
can be obtained.
Letter-filing sections can also be incorporated
in the same cabinet, as well as any other of the
many devices we manufacture for the classification
and filing of documents of everj- description.
The illustration shows a portion of our line of
EXPAXSIOX CABIXETS.
WE GUARANTEE : That if upon delivery and
core fit I inspection onr claims to superiority over any
competing product arc not sustained, or the goods
fail to give the satisfaction to %vhich the purchaser
is entitled, they may be returned at our expense.
NOXE BUT THE VENDORS OF THE
BEST CAN AFFORD TO PRINT THIS.
0 0 0
OUR CATALOGUES WILL INTEREST YOU.
000
Offices ai\d Show=rooms : —
69, MILTON STREET ; ami at
50, Deansgate Arcade, MANCHESTER '
Ba^Seluon. ^' Buchanan Street, GLASGOW.
RockwelUWabash Co., ud.
ELLIOTT D. ROBBINS.
Managing Director.
39
ffl«inS
NALDER BROS. & THOMPSON,
Managing Director: F. H. NALDER. LTD.
Ammeters, Voltmeters, .
Recorders, Circuit Breakers,
S\iritchboards
Telegrams :
Telephone
Nos. :
'OCCLUDE,
LONDON.'
124 » 6124
BANK.
Moving Coil Instruments, from £3 8s.
34, QUEEN STREET, LONDON, E.G.
Agents :
Berry, Skinner & Co., 65, King Street, Manchester ; Wm. McGeoch axd
Co., Ltd., Morrison's Court, 108, Argyle Street, Glasgow ; Vandam, Marsh
AND Co., Ltd., II, Upper Priory, Birmingham ; Robert Bowran & Co.,
3, St. Nicholas Buildings, Newcastle-on-Tyne : Ernest Koberts, 6, Holborn
Place, London, W.C. ; LuciEN Espir, iibis. Rue de Maubeuge, Paris;
Oswald Haes, 56, Margaret Street, Sydney, N.S.W. ; Balmer Lawrie
and Co., Calcutta ; Studioe Elettrotecxico Industriale, Lugane and
Milan (for Switzerland and Italy).
Miscellaneous
JUST PUBLISHED.
MODERN
ELECTRIC PRACTICE
Editor: MAGNUS MACLEAN, M.A., D.Sc,
Professor of Electrical Engineering ;
Assisted by Thirty-four Experts, all of whom are
actively connected with the Electrical Profession.
Covering the Whole Range of Electrical Work.
mODERX ELECTRIC PRACTICE is a new and thoroughly up-to-date
worlj which will be found to meet a want long felt by all those who
are interested in engineering in any of its branches. It is a practical work
written by practical men for practical men. The contributors are all
experts professionally engaged in electrical work as practical or consulting
engineers, as manufacturers, or as Professors in the universities and
technical colleges, and are all recognised authorities on the particular
subjects with which they deal. No fewer than 34 specialists have thus
contributed to produce a work which, under the skilled editorship of
Professor Magnus Maclean, D.Sc, may fairly claim to be a complete
repository of Electrical Engineering. The work will be complete in six
super-royal 8vo volumes bound in cloth. Price 9s. net each volume. The
first two volumes are now ready, with which is given a cardboard model of
an Electric Motor, showing the build and workings of a motor.
PROSPECTUS FREE.
THE GRESHAM PUBLISHING COMPANY,
34, Southampton Street, Strand, London, W.C.
LOBNITZ* GOLD DREDQERS ARE
AT WORK IN BRITISH NORTH
AND SOUTH AMERICA, AFRICA,
A5IA, &c.
AU parts
„ade to gauge.
^-^vTZ&co^iiiS.
ReNFREWi
ScOTtANSi
Telegraphic Address:
LOBNITZ, RENFREW. Ai Code used.
SIMPLEX
STEEL
CONDUIT
Co., Ltd.,
SIMPLEX
FOR INTERIOR
TRkDC MARK
CONDUITS
ELECTRIC WIRING.
of
80, DIGBETH, BIRMINGHAM,
20, BUCKLERSBURY, LONDON,
E.G.
SIMPLEX
Send (or New
Abridged List
with I.E.E. Rules.
And at MANCHESTER.
LIVERPOOL. & GLASGOW.
The SIMPLEX
STECL CONDUIT
SYSTEM IS the
most complete sys-
tem made. It con-
sists of 10 grades
of conduits, and
nearly 1,000 stan-
d.'u-dized fittings.
Awarded Qold
Medal, Interna-
tional Fire Exhibi-
tion, London,1903.
General M.ia.igcr's Office:—
Wkstixoiioise Bldg.,
Stkami, W.C
INDEX-TO'ADVERTISERS
!«%. ""<
PAGE
Addy, George, & Co i6
Allen, Edgar & Co., Ltd 73
Alley & MacLellan, Ltd 61
Allgemeine Elektricitats-Gesellschaft 36
Allis-Chalmers Co. ... ... ... ... ... 51
Anderson, D., & Son, Ltd. ... . . ... ... 66
Ashton, Thomas A., Ltd 85
Askham Bros. & Wilson, Ltd 73
Asquith, W., Ltd 25
Avery, W. & T., Ltd 3
Babcock and Wilcox, Ltd. 54
Baldwin Locomotive Works ... ... ... ... 52
Barns, W., & Son
Bennis, Ed.. & Co., Ltd....
Berry, Hy., & Co., Ltd. ...
Bertrams, Ltd
Blake and Knowles' Steam Pump Works, Ltd. ... —
Bleichert, Adolf, & Co .^ . ... 30
Blumann & Stern, Ltd 46
Bolton, A., & Co 80
Booth, Joseph & Brothers. Ltd 70
Brett's "Patent Lifter Co., Ltd 21
Bridge, David, & Co 9
Britannia Engineering Co.. Ltd. 16
British Steam Specialties. Ltd loo
Broadbent. Thos.. & Sons, Ltd 68
Brown Hoistinc Machinerv Co. 'ifi
Outside Back Cover
62
41
6 and 20
Breuer, Schumacher & Co
Buckley, Samuel ...
Buff oHne Noiseless Gear Co
Bullivant & Co., Ltd
Burton, C. W., Gritfiths & Co
" Business Engineer "
Cambridge Scientific Instrument Co., Ltd.
Churchill, Charles, & Co., Ltd
Clarke's Crank & Forge Co., Ltd.
Clayton, Son & Co., Ltd
Cochran & Co. (.Annan)
Consett Iron Co., Ltd. ...
Crompton & Co., Ltd
Cunliffe & Croom, Ltd
Davidson & Co., Ltd
Davis & Primrose
Deighton's Patent Flue & Tube Co., Ltd.
Denison, S.. & Son
Dobbie-Mclnnes, Ltd, ...
Drum Engineering Co
Elliott-Fisher Co.
Empire Typewriter Co
Engineering Press of the World
Fairbanks Co
Fairbanks, Morse & Co
Farnley Iron Co., Ltd
PAGE
. 12
• 75
.. 16
,. 2y
.. 18
S4
14
72
54
55
09
17
38
19
48
68
52
26
95
II
HENRY BERRY & CO., Limited,
LEEDS, England.
MAKERS OF
Belt-driven Pumps
Duplex Pumping
Engines
Fixed Riweters
Portable Riveters
Accumulators
Punching
Machines
Shearing
Machines
Forging Machines
Flanging
Machines
Baling Presses
Ingot Cranes
Foundry Cranes
Travelling Cranes
Bloom Shears
Billet Shears
Wheel Glutting
Machines
SpoKe Bending
Machines
Wheel Bossing
Presses
Wheel Presses
Leathers
Valves, &c.
HYDRAULIC
ERECTING SHOP.
FOR
Riveting
Punching
Shearing
Pressing
Lifting
Bending
Forging
Stamping
Flanging
Straightening
Joggling
TanK Makers
Gasholder Makers
Boiler MaKers
Bridge Builders
Ship Builders
Wagon Builders
Steel Works
OocKs, &c., &c.
MACHINERY.
41
Ventilation, &c.
MATTHEWS & YATES, 11°
Swinton, MANCHESTER.
Electric
Motors
Fully 6 Semi=Enclosed
I to 20 B.H.P.
SBND FOR CATALOGUE OP OUR
OTHER SPECIALITIES.
LONDON : 84, Gray^s Inn Road.
GLASGOW: 144, St. Vincent Street.
NEWCASTLE-ON-TYNE :
3, St. Nicholas Buildings.
r^lTmotes c ParlTculari on applicdlion.
^j yed for IRe drainage of CASTB<?URriE.
BomAY, RAMG0OM,5oUTnAMPToM, /
CAPBToWM and many ottTer Town5. ^
ComcssEDAlRllm^
for r(ai5in$ wdler from WELLS. BoREhoLE3Cc.
^IK V I IK (LjjI IvItor all services.
MMsna
47> Victoria SiReET,
42
Index to Advertisers
— (Contd.)
Findlav, Alex. & Co., Ltd
Firth, 'William, Ltd.
Fleming, Birkby & Goodall, Ltd.
Fowler, John, & Co. (Leeds), Ltd.
Fraser & Chalmers, Ltd
Frictionless Engine Packing Co., Ltd.
Gilkes, G., & Co., Ltd
Glover, M., & Co.
Green, E., & Son, Ltd
Greenwood & Batley, Ltd.
Gresham Publishing Co.
Griffin. Charles & Co., Ltd.
Hadfield's Steel Foundry Co., Ltd.
Halden, J., & Co
Hall, B.J
Hall, J. P., & Sons, Ltd
Hardistv, John
Hardy Patent Pick Co., Ltd. ...
Hathorn, Davey & Co.. Ltd.
Head, Wrightson & Co., Ltd. ...
Horsfall Destructor Co
Howard Bros.
Howes, S
Hudswell, Clarke & Co., Ltd. ...
Hughes & Lancaster
Hughes, G.H
Humbolt Engineering Works Co.
Hunslct Engine Co.
Hunt & Mitton
India Rubber, Gutta Percha, and Telegraph Works
Co.. Ltd Outside Back Cover
International Time Recording Co 96
PAGE
67
9
100
50
27
85
19
Inside Back Cover
34
40
9
49
37
81
54
»2
I
7
76
97
56
48
42
6
99
52
60
Jardine, John
Jones & Lamson Machine Co. ...
Judd, Walter, Ltd
Keep, Juxon & Co.
Keith, J., & Blackman Co., Ltd.
King, H.J. H.,& Co
Klinger, Richard & Co
Krupp, Fried.
Lancaster & Tongc, Ltd.
Lang, John, & Sons
Lassen & Hjort ...
Leeds Forge Co., Ltd
Lepard & Smiths, Ltd
Library Bureau, Ltd
Library Supply Co.
Lobnitz & Co., Ltd
Luke and, Spencer, Ltd
Lyle Co., Ltd
Mabie, Todd & Bard
McLaren, J. &H
Magnolia Anti-Friction Metal Co., Ltd.
Maier, S
Marion & Co., Ltd
Mason, W. F., Ltd
Mather & Piatt, Ltd
Matthews & Yates, Ltd
Meldrum Bros., Ltd
Melling, J. F
Metallic Paint Co., Ltd
Miller, Hy., & Co
Mirrlees- Watson Co., Ltd.
PAGE
.. 100
. 82
.. 83
-• 53
.. 43
26
15
33
44
84
89
90
40
17
93
87
47
83
86
63
56
42
65
85
87
46
BLACKMAN s^ FANS
For Ventilating and Drying.
JAMES KEITH & BLACKMAN CO. L"^"*
27, FARRINGDON ST., LONDON, E.G., AND BRANCHES.
THE THORNYCROFT STEAM WAGON
MaKers of all Kinds of Steam Vehicles fop
Commercial Purposes, Lorries, Vans, Drays,
Municipal Tipping Dust Vans 6 Water Wagons.
Loads from 1 ton to 7 tons.
ALL HIGHEST AWARDS SI.NXE 1898.
TWO MORE GOLD .MEDALS AT LIVERPOOL
TRIALS. 1901.
AWARDED FIRST PRIZE (£500) I.\ WAR OFFICE
COMPETITION OF MOTOR LORRIES.
London Offlce :
HOMEFIELD, CHISWICK. W.
WorRs :
BASINGSTOKE, HANTS.
t THE RELIANCE LUBRICATING OIL COMPANY. ^
31 19 & 20, ^Vater Lane, Great Tower Street. LONDON, E.C. (^
HIGH-CLASS NON-CORROSIVE LUBRICATING OILS Also 99, Great Clyde Street, Glasgow; 44-, Baldwin (^
AND SOLIDIFIED LUBRICANTS.
|A^ C'.stor. I,ar1. O'.ive. .Vestsfco:, ar.i Llr.seeJ iT-s. Tillow. S:c. Te'.ecr.ir.e N j. : .\-.-ENVE =r-,:. .\ B C C-rie Usei. ^
Street, Bristol ; and 1, Sandhill, Newcastle-on-Tyne. ^^
Telegrams: "SUBASTRAL, LONDO.V. ' J^
Te'.ecr.ir.e Nj. : .\-.-ENVE Jr-,:. .\BCC-:'.eUs
45
Index to Advertisers
— (Contd.)
Nalder Bros., & Thompson
Newton Bros.
New Zealand Mines Record
Nicholson Tool Co
Niles-Bement-Pond Co
Noble & Lund, Ltd
Northern Engineering Co., 1900, Ltd...
Oliver Typewriter Co., Ltd
Parker Foundry Co
Parkinson, J., & Son
Partridge & Cooper, Ltd.
Pearson, E. J. & J
Pegg, S., &Son
Periam, H. W., Ltd
Phoenix Dynamo Mfg. Co.
Phosphor Bronze Co., Ltd
Piggott, Thos., & Co., Ltd
Pochin, E. Arnold
Poetter&Co. ... ...
Power-Gas Corporation, Ltd. ..
Pratt & Whitney Co
Pryor, Edward, & Son
Quaker City Rubber Co
PAGE
40
81
86
44
21
22
90
9
^3
92
82
26
74
35
33
79
26
64
Outside Back Cover
13
85
Inside Back Cover
Kay ward Bros.
Redman, C. & Sons
Reliance Lubricating Oil Co
Renshaw, W. R., & Co., Ltd
Rice & Co. (Leeds), Ltd
Richter, Gustav ...
Riter-Conley Mfg. Co
Robinson, T. D. & Co., Ltd
Rockwell-Wabash Co., Ltd
Rose, Downs & Thompson, Ltd.
Rossendale Belting Co., Ltd
Rubber Stamp Co.
Ryder, William, Ltd
St. Helen's Cable Co., Ltd
Sankey, J. H., & Son
Scotch & Irish Oxygen Co., Ltd.
Scott, Walter, Ltd
Shannon, Ltd
Shipping World, Ltd
Simplex Steel Conduit Co., Ltd.
Smith, G. P., Ltd ,
Smith's Stamping Works, Ltd
Smith, Thomas & Sons, of Saltley, Ltd.
PAGE
• 44
■• 15
.. 43
.. 53
22
".'. 37
;; 76
.. 39
.. 77
81
.. «7
20
... 32
.. 86
... 44
... 71
... 88
... 98
... 40
... 77
... 73
The xD 0
Scotch & Irish Oxygen Co., Ltd.,
ROSEHILL WORKS, GLASGOW.
Valves for Gas Bottles, Refrigerating Plant, etc.,
in Bronze, Steel, and Aluminium.
Reducing Valves. Keys, and all Fittings for Compressed Gases.
tkos f oR'iV"
PATENT UNIVERSAL
HYDRAULIC VALVE
fou
Pfl/Cts
'""c.'S""*":;.;'
T
»SS ON 1
The "Eureka"
SANITARY
Copying-Cloth Bath.
For use in taking copies of Letters,
Invoices, etc., in ordinary Letter Books,
and for all kinds of Press Copy-
ing. Isnow acknowledged to
be superior to every
other device, and
has been adopted
in the leading
offices throughout
the world.
Gives perf ec tly
clear and legible
copies while leaving the
originals free from blurs or stains.
A suitable outfit will be sent for trial willingly, and taken back
free of \-iny chjrge if not approved.
OUR "CROWN" SPECIALITIES.
Duplicator, Pan 'Carbon Papor,
Typowrltar Carbon Papor, Lottor Film,
and "KfUEKA" SiAMi' A\n Envki.oi'k Moistenek are, like the
" Eureka" Copying Uath, the best of their kind on the market.
Prices and Particulars on Applicaiion.
Rayward Brothers,
81. QUEEN VICTORIA ST.. LONDON. E.G.
14
ffi»iSf
Packings
o
o
o
§
o
o
o
B
o
o
§
o
§
o
o
A Few Pointers
ON
Metallic Packings.
Point I. Buy the BEST.
Point II. The BEST is the CHEAPEST.
Point III. The UNITED STATES METALLIC
PACKING is the BEST, and therefore
the CHEAPEST. 00000
The United States
Metallic Packing Co., Ltd.,
soho worRs, BRADFORD.
o
o
o
B
B
B
45
Index to Advertisers
(Contd.)
South African Mines
South Eastern & Chatham Ry
South wood, Smith & Co., Ltd. ...
Spon, E. & F. N
Stamm, W.
Stenotyper (1902), Ltd
Stirk, John, & Sons
Sturtevant Engineering Co., Ltd.
Siiddeutsche Kabelwerke, A.-G,
Summerscales, W,, & Sons, Ltd.
Swain, John & Son, Ltd
Tangyes Ltd
Taylor & Challen, Ltd. ...
Temperley Transporter Co.
Thorn, John Z
Thompson, John ...
Thornycroft Steam Wagon Co., Ltd.
Trading and Manufacturing Co., Ltd.
Treasure, J. B., & Co.
Tubes, Ltd.
Turner, Atherton & Co. ...
PAGE
86
.. 82
.. 94
.. 6
•• n
.. 83
•• 23
.. 49
•■ 79
.. 98
57
20
65
80
6
43
91
81
78
34
United Kingdom Self - Adjusting Anti - Friction
Metallic Packing Syndicate, Ltd
United States Metallic Packing Co., Ltd.
Vacuum Oil Co., Ltd
Von der Heyde, J. Bennett
Ward, H, W., & Co 17
Ward, T. W 19
Watson, W., & Sons loo
Waygood & Co., Ltd So
Weaver, B., & Co. 33
Wells, A. C, & Co 31
West Hydraulic Engineering Co. 24
Westinghouse Co., The British... Inside Front Cover
Whitman & Barnes Manufacturing Co 86
Willcox, W. H., & Co., Ltd 85
Williams, J. H., & Co 72
Winn, Charles, & Co 59
Woodhouse & Rixon 71
"Woodite"Co 37
Wrigley, E. G., & Co., Ltd 48
Yost Typewriter Co 11
46
45
57
26
SIMPLEST & . .
MOST DURABLE
METALLIC PACKING
Fox* a.11 Cla.«ses of E^x&^la^es. ]VIa,ny 71x.OYass(,asds \ic%. XJse.
THE UNITED KINGDOM SELF-ADJUSTING ANTI-FRICTION 14. Cook St..
METALLIC PACKING SYNDICATE, LTD. LiverpooL
High=class
LUBRICANTS
For Machinery of Every Description.
NOTICE.— During the recent trials of H.M.S. "VIPER," when her Engines developed 12,000 Indicated Horse-
a a power, and the Admiralty mean speed for the six runs showed 36*581 knots, or a velocity equivalent
to 43 miles an hour, our Lubricating Oil was used with most satisfactory results.
BLUMANN & STERN, Ltd., ^^l Deptford, London,
Telegrams: "BLUMANN, LONDON."
Telephone No. i 92 DEPTFORD.
S.E.
USE
For full particulars
write :—
Hy. MILLER & CO.
Steelene
FOR
Millgarth Works,
Leeds.
CASE-HARDENING.
46
£lS
f[kmi>MMMEm Magnolia Metal
Magnolia
Metal . .
Best Anti=Friction Metal
for all Machinery
Bearings.
" Flower" Brand.
'> The Name and Trade Mark appear on each
Box and Ingot.
Magnolia Anti-Friction
Metal Company, of
Great Britain, Limited,
49, QUEEN VICTORIA STREET,
LONDON, E.G.
Telephone : 5925 BanK. Telegrams : " MAGNOLIER. LONDON."
EERLIN : FRIEDRICH STRASSE, 71. PARIS: SO. RUE TAITBOUT.
LIEGE. 3ELGIUM : 35. RUE DE L'UNIVERSITE.
GENOA, VIA SOTTORIPA : 1. PIANO NOBILE.
^^fflSiM
If
Miscellaneous
I 111 iii"i
ESTABLISHED 1860.
TEL. ADDRESS: "LOCO., LEEDS."
HUDSWELL, CLARKE & Co.,
RAILWAY FOUNDRY, LEEDS.
LOCOMOTIVE ENGINES,
LTD.,
Of all sizes and any gauge of Railway, of greatly improved Construction, for Main or Branch Railways, Contractors,
Ironworks, Collieries. Prices, Photographs, and full Specifications on application.
SOLE MAKERS OF THE " RODGERS " PULLEYS (Registered).
Wrought Iron throughout, Rim, Arms, and Boss.
ALSO ETCHELLS'" NON-DRIP BEARINGS, SHAFTING, AND ACCESSORIES.
Telegrams : "FLUES, LEEDS." Telephone (National) 16U. A 1 & A B C Codes used.
Deighton s Patent Flue &
Tube Company, Ltd.
DEIGHTON'S PATENT FURNACE.
The Destructive Tests have proved the DEIGHTON FURNACE
to be the strongest to resist collapse ever made.
It is also unequalled for Uniformity of Thicl<ness and Easy Scaling.
MAKERS OF MARINE and
LAND BOILER FURNACES.
Awardtd 2 Bronze Medils,
Piris Exhibllien. 1900.
ASHI.IN I":i7 PATENT WITTIIHiAW A lil.K KIliNACE
Vulcan Works,
Pepper Road, LEEDS.
MILLING CUTTERS,
High 5peed
or •^ ""*
Ordinary 5teeL
E. G. WRICLEY & CO., Ltd.,
Foundry Lane Works,
SOHO, BIRMINGHAM.
4«
i«SirmS=
#
3 h'o
'- i5<
rt ^^
rt -J s
o . s>
/5 O)
''.^- ■
^'T- >,
^;E
Mwifi
mgn w
^
11
^^fta J ^H
r
'^fiHl
m\
vSr '' '
til
An
l^;^.,'
'*»:' a
j^^HRk
mSHt
^HBj
iW^^
^^^^^^^^^^^
ilil^ ^mMm
H
ilii: .
r\
u rt u
<-z.
PAGES MAGAZINE
An Illustrated Technical Monthly, dealing with the Engineering, Electrical, Shipbuilding, Iron and Steel,
Mining and Allied Industries.
Vol. IV.
LONDON, JUNE, 1904.
No. 6.
ANIMAL TRANSPORT.
The ore is being brought in by mule and donkey transport to the lixiviation plant,
are also extensively used for transport (see page 487), and carry loads up to
exceeding 100 lb.
Llamas
but not
THE WAY INTO PERU.
BY
F. J. SCHAFER.
The author describes a very important project for opening up one of the richest and most fertile
districts of Peru. He shows that the one thing needful in Peru is an extension of the very limited
means of transport. The difficulties which this mountainous country presents to the civil
engineer will be realised when it is stated that the Oroya line already existing from Lima, the
capital, to Cerro de Pasco, reaches an altitude of 15.650 ft. in a distance of no miles. Mr. Schafer
proposes to avail himself of the natural route which has been cut out by the River Santa, and also
of the preliminary work lor the new line carried out by the late Mr. Henrj' Meiggs. The railway
already runs from Chimbote to Suchiman, a distance of thirty-two miles. Mr, Schafer's project
provides for the extensioJi of this line to Huaraz, a distance of 160 miles, opening up the rich
valley of Huaylas and eventually the enormous rubber tracts which lie beyond. — Ed.
BEFORE leaving office last July. President
Romana, in his message to Congress, said: —
" A concession has been granted by my
Government for the construction of a rail-
way from the Port of Chimbote to the town
of Recuav.
This railway is destined to develop the
immense wealth of Peru's most privileged
legion. that is the Huaylas Valley."
This news was received with enthusiasm, as
the construction of this important line will
develop Peru enormously.
(483)
31 A
Id - Q OS
54 E ;^ W
eft O -< B.
(484)
The Way into Peru.
48=
1) .—
at ^
o
z
> =
0 ii
u :=
:£ X
2 ^
C il
.— zi -
^^
y
j^
H
a
H
u
0
u
0
_y
1)
*•
>•
2
^
CiO
c
u
[z]
„_
y
w
0
:_
.^
■"^
<j
£
^
.-
"O
PS
c
b
tz
c
^^
_tn
M^
>i
^
rt
"""
^
0
X
.>^
y
y 3
THE PORT OF CHIMBOTE.
This almost land-locked harbour is one of
the best deep-water bays on the coast of Peru.
It is six miles long, and four miles wide. There
is not a rock in the bay. H.M.S. Egeria
thoroughly surveyed the bay in 1897, and the
British Admiralty Chart shows it to be ex-
tremely well protected from the west and the
prevailing winds of the south. The largest
vessels afloat can find safe anchorage in all
portions of the bay to within 500 yards of the
beach.
The United States Government carried on
negotiations with the idea of securing Chimbote
as a coaling station, during President Garfield's
administration, and since the construction of the
Panama Canal has been assured, negotiations
have been re-opened. Its central position in
regard to the principal ports on the west coast
of South America is evident when we see that
it is situated about 1.300 miles south of
Panama and 1.600 miles north of Valparaiso,
and about 200 miles north of Callao. The
geographical position of Chimbote is about
10 deg. south of the equator.
CHIMBOTE TOWN AND RAILWAY.
During the boom times, 1872-3, before the
Peruvian-Chilian war. Mr. Henry Meiggs under-
took the construction of a railway for the
Peruvian Government from Chimbote to
Huaraz, the capital of Peru's richest province,
Ancachs.
It was found that this route was the only one
in Peru by which the important mountain
towns of Caraz. Yungay, and Huaraz could be
reached by a railwa}' of reasonable grades, and
by which the summit of the Andes could be
leached without repeating the expensive zig-
zag Oroya or Central Railroad which in no
miles climbs to an altitude of 15,650 ft., or
about three miles.
Mr. Meiggs planned and laid out a town site
on American ideas, and constructed about 80
miles of the proposed line, placed four bridges,
completed seven tunnels, ranging from 150 ft.
to 600 ft. long, and laid the metals over a dis-
tance of 60 miles.
Then the Chihan war broke out. The Chilians
took possession of Chimbote, removed loco-
motives, bridges, and enormous quantities of
supplies, and tools to Chili, including the
entire outfit of the railway repair shops, which
were at the time the best equipped on the west
coast of South America.
This disastrous war left Peru in a position
absolutely unable to complete this important
railwav, and moreover, the Government was
486
Page's Magazine.
TRAMWAY LEADING TO THE GOLD MINES OF THE MACATE GOLD MINING COMPANY.
These mines are situated about 10,000 ft. above sea-level, and are seventy miles distant from
Cfijmbote. The ore is conveyed to the top of an aerial ropewav, by which it is transported to
the mill on the River Santa 7,000 ft. below.
forced to make terms with its foreign creditors
by handing over to the present Peruvian
Corporation all its railways, guano deposits,
and other valuable concessions.
During the fifteen years that the Peruvian
Corporation has been in possession nothing has
been done regarding the prolongation of the
Chimbote Railway, and the rights of the Cor-
poration to build the line lapsed.
The Government then arranged with the
author and gave him a concession to carry out
this important enterprise. Proprietorship in
perpetuity is given, and the concessionaire is
granted the use of all the material, load
bed, bridges, tunnels, etc., constructed by
Meiggs ; all of this work is estimated to be
worth ;jr5oo,ooo. The matter is being taken
up by an English syndicate, and it is to be hoped
that it will remain in British hands.
COAL RKSOURCeS.
The chief feature of the railway is that within
63 miles from the ])ort and at an altitude of
about 2,400 ft. above the sea level, the railway
enters the carboniferous Santa Valley region.
The best Lancashire coal experts have reported
these coal beds, which extend for a distance
of 40 miles along both banks of the River Santa
to be inexhaustible. It is estimated that over
500,000 tons of coal are consumed along the
west coast of South America per year, and nearly
all this coal comes from Australia or England.
Does it not appear strange that, having abundant
supplies within 63 miles of one of its best ports,
Peru should be using coal which has to be carried
for a distance of from 7,000 to 10,000 miles ?
The only explanation is that Peru, in con-
sequence of the disastrous war with Chile, was
unable to complete this important w^ork, and
it is only within the past two years that new
investments have been made. Therefore this
rich country has lain dormant for all these
years.
COPPER.
Certain it is that Peru offers a virgin field for
enterprise and capital, its natural resources
being enormous. The Americans are beginning
to find this out. They have already secured
the famous Cerro de Pasco copper mines, which
have been worked for 260 years for silver and
which some of the best-known English and
American mining engineers estimate to contain
over 25,000,000 tons of copper ore, carrying
10 per cent, copper, besides considerable silver
METHODS OF TRAXSFORT, OLD AND NEW.
The top view shows Bridge No. 4 over the River Santa, on the lower portion of the line already graded.
The other view shows a g;"oup of llamas used for tiansport.
U87)
OjCAl
4= t.
-" aj
2K
C (U
—'•^
5 "cr
"o--
x; <u
CJ
c c
rt «
coH
•--o
>— , V
u — .
-= -o
0.3
£ S
c Ji
0=:
K
. •— •
H
S
O
"S >;
rC
^•^
~,
.S |.
o
o
!3
£7
o
p Ji
a iii;
w ii'
3 "C
3 J:i
(488)
The Way into Peru.
489
values. This enterprising American company,
which is called the Haggin-Vanderbildt
syndicate, paid £700.000 in cash for the mines.
Having just completed 80 miles of standard
gauge railway to connect these mines with the
main or central railway of Peru, they are erecting
a plant to smelt 1,000 tons of ore per day.
and already nearly £2,000.000 in cash have
been actually expended. The enterprise in-
volved will be more readily understood when it is
stated that these mines are situated at an
altitude of over 14,000 ft. above sea level,
and that the central railway of Pera reaches
a height of 15,600 ft. within no miles from the
coast.
THE PERUVIAN PEOPLE.
The Peruvian individual business man is always
well educated ; he generally speaks English
and French, in addition to his own language,
and during the writer's residence of upwards
of ten years among the people of Peru, he has
found them to be gentlemanly and upright
men, who may be relied upon to meet their
obligations. By comparison with the North
American and Mexican it can be safely said
that they are in every way, whether as a
Government or as a people, equal and
probably better people to do business with.
THE CLIMATE OF PERU.
The climate varies with the altitude. On
the coast and at Chimbote it is hot and
very dry, being situated in the rainless
zone, and this is one of the reasons why
such enormous crops are obtained from
sugar-cane, cotton, and rice. Green and ripe
cane is seen in the same field, the Indians
cutting ripe yellow cane for the mills at one end
and the new \-oung green cane growing at the
other end of the field. The sugar haciendas
around Chimbote are watered by ditches from
the Santa River. Peruvian sugar fetches from
IS. to IS. 6d. per cwt. more than beet sugar,
and 3d. per cwt. more than the best Java.
The road bed of the proposed Chimbote Rail-
way rises by a gradual ascent until at a distance
of 63 miles one reaches the coal mines at an
altitude of 2.400 feet above sea level. Here
the climate changes, and from November to
April occasional downpours of rain can be
expected, whilst the rest of the year is com-
pletely dry. Higher up the valley, at a dis-
tance of 100 miles and about 5,000 ft. above
sea level, the year is divided into two distinct
seasons. During the period between May and
December (absolutely rainless), the weather
resembles that of a beautiful English summer,
while between December and May there is rain
nearly every day after twelve o'clock. The
temperature at from 5,000 ft. to 7,000 ft.
above sea level is nearly always about 70 deg. F.
At an altitude of 10,000 ft. one has the most
delightful climate in the world, with cool,
bright sunshine, and very healthy conditions
generally, and an average temperature of about
60 deg.
The country at this altitude, and in fact from
3.000 ft. to 12,000 ft., is prolific in agricultural
produce. From the sugar cane and the cotton
of the coast one passes on to the vineyards,
orange, banana, lemon, chirimoya, and other
fruit farms of the valle\-s. 2.000 ft. to 6,000 ft.
above sea level, then to the alfalfa fields, peas,
beans, sweet potatoes, and \-ucas, at 7,000 ft.
to 10.000 ft., thence to the wheat, barley, oats,
and potatoes at from 10,000 ft. to 12,000 ft.,
then to the natural grazing grounds, the Sierra.
Pasto, at an altitude of from 12,000 ft. to
15.000 ft., where huge flocks of sheep, cattle,
and llamas graze and thrive.
The writer spent three years at the celebrated
Patara Mines, situated in this beautiful depart-
ment of Ancachs. The mine house was at an
altitude of 15,800 ft. above sea level, with
enormous snow-clad peaks towering on every
side, yet there was no permanent snow ; the
perpetual snow level commences at 16,500 ft.
A XATIVE GIRL EMPLOYED .AT THE
P.\TARA MIXES.
WEIGHING THE SILVER AS IT LEAVES THE MINES.
These mines are situated at an altitude of 15,600 ft. above sea-level, and are about eighty
miles from the coast. This view is taken at a point known to the Indians as Rumi Chaca
(Stone Bridge). The bags contain rich, selected ore, while the boxes are tilled with
silver sulphide (about 70 per cent, silver) the product of the li.xiviation process. The
grinding mill seen on the right is driven by a Pelton wheel.
MR. SCHAFER (MANAGER) AND THE STAFF AT THE PATARA MINES.
On the extreme left of (he picture is the mannger of the commissariat department. At his elbow
is the book-keeper ; while on the other side of Mr. Scliafcr are the ciicmist (Dr. Hanson), the mine
boss, and on the extreme right Mr. F. Stott, assistant assayer. In tiie front row, from left to right,
are the assi8t;mt mine manager, the cashier, the transport manager ; and, on the right, Senor Mcncsis,
the only engineer Mr. Schiifer was able to obtain as an assistant after the pliint was built.
(490)
The Way into Peru.
491
GROUP OF NATIVE SERVANTS.
Labour in Peru is very cheap, and consequently the above may be taken to represent the
ordinary household retinue of a mine manager. In the centre of the group (holding
frying-pan) is the Chinese cook. The Cholas, or Indians, are wearing ponchos, which may
be described roughly as a big blanket with a hole in the centre, ready to be thrown over
the shoulders. 1 he author describes the natives as a moral people. Though not particularly
clean, they are extremely intelligent, and make good servants.
The temperature was constantly just below
freezing, yet in four hours on a good mule he was
able to descend from snow and ice through
beautiful fields of alfalfa, grazing land, fruit
farms and vineyards, to the tropical heat of
the sugar plantations.
THE VALLEY OF HUAYLAS.
The proposed Chimbote Railway, starting at
sea level reaches the summit of the Cordillera
of the Andes at Huaraz, the capital of the
province of Ancachs. It passes through the
sugar cane and cotton haciendas of the coast,
then following the sinuous windings of the
River Santa, wh'ch is the largest in Peru that
iiows into the Pacific Ocean, it passes through
the coal region at 63 miles from the coast.
The following is an analysis of the coals
which are here found in large beds of from 3 ft.
to 10 ft. wide, and at less than 2,400 ft.
above sea level : —
Fixed carbon
Volatile matter ..
Anthracite.
86-58 per cent. .
377
Bituminous.
.. 6480 per cent
.. 2I-00 ,,
Ash
Moisture
Sulphur
■ 3^3 „
■ 496
. 086
520
«'3o
070 „
Some 30 miles higher up the railway enters
the beautiful callejon or Valley of Huaylas, at
Mato. a small town at the foot of the Black
Cordillera. Here the valley widens out, and
a more picturesque scene it would be difficult
to find in any part of the world. On the right
bank the white or snow-capped Andes stretch
as far as the eye can see. whilst on the left rise
the beautiful Cordillera Xegra, so-called because
although in parts quite as high as the white
Andes, these mountains are not snow-capped.
The slopes of both these immense ranges are
cultivated with wheat, barley and other pro-
ducts, whilst the valley itself is planted with
cane, fruit trees, and alfalfa. Through the
centre winds the Santa River, and the picture
from, a height of 10,000 ft. to 12,000 ft. is superb.
\'arying in width from one to four miles and
continuing on a gradual up grade of about
2 percent, to Huaraz, which is 12,000 ft. above
sea level, the valley is densely populated by an
industrious and thrifty people, who are the
descendants of the Inca race.
It is estimated that the railway will ser\-e a
population of from 600,000 to 700,000. The
chief towns are Caraz, Yungay, Carhuaz, and
492
Page's Magazine.
ASSAYING AT THE PATARA MINES.
Dr. Hanson, the chemist at these works, is engaged in mailing an assay of silver ore on the
mountain side. The dimate, it will be noted, permits open air work of this description
at an altitude of 13,000 ft.
Huaraz, all flourishing towns of from 10,000
to 40,000 people. At })resent this important
valley is closed to the world, the only outlet
being over the Black Andes through passes to
the coast. This involves a climb over the sum-
mits of the Black Andes, and then a gradual
descent to sea level to Casma, Samanco or Chim-
bote. Although the distance from Caraz or
Huaraz to the sea is only 90 miles, yet it takes
three days' good riding to make the journey ;
freight is brought from the outside world on mule
or donkey back in loads of 300 lb. per mule.
These take ten days to make a return trip, so
that to transport one ton of merchandise per
day it would require seventy mules at the rate of
seven animals per ton, besides fourteen drivers !
Yet there are in the towns of Caraz, good beds
from Tottenham Court Road, Shannon files,
and roll-top desks from London, billiard tables
and pianos from Paris and Germany, and in
one case a complete house furnished throughout
by a London firm ! It may be mentioned that
the pianos and billiard tables which weigh more
than 300 lb., have all had to be carried up by
Indians, the descendants of the great sun
worshipper — the Inca.
The mountain sides are studded with silver,
copper, and gold mines, hence the pianos and
billiard tables in Caraz and Huaraz. A rail-
way running right through the heart of such a
country has enormous possibilities for the devel-
oj^ment of its agricultural and mineral industries,
while the coast haciendas will find a ready
market for their rice, sugar, alcohol, and salt,
and Manchester and Birmingham will have a
new opening for trade abroad.
Beyond this wonderful valley of Huaylas lies
untold wealth. Once the summit of the Andes
The Way into Peru.
493
has been reached the descent on the Eastern
slope becomes an easy matter, and this leads
us to the Montana, to thousands upon thou-
sands of acres of indiarubber of the finest
kind, within easy each of either the proposed
railway or a navigable point on the Maraiion,
or head waters of the Amazon River.
Andrew Carnegie is quoted as having said :
" If I had to work my way again in the world,
I would not go back to the iron and steel in-
dustrv. but would take up the indiarubber
industry, in which a man of very little means
can soon make a fortune."
Once on the eastern slope one is in a country
well watered by immense rivers, there are over
6,000 miles of continuous internal navigation.
Professor Orton says of this country : " Peru
has immense capabilities. She is the France of
South America. All the fruits and grains of
the earth find a congenial and fertile soil here,
with the Pacific on the left and the navigable
Amazon on the right, with mountains of mineral
wealth untouched, with highland valleys, like
the over-hanging gardens of Babylon for beauty,
and with plains and reclaimable pampas, which
might equal Egypt in fertility. Peru is potentially
one of the richest countries of the globe." No
other country can furnish 6,000 miles of con-
tinuous internal navigation for large steamers.
For 2.000 miles from its mouth, the Amazon
stream has no less than seven fathoms of water and
not a fall interrupts navigation for 2,600 miles.
What is to become of this great region ? The
wealth of an empire is yearly lost in the rubber
forests alone. The soil can be had for prac-
tically nothing, and when one sees this enormous
over-abundance of stagnant wealth, one asks
oneself by what strange fatality half the world
is covered with inhabitants so that there is
not enough bread for all, whilst in the other
half the population is so small that there are
not enough hands to gather the harvests.
The solution to this question is the building
of such railways as the Chimbote-Huaraz line,
and then we will enable Humbolt's saying to
become truth, namely : " Here in Peru, sooner
or later, the civilisation of the world will be
centred."
Senor Alejandro Garland, the well-known
poUtical economist, in a very able article on
the Railroads of Peru, pubUshed in the Lima
" Comercio," March 27th, 1904, says : —
" Whenever Peru's financial position improves
a distinct tendency is exhibited towards the
construction of railways, and among other
proposals the one to construct a hne running
along the coast has been extensively discussed.
''For my part, I am diametrically opposed to
any coast railwaj's whatever, and I consider
we would be committing a very grave error in
devoting the /200,ooo which the new Tobacco
Tax will produce annually for such a purpose,
for the following reasons : —
"The remarkable calm of the Pacific Ocean
which washes our coast, and the complete
absence of storms, together with the excellence
of the majority of the ports, make the
establishment of a maritime traffic on a very
economical basis an easy matter. On the
other hand, it would be difficult to exaggerate
the manifold advantages which railways running
from west to east, or from our coasts into the
interior of Peru would afford.
•• For example, what an enormous gain it
would be to Peru if the Chimbote Railway were
extended even for only the forty odd miles
which are still needed to reach the important
carboniferous region of that valley, from which
excellent coal can be extracted and delivered
in one of the most beautiful harbours of our
coast at a maximum cost of £1 per ton to the
consumer.
• Such are the enterprises which Peru should
encourage in order to insure her progress. It
is inadrnissible in the present condition of the
country to use the funds at our disposal in
supplanting the existing maritime communi-
cation by coast railways."
A LECTURE I3Y PROF. WORTHINGTOX, C.B., F.R.S.
FAMOUS TECHNICAL INSTITUTIONS.
IV. — The Royal Naval Engineering College, Keyham.
BY
C. ALFRED SMITH, B.Sc, A.M.I.E.E. (late R.N.).
In this article the author describes the course of training which has
been in vogue for the last fifteen years, and which he himself has passed through.
Under the new regulations, Keyham College will still be used as a training institution for
engineer officers during the last three years of their training. For the excellent series of
illustrations we are chiefly indebted to "The King and his Navy and Army." — Ed.
' T is an axiom with the British public
that the security of our com-
merce and the safety of our
Empire depend entirely upon
the efficiency of the Royal
Navy. But what the public do
not fully appreciate is the fact,
patent to all the technical
readers of this journal, that the
' efficiency of the Royal Navy as
a fighting machine is very largely dependent upon the
men who control, coax, and alone understand, the
terribly intricate and absorbingly interesting machinery
upon which depends the speed of the ship, her mancru-
vring powers, the health of the whole of the officers
and crew, and even the very fighting capacity of the
vessel in action. Almost every weapon of warfare,
from the huge turret guns to the deadly torpedo, are in
fact to some extent dependent upon the engineer officer.
Of late, a great deal has been written concerning
class prejudices between the executive and the en-
gineering branch in the senior service, but that is.
simply a relic of bygone days. P'or the last ten years
the students who have entered Keyham College have
been, for the most part, public school boys, and have
often formed friendships at school with those whom
they have afterwards met again as midshipmen or
sub-lieutenants in the gunroom of a warship. .\t the
writer's own school, in Hampshire, there were, each
year, entered into the Royal Navy about ten cadets
to the Britannia, and about halt a dozen engineer
students (now cadets) to the Keyham College, or, as
the Admiralty put it, " entered on the books of H.M.S.
Vivid, Devonport."
It may be stated at the outset that the training at
Keyham is a strenuous one. That is " the price of
Admiralty " that everyone in the senior service has
to pay, from Tom Jones, A.B., to the Admiral of the
Fleet ; but one seldom hears a grumble concerning
the strict discipline maintained. The senior students
are used to it, and they take good care that the junior
men are well broken in on arrival. Entrance is eifecteil
by competitive examination (and here it must be
understood that the writer is describing throughout
the scheme of training which obtains until the new
regulations come into force in 1906), and there are
usually some two hundred candidates for about forty
places. The entrance examination is of a similar
standard to the ordinary University Matriculation
examination. The successful candidates are required
to pass a medical examination to satisfy the .\dmiralty
regulations, wliicli state, among otiier amusing details,
that no candidates will be permitted to enter Keyham
who " are mentally deficient " ! For this they are
medically examined after being successful at the
above-mentioned examination !
(494)
Famous Technical Institutions.
495
INCREASED ACCOMMODATION.
For the last fifteen years Keyham College has been
the only Admiralty training ground for engineer
officers R.X. Previously, H.M.S. Marlborough, at
Portsmouth, was used for this purpose, but it was
deemed advisable to do away with this dep::t. Five years
ago a new wing was introduced to the College, which
greatly conduced to the comfort of the students there
by providing reading and billiard rooms, larger lecture
rooms and laboratories. There are, at present, about
two hundred " engineer cadets " at Keyham. It is
not intended to deal with the social life of the caiet,
suffice it to say that " mv Lords" seem to realise
the truth of the maxim that " all work and no plav
makes Jack a dull boy," for there are provided football
and cricket fields, tennis and fives courts, a small
flotilla of various rowing and sailing boats, billiard
and recreation rooms, while (at least twice gi vear)
dances are held in the large dining hall, to which the
cadets invite their friends. Kevham College is espe-
cially proud of its Rugby football team, which has on
many occasions supplied plavers for the international
contests.
THE UNION OF THEORY AND PRACTICE.
The readers of Page's M.agaZine, however, will
be more interested in the actual dailv life of the
cadets in workshop, laboratory, and lecture room,
than in their exploits in the realm athletic. The
course seems to have been devised in order to bring
about what Sir Oliver Lodge describes as " the wedding
of theory and practice." For the first three years,
perhaps, there is more practical experience in the
workshop than theoretical instruction in the lecture
room, but the balance is made quite even during the
last two years, for six months of which the cadet
never enters the workshops, but spends his ti ne in
the drawing office on design work. For the first
year's training, the practical work is done in the
cadets' fitting shop in the Kevham Dockyard. The
work here is of a very practical nature, and includes
the building of such auxiliary machinery as fan engines,
circulating pumps, steering engines, and fire and bilge
steam pumps. The course is so arranged that a
third-year cadet is usually given one of the above
pieces of machinery to erect, and has a first-year
cadet working under him. In charge of the shop are
a certain number of engineer-lieutenants, under whom
there are engine-room artificers, each of the latter
having about a dozen students under him at a time.
THE SCHOLASTIC STAFF.
The educational course is under the direct
supervision of Professor Worthington, F.R.S., C.B.,
who also gives lectures to the more advanced cadets.
It is impossible to adequately express the respect
and affection which those who have gone through
this somewhat Spartan-like training school have for
the Professor and his deputy, John Crocker, Esq.,
R.X. The engineer officers and the Captain com-
manding the college are usually only appointed for
three years' service, but generation after generation of
cadets come in close contact with the scholastic staff,
and have ample reason to remember the kind, almost
paternal, advice so generouslv given, as well as the
keen interest taken in the individual progress of each
and every cadet.
THE COURSE— FIRST YEAR.
During the first year the lectures are in the following
subjects : mathematics (algebra, mensuration, and
trigonometry), heat, hydrostatics, mechanics, French,
and chemistry. Lectures are given for three hours on
two mornings of the week, preceded by an hour's
THE BR.\SS FOUNDRY.
49^
Page's Magazine.
A LECTURE ON MACHINE DESIGN.
preparation. On three evenings a week they are
also given from six till eight o'clock. The afternoons
are spent in the workshops, as well as four of the
mornings. The engineer officers of the Dockyard give
special lectures on steam and practical engineering
subjects, amounting from about eighteen to twenty-
four in the course of the year. At the end of each
year examinations are held in all the theoretical
subjects, and it is necessary to obtain at least thirty
per cent, to pass successfully.
SECOND YEAR.
For the second year the " school routine " is very
much the same as for the first year, no additional
subjects being taken. But in the workshops the cadet
now spends his time at work with the machine tools,
lathes, drills, planing and shaping machines. The
crank-shafts, brasses, engine-cylinders, and pump
barrels of the machinery which he will put together
in his third year in the fitting shop are, during the
second year, turned, bored, etc. — in fact, made ready
for erection from rough forgings or castings which
have been made by the fourth and fifth year cadets.
Until this year (1904) it was the practice for
the factory hours of the cadets to be from 7.30 a.m.
till 12, and from 1.30 till 5 p.m., but now it has been
considered advisable for them, each morning, to have
one hour for preparation of theoretical work before
entering the workshop. At the end of the second
year an examination is held which has an important
bearing upon the cadet's future. If he is among the
first two or three on the list published as the result
of the examination, he may, if he so chooses, study as
a naval constructor. If he is among the first fifteen,
he is in " the upper division," and afterwards does
much more advanced mathematical and design work
than theremainderofthecadets in the "lower division.'.'
If he fails to get 35 per cent, of the total, he is usually
requested to resign— nor is this fate confined to the
second year, but all the yearly examinations.
THIRD YEAR.
The third year of his training means, for the engineer
cadet, a change in his studies, as well as his naval
uniform. In the workshops he spends eight months
on engine fitting, one month in sketching machinery
used for torpedo work, such as air-compressors and
torpedo-engines, and the remaining three months
repairing machinery afloat, running steam trials on
the ships which have been in the Dockyard under
repair, or steaming H.M.S. Sharpshooter, a special
training vessel for the engineer cadets. This ship,
which is a torpedo gunboat, is fitted with water-tube
boilers, and is used solely for training the cadets.
The studies now include higher mathematics, mechanical
drawing, hydraulics, light, electricity, heat, strength
of materials, machine design, dynamics, applied
mechanics, metallurgy, and special courses in marine
engineering. There is a large testing machine, which
the third year cadets use, in the fitting shop, and upon
which are made the Admiralty tests on the materials
used for the machinery of the vessels fitted at the
Devonport and Keyham Dockyards.
FOURTH YEAR.
In the fourth year's training there is included, as
well as practice in fitting machinery afloat, one month
in the coppersmith's shop, where the work done is of a
very practical nature, and is under the direct super-
vision of a skilled coppersmith. In this and the
other special shops in which the cadet spends a period
of from one to two months, a group of from six to
ten cadets work in pairs at a special bench providetl
for them. Shoultl there be work in any other portion
of the shop that is at all instructive to them, the
instructor and the shop foreman take them either to
watch or help in the work, the whole j^roccss being
thoroughly explained to them. In the coppersmith's
shops there are also special fires, etc., for the cadets.
The work consists in fitting on patches, branches, and
flanges, doing soldering and brazing, running white
metal into bearings, and making sketches of the
apparatus used in such a shop. Next a month is
spent in the smith's shop, where very practical work
is done, such as welding, light forging, the making and
tempering of chisels and drills, etc., after which a
month is spent in the pattern shop and the brass
Photo by A. P. Steer. Plymouth.^
THE CAPTAIN OF THE ROYAL NAVAL EXGIXEERIXG COLLEGE AT KEYHAM.
Captain R. S. Lowry, R.N., was born on March 4th, 1854 ; entered the Navy, December, 1867 ;
became Lieutenant, October, 1875 : Commnnder, December. 1889 : and Captain, 1896. While
Commander of H.M.S. Undaunted, in the Mediterranean, he received the thanks of the French
Government, and a pair of Sevres vases, in recognition of his exertions in helping the French
ironclad Sei\^iiefay, when aground by Jaffa. April, 1891. In 1897 he was appointed Assistant-Director
of Naval Intelligence. He is a member of the Council of the Royal United Service Institution, and
became Captain of the Royal Naval Engineering College on December 6th, 1902.
(498)
Famous Technical Institutions.
499
foundry ; then two months in the boiler shop, in
which place the : cadet does tube-rolhng, rivetting,
hydraulic tests, etc. During the writer's sojourn in
this shop there were being built the Belleville boilers
for the Vestal, Thornycroft, Yarrow, Mumford, and
Blechvnden boilers, as well as the ordinary cylindrical
type. In this, as in all other shops, the foreman is
instructed by the Chief Engineer (now Engineer-
Captain) of the Dockyard to oifer every facility to
the cadets and their special instructor to inspect and
work on anything which will add to their general
knowledge of marine engineering.
The lectures in this fourth year are on the same
subjects as those of the third year, but more advanced.
Special courses on electrical machinery are also given.
It becomes almost cdmpulsory for those cadets who
wish to retain premier positions to attend lectures or
exercise classes every evening of the week, although
the official syllabus only mentions three evenings a
week.
FIFTH YEAR.
In the first month of the fifth year's training there
is field gunnery training for the cadets, and it is safe
to say that, with the majority of them, this is the most
popular item of the whole of their training. There
are no lectures, no workshops, but the whole of the
month of July out in the open air at the Naval Gunnery
Grounds overlooking Mount Edgcumbe Park and the
Hamoaze. They row across this tidal estuary every
morning in the great cutters, or are towed by a Dock-
vard pinnace, and remain there till 4 p.m., doing squad
drill, rifle, Morris tube, or pistol practice, cutlass
exercise, or engaging in a single-stick melee. As a
proof of the Spartan-like traditions which they still
retain in the senior service, it may be mentioned that
in connection with the single-stick practice, each cadet
stands alone in an open space armed onlv with his
stick and helmst, while the remaining half squad —
i.e., twenty- four cadets — engage in turn in single
combat with him I After this month's gunnery
training is over, the ordinary routine of the engineering
training is resumed, two months being spent in the
chief constructor's drawing office to learn something
of the construction and under-water fittings of war-
ships ; one month in the dynamo repair shop ; three
months, on daily trials of main engines afloat, or
taking cruises in the Sharpshooter along the Devon
and Cornish coasts. These cruises are especially
instructive, for, in turn, the cadet does stoking, in-
dicating, log-keeping, works the starting and reversing
gear for the whole cruise, bringing the vessel to her
moorings at night by keeping one eye on his levers,
the other on the engine-room telegraph. On certain
days he must turn oat very early and go aboard to
lay and Ught fires, getting up steam, and opening and
regulating various valves, so that the vessel mav be
ready for sea at 8 a.m., on the arrival of the other
cadets. In order that there shall be no confusion,
the steaming classes are small in number, there being
usually about ten to a dozen cadets for each party.
For the remaining five months the cadet is in the
drawing office doing engine design. He must make
a complete working drawing of some auxiliary
machinery ; some wiU select a dynamo engine, others
a fan or circulating pump and engine. Then follows
the final examination, lasting more than a fortnight,
upon which his commission and subsequent promotion
depends. An oral examination by the Chief Inspector
of Machinery (now Engineer Rear-Admiral) and two
Engineer-Captains is not the least trj-ing of the ordeals
of his last year. It is on record, however, that even this
awesome tribunal did not prevent one cadet from making
an amusing reply. He was asked " what steps would
IX THE P.ATTERX SHOP.
3^ A
(JOO)
Famous Technical Institutions.
501
A Sr^AMlXtj PARTY OX H..M.S.
SHARPSHOOTER.
you take if the main stop-valve of your boiler became
disconnected ? " His reply was " the stokehold steps, sir : "
TKE STATUS OF KEYHAM.
The tremendous comphcations of a modern man-o'-
■vvar are hazily though well realised by those on land,
so that any comment by the author is needless. In
the words of Engineer-Captain Robert Mavston, R.X. ,
who was for many years Chief Engineer of the Keyham
Dockyard, and directh- responsible to the Commander-
in-Chief at Devonport (at present .\dmiral Sir Edward
Sej-mour holds this post) for the training of the engineer-
cadets, '* the faciUties afforded at Keyham for the
acquirement of a thoroughly practical training, place
the Royal Naval Engineering College in the foremost
rank as an institution for obtaining a sound knowledge
of mechanical engineering. The fact that as soon as
fossible after entry the student is emploved on useful
work, the various courses of instruction which are
arranged to render the knowledge of marine engineering
obtained as complete and as comprehensive as possible,
the faciUties afforded for acquaintance with running
machinery-, the constant contact throughout the
training with experienced workmen, the frequent
opportunities allorded for obtaining information from
the officers who have charge of the training, all go to
indicate that nothing is spared to make the training
of the engineer student complete as possible."
During the last two years the College has been
honoured by visits from H.M. the King and T.R.H.
the Prince and Princess of Wales, all of whom have
carefully inspected the buildings and the cadets,
whom they addressed. .\ pleasing reminder of the
visit of the latter are their large autograph photographs
to be seen in the cadets' dining hall.
It is impossible to attempt to criticise this admirable
training school or the far-sighted policy of the Ad-
miralty advisers. The best proof of its great superiority
for training mechanical engineers is that the American
universities have had this place as their model for
forming their present system. And now the Birming-
ham I'niversity is offering to educate engineers on the
.\merican plan !
But there are obvious disadvantages which any
university labours under when compared with Kevham.
None others than the Admiralty could possibly give
the engineer student, at any fee, such a training:
they could not provide the workshops and the special
vessels for steaming practice ; perhaps, more than
anything, no other training school for engineers could
enforce the strict naval discipline so noticeable at
Keyham, and which is so greatly responsible for its
ethciency.
PHYSICAL TRAINING.
It has been impossible to speak fully of the purely
physical side of the training— the compulsory swimming
and gymnasium, the athletic sports and the swimming
regatta, or of the many trophies won by teams for
boating, football, and cricket, etc. But it is hard to
resist suggesting that many of our educational experts,
who have so assiduously studied the technical training
obtainable abroad, might have cast their eyes around
in their own countrv- and studied the methods employed
b}' that most efficient branch of the pubhc service —
the Admiralty. The greatest proof of this great
efficiency is that, in two or three years, the scheme
outlined above will have become obsolete, and an
eight years' course of training substituted in its stead.
But Keyham College (" the R.N.E.C," as it is called
throughout Devonshire and Cornwall, where the cadets
are very popular) will still remain the centre of the
advanced portion of the engineering education of the
naval engineer cadet. The work done there is verj-
real, the scientific instruction sound.
Page's Magazine.
II. M.S. " SHARPSHOOTER."
OUTPUT OF MACHINERY.
It has been stated that the vahie of the machinery
turned out by the cadets and their instructors exceeds
in value the total expenses of the training. The
practical portion of the training is superior to that
obtainable by any " premium " or apprenticeship
system, for it is under the direct supervision of specially
selected engineer officers and instruction is given by
selected mechanics, while the work done bears the
test of actual practice. In 1895-8 the engines of
H.M.S. Psyche were built at Keyham ; the cadets did a
considerable amount of work in connection with the
main engines, and the following work was carried out in
their fitting-shop by them : two fire and bilge engines,
eight fan engines, two hot-well engines and pumps,
two circulating engines and pumps with auxiliary air-
pumps, and the two reversing engines were all com-
pletely fitted up from the rough forgings and castings,
including all marking off, machinery, and fitting. A
large number of the smaller castings, such as brasses
and valves, were made by the senior students, while
a large number of minor fittings for the ships
Psyche and Proserpine were done by them. The
work done by engineering students m any of our
university colleges at present cannot compare with this
record.
THE LECTUFB8.
The theoretical instruction, it is maintained, is
superior to that given in engineering at any university.
The wlide of the staff of lecturers in matlicmatics,
mechanics etc., are of the Cambridge School. But the
strength of tie lecturing sjsttm lies in the fact tliat
those given on various engineering subjects are by men
who are recognised experts on that particular branch of
engineering. For instance, the engineer-commander in
charge of the boiler section of the Engineer-Captain's
department would give a special course on water-tube
boilers. He had been selected by the Admiralty for
his responsible position because of his expert know-
ledge on the subject. The officer representing the
Admiralty on all contractors' steam trials would give
a special course on " Steam Engine Trials and Indi-
cating." Right throughout, the instruction in engineer-
ing is given by men who are in daily contact with the
work they lecture on. Can this be said of any university,
where the heat engine expert is usually called upon to
also lecture on strength of materials, and perhaps
civil engineering subjects as well ?
CONCLUSION.
Finally, the Admiralty have adopted " the sandwich
system," with the slices so thin that mental indigestion
is almost impossible. By taking alternate mornings
in lecture room and workshop, the cadet obtains a
welcome and an exhilarating change of method of
learning the one subject — engineering. It is very
different to spending alternate half years at college
and the works. Keyham possesses all the many
advantages of a residential college, added to which is
the csprit-dc-corps and the splendid naval discipline
of tiie place. This is where the .\dmiralty train those
whom Kipling, in the blunt but poetical phrases
whicli have made him so famous, calls " an amazing
1 reed, these quiet, rather pale men, in whose hands
lie the strength and power of the ship."
FIG. 8. TUBE-TESTING MACHINE, BY MESSRS. TAXGYES, LTD.
TYPICAL ENGLISH TESTING HACHINES.
BY
A. FRANCIS.
Continuing his survey of typical testing machines, commenced in the May number, the author
deals successively with machines for the testing of wire, springs, chains, and cement. He discusses
the method of obtaining hydraulic power for applyins; the load, and describes the machines used
for testing by impact. — Ed.
II.
/^ \\TNG to cast iron possessing a very dubious
^^ elasticity, it is advisable to test this material
both transversely and in direct tension, in order to
arrive at a correct understanding of the strengths
of different meltings and mixtures. The follow-
ing table, which gives the results of tests of
three different mixtures of cast iron, is of interest
as showing that a high tensile test is not always
to be taken as any guarantee that the transverse
test will show correspondingly high results, and
vice versa : —
S 5-r
i) S! S -^
Tensile. Transverse.
A 74 *43 5 in- 488 11-35 2 in. by i in. 36 in. 37-5 44 in
B 74 '43 5in-7"i6 16-65 2 in. by i in. 36 in. 34-8 -38 in-
C '75 '44 5 in. 805 18-29 2 in. by i in. 36 in. 41-1 -38 in.
Note. — The test bars were cast by the WestjHydraulic
Engineering Company.
It will be seen that the result A shows a much
lower tensile and higher transverse strength than
B, whilst C is remarkable as being exceedingly
strong in tension and well above the average in
transverse strength.
WTiilst on the subject of cast-iron test bars,
it may be as well to remark that the i in. square
bar machined from a casting gives a more
reliable record of the strength of a large casting
than the 2 in. by i in. bar cast separately ; as
the former only cools at the same time as
the heavy casting, whilst the latter cools very
rapidl}' and consequently possesses a higher
transverse strength than would be the case
if cooled gradually, gi^^ng the carbon time to
appear in a graphitic, instead of combined, state.
WIRE TESTERS.
As a contrast to the example shown in fig. i.
page 388, a small wire- testing machine by Messrs,
Samuel Denison and Son, of Leeds, is illustrated
in fig. 6. As will be seen from the engra\ing, this
(503)
5°4
Page's Magazine.
machine, which is only of 3,000 lb. capacity, is
of the vertical single lever variety, with screw-
propelled poise. The straining mechanism takes
the form of an eccentric actuated through worm
and wheel-gearing, and the clips for holding the
specimen have their jaws geared together. The
two hand-wheels for applying theload and moving
the poise are conveniently placed together in
such a position that the observer can manipulate
the machine and keep his eye on the swing of
the lever and position of the poise.
In some of this firm's wire testers, the move-
ment of the poise is effectedj^by^^the action of a
falling weight, which is arrested by a brake
gear when the lever
dips, and the operator
can devote his atten-
tion to taking up the
stretch of the specimen.
SPRING TESTING
MACHINES.
p^ Judging from the
appearance of the
numerous types of
spring testing
machines made in
this country, very
little attention seems
to have been lavished
upon their design, and,
if possible, less care
devoted to their con-
struction. From this
criticism must be ex-
empted the machine
shown in the accom-
panying illustration.
This machine was re-
cently supplied to
Woolwich Arsenal by
the West Hydraulic
Engineering Company,
of 23, College Hill,
E.G. In general de-
sign it is similar to
the one noticed in this
magazine (February,
1904), but several
refinements of detail
have been added. In
this machine the
poise weight for indi-
cating the load is pro-
pelled by a screw
and gearing, whilst
supplementary poises
are used for counter-
balancing the weight
of any carriages used for supporting ^ the
spring, and also for taring the spring itself, so
that the steelyard reading is that of the net
load on the spring. The steelyard is engraved
to represent tons and "i tons, and a micro-
meter disc at the neutral end indicates incre-
ments of "01 and 'ooi tons.
■ t will be noticed from the engraving that the
autographic recorder is of unusual length, in
order to give a full-size diagram of the deflection
up to 21 in. The machine itself is also of con-
siderable height, being capable of takingj in
either spiral or laminated springs up to 50 in.
in length, and for both kinds J^of
■s^'¥.'''^r«|'*
FIG. 7. THE "WEST HYDKAULIC" SPRIXG-TKSTIXG MACHINE.
Typical English Testing Machines.
505
springs anti-friction carriages are provided ; for
spiral springs there is a ball-bearing plate which
allows the spring to rotate under compression. A
novel type of carriage for the ends of laminated
springs has been designed to reduce friction as
far as possible ; this has been effected by
making the carriages with loose tops, which
rest on frames carrying loosely held rollers, so
that the only loss is that due to static friction.
FIG. 6.
WIRE-TESTING MACHINE, BY MESSRS. SAMUEL DEXISOX AND SOX.
Capacity 5,000 lb.
The power of the machine is 25 tons, and ex-
isting pressure mains of 750 lb. per square
inch were utilised for supplying the main and
side rams.
The West Hydraulic Engineering Company
are at present engaged on new desigs^s of
tensile and fatigue testing machines, but. on
account of matters connected with the patents,
the author is not in a position to do more than
intimate that the fatigue
machine is hydraulically
operated, but without any
valves being employed.
Mention should be made
of an ingenious fatigue
testing machine recently
patented and designed by
Professor Fidler. of Dun-
dee University. In this
machine, the specimen to
be tested is connected at
one end to an annular
hj'draulic chamber or
" sack " of sufficient elas-
ticity to distend when
pressure water or oil is
admitted into it, and thus
exert a stress on the speci-
men ; the other end of the
test piece is held by a grip
so arranged that any defor-
mation of the piece can be
taken up by a screw and
nut. Prof. Fidler. in his
patent, claims a special
arrangement of valves
wh'ch are actuated by a
pulley driven from a
rotating shaft ; at ever3'
revolution of the pulley
the pressure is first admit-
ted to and then released
from the hydraulic sack ;
or,' if it is desired to test a
specimen between maxi-
mum and minimum loads,
the valve is modified to
admit alternativeh" high
and low pressures from
separate mains.
CHAIN TESTING MACHINES.
Machines for testing and
proving chains are made
by nearly all the firms
mentioned in this arhcle.
and also by the majority
of weighing machine
5o6
Page's Magazine.
manufacturers. As might be expected, those
firms who make horizontal tensile testing
machines use the same patterns for the load
indicating ends of chain testing machines, and
place the hydraulic straining ram at the other
end of the cast iron girders, which form the
sides of the chain pit. In the " Buckton " chain
testing machines the load measuring apparatus
and the straining cylinder are at the same end of
the machine ; this is a very convenient arrange-
ment, if somewhat more costly than the other.
A cheaper class of machine is that consisting
of a long cast-iron bed at one end of which is
fitted an hydraulic cylinder and ram, and the
load on the chain is computed, approximately,
from the pressure in the cylinder. In ordinary
machines of this class, the accuracy is seldom
within 5 per cent., and is, unfortunately, in-
constant, varying within somewhat wide limits
from day to day, and consequently the results
are not very reliable for testing, but: are,
perhaps, sufficiently close for private proofs.
To prevent accidents to the operator or
machine, due to flying links or chain ends, it
is a good plan to follow the American custom
of placing the weighing portion of the machine
in a small room at the end of the chain pit shed,
from which it is divided by a stout wall of brick
or concrete.
THE TESTING OF PIPES AND TUBES.
Pipes and tubes are tested and proved by
internal hydraulic pressure, and fig. 8, page 503,
can be taken as representative of the best type
of machine used for this class of test. This
machine was made by Messrs. Tangyes, Ltd., of
Birmingham, for the Spanish Government,
and specially designed for testing gun tubes.
There will be no need to give any description of
the mode of working, as this will be made quite
clear from an inspection of the engraving.
Mention should, however, be made that by a
special arrangement of valves, the air in the
tube can be replaced by the low pressure water
before the final high pressure supply is turned
on. This is a very necessary precaution, as,
apart from the danger of a tube or pipe bursting
when it contains such an elastic fluid as air,
there is also the ])ossibility of the upper portion of
the tube being unsound without being detected
if the tube is not com])letely filled with water.
CEMENT TESTING.
For ascertaining the tensile strength of
cement, small briquettes, usually i in. by i in.
section at the waist, are broken in small specially
constructed machines of about i ,000 lb. capacity.
Such a machine is illustrated herewith. This
is one of the numerous types of cement
testers made by Messrs. W. H. Bailey and Co.,
Ltd., of Salford, whose name has been asso-
ciated with the manufacture of testing apparatus
for a very extended period. In the machine
in fig. 9, the load is applied to the cement by the
action of water trickling into the suspended can
at the end of the lever, a small screw is used
to keep the lever floating in a horizontal position.
As soon as fracture takes place, the consequent
dip of the lever cuts off the water supply, and
the breaking load is read off a suitably calibrated
gauge glass on the side of the canister. In
some Bailey machines sand or fine shot is em-
ployed in lieu of water. In other forms of small
testing machines, this firm adopt theThomasset
and Mailliard principle, in which the load is
indicated through the instrumentality of a
mercury column and reducing diaphragm.
HYDRAULIC POWER FOR APPLYING THE LOAD.
With English testing machines of large or
medium capacity it is necessary to have
hydraulic power for applying the load, and to
those about to instal machines there is a wide
field of choice in the manner of generating the
required hydraulic power. The following are
the arrangements most usually adopted : If
existing hydraulic mains are available the
testing machines can be ordered with straining
cylinders of suitable area for the water pressure,
FIG. 9.
CEMENT TESTER, BY MESSRS. \V. H. HAILEY
AN'l) CO.
Typical English Testing Machines.
507
or the latter can be raised by means of an in-
tensifier to suit makers' standard pattern
machines. In many works, pumps are directly
connected to the cylinders and such are some-
times hand or belt-driven, and occasionally
duplex steam pumps. In the case of belt-driven
pumps it is advisable to have the plungers
operated through link motion, designed to vary
the throw between zero and the maximum. It
is almost superfluous to remark that in this case
only three plunger pumps should be employed.
SCREW COMPRESSORS.
A third source of supply is the screw com-
pressor, to which some makers prefer to give its
French title, " Compresseur sterhydraulique,"
and others again split the difference by de-
scribing the apparatus partly in English and
partly in French. One of these screw com-
pressors is illustrated in fig. 10, and has
been selected as the best designed English
machine of this type. A glance at the engraving
will be sufficient to prove that the makers —
Messrs. Greenwood and Batley — have spared no
pains in the design, and the neat arrangement of
friction clutches and automatic trip at the limits
of stroke is far superior to the fast and loose
pulleys employed bv other finns.
FIG.
10. SCREW COMPRESSOR, BY MESSRS.
GREENWOOD AXD BATLEY.
The most convenient power plant for a testing
laboratory is that introduced by Prof. Kennedy,
of having it entirely self-contained with its own
pumps and " variable load " accumulator.
The accumulator should beof sufficient capacity
to allow of the machine making a complete test
with the pumps at rest to avoid any shocks or
vibration caused by " water hammer."
THE KIRKALDY MACHINE.
The first satisfactory English testing machine
with any claim to convenience in manipulation
was that designed by the late Mr. Dav4d Kirkaldy
in 1863, and constructed by Messrs. Greenwood
and Batley. Mr. Kirkaldy was not lacking in
confidence regarding his own ability as a designer,
for the first machine he had constructed was
one of 450 tons power, destined to form the
nucleus of the Southwark Testing Works,
which have since attained such a world-wide
reputation.
The Kirkaldy machine was not by an\' means
the first testing machine made in this country,
as Barlow had used a simple machine loaded with
cannon balls as early as 1826, and in 1837 he
had a Bramah machine built with hydraulic
straining lam and a bent weighing lever, for
testing chain cables at \\'oolwich Dockyard.
TESTING BY IMPACT.
Of recent years the resistance of materials to
impact has received some attention, and it is
probable that this property will be very carefully
considered in the near future in connection with
the heat treatment of steel. It is possible
to get two specimens of steel having the same
ultimate tensile and elastic strengths with the
same percentage of elongation on similar lengths,
yet varying very widely as regards their brittle-
ness.
The machines used for testing by impact are
of two varieties : (i) Those in which the im-
pact is due to a weight falling in vertical guides ;
and (2) those in which the weight is arranged as a
pendulum. In the former machines, a weight is
either caused to fall from increasing distances
until fracture takes place or the height of drop
is the same and the number of blows required
to break the specimen is recorded. In the
second class, the pendulous weight is generally
made to fracture the specimen at the first blow,
and the power absorbed in so doing is computed
from the height the pendulum swings to, after
breaking the specimen. w.^
In conclusion, the author wishes to express
his thanks to those firms who have been kind
enough to provide the photographs from which
the blocks have been made to illustrate this
article, and also for permission to reproduce them.
ON LARGE POWER
GA5 ENGINES.
FIG. 1. TWIN COUPLED DUPLEX-CYLINDER SINGLE ACTING I,200 B.H.P. NUERNBERG GAS ENGINE.
For the Kombacher Hiittenwerke, Rombach in Lorraine.
EDWARD BUTLER.
WHATEVER difference of opinion may exist at the
present time as to the exact relative position
occupied by the modern gas engine in open competition
with an efficient turbo-generator or with a multiple
expansion steam engine ci the best class, when in both
cases the question of supplying gas- producing or steam-
generating pirnts has to be considered and decided
upon, there ct. ♦.ainly is no question as to which is
the more advantageous power to adopt in the case of
iron and steel works, or where a supply of blast furnace
or coke-oven gas can be obtained ready at hand. Here
there is no producing j^lant to provide for, the furnaces
themselves being fairly efficient generators when con-
sidered solely as gas-producers, and leaving out
of consideration the fact that for every ton of coke
consumed rather more than a ton of iron is smelted,
in addition to the generation of more than 150,000
cubic feet of combustible gas, which is equivalent to a
Power capacity of over 1,100 i.h.p. if all the gas were
used in an explosion or internal-combustion engine.
As a matter of fact, however, a very considerable ))er-
centage of this gas is used to increase the intensity of
the furnaces, which are fed with air forced through
heating ovens for thispurjjose. Other losses occurring
through leakage and in other ways reduce the volume
of furnace-gas available for the develoj ment of power
10 about 40 per cent, of this amount.
The gas contains a variable but always a considerable
quantity of fine dust held in suspension, equalling in
many cases to as much as half a ton of dust for each
100 tons of iron smelted. This, it is needless to say,
is a great drawback, and has to be got rid of in one way
or another, before it is lit for use in the engine, or, at
any rate, reduced to practically as small a percentage
as possible. Various means are in practice for elimina-
ting this dust nuisance, such as electrically dri'-en
centrifugal extractor fans, as used for the Ccckeril
engines ; screens combined with washing towers : and
the Thwaite static settling process. All makers pro-
vide special clearing doors to the explosion chambers
of engines specially constructed for using furnace-gas.
This is a most important point, as, with the best dust
eliminating apparatus, it is found necessary to clean out
the explosion chambers at intervals of a few weeks.
In the Cockeril engines, illustrated in the ])revious
article (Sept., 1903), a series of doors is provided on the
cylinders, conveniently arranged for the removal of the
valves and for the general inspection and cleaning out of
the explosion chambers. In the Nuernberg engine the
explosion chambers are provided with removable covers
which, when slid back along the piston-rod, permit of a
very close inspection and thorough means for cleaning
out the explosion chambers ; all the valve passages
are cast in one piece, even in a double-acting engine,
(508)
I
FIG. 2. DUPLEX CYLIXDER SINGLE-ACTIXG 4OO B.H.P. THWAITE GAS BLOWIXG EXGIXE.
For the Clay-Cross Iron Works, Chesterfield.
(509>
FIG. 3. THREli-CYHNDEk COMI'OUNL llUTLEK GAS ENGINE.
For the Victoria Works, Gateshead.
(510)
Large Pow^er Gas Engines.
KIG. 4.
the cylinder liner
being cast sepa-
rately, and securely
contracted into
position by a
spe cial process
used by the Nuern-
berg Engine Com-
pany in the manu-
facture of large
steam engines.
In engines of the
two - cycle type,
such as the Koer-
ting and Oechel-
hauser, there is
less accumulation
of dust deposit
in the explosion
chambers, owing
to the scouring
action of the blown-
in charge of gas
and air at each
stroke. A very
^^'idely different
type of engine i
the V'oght, which
it is claimed is
entirely immune
from dust troubles.
This engine is
arranged \\-ith an
hydraulic cushion at each side of the piston, so that
the cylinder and explosion chamber walls are actually
washed by contact with water ; this engine also works
on the two-cycle system.
Like the Cockeril and Westinghouse engines, this
type is built both single and double-acting, and arranged
either as mono-cyUnder single, or double acting engines,
or duplex with tandem cyhnders. In the illustration
(fig. i), a coupled t\^-in engine is shown, with duplex
single-acting cyhnders ; the four cyhnders are collec-
tively capable of developing 1,200 b.h.p. on furnace
gas, and are arranged in separate pairs at each side of
an alternator and fly-wheel. Another engine of this
make, but of a more modern type, is shown by fig. 4 ;
this is a mono-cylinder double-acting engine of 350
b.h.p.
A strong point in engines of this make is the method
of ensuring that all the weight of the piston and rod
is carried by the guide sUppers ; in obtaining this
result, the rod is given a slight permanent deflection
upwards. The rod, piston, and exhaust valves are
thoroughly water cooled, as in the Cockeril, Westing-
house, and other engines of large size.
In the Nuernberg engine, a very efficient design of
packing gland box is used to prevent escape of gas past
the piston rod. In addition to the series of segmental
raetalUc rings, arranged in wedge formation, so as to
press alternately inwards and outwards, a second
series of inwardly sprung rings is also used. Both series
are thoroughly lubricated by separate oil force pumps,
and efficiently water-cooled. The Nuernberg engines
are built in duplex double-acting form up to 2,000
b.h.p., and as double-coupled engines up to t\\'ice this
power.
Another type is the Thwaite gas blowing engine,
which consists of two single-acting explosion cyhnders,
coupled to an inverted vertical blowing cyhnder, illus-
trated by fig. 2. This engine of 400 b.h.p. is pro-
vided mth special scavenging valves, which feed a
flushing charge of air to the explosion chambers after
MONO-CYLINDER DOUBLE ACTING 35O B.H.P. NUERNBERG GAS ENGINE.
For the Town Council Electric Station, Pisa.
each working stroke ; the air being drawn' from the
blo\\'ing cyhnder. In the duplex dos-a-dos single-
acting engine, of this make, special regard is paid to
clearing out dust accumulation by arranging both
pistons so as to be easily dismantled. These engines
are built wath an unusually long stroke, advantage
being taken to cut off the explosive mixture supply at
about five-eighths the stroke, and so reduce the ter-
minal pressure and economise power.
.\nother design of engine built to economise the power
usuallv allowed to go to waste is illustrated by fig. 3.
This is a three-cyhnder inverted single-acting compound
engine, with scavenging action ; this engine was
designed by the ^\■riter for use with furnace and pro-
ducer gas, and has givfn some very good results. In
order to ehminate any trouble from dust deposit on
the valves and seats, a rotary form of distributing
valve is used, which is entirely balanced and held
automatically up to its seat. The revolving action
effectually maintains a clear and bright surface to both
valve and seat.
In reviewng the several different types of two and
four-cvcle engines described in this article, it may be,
in conclusion, interesting to note the advantage of
having at least one working stroke per half revolution of
the crank shaft, as compared with engines in which
onlv one thrust is obtained for alternate revolutions, as
in the case of the mono single-acting cyhnder engine
used for small powers.
The tendency to angular deviation of velocity in the
various tvpes may be expressed in values as follows : —
For a mono single-acting cyhnder four-cycle engine a
cvchc de\-iation of 18 ; for a vis-a-vis four-cycle
engine (mth one crank), a cychc deviation of 12 ;
for duplex cyhnder single-acting four-cycle engines
and for single-cyhnder two-cycle engines a cychc devia-
tion of 4 may be expressed. While for the
compound engine (sho\^Ti by fig. i ), the value is 3,
and for the same made double-acting, the deviation
would be J only.
The
Official Trials
of the
Lake Submarine*
THE submarine boat Protector, designed bv
Mr. Simon Lake, and described in detail in
Page's Magazine last year, has so successfully under-
gone the trials of the United States Naval Board,
that it has been decided to purchase five submarines
of this type : o:-.v for the School of Submarine Defence
(for experimental work), one for the eastern entrance
of Long Island Sound, one for the entrance to Chesa-
peake Bay, one for San Francisco Harbour, and one
for Paget Sound.
FUNCTIONS OF THE LAKE SUBMARINE IN
NAVAL WARFARE.
The functions of the Lake boat in Naval warfare are
stated by The Board as follows : —
For defence : — (i) To take the place of fixed mines,
by lying adjacent to the forts and attacking vessels
attempting to reduce the works or to run past, par-
ticularly in important channels where it is imprac-
ticable to plant mines, owing to deep and rough water,
extreme width, or the swiftness of currents.
(2) To supplement fixed mines, by attacking vessels
approaching the mine fields or those which have crossed
them.
(3) To lie outside mine fields for scouting or picket
duty, keeping in telephonic communication as hereafter
described.
(4) To pick up and to repair defective cable joints,
junction boxes, etc.
For attack: — (i) To run past the forts, and to
attack vessels within the harbour.
(2) To drag for, pick up, and to cut multiple and
branch cables on the bottom, or mine cables leading
10 buoyant mines or buoys.
j(3) To sweep the channel, two submerged boats
being connected by a light cable extending across all
oi| a part of the mine fieUl.
I
I THE DIVINQ COMPARTMJENT.
; To a very large extent, the lioard's attention was
centred upon tlie diving compartment. This com-
j^rtment is located in the bow of the craft, and is
separated from the crew-space lying immediately abaft
ly an air-lock ; and l)oth the diving compartment
alid the air-lock are fitted with air aiul water-tight
(joors. The compartment is fitted with a connection
to the low-pressure air system, and provided with
a telephone communication with the living space, and
a hydro-pneumatic gauge with two hands, one of which
registers the pressure of the water outside — due to
depth — and the other the air pressure in the compart-
ment. At the bottom of the compartment is an iron
door, which can be opened outward. To open the
door, the air-lock doors are first closed, and compressed
air is admitted into the compartment until the gauge
hands indicate unity of air and water pressures. The
door is then unfastened and allowed to swing open,
thus giving, in clear water with the boat on the bottom,
a good view of the sea bed.
This compartment provides for :
1 . Mine cable cutting ; or else repair of, or the
burying of, mine cables and junction-boxes.
2. A channel for telephonic communication with the
shore when the boat is on picket duty.
3. A way of escape for the crew, in case of the total
disablement of the boat.
THE OFFICIAL TESTS.
On the occasion of the tests, the Board was on board
from 10.15 a.m. to 4 p.m. From about 12 noon to
3 p.m. the boat was submerged, and from 12.40 to
2 p.m. the Board was in the diving compartment,
observing its operation and that of grappling for a
cable. No discomfort was experiencetl under the air
pressure in the diving chamber, and the remaining part
of the interior was quite as comfortable as any surface
boat of its size would have been. Lunch was cooked
and served while submerged.
The following was the day's programme :
(i) Proceeded from Fort Adams (Newport, R.L)
some three miles up Narragansett Bay in cruising
condition, using engines.
(2) Passed from cruising to awash condition, housing
all external fittings except a wooden mast installed
for the naval test.
(3) Continued surface run in awash condition.
(4) Passed to submerged condition by filling ballast
tanks.
(5) Manieuvred on the bottom of the bay, by using
storage l)atteries and motors to propel the boat.
(6) Filled diving chamber with compressed air,
opened door in bottom, and, with a grapnel, picked
(5u)
The Official Trials of the LaRe Submarine.
513
up a telephone cable by moving slowly over its approxi-
mate position.
(7) Passed from submerged to awash, and thence
to cruising condition, and returned to Fort Adams
bv a surface run, using storage batteries and motors.
It vras found that in passing from the submerged to
the awash condition an ice fioe had drifted over the
boat, which, on rising, broke through the floe and
emerged with its deck completely covered with ^ome
eight inches or more of ice. which remained on deck
while passing to the cruising condition. It was also
found that the wooden mast above-mentioned had
been broken by the ice while the boat was man:euvring
under it. The weather was very cold (zero), the bay
full of ice, and it would have been difficult to have
chosen more adverse conditions for the test.
THE BOARD'S CONCLUSIONS.
The Board states its belief that this type of sub-
marine boat is a most valuable auxiliar\- to the fixed
mine defence, and, in cases where channels cannot be
mined owing to depth, rough water, swift tides, or
wdth of channel, it wU give the nearest approach
to absolute protection at present known. The boat
can lie for an indefinite time adjacent to the point
to be defended, in either cruising, awash, or submerged
condition, by its anchors being upon the bottom. It
is thus ready for instant use, practically independent
of the state of the water, and in telephonic connection
with the shore. It can also patrol a mined or unmined
channel, invisible to the enemy, and able to discharge
its torpedoes at all times. It possesses the power of
utihsing its engines in every condition except the
totally submerged, and can always charge its storage
batteries while so doing, necessitating its return to
shore only when gasoline must be replenished. In
narrow channels the boat or boats would have a fixed
position, with a telephone cable buoyed or anchored
at the bottom. In wide channels they would patrol
or Ue in mid-channel, or where they could readily meet
approaching vessels.
As a picket or scout boat, outside the mine field or
even at extreme range of gun fire, telephone commu-
nication can be sustained, and information received and
instructions sent for attacking approaching vessels.
The test served to demonstrate the ease with which
the boat can locate and pick up cables and, with
minor alterations in the present model, junction-boxes,
etc., can be taken into the diving compartment and
repaired at leisure while absolutely protected from
hostile interference. The faculty possessed by the boat
of manoeuvring on the bottom and sending out divers,
leaves little or nothing to be desired in its facilities
for doing this work.
FOR ATTACK.
The boat shows great superiority over any existing
means of attacking mine fields known to the Board.
It can run by any mine field, as at present installed,
with but little or no danger from the explosion of any
particular mine or from gun-fire, during the few seconds
It exposes the sighting-hood for observation, and can
attack at its pleasure vessels in the harbour.
The Board personally witnessed the ease with which
cables can be grappled, raised and cut, while the boat
is mancKuvring on the bottom. Mine cables can be
swept for, found and cut, or a diver can be sent out
for that purpose.
With one exception, no seamen are needed aboard,
this exception being the man who steers and handles
the boat.
The crew is as follows : One navigator, who is also
the diver ; one chief engineer, one assistant engineer,
one electrician, one machinist, one deck hand, one
cook.
The question of the use of the Whitehead torpedo as
part of the fixed mine defence, fired from tubes on
shore, is now receiving consideration. Where channels
are wide and waters swift, this use of the Whitehead
will be very limited. With boats of this type the
Whitehead can, it is beUeved, be carried within certain
effective range in all ordinary channels.
:^-
i
THE "PROTECTOR RUNNING .VT FULL SPEED.
33
MR. ANDREW CARNEGIE (President), taking
the chair at the thirty-tifth annual meeting
ot the Iron and Steel Institute, held at the Institution
of Civil Engineers, congratulated the large attendance
upon the prevailing sunshine, and expressed the hope
that similarly there might be no clouds upon the
proceedings. It may be said at once that the hope was
entirely justified.
The annual report read by Mr. Bennett Brough
(secretary) presented an excellent summary of the
year's work, as chronicled from time to time in our
columns. The membership roll on December 31st
last was 1,781, as compared with 1,443 "^ 1893, 1.132
in 1883, and 651 in 1873.
Several members were congratulated upon high
distinctions which had been conferred upon them,
including the following, among others :—
Sir W. T. Lewis, Bart., vice-president, appointed a
member of the Royal Commission on Trade Disputes
and Trade Combinations ; Mr. Victor Cavendish,
M.P., member of Council, appointed Financial Secre-
tary to the Treasury ; Sir Alfred Hickman, M.P.,
created a baronet ; Mr. Stead, member of Council,
elected a Fellow of the Royal Society, and appointed
the representative of Great Britain on the Council
of the International Testing Association ; Sir John
Aird, recipient of the Grand Cordon of the Imperial
Ottoman Order of the Medjidieh ; Mr. W. F. Beardshaw,
re-elected President of the Sheffield Chamber of. Com-
merce ; Professor J. A. Ewing, elected an honorary
fellow of King's College, Cambridge, and appointed a
member of the Explosives Committee in succession
to the late Sir W. Roberts-Austen ; Sir James Steel
(Edinburgh), created a baronet ; and Mr. J. H. Wick-
steed, elected President of the Institution of Mechanical
Engineers.
It was shown that the Institute had been more than
usually prolific in regard to the number of papers
(twenty-eight) contributed during the year, and the
Council were able to record that during the year the
Institute had made very satisfactory progress.
As the honorary treasurer had been unable to get
nearer the meeting than Gibraltar, his interesting report
was read by the secretary. It was shown that the
past year's income was the highest recorded in the
history of the Institute, while the expenditure was
also the largest which had ever occurred. The honorary
treasurer recorded, with satisfaction, a credit balance
of l2\^ 2s. lod., which more than wiped out the last
year's deficit of Iwb 14s. 5d. The expenditure of
1903 amounted to ;^S,205, while the receipts from all
sources were ;^5,424.
The extraordinary expenditure comprised subven-
tions of ;^200 to the National Physical Laboratory,
;^ioo to the Engineering Standards Committee, and
^5 to the International Testing Association.
With regard to the Carnegie Scholarships Fund, the
position was thoroughly satisfactory. The income
for the past year was ;^624 i is. 5d., and the expenditure
£SS?> 15s- I id., leaving a small balance to bring
forward.
The report and accounts having been adopted on
the motion of the president. Professor Bauerman
moved a vote of thaiiks to that gentleman and the
Council for their services during the past year. This
was seconded by Mr. A. Lamberton (president of the
West of Scotland Iron and Steel Institute), and was.
also carried unanimously.
MR. CARNEQIE PRESENTS MEDALS.
Mr. Carnegie now entered upon the performance of a.
series of duties which he seemed thoroughly to enjoy,
viz., the presentation of medals, and more particularly
the Bessemer Gold Medal, awarded to Mr. R. A.
Hadfield for his researches in metallurgy.
This, of course, was the occasion for a characteristic
speech, which the president commenced with calm
and deliberate utterance — medal in one hand, the other
hand in trousers pocket. Mr. Hadfield also seemed
inclined to regard the occasion as one of some solemnity,
until Mr. Carnegie, warming to his work, introduced
several happy touches in lighter vein, and finally
the two distinguished men faced one another smiling
and shaking hands most heartily.
The test of success, remarked Mr. Carnegie, was
the man's position in the line which he chose to attack
and conquer, and Mr. Hadfield had achieved the rare
distinction of being foremost in the line which he
had chosen and mastered. His position was not
equalled, as far as lie knew, in the world in the special
line that he had chosen ; and, therefore, they bowed
before him as a master among men. He took unusual
pleasure in the fact that the Institute, having gone
so far as to venture u])on an Anglo-American president,,
bestowed the Bessemer medal ujion one whose better-
half he shoukl claim as an American. He took it that
Mr. Hadfield, himself, and others, having interests
and affections and lovj for both branches of the race,
might stand befoR' the workl as typical ties, binding the
two branches together in a friendship and in a relation-
ship which would never be marred by the slightest
friction : that as the two branches of ihe race went
forward in the world to the great work before them
they .would go hand in hand. " So, sir," he?
(514)
The Iron and Steel Institute Annual Meeting.
concluded, "say to your wife, when you take home this
medal, that it is not British but it is British- American
— a joint possession to be treasured as one of the
heirlooms of your family."
In the course of his reply Mr. Hadfield said he
regarded this great honour not merely as a personal
one, but as also given to him as a representative of
that great city from which he had sprung — Sheffield —
where, more than 140 years ago. Huntsman first made
steel, and which was still the leading centre in the
world for the highest quality of material and wide
range of special products. He knew of only one objec-
tion to the Bessemer Medal, and that was, it should
have been made of Bessemer's steel rather than of
gold. If it were only possible to obtain some of
Bessemer's original or fir<t product from which to
make the medals presented each year, how much
more precious than gold would have been such a
memento of a name and a material which had helped
to revolutionise the world. This honour, so much
prized, carried with it responsibility of no mean order.
It was specially gratifying to receive the medal at
the hands of Mr. Carnegie, coming as he did from the
great Republic over the sea, whose aspirations and
aims were very- similar to their own. He had on so
many occasions received there such kindly encourage-
ment and assistance, that it was indeed most pleasing
that Mr. Carnegie had placed in his hands the
distinction admitted by all to be the " blue ribbon "
of the metallurgical world. As to any merit in his
work that the Institute had seen fit to recognise, he
could only say that, if merit there were, it had
been entirely due to persistent hard work.
As regards his work on alloys of iron and steel,
at the time he_ presented his first allov research —
that on the discovery of manganese steel — the systema-
tic study of alloys of iron with other elements was
practically virgin ground. He freely acknowledged
the great assistance and co-operation he had had from
time to time from a host of friends, from the most
eminent physicists, chemists, and brother metallurgists.
To mention only a few, he expressed special in-
debtedness to M. Osmond, Professor Barrett, Dr. Sorby,
Dr. Fleming, Professor Kennedy, Professor Arnold.
Mr. Stead, the late Mr. J. F. Barnaby, Professor Lede-
bur, and Professor H. M. Howe. To members of
his own staff also, he had been most greatly
indebted. As of historic interest he had placed
on the table specimens of the first manganese-iron
alloy he made twenty-two years ago. These he
would now be very pleased to present to the Institute.
(Applause.)
Next came the presentation of the Andrew Carnegie
gold medal to Mons. P. Breuil, of Paris. This
gentleman had vvxitten a letter of thanks, which the
president read to the meeting. In it Mons. Breuil
said that what gave him the greatest pleasure of all
was the thought of the profound joy which would be
experienced by his parents, two good French peasants,
now advanced in years, poor and infirm, and Uving
in a remote country village, on learning that their
son had achieved so high a mark of distinction.
" Gentlemen, if I had \v-ritten volumes upon his charac-
ter, I Could not have revealed the man more to you
than in those few words " — was the comment of
Mr. Carnegie. The president also addressed to Mons.
Breuil a few kindly and appreciative remarks expressing
the hope that he would be one of that noble band
— Pasteur, Berthelot, and Curie.
Mons. Breuil was e%-idently thinking more about
his parents and about Mr. Carnegie than of the medal,
for he left the platform without it, but this omission
was quickly repaired, and the Frenchman retired to
his seat looking supremely happy.
Mr. Percy Longmuir then came to the platform to
receive the special silver medal. The president re-
marked that the recipient was one of those enc^aged
in discovering the mysteries of steel (he believed that
was what Mr. Stead called it), and he had made some
rare discoveries. The Institute thought so highly of
them that they have thought fit to present a special
medal, and he had been considered by the unanimous
vote of the Council worthy of it. They gave it to him
predicting for him a great career in the future. He
had begun well, and a good beginning was half the
battle.
RESEARCH SCHOLARSHIPS.
The Secretary presented details of the .\ndrew
Carnegie Research Scholarships for 1904. The
names of the recipients are appended, w^ith a few per-
sonal details : —
John Dixon Brunton, studied for four years in the
Metallurgical Department of University College,
Sheffield, and is now manager of W. X. Brunton
and Sons' Wire Mills, Musselburgh.
Henry Cort H.\rold C.\rpenter, studied at
Oxford for three years, at Leipsic for two years,
and at Manchester for one year. For the past two
years he has been assistant in the Metallurgical Depart-
ment of the National Physical Laboratory.
Edwin Gilbert Llewellyn Roberts, studied
at the City and Guilds of London Institute at Finsbury,
and at the Royal School of Mines. He is now Demon-
strator in Metallurgy at the latter institution.
Ernest Alfred Wraight, studied at the Royal
School of Mines, where he is now Demonstrator in
Metallurgy.
Fr.\nk Rogers, B.Sc, studied at L'niversity College,
Liverpool, and obtained an 185 1 Exhibition Scholarship,
which he is holding at Cambridge.
W.\lter Rosenhain, studied at the University of
Melbourne, and has carried out some important
researches with Professor Ewing at Cambridge. He
is now scientific adviser to Messrs. Chance Bros, and Co.,
Ltd., Birmingham.
Octave Boudouard is Demonstrator of Chemistry
at the College of France. He has received the medals
of the Societe d' Encouragement, and of the Chemical
Society for research, and received a special Carnegie
medal from the Iron and Steel Institute in 1903.
Pierre Breuil, who receives the Andrew Carnegie
Gold Medal, was for five years in charge of the labora-
ton,- for the mechanical testing of mejals for the
Paris, Lyons and Mediterranean Railway. He is now
Director of the Testing Laboratory of the Conserva-
toire des Arts et Metiers.
Percy Longmuir, studied at University College,
Sheffield, and has had a practical training in foundry
work. He received a Carnegie Research Scholarship
in 1902, which was renewed in 1903. He is now
assistant at the National Physical Laboratory.
THE PAPERS.
Some thirteen papers, covering a wide range
of subjects, were presented. On the morning
of the opening day, it was found possible to
include three of these.
EXPLOSIONS FROM FERRO-SILICON.
Mr. A. Dupre, Chemical Adviser to the
Explosives Department at the Home Ofl&ce,
33 A
;i6
Page's Magazine.
and Capt. M. B. Lloyd, Inspector of Explosives,
lead off with a paper on " Explosions Pro-
duced by Ferro-silicon." This placed the
Institution in possession of the facts which had
been obtained as the result of their inquiries
into several explosions which occurred in con-
nection with a consignment of this material at
the Alexandra Dock, Liverpool.
It was shown that these explosions are probably
due, not to the ferro-siUcon itself, but to the presence
of impurities, and more particularly to the phosphorus
compounds contained in it. The best method of
avoiding such risks in future would be to use such
materials only as are free from phosphorus, or if this
be found impossible, to fill up the drums with paraffin
oil of high flashing-point ; or, lastly, by submerging
the finely divided material in water until all action
has ceased, and drying the material before packing,
as it is improbable that on a large scale every particle
of phosphide of calcium or other gas-generating sub-
stance would be removed by this latter treatment.
The drums used should, as an additional precaution,
be perfectly watertight, and of such strength and con-
struction as not to be liable to become insecure under
the ordinary conditions of transport.
The paper was followed by a discussion, to
which contributions were made by Mr. Watson
Gray, Mr. J. E. Stead, Prof. Harbord, and Prof.
Le Chatelier.
PIG-IRON FROM BRIQUETTES AT HERRANQ.
With the aid of a great number of diagrams.
Professor Henry Louis, of Newcastle-on-Tyne,
described the scheme of operations which have
been commenced on the Herrang mining pro-
perty, sixty miles north of Stockholm. These
have been rendered possible by the in-
genious inventions of Mr. Gustaf Grondal,
who has superintended the erection of the
works.
The ore as mined is conveyed from the various
mines by aerial wire ropeways to the crushing works,
where it is broken and crushed wet ; the pulp thus
]>roduced runs to the magnetic concentrators, which
take out the magnetite ; the latter is conveyed by a
small aerial ropeway to the briquetting-house, where
it is stamped into briquettes, which pass next through
the bri(iuetting-furnace in which they are burnt •
they are then hoisted up to the top of a pair of charcoal-
furnaces, where they are smelted for high-class pig
iron ; the waste gases from the blast-furnace fire the
bnquetting-furnaces, and supply gas engines which
furnish the blast and also drive the dynamos of a
central electrical station, from which power is con-
veyed to the concentrating works, as well as to the
various mines for hoisting, pumping, etc.
The paper explained the details of the plant
at some length, the author mentioning tliat the
works had already fully borne out his antici-
pations with regard to economic working. It
was discussed by Mr. A. P. Head, Dr. Weiskopf,
and Prof. Bauerman.
The Production and Thermal Treatment
of Steel in Large Masses.
THE paper read by Mr. Cosmo Johns
emphasised the difference in the con-
ditions obtaining in large works and those
governing laboratory experiments. In the
thermal treatment of steel in large works
" mass " and " time " were important considera-
tions. A brief but interesting description was
given of the practice at the River Don Works
of Messrs. Vickers, Sons and Maxim, Ltd., at
Sheffield.
MELTING.
All the steel produced at the River Don Works,
with the exception of a relatively small portion made
by the crucible process, is made in acid-hned open-
hearth furnaces. It has been found that high-class
steels, such as those referred to in this paper, used- for
the manufacture of guns, heavy shaftings, tires, axles,
etc., can only be produced satisfactorily by the acid
open-hearth process. The chemical purity, by which
the author means a low percentage of phosphorus and
sulphur, is secured by the careful selection of the
materials used. No difficulty is found in obtaining
a product under 0-035 phosphorus and sulphur. The
object aimed at is to reproduce in the bath as nearly
as possible the condition found in " well killed ''
crucible steel ready for teeming. The addition of
aluminium, silicon, and other deoxidisers to the ladle
is but an indifferent substitute for good melting.
Steel made by the basic process would be quite un-
suitable for the manufacture of the products referred
to in this paper.
CASTING.
The steel is cast in ingot moulds of circular, octagonal,
rectangular, or square forms, depending upon the pur-
pose for which the ingot is required. Circular moulds
are rarely used, and then only when the ingots are
comparatively short.
The moulds are made of cast iron, with an upper
portion of non-conducting material, designed so that
the body of the ingot may solidify and be fed by the
still Uquid head. This head, being the last portion to
sohdify, serves to include the region of segregation,
with the result that the top and bottom of the body
of the ingots show very httle variation in composition.
If the entire mould were hned with non-conducting
material, many of the difficulties encountered in making
large ingots in chilled moulds would be removed, but
there would be the objection that the ingot would
solidify more equally over its mass, contraction cavities
might be formed in the portion destined for use, while
the region of segregation would probably occur there
also.
Needless to say, fluid compression is not used. It
may seem late in the day to urge objections against
the idea, but as in one or two quarters there remains a
tendency to see some value in the process, it might
be as well to state again the chief objections.
Properly melted steel of the carbon used for products
described in this paper contracts in volume when
cooling, and, even after the exterior solidifies, the
liquid interior still keeps contracting, and on solidi-
fication forms internal cavities called jnpes. If the
ingot mould be properly designed this piping occurs
in the head, leaving the body of the ingot quite solid.
Thcrt' will be no Mfnvholes in the body of an ingot
The Iron and Steel Institute Annual Meeting.
517
•-foie ■♦-1- ■
-♦ -* -i
-^ ^
Duplex Vibpatory Testing Machine
Vic«E»s 5o«5 Ano Maxim L" SntmtLa
made of properly melted steel of the class we are
describing. If there are any, that particular ingot
is unfit for use in high-class work, for the walls of the
blowholes would not be welded together at the usual
forging or rolling temperature. In dead soft steel
there does not seem to be the same objection. An
ingot free from blowholes is the proof that the steel
was properly melted. We have just seen, however,
that if the head of the ingot be properly designed,
so that it remains hquid longer than the body, it will
contain the region of segregation and also the piping.
It may now be asked, of what possible benefit can
fluid compression be to properly melted steel ? There
are no blowholes to be reduced in volume. The pipe
is already in a harmless position, while the volume
of the head cannot be reduced without danger of the
body of the ingot containing the segregation im-
purities.
The hquid steel itself cannot be reduced in volume
by any practicable pressure any more than water can.
The specific gravity of " fluid compressed " steel and
ivell-niclted steel cast in properly designed open moulds
is exactly the same. Of course " fluid compression "
might serve to mask some of the defects of steel that
had been badly melted, by diminishing the volume of
the blowholes, but in that case the correct thing would
be to scrap the ingot. Fluid compression, therefore,
cannot possibly be beneficial to properly melted steel.
FORQING AND ROLUN&
r The author does not intend^to describe here the
details of the forge and mill. He is not aware that
they differ materially from the usual practice. It
might be mentioned, however, that the correct tem-
perature at which the steel is to be worked in the
different departments is secured by the use of p\TO-
meters whenever it appears necessary. The necessax\^
data required for the correct treatment of the steel
is supplied by a properly equipped metallurgical
laborator\', where micro tests are made, cooUng curves
and critical points worked out, and photomicrographs
made. In the chemical laboratorv complete analyses
are made of every cast of steel made. The carbons
are determined by the colour_and combustion methods.
As a rule the two methods give very near results. In
the testing department the static tests are made on a
hundred ton machine, while vibratory tests are made
on a specially designed duplex vibratory testing
machine. Working with the quahty steels made at
the River Don Works, the results given by the static
test are found perfectly reUable, and the vibratory
tests have only served to confirm that opinion. The
various plants for the heat treatment of the steel are
capable of deahng with mzisses 100 ft. in length and
100 tons in weight.
A description was then given of typical
products, and a number of interesting tables
and illustrations were presented,. The latter
included the duplex vibratory testing machine,
shown in the above illustration, and used at the
River Don Works. It was shown that in the
case of tires a suitable structure has been
obtained without any thermal treatment, while
the remarkable capacity shown by these tires
for resisting wear testifies to the correctness
of the principles on which their manufactme
is based. In axles, gun tubes, etc., oil hardening
is the thermal method adopted ; while certain
other forgings, possessing as they do a suitable
structure when they leave the forge, only
require annealing from a comparatively low
temperature to relieve any strains set up in
forging. Other forgings require heating above
the critical range, and rapid cooling in air.
In the course of the ensuing discussion it was gene-
rally admitted that the author had contributed a
verj-- valuable paper. The question of the fluid com-
pression of steel was taken up at some length by
ilr. J. M. Gledhill, who incidentally said that a good
deal of nonsense had been talked by many people
to the advantage of fluid compression. Some people
had sadd that it improved the steel chemically. Of
5i8
Page's Magazine.
course that was ridiculous. Armstrong, Whitworth
and Co. (his firm) had never said anything of the
kind. Fluid compression was purely a mechanical
action — it was where the mechanic came in after the
chemist left off. The late Sir Joseph Whitworth —
who, he need not mention, was the first to compress
steel in the fluid state — was essentially a mechanic,
and not a metallurgist, and he brought his mechanical
ability to bear. He might be pardoned for saying that
his (Mr. Gledhill's) father was associated with Sir
Joseph Whitworth for many years on that particular
thing, and undoubtedly a great success was made of
fluid compression in producing in large ingots what
Mr. Johns had said was difficult to get by heat treat-
ment— namely, homogeneity.
Pyrometers Suitable for Metallurgical Work.
A T the Barrow meeting of the Iron and
■'*- Steel Institute, the suggestion was made
that, in view of the growing importance of
pyrometers to the steel industry, arrangements
should be made to enable members to see the
actual working of different pyrometers, in order
to enable them to form their own opinions of
the relative merits of the apphances available
for metallurgical purposes.
The Council readily adopted this suggestion,
and appointed a committee, consisting of
Mr. R. A. Hadfield, Vice-President, Mr. J. E.
Stead, Member of Council, and Mr. B. H.
Brough, Secretary, to make the necessary
arrangements for the exhibition.
^ Invitations were sent to all the leading
makers to exhibit pyrometers, and to furnish
THE LE CHATELIEK PYROMETER. KIG. I
brief descriptions of them, the result being
a comprehensive exhibition of these appliances.
A report was also presented, including descrip-
tions of the following types : —
( 1 ) Baird and Tatlock pyrometer.
(2) Bristol's recording air pyrometer.
(3) Callendar and Griffith resistance thermometer.
(4) Le Chatelier pyrometer.
(5) Mesur6 and Nouel optical pyrometer.
(6) Koberts-Austen recording pyrometer.
(7) Kosenhain and Callendar pyrometer.
(8) Siemens electrical pyrometer.
(9) Siemens water pyrometer.
(10) Uehling pneumatic pyrometer with Steinbart
automatic recorder.
(11) Wanner optical pyrometer.
(12) Wiborgh's thermophone.
(13) Zaubitz pyrometer.
A useful list of British Patents for Pyro-
meters, by H. G. Graves, Assoc. R.S.M., was
also included, together with a bibliography.
Mr. Graves remarks that one of the earliest occur-
rences of the word " thermometer " is in H. van
Elten's " Recreation Mathematicque," 1626. The word
" pyrometer " is of even later origin, but it was in use
by Peter van Musschenbroek in 173 1, and, following
him, by Desaguliers * in 1734, to describe instruments
they used for measuring the expansion of metal by
heat. In 1754 Smeaton f used the word in a similar
fashion. There is not a very marked line of demarca-
tion between thermometry and pyrometry, and
naturally endeavours were made at a very early date
to measure high, as well as ordinary, temperatures.
Perhaps one of the most interesting is divulged in a
paper contributed anonymously to the Royal Society
by Newton in 1701. This paper, written in Latin,
describes a scale of temperatures and a method of
determination based on the rate of cooling of a red-hot
bar of iron freely exposed to the air. This method
was followed up to some extent by others. About
1782 Wedgewood proposed his famous test, which
depends on the shrinkage of clay as it is burnt. He
was fully aware of the difficulties attendant on the
method, but in 1786 was able to show how results,
more or less uniform, might be obtained. For the
early history of pyrometry, reference may be made
to a classified bibliography of physical sciences given
by Thomas Young as an appendix to his course of
Lectures on Natural Philosophy and Mechanical Arts,
which was published in two volumes in 1807.
Before 1850, the patents taken out for devices for
measuring temperature are few and far between. The
earliest British patent appears to be No. 3,206 of 1809,
granted to Stephen Hooper, of Walworth, for " A
thermometer or machine for ascer-
taining the heat of bakers' ovens,
and various other purposes." This
apphance might be described as
a pyrometer, though it only
depended on the relative expansion
of a brass tube and a wooden rod,
yet it was the precursor of
numerous devices of similar char-
acter and purpose. The next
recorded patent is for James
Kewley's balanced mercurial
' thermometer in 18 16. After 1850
patents becanje more numerous,
« and, at the present time, the
yearly average is over a dozen thermometers and
pyrometers. An account of them will be found
in those volumes of classified abridgments of specifica-
tions, entitled " Philosophical Instruments," which are
published periodically at the Patent Office.
The following account was given of the Le Chatelier
pyrometer, which appeared to find most favour in the
ensuing discussion : —
At the instance of the Royal Physical Technical
Institute at Charlottenburg, Mr. W. C. Heraeus, of
the well-known firm of platinum refiners at Hanau,
undertook the manufacture of a pyrometer according
* "A Course of Experlment.nl Philosophy," vol. 1. p. 4JI.
t " Philosophical Trans.ictions," vol. xlviil. p. 51)8.
/m///////,////mmm////m/m//M////m///m///mm/m/ff///m/m.
wm/////////m///m//0/////////m/m////mi.
ty»///////////////////////y/////y^^^^^
-^
The Iron and Steel Institute Annual Meeting.
519
to the principle of Professor Le Chatelier, of Paris.
The principle involved is the conversion of heat into
an electric current and the determination of the degree
of heat by a suitable device in-
dicating the electro-motive force of
such a current.
A decided advantage which this
p\Tometer possesses over all others
^
THE LE CH.iTELIER PYROMETER.
FIG. -J,
consists in its ease of application and con-
venience in handling, and in the fact that
the temperature can be read ofiE at almost
any distance from the source of heat. The
following is a description of the apparatus and
of the method of operation : —
Two wires, one of absolutely pure platinum,
and the other consisting of the same metal
alloyed with 10 per cent, of rhodium, are fused
together at one of their ends in the shape of a
small ball (fig. i ), and thus form a couple. This ball
generates a slight electric current when heated, and,
as ascertained by the Royal Physical Institute
by comparison with their celebrated air thermometer,
such currents are proportionate to the heat applied.
Each element is accompanied by a table of results
determined in the same manner.
To prevent injury to the wires by abrasion, injurious
gases, and by alloxang with other metals, they are
usually enclosed in porcelain tubes, a small tube
open at both ends being used to insulate the two
wires, and a larger one, closed at one end, covering
the whole. The Royal Porcelain Factory at Berlin
prepares such tubes from an extremelv refractoiy
porcelain base, which resists a temperature of
2,920*^ F. or 1,600'' C. These tubes can be made up
to 50 in. in length.
The galvanometer used in connection with the
pjTometer is of the D'Arsonval t\-pe, and is especially
adapted to the measuring of
thermo-currents. The current is
transmitted to an armature,
wound in quadrangular shape,
through a fine vdre of hard
metal which does not oxidise. ^^^
A small spring of the same
material acts as a negative. A
strong permanent magnet ^\•ith
iron pole shoes constitutes a
magnetic field, and an iron cvUn-
der in the centre concentrates the
magnetic lines of force. The
pointer moves over two scales,
one of which denotes the electro-
motive force of the current in
micro-volts, thus making it
possible to check the readings
of the instrument, while the second scale gives
direct readings of the degrees of temperature.
On the side of the cyhndrical csising of each
instrument there is provided an adjustable thumb-
screw, which secures the armature, thus avoiding
the breaking of its deUcate suspension wire while in
transit. This screw should aiwa\-s be carefully secured
before moving the instrument.
Adjusting screws in the base allow the instrument
to be placed readily in a horizontal position, and a
swatch on the base of the galvanometer serves for the
purpose of breaking the thermo-current. The wire
clamp-screws on the galvanometer are marked 4- and
— respectively. The clamp marked -f should be
connected to the platinum-rhodium wire, and the one
marked — to the platinum wire. The platinum is
the softer one of the two ends. The knob at the
upper end of the cyhndrical casing is connected to
the scales and permits their adjustment, or, indirectly,
an adjustment of the pointer to the zero mark. From
the above description the method of the application
of the apparatus will be easily understood.
The end of the tube containing the two wires is
exposed to the temperature to be measured, and the
free ends of the wiies are connected to the binding
posts on the galvanometer (see fig. 3). Or, if desired,
the galvanometer may be placed at any distance from
the element, and insulated copper wires may be used
to connect both. This wire should be No. 1 2 American,
or Brown and Sharpe gauge for a distance of 300 ft.,
or at any distance the resistance of the wire used should
be no more than one ohm.
As soon as the temperature of the thermo-element
has risen to that of its surroundings, the deflection
of the pointer along the scales will cease. The tem-
perature surrounding the junction of the element
wires with the copper conductors should be 32"^ F.
to give correct readings. Small variations therefrom,
up to 65^ F., for instance, will scarcelv be significant
for the application of the p\Tometer in ordinary
practice. However, it is essential to keep the cold
junction of the thermo-couple at freezing-point, if it
is necessary to determine the exact temperature of a
furnace or other source of heat by direct readings of
a galvanometer. The successful application of this
instrument in practice requires in some cases special
contrivances (see fig. 2), in order to adapt it to the
various purposes it is intended for. The galvanometer
dial represents the relation between degrees of tem-
perature and millivolts.
A very interesting demonstration of the work-
ing of the various pyrometers was given in
the afternoon, and on the following day the
THE LE CHATELIER PYROMETER. FIG 2.
520
Page's Magazine.
various appliances were discussed at length
by Sir Lowthian Bell, Prof. H. Le Chatelier,
who spoke in French, Professors T. Turner, H.
Louis, and S. O. Arnold, Messrs. R. A. Hadfield,
B. H. Thwaite, A. McWilham, A. Campion,
J. M. Gledhill, Enoch James, W. Hanson, and
W. Rosenhain,
THE MANUFACTURE OF COKE IN THE HUSSENER
OVEN AT THE CLARENCE IRONWORKS, AND ITS
VALUE IN THE BLA&T FURNACES.
In his paper on the above subject, Mr. C.
Lowthian Bell, of Middlesbrough, explained
that before the year igoi, though numerous
trials of coke made in different forms of patent
or retort ovens had been made at the Clarence
Ironworks, they had always come back to that
made in the old beehive ovens. Every trial
had proved that the dirty-looking " cinders"
made in the newer apparatus were not as good
as what they had been accustomed to. It was
THE HISSENER OVEN. — FIG. I.
now found, however, that with the Hiissener oven
they could make a coke giving as good results
in the furnace as that made in the beehive.
Sixty of the new ovens were started at the
Clarence Works in January, 1901, and the plant
is now being doubled.
Section AA, (fig. i ), is through the flues at the
ram side ; BB, the middle of the oven ; and CC at
the coke bench end. It will be noticed that between
each oven there is a solid brick wall, which carries not
only the top arch of the oven but also all the super-
structure, leaving little or nothing to be carried by
the side walls of the coking chamber. These walls
can, consequently, be made very much thinner than
is usual in other forms of ovens, and so allow the
heat to pass more readily through them. There is,
therefore, less consumption of gas for heating the
coking chamber.
The horizontal divisions of the flues are built into
this wall, and the bricks are dovetailed into the vertical
ones, which in their turn are tongued and grooved.
This arrangement permits any single oven to be laid
off for repairs without interfering with the working
of its neighbours, and also allows the vertical walls of
the oven to be removed and rebuilt without disturbing
the top of the oven in any way.
At the ram engine side the oven is fitted with ordi-
nary fire doors, in order to get up heat on starting, and
on each side of the charging-holes there are two loose
bricks (marked a and b in the section BB) ; by taking
these out gas from the ovens is allowed to pass into the
flues without going through the washing apparatus.
This arrangement also permits the ovens to be used
for the manufacture of coke alone, without the by-
products. As soon as the oven is in work, and when
making by-products, these holes are permanently
bricked up. The oven has three charging-doors and
one gas off-take.
In regular working, the gas coming back from the
various washers, etc., enters on the ram side under-
neath the floor of the oven into two parallel flues,
and between which is a solid brick wall. Each of
these flues is connected with the upper flues of the
oven, on the same side. The great advantage of this
is, that the heat can be the more easily regulated on
each side of the oven. The gas, having passed through
the bottom flues, rises up to the top of the oven, re-
ceiving on its upward course a second, and on turning
into the top flue (section C) a third supply of fresh
gas. After passing back in the upper flue, the gas
falls to the second one (section A), being enlivened by
a fourth supply of gas, and then passes through the
third flue, enhvened as before, down into the fourth
(here it has been found unnecessary to admit any
more gas), and so into the waste flue leading to the
boilers and chimney.
It will be seen that the flues are really in two separate
systems, each heating one half of the oven, both bottom
and side. All the gas is forcetl to pass through every
part of the flue, and cannot take a short cut to the
chimney. As it is enlivened in so many places, the
heating of the coking chamber is very regular, and is
entirely under the control of the burner. A large
. proportion of the air necessary to burn all the gas
is admitted in the bottom flues ; any further supply
can easily be regulated by means of the sight holes,
which are fixed close to the inlets. About 70 per cent,
of the gas from the coking process is used in heating
the ovens, and, having done this, passes under the
boilers at a temperature of about 1,500^ F.. raising
sufficient steam, not onlv to work the exhausters for
The Iron and Steel Institute Annual Meeting.
the ovens themselves, but also for the by-product plant,
and then leaves about two-thirds of the steam available
for other purposes.
This paper gave rise to considerable discussion
on the merits of the different coke ovens, the
following participating : Dr. W. Hiby. Dr.
Rideal, Dr. Dvorkovitz, Messrs. G. Ainsworth,
W. Hawdon, J. Riley, F. A. E. Samuelson, E.
James, T. Westgarth, B. H. Thwaite, and W.
Kirkpatrick.
Dr. Dvorkovitz strongly emphasised the importance
of the by-products in estimating the value of the
different ovens. Finally, the author in\-ited those
interested to go to the Clarence Works and see the
working of the Hiissener type for themselves.
The Range of Solidification and the Critical
Ranges of Iron-Carbon Alloys.
DR. CARPENTER then read an abstract
of the above paper, which dealt with
a research based upon a suggestion made
by Mr. R. A. Hadfield during his evidence
given, before the Committee appointed by
SLM.M.ARY.OF CONCLUSIONS BY PROF. BAKHUIS-ROOZEBOOM
the Treasury to consider the advisability
ot establishing a National Physical Laboratory
in this country-. Mr. Hadfield stated that a
determination of the exact melting pomts of
iron and iron-carbon alloys, " commencing, say,
with pure iron, then steel with O'l carbon, the
latter element gradually increasing till white
iron, containing 3^-4 per cent, carbon is arrived
at," would be of" great practical importance.
The research has been extended to an investi-
gation of all the evolutions of heat in the
al'oys from the beginning of solidification down
to 500° C.
The results obtained by pre\-ious workers in this field
have been embodied by Professor Bakhuls-Roozeboom
in his welI-kno^\-n paper,* and the authors' work may
be regarded as a test of the accuracy of his conclusions,
which are summarised in the diagram below, which is
reproduced from his paper.
MEASUREMENT OF TEMPERATURES.
The temperatures were measured by thermoj unctions.
Three of these have been used, one' of them being a
junction of platinum and platinum rhodium (10 per
cent, rhodium), and two being junctions of platinum
and platinum iridium (lo per cent, iridium). The
diameter of the wires was about o"5 mm. The two
\\-ires were autogenously soldered together in a snaall
oxv-coal-gas blowpipe, and were annealed by glowing
with an electric current. The free ends were hard
soldered to copper leads. The junctions ^^•ith the
copper were kept at o"' C. by being placed in a box
containing melting ice.
DETERMiNINQ THE RANGE OF SOLIDIFICATION.
Description of Furnace. — The melting furnace used
was a concentric jet crucible furnace capable of taking
a No. 3 Morgan crucible. (A
diagram of a vertical section
of the furnace is shown in
fig. I.) The gas flame under
forced draught enters the furnace
casing at J, spins round between
the crucible, E, and the furnace
wall and issues from a hole in
the firebrick cover at H. The
thickness of the casing, D, is
5 in. in the narrowest part.
In all cases except that of
alloy No. 2, where a magnesia-
lined graphite crucible was used
to avoid as far as possible the
carburising action of the flame,
the melts were made in sala-
mander crucibles.
The method of procedure
was as follows : From 3 lb. to
4 lb. of material were melted
down, the crucible being closed
by a lid. The time needed for
this varied between thirty to
thirty-five minutes for the high
carbon irons, and about one
and a half houre for the lowest
carbon irons. If necessar\%
slag was then skimmed off, and
the mixture well stirred \nth a
salamander rod. The heating
was continued about ten
minutes longer, the Ud was then replaced by a fireclay
cover with a +-inch hole drilled through the middle,
and the flame' turned out. The thermoj unction, E,
enclosed in a fireclay tube, closed at the bottom, was
inserted through the' hole in the cover into the molten
• •' Le fer et Tacier au point de vue de la doctiine des Phases.'"
Zeitschrift fiir physikalische Chtmie. vol. xxxiv., p. 437- See also
•• Journal of the Iron and Steel Institute," 1903. .\"o. II., p. 3:1.
8
o
6
1
e^
Sh
1
O
^C^W^OOt* OOCS©i-ie<irOT)< O«Ct~000iOT-lC>lW«»<i0O.|^00CiOrHNe0Tj'>0CC>t^C0 1
<
^
HiM(MCQ5<ic^c^iMS^e^(Mc«:icccocoeowc^roc<s
ti
B
M
•<
OQ :05D
•1-1 :t~t~eo : • t-ot~ :
: : : :0
: :!MO : rw©
■0
• © r)< : ©
rH
a
:— < :oortos ; : :cooco :
; : . :r-(
. . C<) rH . .i-Ht-I
:.-i
:o © ■T-i
o«o oio
O lOtOlO JOOiO
to
to to to to
to
to© ©
pq
S
i-i
JOI^
-^r
©
^-~. — .o «o to t^
t^ . — .
:i
g
: : :?5 W
. . :ooos
:eo C5cooo»"*iir5j2. 0=1,— _—,^^
:,-v©'^ ■*
•Tj< 00 to ■ t--b-
:^^co -^ 10
•5C i-l'-l.-i
X
isto
to tot^t^tot^toto to^JJio
l>-t>- I— tOlM
n
^t-t-t^
CS
""^"""O t^ C^ l^
^
rH
<
SO
T3 tJ
T3 -a
rr -a
-o
TS rs
(U V
<!, U
CD 0)
0
<U (U
S
a
M
too
696
700
Merg
Merg
>>
Merg
Merg
: : L" : : : E? =
• • 0 • • • «
2
Merg
Merg
a
"g -a
T3 "3
T3 ^3
13
T3 t3
(U 0
v
a> u
ei
s
^ CO <C> O CO
:tototo«<»:-i5
Merg
Merg
Merg
Merg
Merg
Merg
0!
2
t>.t-.t-t-t^
%
to
s
00*
Tt<»ft ©•^ l-H
: : 00 t^NO : : ; : : : :
00C5 00 t>-^-
^^ t^ t~ b- 1>.
•-<
60
t:^t^t»t>
m
SO O S
. CO M .H ©
b hi h (• 11
-jj <«} <! <J -«i
6
5fc
000000600
r-l ©»0 Tjicq .©
© ©©05 t- -^
ClOiCi OOCO "00
■^ ■<*< ^ 00 f*
.CO . .— i . .1-Hr-l
:o©
10©
• ® ©
:© :©©
— rij— !
© t~.«e
: v-i © <M <N fo
■l-+--t--f— (-H — t-* • ♦
C505trir-i'«J"«0'9"ao©©
: M e<5 CO •* f-c CO •<»" rt f "
■ f :>J< •<*■»)<■»»<•»»< :-«»<COCO -co -WCM • •■-l .f-lrHT-!.— ^ . .rHr-lr-lrHr-lrHT-lf-Hr-tl-.
rH tH rH fH I-I «-< »-l rH rH r~< rH rH fH ,-i rH rH i-H r-l rH i-l rH rH rH rH rH rH rH tH
-) — I — ! — I--! — I — ! — (-++-;-+- H — f-
-i<oot-(r^ ONeoot~-<*i© e^©toooeo
SOS wo t^Gor— toifto© »rc<i©oooo
M'Tj'Tj" ■^rr-'C'j'VV-^ Tf'ir^coco
CO CO© t^eo ■«j<
(M (N rH rH 1-1 r^
^5j>oe<(©t^-»< opt~eorH©Of-) w•H^HO>1H»ot-•e^rHln«}^^^JI^^^Be9CJeg1-lt~oo^^o
©pprHrHrHM MnfiA^Sooooo o>e<»ip^oo55gjrHNNe4'v©y>i^qo©M'^>f50oo>eoo
O ©©©©©© ©©©OOO© Oi^iHrHinAlrHe^fjMNNMNNCjeOeOOiSeOCiSrOTf^J"
ljHr-lrHC^e>l?3c5lN(NC§(Ne5S«CO«e?COMcOeOM
s
a .
0
as
, o 2
£ E
E o
■♦+ .s
(522 »
The Iron and Steel Institute Annual Meeting.
THE RANGE OF SOLIDIFICATIOX AND THE CRITICAL
RAXGES OF IROX-CARBON ALLOYS. — FIG. I.
fluid, care being taken to place it as nearly as possible
in the centre and at a distance of about ^ in. above
the bottom of the liquid. By this means about 2 in. of
the thermoj unction wires were immersed. These were
insulated from one another by a capillar\- procelain
tube through which one of them was threaded. The
cold junctions were placed in an ice-box and the wires
from here connected with the potentiometer.
THE CRITICAL RANGES OF THE ALLOYS.
The principle of the method of taking the cooling
curves was that introduced by Roberts- .\us ten and
Stansfield, viz., diiierential cooling between the alloy
and platinum cooling under the same conditions. The
coc^ng curves have been taken in air. Under these
conditions the surface of the metal becomes oxidised,
but not to an extent sufficient to mask the critical
changes.
The type of furnace made in the laboratory is shown
in fig. 2. It consists of an unglazed porcelain tube
16 in. in length, i in. in diameter, C, heated electrically
by a coil of nickel wire, 15 mm. diameter, carn,-ing
about 20 amperes, and insulated by crushed quartz,
^, contained in a wde porcelain tube, E, closed by
furnace-ends, D. The whole was contained in a mag-
nesia steam-pipe covering, M. The wire is wound over
the central 9 in. of the tube, the distance between the
coils gradually increasing from the outside to the centre
in order to compensate for the cooUng effect of the ends.
At the thermal centre of such furnaces there is usually
a space of at least 2 in. where, between 1,000° and
•600° C, the temperature variation is not greater than
about 3° C. A temperature of 1,000' can be reached
^\dth about 740 watts.
Cylinders of the alloys, | in. long and f in. in diameter,
were turned for the cooling curves. The platinum
cylinder, A, was drilled with one hole for the insertion
of one end of a differential thermoj unction, the other
end of which was placed in a hole drilled in the alloy,
B. The leads, F, from these were hard soldered to
copper ^\•ires placed in an ice-box, and connected with
the galvanometer, G. A second hole was drilled in
B for an independent thermojunction connected with
the potentiometer. With this arrangement galvano-
meter G indicates differences of temperature between
the platinum and the alloy, while the potentiometer
gives the actual temperature of the latter.
The results of the observations on the solidi-
fying ranges of the alloys are given in columns
3 and 4 of the table. With regard to the com-
plete results given in columns 5 to 12, the
authors state that —
where possible the beginning and the maximum velocity
•of heat evolution at each critical change is stated.
The former is indicated by the temperature at which
■the curve begins to change its slope, the latter at
which the slope changes from concave to convex. The
" ] ends of the critical ranges have not been given, as it
J_ appears to us that these depend entirely on the rate of
~T cooling.
/"C) CONCLUSIONS.
**~^ So far as our results go, they confirm, broadly speak
ing, the accuracy of Roozeboom's diagram, subject to
the following qualifications : —
1. The melting point of iron is about 1,505^.
2. AB is a smooth curve, sUghtly convex upwards.
3. rtB is not a horizontal line, but rises from a
to B.
4. SE may be represented quite as well by a straight
line as by a curve.
5. PK is not a straight line, but rises from P to K.
Further, our results indicate that the diagram will
be ampUfied in certain parts when the equihbrium
between the various phases has been more fully studied,
viz., on account of —
1. The small thermal change at about 790"^ for
alloys wth carbon content 0"8 — 4'5 ;
2. The slow thermal change at about 600^ found
over the whole range of aUoj's ;
3. The evolutions of heat at about 900" found in
alloys Nos. 35 and 38.
Part of the expense of this research has been de-
frayed out of the grant to the Laboratory from the
Iron and Steel Institute.
The authors acknowledge with pleasure the interest
taken in their work by Dr. Glazebrook, the Director of
the Laboratory. They have also to thank Mr. L. F.
Richardson for help in much of the work, particularly
the chemical analyses, and Dr. J. A. Marker for advice
as to temperature measurements.
Professor Ewing, who criticised the paper at some
length, said he had read it with very great interest,
as it was one of first-rate importance in settUng many
points in regard to which there were large gaps in their
previous knowledge. He congratulated most heartily
the authorities and staff of the National Physical
Laboratory on the completion of an e.xceedingly
important and laborious piece of work.
VOTES OF THANKS.
After some further discussion, the proceedings
terminated with votes of thanks to the Insti-
tution of Ci\-il Engineers for the use of the
premises, and to Mr. Carnegie for his able con-
duct in the chair.
A number of papers were taken as read.
■M»*
—1
J
3.
m
-,r 0.
^
THE RANGE OF SOLIDIFICATIOX AXD THE CRITICAL
RAXGES OF IROX-CARBOX ALLOYS. — FIG. 2.
524
Page's Magazine.
Mr. B. H. Thwaite on the Steel Structures
of America.
NO one who goes to the United States can,
in any sense of the word, overlook the
lofty steel structures employed in modern busi-
ness centres. Mr. B. H. Thwaite, during his
recent American tour, has been viewing them
more particularly in the light of their signi-
ficance to the iron and steel worker on this side
of the Atlantic. His paper on " The Use of
Steel in American Lofty Building Construc-
tion " brought out the striking fact that the
credit of the basis of this mode of construction
really belongs to English engineers.
Later and more modern developments, from the
date of the early eighties, had their home in the United
States, and from amongst the group of workers and
pioneers, two men deserve conspicuous mention, one of
whom. Colonel Wm. B. Jenney, of Chicago, may be
considered to be the father of the American develop-
ment of the steel and iron frame system of construc-
tion in which the steel frame supports everything,
the skin or outer walls, the floors, and the roofing.
By Jenney's pioneer work steel and iron were made
the essential component elements of construction.
Concrete Surforce,
Bean'nq Rib.
Temporary Sand Dam
S"" l"Concref^ Beanhq Ribs
Sdnct *■ Oroof
Secfron Z- Z
Part of Concrete Tooting with One Set of
Gririagc Beams an<3 Cantilever Girder
AMERICAN LOFTY BUILDING CO.NSTRUCTION.
A modern example of grille found;itioii construction.
(Fig. I.)
To another Chicago architect, Mr. W. H. Burnham,
credit is due for the novel method of the grille founda-
tion construction system, that safely permitted tier upon
tier of storeys to be built, making up an aggregate
weight of thousands of tons of superstructure, without
danger of serious or irregular settlement.
Tlie first really complete application of the principle
of t'l fr III 1 instruction is embodied in the
fourteen storey Tacoma building, built after i886 fronx
tlie designs of Messrs. Holabird and Roche. This
construction constituted an epoch in American archi-
tectural liistory, aiid in the evolution of the use of
steel and iron in building construction. Since this
date (i886) the steel frame element has attained
supreme importance, architectural features becoming
questions of subordinate value.
As the buildings attained higher and higher altitudes,
the question of the effect of wind pressures had to
be faced, and most ingenious methods of wind bracing,
involving a still further increase in the use of steel, have
been devised ; the earliest serious attempt to structurally
face the problem of wind pressures is probably the
one embodied in the extension of the Reliance building
in the year 1894. The characteristic feature of the
system, known as the table-leg wind-bracing method,
consists in making each floor rigid in itself, deep plate
girders connected by vertical splicing plates to the
columns, and not by merely being hung bolted to
brackets ; these plate girders connecting all the out-
side columns constitute the origin of the title, the
Table-Leg Principle.
THE RATIONALE OF THE SYSTEM.
We know that the use of steel, the conspicuous-
feature of the system of construction under review,
has permitted floors to be superposed over floors to
an extent never dreamt of as possible by orthodox
masonry constructionists. Now the extension of
height involved in the tiers of storeys may reasonably
prompt the question, Cui bono ? The reply can be
found in the constant tendency of modern civilised
life towards concentration of effort and energy. Every
additional floor added to an office, warehouse, or
factory, means the duplication, more or less completely,
of the ground area on which the building stands. The
effect of the steel-frame system, in raising the normal
number of storeys from five to twenty, is equivalent
to the addition to the business area of Manhattan
Island, New York, of some 200 acres of habitable
land — probably representing an increased yearly rental
of i|- millions sterling. Although the highest quali-
fication in favour of the steel-frame system of con-
struction is embodied in the fact that it has extended
the safety limit of building height by an additional
twenty storeys, the system is now being applied to-
structures of the height usual in Europe, and within
the Umits controlled by building regulations of European
and British cities ; * but the author trusts that his
* An Essential Condition of Success. — As a rule all
the steel-frame buildings erected under the super-
vision of the expert engineers are designed with most
conscientious care. The author was surprised with
the thoroughness with which all the proportions were
calculated to satisfy exigencies of variable loads, to-
secure safety from settlement, from fire effects, and
from the influences of wind pressures. The methods
of calculation and the average precautions taken
would satisfy the most cautious of British engineers ;
yet at the same time clauses safe-guarding the public
against the jerry-builder of steel structures ought to
be inserted in the building regulations of the cities
of the United States. The steel-frame system of
building, of so much interest to iron and steel makers,
has suffered by the action of unscrupulous builders
who are sufliciently dishonest to prefer to jniint imita-
tion rivets and use girders of inadequate strength.
Such unscrupulous work has already proved fatal to
men's lives in the United States, and constitutes a
warning for those responsible for the frainiii'j; of the-
building regulations of our cities.
The Iron and Steel Institute Annual Meeting.
explanation of the rationale of the system will tend
to induce the Iron and Steel Institute to use its influence
in removing the British and European restrictions that
prevent the full advantages of the new system from
being secured.*
The increase of office accommodation by the con-
struction of the lofty steel-frame buildings has brought
down the rents of offices and warehouses ; for example,
the charge for offices in the old buildings of 12s. per
square foot has been reduced to as low as 6s. a square
foot, a price that includes conveniences and advan-
tages that did not exist in the old offices.
It will be reaUsed that a substantial reduction of
rent, along with the additional and splendid advantages
and conveniences provided, makes the new system a
positive boon to the City worker. That the system
may also be profitable, as it deserves to be, is proved
by statistics.
AN IMPORTANT FIELD OF APPLICATION.
The field of appUcation of iron and steel in the
steel-framed building operations has assumed very
important dimensions. It is one that is rapidly
extending, and that the effect of the irresistible law
of the survival of the fittest will become evident here,
will be the opinion of metallurgists and engineeers
who have the privilege of the experience of seeing the
systems for themselves in the great cities of the United
States.
The proportions of the steel-framed building demand
for steel in the United States are increasing. It may
with sufficient accuracy be assumed, that on the
average of the last five years some 200,000 tons of
steel and iron are absorbed in steel-frame construction
in the United States per annum.
In this new structural development the American
iron and steel industry has indeed found a friend.
Shall the friendship be extended to cover, in its benefits,
the iron and steel workers of Europe and Great Britain ?
The mechan'cal equipment of a first-class steel-
frame structure includes the provision for ventilation
heating, fire protection, refrigeration, electric lighting,
telephone, and electrical services — power provision
for lift or for elevator service — all requirements involv-
ing in some measure the use of steel and iron.
IMPORTANCE OF THE KNOWLEDGE OF THE
SYSTEM ON THE PART OF THE IRON AND
STEEL MANUFACTURER.
In the United States the new system has practically
revolutionised the professional constructional organi-
sation, the engineer, steel-framework designer, and
the ironworks have partially displaced, for the con-
structional services, tlxe architect and the timber-yard.
The engineer and the architect have joined forces
with the happiest results — science and aesthetic art
being thus associated. The new system of construc-
tion has not been adopted in Great Britain, except
in a very tentative way, and for buildings of some
four to five storeys only.
An examination, whenever an opportunity occurs,
of the details of the steelwork structural system will
soon convince iron and steel makers that they will
probably benefit by becoming interested in watching
and aiding the new development, which puts their
product on such a high plane of utility.
* The height of buildings is restricted in some of
the American cities, although in others a man may
build any structure he pleases on the lot he owns.
There are no laws respecting Ught, except for certain
classes of buildings.
The steel- framed structural system permits a con-
siderable part of the mechanical work, involved in
fitting together the different elements, to be carried
on at the iron or steel works.
In the United States the mechanical work of fitting
is divided into two branches, differentiated by the
terms shop and field work.
^
3^
Two Pull
Heads
Two Full
Heads
(Q g
3
®
(§)
^
Shop
-Li ?^
v7"
^
riaRened to K "
0( Countersunk and
not chipped
Flattened tc X"
Flattered to K '
0000(^0000
AMERIC.W LOFTY BUILDIXG COXSTRUCTIOX.
Conventional signs for riveting shop and field work.
(Fig. 2.)
The diagram (fig. 2), shows the graphic method of
defining which is shop and which is field work. The
columns, brackets, gussets, and other steel support
attachments are as far as possible riveted up before
they leave the manufacturer's works, girders are cut
to length, and all holes cored, drilled, or punched ;
in fact, every part of the vsork is designed to secure
rapidity in working constructions with the minimum
degree of transport, etc. When the steel columns
and girders arrive at the site,* they are then ready for
immediate attachment, the result is a speed of erection
that to Europeans appears to be little short of mar-
vellous. The examples presented of the rapidity of
construction are sufficiently convincing ; a twenty-
storey building may be erected in less than six months ;
buildings have been erected at the rate of one storey
complete in a fortnight.
Other papers, taken as read, were as follows :
" The Thermal Efficiency of the Blast Fur-
nace," by W. J. Foster, Darlaston ; " The
S\Ti thesis of Bessemer Steel," by F. J. R.
Carulla, of Derby ; " The Effects of Slowly
Applied and Suddenly Applied Stresses,"
by Pierre Breuil (Paris), Carnegie Research
Scholar ; " The Plastic Yielding of Iron and
Steel," by Walter Rosenhain, B.A., Birming-
ham ; " The Influence of Temperature on Steel
and Iron Castings," by Percy Longmuir (Shef-
field), Carnegie Research Scholar ; and "' Troos-
tite," by Henry Cook Boynton, S.M. (Harvard
University).
* Each storey bears its own weight.
SOUTH AFRICA AS A MARKET FOR BRITISH TRADE.
MR. HENRY BIRCHENOUGH'S OPINION AS A BUSINESS MAN.
IN the course of a discussion which followed an
excellent paper on " The Regeneration of South
Africa," read by Mr. Ben. H. Morgan before the Society
of Arts, Mr. Henry Birchenough offered a few remarks
as a business man. He said the one thing they ought
to pray that South Africa might be delivered from,
was the politician.
If the English people could forget South Africa for
three or four years, and leave the very competent and
able men who were there to work out its destiny, it
would be the very best thing that could happen to
that temporarily unfortunate colony. What South
Africa wanted was business administration, business
gifts, and business talents, to drag it out of the rut
into which it had fallen.
ITS EXTRAORDINARY COMMERCIAL IMPORTANCE.
He had never found that the ordinary citizen really
understood the extraordinary commercial importance
of South Africa to this country. It came as a matter
of surprise to most people to find that, during the last
two years, South Africa had been the second best
customer which England had, and had taken more of
the manufactures and products of the United Kingdom
than any other country, except India. Although it
was true that during the last two years there had been
a certain amount of over-trading in South Africa, he
was sanguine enough to believe that that was only a
temporary phenomenon. If, instead of talking in
clubs and imagining all kinds of things, they would
go to South Africa and see for themselves, they would
form just conclusions.
MINERAL RESOURCES, ETC.
It was extremely difficult to avoid using language
which sounded exaggerated with regard to the mineral
resources of our new colonies. At present the gold
industry had hardly been touched, and, besides this,
there were coal and iron in enormous quantities, and
diamonds both in the Orange River Colony and in the
Transvaal. The mineral wealth of those colonies was
almost boundless, and the expenditure required upon
public improvements was absolutely enormous. The
Boer Government never did anything whatever to
make life in their towns even bearable. In Johannes-
burg, a large prosperous city, there was not even to-day
one single presentable drain. Every single drop of
slop water was carried away in buckets every night
at the cost of ;^200,ooo a year. The same state of things
in a less degree existed in many of the large towns
in South Africa. And then agriculture was com-
paratively undeveloped, indeed there was no branch
of human enterprise which was not calling loudly for
the investment of capital for its development.
THK LABOUR PROBLEM.
What stood in the way ? It was one single diffi-
culty, and that was the want of unskilled labour.
Just before I-.aster he was stopped by a procession
of British workmen trudging along to Hyde Park in
order to demonstrate their desire that South Africa
should be still further starved of labour, and, if what
those British workmen demanded took place, the
result wotild be that many of themselves engaged in
engineering and similar trades, would have to be turned
off from their work. When he saw them he did not
know whftlicr he f"11 iiinrf s;u!<I<'ik'(1 by the geiicrositv
of their intentions or by the folly of those persons who
had driven them into such a demonstration. It was
needful to bring before the minds of the English
people the fact that South Africa represented for
Great Britain a most remarkable market for British
industrial products. Whereas the other marketss
which took British goods were gradually drying up
under various influences, we had in South Africa an
almost virgin market for the expansion of British trade.
He was more sanguine than the reader of the paper with
regard to the opening for British products in South
Africa.
HOPEFUL INDICATIONS.
He admitted that there had been an enormous
extension of foreign trade in South Africa, but when
the returns were examined it would be found that
that trade consisted to a very large extent of articles
with which England could never hope to compete, such
as food stuffs, building materials, and other things
which Great Britain herself imported from foreign
countries. The rapid expansion of the trade in im-
ported food stuffs was due to the fact that since the
war South Africa had been almost entirely unable to feed
itself. Every article which the builder required, except
brick and stone, had to be brought into South Africa
by sea and by rail, and even the mealies which con-
stituted the main food of the Kaffirs had had to be
brought from Argentina instead of being grown in the
colony. Nothing gave him so much pleasure while he
was making investigations in South Africa as to find
to what a large extent the different parts of the
British Empire were beginning to supply each other's
needs. A large proportion of the bread stuffs eaten
in South Africa came from Australia ; butter was
obtained from Australia ; and frozen meat was
obtained from New Zealand and Australia ; and we
might look forward to the different parts of the Empire
increasingly supplying the needs of South Africa.
One of Mr. Morgan's recommendations was that a
permanent trade commissioner should be appointed
in South Africa to assist and advise British traders.
The Imperial Government had already appointed
official correspondents in South Africa, and these
gentlemen were at the service of any manufacturer
in this country who chose to communicate with them
either directly or through the Board of Trade. These
correspondents were already frequently sending home
what in colloquial language were called commercial
" tips " which, he felt sure, would be of very great
value to those persons who made use of them.
WHAT THE LABOUR QUESTION REALLY MEANS.
He thought that there was a great deal of confusion
in the public mind with regard to the question of
Chinese labour. There seemed to be an idea that
special measures were required for the assistance of
the gold mining industry, and of that only. The fact
was that the labour problem which South Africa had
to solve was one which concerned all the industries. The
moment the gold mines were supplied with labour,
other industries would begin to develop in every
direction. The gold question was the one which lay
at the root of all other developments. The interests
of the Transvaal and the Orange River Colony were
identical with the interests of the maritime colonies
of Natal and the Cape, and the trade of the maritime
colonies, which were the sea-gates of South Africa, was
dependent upon the inland colonies.
(526)
THE SOCIETY OF ENGINEERS
HOLDS ITS JUBILEE MEETING
AT the Jubilee Meeting of the Society of Engineers,
held at the Royal United Service Institution,
Whitehall, on Monday evening. May 2nd, Mr. D. B.
Butler, President, in the chair. Mr. Perry F. Nursey,
Past President and Secretary, read a " Jut.ilee Retro-
spect," being a brief history of the Society from its
inception to the present time. After referring to his
election as a member of the Society in 1858, four years
after its inauguration, and to the fact that in one
capacity or another, honorary or otherwise, including
that of President, he had worked for it ^^ithout a break
ever since he was elected, Mr. Nursey proceeded to
point out that although the Society was established
in 1854, it was not then known by its present name.
For the first three years of its existence, it was called
the Putney Club, having been founded by students of
Putney College, an institution which formerly existed
for the education of engineers. The founders were
Robert Monro Christie, Henry Palfrey Stephenson, and
Alfred Williams, the latter of whom held the office of
Honorary Secretary and Treasurer to the day of his
death in 1894. The members used at first to meet
periodically at the offices of Mr. Christie and Mr.
Stephenson, when various points of engineering practice
were introduced and discussed, on the lines of the
topical discussion system, now so largely in vogue
in the United States and which was successfully adopted
upon one occasion last year by the Society. In 18^5,
however, the formal reading and discussion of papers
was commenced. In course of time a set of twenty-four
rules was framed, and out of these from time to time
have been evolved the comprehensive rules and bye-
laws by which the Society is now governed.
At the Annual Meeting of the members of the Putney
Club held on December 7th, 1857, Mr. Nursey stated
that the Society was re-christened by its present name
— " The Society of Engineers." At that date the
number of members had increased to 54 from 25,
which latter was its strength at the close of 1855.
This increase of numbers necessitated a larger meeting
room, and No. 4 Committee Room in Exeter Hall was
taken for that purpose. In course of time the Committee
Room proved too small, and the Lower Hall was
engaged for the meetings, which were held there for
some years. A prominent feature of the year's work
in 1858 was the awarding, for the first time, premiums
of books for papers read during the year, the first
recipients being Mr. James Amos" for a paper on " The
New Hydrauhc Lift of the Thames Graving Dock,"
and Mr. John Glynn, Jun., for a paper on " Dr. Clarke's
Water Softening Process." The year 1861 was marked
by the holding of a conversazione in the lower hall,
Exeter Hall, on June nth, which function was success-
fully repeated in 1863. The latter year marks the
introduction by Mr. Williams of vacation visits to
works of engineering interest, the first visit being to
the Southern Outfall of the Main Drainage Works.
Later on in the year the Northern Outfall was visited.
INSTITUTION OF HONORARY MEMBERS' CLASS.
The year 1S63 witnessed the institution of the class
of honoran,- members, although none were elected until
1865. Amongst the earliest honorary- members were
Lord Playfair, Sir William Fairbaim, Sir John Herschel,
Sir Joseph Whitworth, Dr. Percy and Professor Mac-
quom Rankine. In 1864 the question of issuing
certificates of membership was discussed, but their
issue was not then considered desirable. They were,
however, adopted in 1867 in their present form. Coming
to later times, Mr. Nursey observed that the year 1900
merited notice as being that in which the present
honorary secretary* and treasurer, Mr. George Burt,
presented the Society with the handsome badge of
office in gold and enamel worn by each successive
President.
MEMBERSHIP.
Proceeding to generahties, Mr. Nursey next touched
upon the membership roll and the useful work done by
the Society during its fifty years of existence. Referring
to the figures of membership of the Society, in its
early daj.'s, he said that the rate of subsequent pro-
gression had been somewhat irregular. In 1893 the
Societv touched a maximum, when it had a record
number of 522 members. After that it declined a little,
but in 1902 the previous record was beaten by one, the
membership standing at 523. Last year witnessed a
marked advance upon that, the Society numbering
540 members at the close of the year. " And," said
Mr. Nursey, " we are still on the increase, inasmuch
as during the present year we have, so far, elected
eight new members, which, with the seven to be
balloted for at the close of the present meeting, practi-
cally brings our numerical strength to 555 members
and associates."
THE WORK OF THE SOCIETY.
As regards the useful work done by the Society.
Mr. Nursey said : "I find that we have published
forty-four volumes of Transactions, including that for
the past year. They contain 10,124 pages and embody
371 papers, illustrated by 588 plates and 294 smaller
engravings. In some cases, the same author has given
us several papers. Amongst these may be mentioned
Mr. Baldwin Latham, with eight papers, Mr. Arthur
Rigg, with eight papers, Mr. Vaughan Pendred, with
si.x papers, Mr. C. J. Light, with six papers, ^Ir. Henry
O'Connor, with four papers, and myself ^^•ith twenty-
two papers, including in all cases, except that of
Mr. Light, a presidential address."
" Such then, in brief," said Mr. Nursey in conclusion,
" is the record of the Society for the first half-century
of its existence. To me it is a record of pleasant
memories and associations — of memories of those with
whom I have worked shoulder to shoulder, but who
have passed away, and of associations with those
who have taken their place, and with whom I am
now working to promote the general interests of the
Society, which work to its executive has ever been, and
still is, a labour of love. I refer here to our members
of Council, who are the worthy successors of our
worthv founders, Henr\' Palfrey Stephenson, Robert
Monro Christie, and Alfred Williams."
(527)
THE LIMITATION OF DEPTH IN COAL MINING.
BY
JAMES A. ASHWORTH, M.E.
COMPARATIVELY few people who sit before a
cheery coal fire during the cold months of the
year have any idea of the serious depletion of our coal
resources which is taking place day by day, and whilst
•grumbling at the price they have to pay for this neces- '
sary article of comfort, they do not recognise the fact
that the expense of wnning coal is increasing as the
depth increases, and that it is not at all likely that coal
can ever again be purchased at the very low price at
which it was offered only a few years ago. Nor do
the bulk of people realise what a huge hole is being
made in the earth year by year by this depletion,
which in 1902 amounted to more than 227,oro,ooo
Ions, without reckoning a waste of from 10 to 50 per
cent, in working. It has been stated that this huge
yearly reduction in our coal resources has already
affected the iron, steel, and coal industries of Britain,
as evidenced by the reduced expansion of these indus-
iries.
The Royal Coal Supplies Commission has already
issued a first report in three volumes, in which (i) the
limit of depth in mining, (2) the minimum thickness
of workable seams of coal, (3) the waste in working,
have been investigated, and from this we are able to
recognise to the full the seriousness of the position.
This Commission was appointed on the 28th of
December, 1 901, to inquire into the extent and available
resources of our coal fields, the rate of exhaustion,
economies in use, effect of exports, and the time for
which the supply will be available at a cost not detri-
mental to the general welfare, the reduction of cost by
cheaper transport, avoidance of waste by better means
of production, or through change in the terms and
provisions of mineral leases, and to decide whether the
mining industry of this country is maintaining its
competitive power with those of other countries.
TEMPERATURE OF DEEP LEVELS.
Expert witnesses have placed the limit of depth
below the surface at which coal can be mined at 4,000
feet, not because there is no coal at a greater depth,
but because the physical and sanitary conditions are
such that the human machine cannot adapt itself
to them. The majority of people probably think
that the depth at which coal can be worked is
ruled by the capacity of our mechanicul engineers to
devise means of bringing the coal economically to the
surface, but at present this is not so, as there are other
and more potent difficulties which must be surmounted
before our engineers are called upon to produce stronger
hauling and lifting machinery. The principal difficulty
is that of temperature, and this part of the Commis-
sioners' enquiry has elicited most interesting evidence
on the progressive heat of the strata as we penetrate
deeper into the crust of the earth. Attempts have
'been made to formulate rules by which this increase of
temperature could be calculated beforehand, but these
have not been successful. In Lancashire the rate of
increase varied from one degree- in 4oft.,i in 55 ft.,
I in 70 ft., up to I in 80 ft., which figures do not of course
agree with the generally accepted rule of i degree in
'60 ft ; in South Wales, the rate of increase varied even
more than in Lancashire, viz., from 1 degree in 35 ft.,
to I degree in 108 ft., and it was also shown that the
average geothermic degree is more thaai 60 ft. for
moderate depths, and considerably more for greater
depths.
Supposing, therefore, that a temperature of
98 deg. F. represents the extreme temperature of the
air in which a collier can perform his daily labour, the
limit of workable depth may be extended further than
the present assumed limit of 4,000 ft.
There is, however, another factor which cannot be
left out of the problem, viz., a certain increase of
temperature due to the additional depth of the atmos-
phere, which has been estimated at one degree for every
100 vertical feet, and added to thi§ natural heat, we
have other heats caused by oxidation, friction of the
strata when set in motion by the extraction of coal, heat
given off by safety lamps, and men and horses, making
a total which varies in different mines under every
head excepting only the first. Consequently, in some
cases the heat of the air exceeds that of the strata.
The possibility of mining coal at great depths is,
however, unalterably fixed by the degree of heat
which a miner can endure when hard at work, and
medical authorities have placed this factor at 98 degrees
F., when the air is saturated with moisture, but practical
experience has proved that a much lower temperature,
viz., 84 deg., when saturated with moisture, is very
much more oppressive and enervating than dry air
having a temperature of 94 deg.
SPRAYING AND WATERING,
A dry mine is, as a matter of course, a dusty mine,
and therefore if the spraying and watering recommended
by the Coal Dust Commission as necessary for the
safety of a mine, is to be thoroughly carried out, the
limit of mining will be reached long before a depth
of 4,000 ft. is attained ; in fact, such a limit has already
been attained, and to enable the colliers to continue
working, they are now being supplied with the driest air
possible. Artificial means for cooling the air may also
become necessary, but at the present time no such
means are in use. Water sprays have been recom
mended and tried, and abandoned for two reasons ;
firstly, because the effect is only local ; and, secondly,
because it is absolutely imperative that the air of the
mine shall be kept dry.
Three at least of His Majesty's Inspectors of Mines
having tacitly accepted these practical facts, and
acquiesced in the disuse of sprays and other watering
contrivances, the miners in our deepest collieries have
been enabled to continue their useful work. It does not
appear probable, however, that this modification of
ordinary mining practice will be suflficient in itself to
enable our miners to continue working coal at any
considerable depth below 4,000 ft., without the pro-
vision of some ready and cheap method of cooling the
large volumes of air which are required to ventilate the
workings of all modern collieries, and. therefore, the
Coal Supplies Commissioners appear to have ample
justification for fixing the limit of depth at 4,000
vertical feet below the surface,
(538)
FACTS ABOUT THE NEW GREENLAND DOCK OF
THE SURREY COMMERCIAL DOCK COMPANY,
TUESDAY, MAY 3rd, 1904.
HE opening of the new Dock
at Rotherhithe for the re-
ception of shipping, forms a
notable addition to the dock
accommodation of London,
and is a matter of excep-
tional interest at the present
time when all questions
relating to the improve-
ment and development of
the port are engaging
so large a share of public
attention.
THE FIRST PUBLIC WET DOCK— 1696.
The new Greenland Dock forms part of the Surrev
Commercial Dock System, which occupies the greater
part of a peninsula on the south side of the Thames.
Ipng between the Lower Pool and Limehouse Reach.
Some interesting historical associations cluster around
the site of this newest of London's Docks. Here,
according to a tradition supported by the authoritv
of Stowe, was the beginning of the trench or canal
which Canute made to avoid the bridge when he
brought his fleet up the Thames to lay siege to London ;
and on this spot at the close of the 17th centurv,
was constructed the first pubhc wet dock in the United
Kingdom. This dock was known as the Howland
Dock, and was so named after the daughter and
heiress of Sir Giles Howland, of Streatham, who
married the Marquis of Tavistock, the son of the ill-
fated Lord William Russell. A petition was presented
to the House of Lords in February, 1695, on behalf
of the Marquis and his wife, who were minors, pra\-ing
leave to bring in a Bill to enable them " to raise "and
lay out monies for making a Wet Dock at Redderiffe."
This Bill was read for the first time on Sunday, the
15th February, 1695, ^^^d received the Royal assent
on the loth April, 1696. The importance of this
Dock to the shipping of the time is thus quaintly
recorded by a contemporary chronicler : —
" This dock has been found a very safe repository-
for ships, which was fully proved in the terrible and
violent storm which happened on the 27th November,
1703, when, by the extremity of the winds, all the
ships in the river which rode either at chains or
their own moorings were forced adrift, and
confusedly driven on the north shore, where
some were lost, and most received great damage.
Then of all the several ships deposited in this
Wet Dock there was only one slightly injured in
the bowsprit."
Such are some of the associations which connect
the oldest Dock in the Kingdom with the newest
Dock, linking the 17th and 20th centuries — the latest
achievements of dock engineering with the earhest
recognition of the need for docks as " a safe repository
for ships."
SURREY COMMERCIAL DOCK SYSTEM.
From this small beginning, accounted a great enter-
prise in its day, has been evolved the Surrey Com-
mercial Dock System, which covers 370 acres, or, if
we include its adjunct, the Surre\- Canal, 450 acres.
It comprises besides the deep water docks, having an
area of upwards of lOD acres, extensive ponds for
the storage of floated timber. It has nearly six miles
of quays, and over eight miles of paved and macada-
mised roads. There is piUng ground for wood goods
of 2O0 acres, and about 50 acres are occupied by
substantial sheds or warehouses which have been
erected to meet the growing demand of the wood
trade in recent years for such accommodation. A new
group of sheds is in course of construction, and the
combined storage capacity of these sheds is 65,000
standards, or 214,000 loads. There are also nine
granaries, capable of storing about 280,000 quarters
of grain, and warehouse for general produce.
These Docks are mainly appropriated to the wood
and grain trades. They may be said to be the great
emporium of the London wood trade, and some idea
of the magnitude of this business is indicated by
the fact that last year the total quantity of wood
goods received for storage in these Docks amounted
(525)
34
r
Cx:::zi^mm.
THE SURREY COMMERCIAL DOCK SYSTEM.
(530)
THE XEW DOCK.
Locking in the first steamer, the Mclainic Grocdel.
HOWLAXD GRE.AT WET DOCK, IN THE PARISH OF ROTHERHITHE.
The first public wet dock constructed in the United Kingdom.
fS3i>
34 A
532
Page's Magazine.
to 780,000 loads.* The Company have had the good
fortune to attract and retain the business connected
with these indispensable commodities — grain and
wood — and the growth of London, with its ever-increas-
ing demand for foodstuffs and building materials has
necessitated a corresponding development of the
Docks devoted to this important section of London's
commerce.
The Surrey Commercial Docks have the great advan-
tage of being in close proximity to the centre of Lon-
don's trade. They are within a distance of two miles
from London Bridge, and about i^ miles from the
Tower Bridge, and are immediately adjacent to the
new Tunnel which the London County Council are
about to construct to connect the populous districts
on the north and south sides of the river. To its
geographical position and its consequent saving of
expense to merchants in time and money for the
cartage and distribution of their goods these Docks
doubtless owe some of their prosperity.
THE NEW DOCK.
The new Dock and Entrance may be said to mark
the completion of a long and costly series of improve-
ments undertaken by the Company. Long before the
question of the improvement of the Port attracted the
general attention, the Directors had foreseen the
necessity of bringing their Dock system thoroughly
up-to-date, so as to meet the most modern require-
ments of the trades in which they are interested.
They applied to Parliament for the necessary powers
and the Dock Extension Works were begun in 1 894.
These Works comprise the new Greenland Dock, the
construction of a Lock and Entrance from the river,
a communication passage from the south-east corner
of the Canada Dock into the new Dock, the extension
of the Russia Dock southwards, and the construction
of a passage from that Dock into the new Dock, a new
canal lock and the formation of a basin by widening
the Canal. The ne.w Dock is 2,250 ft. in length by
450 ft. in breadth, covering an area of about 22
acres with quays 5,380 ft. or upwards of a mile
in length. It is connected throughout with the other
parts of the Dock System by communication passages
through the Canada and Russia Docks. The Entrance
Lock is 550ft. in length. Soft, in breadth, and has
* This quantity would serve to lay a roadway
35 ft. wide by 6 in. thick from the Lizard to Berwick,
would make a bridge across the Atlantic to New York
over 12 ft. wide by 2 in. thick, or put a girdle round
the Equator 3ft.3 6 in. by i in. thick.
a depth of water on the sill of 33 ft. below T.H.W.
Here it may be remarked that the new Dock will
not be accessible to vessels of the largest class it is
designed to admit until the necessary further deepen ■
ing of the river shall have been carried out.
The original plans for the works were prepared by
the late engineer of the Company, Mr. J. A. McConochie,
M.Inst.C.E., who unhappily died before any substantial
progress with the works had been made. The Com-
pany then decided to secure the advice of the highest
engineering authority, and entrusted the supervision
and control of these important works to the eminent
engineer, Sir J. Wolfe Barry. Having in view not
only the present, but the possible future requirements
of the trade of the Port, the Directors, with the advice
of Sir J. Wolfe Barry, modified and extended their
original plans, increasing the proposed width of the
Dock by 100 ft. and the length and depth of the
Entrance Lock. As is usual in works of this magnitude
the original estimate of the cost has been considerably
exceeded, and the Company have spent nearly a
million sterling on these improvements of their system,
which have been nearly ten years in hand. The con-
tract for these works was let in two sections, the
first of which was finished in 1897, the second section,
now completed, was begun in 1898. Messrs. S. Pearson
and Son, Ltd., secured the contract for the whole of
the works, which they have carried out in a manner
worthy of their great reputation. The construction
of the lock gates, bridges, and hydraulic machinery
was entrusted to Messrs. Sir W. G. Armstrong, Whit-
worth and Co., whose name is sufficient guarantee for
the excellence of their part of the work.
The Dock Companies have in recent years been
exposed to a great deal of adverse criticism, but it
cannot fairly be said that the Surrey Commercial Dock
Company has been slow to recognise the altered con-
dition and development of the trades with which
they are concerned, or have failed to meet the demands
for up-to-date accommodation and facilities. They
have now the satisfaction of knowing that their object
has been accomplished, and whether the wisdom of
Parliament permits them to retain the management
of the undertaking which in their hands has grown
to its present dimensions, or whether the Docks are to
pass from them to the control of a newly-constituted
public authority, it must be said that the Surrey Com-
mercial Dock Company have responded to the demands
of the shipping and trading interests for dock accom-
modation adequate to their needs, and that their fore-
sight and enterprise have contributed largely to increase
the facilities of the trade of the Port of London.
E have already] described * the
contents and plan of the new-
work on Modern Electric Practice,
edited by Mr. Magnus Maclean,
M.A., D.Sc, and issued in six
volumes by the Gresham Pub-
lishing Compan3\ By the
courtesy of the publishers we
are able to reproduce two of
the full-page plates which,
with innumerable smaller illus-
trations, form such an attractive feature of these
volumes.
One of the most suggestive chapters included in
the two volumes which have already been issued
deals with applications of the electric motor, the
author noting that one of the best fields for electric
driving is to be found in factories. Indeed, he says,
there are probably few. if any, operations performed
by gas or steam-engines which may not be accom-
pUshed, at least with equal efficiency, bv the electric
motor, and in the majority of cases better all-round
results are obtainable.
The most apparent advantages of an electric drive
for such purposes are stated as follows : —
(i) Good speed regulations for varying loads.
(2) High efficiency at all loads.
(3) Economy of space occupied by the motor.
(4) Economy in prime cost of power.
(5) Economy in transmission and in application.
(6) Absence of heavy foundations.
(7) Freedom from vibration, noise, or smells of
any kind.
(8) Attendance reduced to a minimum.
(9) Skilled attention unnecessarv, except for occa-
sional survevs.
(10) Risk of breakdown comparatively slight.
(11) Wearing parts few in number and cheap to replace.
(12) Small capital outlay.
(13) Small consumption of energy, because the
power is automatically adjusted to the load.
This list by no means exhausts the "points" of an
electric drive ; it merely indicates the chief features.
For factory purposes it does not often happen
that motors of less than J h.p. are required, and
more frequently machines of from i h.p. to 15 h.p. are
found to be the most suitable. In laying out a new
factory, or in altering an established one from gas or
steam to electric driving, there are several broad issues
to be considered and weighed very carefully before the
scheme be decided on.
First, the operations to be performed should be
considered. Whether they are mainly continuous or
intermittent ; whether all the plant must be kept
running ; or whether any part of it may be shut down
for periods without seriously affecting the economv of
the operations, etc.
' Pages Magazine, May, 1904, pa-e 47s.
For example, in a boot factory the hand- work and
machine operations are generally arranged so as to
balance only when all the plant is in use. In an
engineers shop or a printing establishment, on the
other hand, it is generally absolutely necessary to run
separate machines or groups of similar machines
independently. An efficient scheme will obviously
include suitable arrangements to meet these several
requirements.
It thus happens that in some instances one or two
large motors may be conveniently arranged to drive
a small factory through line shafting more economically
than a number of smaller motors connected to separate
drives. In other cases, such as printing establishments,
it is usually found more economic, in spite of the
increased capital outlay, to drive each large machine by
a separate motor.
The electrical engineer who is to investigate such
problems should carefully balance the cost of the
existing system of driving against the interest,
sinking fund, and maintenance of an electric drive.
In some cases it will be found that the interest
on capital outlay due to scrapping of old and purchase
of new plant added to revenue charges will be so large as
hardly to warrant a conversion, having regard to
the interests of the shareholder, although there would
be no question as to the proper course if starting
de novo.
Coming to the net result with motor drives, it
is remarked that not only is the loss in heavy main
shafting obviated, but, since a well-designed motor
is capable of a 50 per cent, overload for short periods,
and over 100 per cent, for very short periods, motors
of smaller rated powers are permissible for the several
lineshafts than would be safe with steam or gas
engines ; and the aggregate load, and therefore the
power of the engine and boilers, may be much less
than with the old system. These considerations help
to explain how it is that much less boiler power is
required to drive given works through dynamos and
motors than with separate engines or engine driving
through main and fine shafting.
Two instances selected at random from Mr. Selby-
Bigge's Dusseldorf paper \\-ill be instructive. At
Messrs. Vickers Maxim's ship-building works at
Barrow-in-Furness the average coal consumption per
month during the winter of 1898, with steam-power,
was 476 tons ; during the corresponding period of
1899, with electric power, the monthly consumption
was only 232 tons, being a saving of about one-half.
Again, Messrs. Richardsons, Westgarth, and Com-
pany state that the output of their tools is now, with
electric power, 30 per cent, in excess of what it was
with steam. With the old shafts and belts the work-
men were limited to say, two or three speeds as a
rule, whereas with an electric drive their choice of
speed was much greater. This is a point that is not
generally appreciated, even by engineers.
(533)
(534)
— o
a o
u 4i
o o
> 2
(535)
OUR MONTHLY BIOGRAPHIES.
Mr. ALEXANDER SIEMENS, M.Inst.C.E., M.I.Mech.E.,
Presiden'.'Elcd of ilie Instititiion of Electrical Engineers.
ALEXANDER SIEMENS was born at Hanover
January 22nd, 1847. He received his educa-
tion at the Polytechnic College in that town, and at
the University of Berlin. From the outset of his
career he has been closely connected with telegraphic
cable enterprise. Coming to England in 1867, he
entered the telegraphic factory of Messrs. Siemens
Bros., of Woolwich. In 1868 he assisted in the erection
of the Indo-European telegraphic line, and subse-
quently in laying the
Black Sea cables at
Kertch and from Suk-
hum Kale to Sotcha.
A period of study
which ensued was cut
short in 1 870 by the
outbreak of the
Franco-German war,
young Siemens
serving with distinc-
tion in the 8th
Westphalian Infantry
Regiment, being
wounded in battle
and receiving the Iron
Cross for gallant
conduct in Ihe field.
At the close of the
war he became the
pupil of the late Sir
William Siemens in
London, and was
employed in designing
and erecting regenera-
tive furnaces. In 187 s
he entered upon a
further spell of tele-
graphic work on the
cable ship Faraday,
and while stationed
at Halifax, N.S.
during 1876 and part
of 1 877, assisted in the
erection of blast fur-
naces and steel works
for the Steel Com-
pany of Canada at
Londonderry, N.S. He also superintended the erection
of a rotary furnace at Pittsburg, Pa., U.S.A.
In 1877 he returned to England to continue his work
in connection with regenerative furnaces for Sir
^yilliam Siemens, and in 1878 started the first con-
tinuous working glass furnace erected in England.
Mr. Siemens was one of the earliest workers in the
electric light field, and in 1879 undertook the maii-
agement of the electric light department for Siemens
Bros, and Co. Under^the fostering care of this firm,
street lighting in England first became an accom-
plished fact, and the first central station for this
purpose was erected at Godalming. Among other
notable installations carried out by the firm in 1879
were those of the Albert Hall, the British Museum,
MR. ALEXANDER SIEMENS, M.INST.C.E., M.I.MECH.E.
and the Albert Docks. He became a director of the
firm in 1887, and sole manager in 1891.
Three years later he was again absorbed in cable
work in connection with the laying of the third Atlantic
cable for the Commercial Cable Company, and in 1896
he directed the laying of a cable one thousand
miles long up the River Amazon from Para to
Manaos — a work of exceptional difficulty owing
to the strength of the current.
Mr. Siemens was
elected one of the
arbitrators of the
London Chamber of
Arbitration by the
London Court of Com-
mon Council in 1892,
and he was a member
of the Committee to
enquire into the
system of light rail-
ways. In 1893 he
went as one of the
official delegates of
the British Govern-
ment to the Inter-
national Electrical
Congress held at
Chicago, and held the
same position at the
Paris Congress of
1901. Among the
other positions of
great responsibility
which he has filled
should be recorded
the RoyalCommission
held in 1897 to en-
quire into the de-
sirability of estab-
lishing a National
Physical Laboratory,,
of which he was a
member, and of
which he is now
serving on the
ExecutiveCommittec.
He was also elected a
member of the Admiralty Committee, which has been
occupied since 1902 in considering the possibilities of
utilising electric energy on His Majesty's ships.
Mr. Siemens has long been connected with the
Institution of Electrical Engineers, to which he has
contributed several papers of great interest, and in
1894 he acted as president of the Institution. He is
an advocate of the metrical system of weights and
measures.
He is a member of the Council of the Institution of
Civil Engineers, a past president of the Institute of
Junior Engineers, a member of the Institution of
Mechanical Engineers, the Iron and Steel Institute
and the Physical Society, and hon. member of the
Society of Engineers.
<53''>
i
(531)
(5-8)
THh LATEST AMERICAN BATTLESHIP " VIRGINIA."
P.n." nONTHLY ILLUSTRATED N0TE5.
The U.S* Battleship Virginia.
The above sketch, for which we are indebted to
the " Marine Review," shows the latest American
battleship Virginia as she will look when completed.
The Virginia was recently launched from the vard of
the Newport News Ship and Engine Building Companv,
Newport News, Va. Her length on load water-hne
is 435 ft. ; breadth (extreme) at load water-Une,
76 ft. 2^ in. ; trial displacement, about 14,948 tons;
mean draught at trial displacement, about 23 ft. 9 in. ;
greatest draught, full lead, about 26 ft. She will have
a speed of at least 19 knots, her twin screws being
driven by two four-cylinder triple expansion engines
of about 19,000 i.h.p. The vessel will carry four
12-in. guns and eight 8-in. guns. She will have a
broadside battery on the gun deck of twelve 6-in.
rapid-fire guns, mounted six on each side, the secondary
battery consisting of twelve 3-in. ^o-calibre rapid-
lire guns, twelve 3-pcunder semi-automatic, eight
I -pounder heavy automatic, two ^o-cahbre machine
guns, and six •30-caUbre Colt automatic guns. The
Virginia will be provided with a complete waterline
belt of armour 8 ft. in width amidships, 1 1 in. thick
at the top and 8 in. at the bottom, tapering to a uniform
thickness of 4 in. at the ends of the vessel. She \\'ill
also have a casemate armoured belt, extending over
about 245 ft. of her length, of a uniform thickness of
6 in.
Boltcn^s Downtake Superheater.
The advantages of superheated steam have long
been recognised, but owing to the defects of design,
and the want of suitable materials and packings
and lubricants to \\-ithstand higher temperatures, its
adoption has been retarded. These difficulties ha\ing
been overcome, its application is being rapidly and
successfully extended.
Theoretically, the higher the superheat the greater
the economy ; but practice has proved beyond doubt
that the best all-round results are obtained with
moderate superheat giving a final temperature of
500 to 560 deg. F.
The application of superheated steam will raise
the efficiency of an engine to a higher grade, the
equivalent saving averaging ten to fifteen per cent, of
coal and twenty to thirty per cent, of water.
Of the accompanpng illustrations one shows the
application of Bolton's patent downtake superheater
to a battery of eight boilers, and the other its position
in the downtake flue at the back end of the boiler.
Briefly described, Bolton's downtake superheater
consists of a top box comprising three chambers,
inlet, outlet, and a passage from one to the other.
The tubes are grouped in two equal secrions through
which the steam passes in succession, being dried
and slightly superheated in the first section and raised
to the required degree of superheat in the second.
The tubes are arranged on the " Field " principle,
which ensures perfect circulation and the distribution
of the steam in a thin film over the heating surface,
which are most important points in a superheater.
The steam enters the inlet chamber and passes down
through the internal tubes of the first section, then
up through the annular space into the top box, and
down the annular space of the second section, and
finally up through the internal tubes and into^ the
outlet chamber which it enters in a superheated state.
The external tubes which are made by the " Man-
nesmann " process — are of mild steel, secunless and
with the bottom end left closed in rolling. They are
fitted tightly into the bottom of the box, then expanded
and beaded over, forming a soUd metal to metal
connection.
The internal tubes are of " Loco " quahty, and
are securely fixed into the inlet and outlet chambers.
The top box is of Siemen's-Martin mild steel, i in.
thick, dished and flanged by hydraulic force. The
cover consists of a Siemens-Martin mild steel plate,
if in. thick, machined all over and having a soUd
strip along each of its long sides, which fits over
the planed edges of the flange on top of box to
relieve the joint, and bolts of side pressure, and it hcis
suitable preparation for attachment of the steam pipes
(539)
54°
Page's Magazine.
BATTERY OF EIGHT LAN'CASHIRE BOILERS FITTED WITH BOLTON'S DOWiNTAKE SUPERHEATERS,
WITH DOUBLE CIRCULATION, IMPROVED BOX, AND "FIELD" TUBES.
to and from the superheater. It is ako fitted with
two hfting eyes and two thermometer pockets and
a dead weight safety valve, and is secured to the box
with forged steel bolts closely spaced.
The following special advantages are claimed for
this form of superheater : —
(i) The design and arrangem^ent of the box and
internal chambers are reduced to the utmost sim-
plicity, and are such as ccmpels the steam to dis-
tribute itself over the whole of the tubes, instead of
short circuiting through a few only.
(2) The requisite area is provided at all parts for
the easy flow of the steam through the box and tubes,
and all useless spaces and drop-in pressure are avoided.
(3) The body of the box and cover joint, and the
greater portion of the cover, have never more than
one temperature upon them at the same time, which
ensures all equally expanding and contracting together
throughout their mass, and thereby all risk of leaky
joint and injury are entirely eliminated.
The tubes are free at their bottcm ends to lengthen
or shorten as the temperature of the surrounding
gases rises or falls ; this freedom ensures their straight-
ness and prevents springing their top connection to
the box.
It is further claimed that these superheaters can
be readily applied, at a minimum cost, to existing
plants, and with a substantial fuel economy varying
from eight to fifteen per cent. For the above par-
ticulars of Bolton's Patent Superheater, with
double circulation, improved box and " Field " tubes,
we are indebted to the patentees and sole makers,
Messrs. A. Eolton and Co., of 49, Deansgate,
Manchester.
Messrs. Mather and Piatt, Ltd., of Salford Iron Works,
Manchester, have just received an order for two exactly
similar sets of motor generators, and for a third pair
of dynamos, all being for use in connection with the
Johannesburg Electricity Works. Each motor generator
set consists of a 250 kilowatt two-phase alternator for
a current at 3,300 volts and a frequency of 50 cycles
coupled to a pair of continuous current dynamos, each
of 1 50 kilowatt capacity at pressures varying from
230 to 275 volts. In the first instance it is intended
to drive each set direct from an Allen steam engine,
provision being made for disconnecting the con-
tinuous current dynamos from the alternator if
desired. At a later jieriod the engine will be removed
altogether, and then current from the tramway or
lighting mains being suiijilied to the continuous current
dynamos in series, these will act as motors, and drive
the alternator attached to them ; or two-phase current
being supplied to the alternator, the pair of continuous
current dynamos driven by it will be used, either in
series for supplying current to the tramways, or as
balancers on the tliriH-wirc lighting system. The
extra p.ui' dt i riitiiuKni^. iiirniii dynamos will be
precisely siniilai Id tlujsc above described,* and used
as balancers on the three-wire system.
P.M." Monthly Illustrated Notes.
541
Va/parom.
IS.L.
The
Transandine
Railway.
^'^. The accompanying
map, fo- which we are
indebted to the '■ Rail-
way Age," shows the
course of the proposed Transandine Railway. By the call
of the Chilian Government lor tenders to link up the existing
lines every probability is assured that within five years or less
a straight cross country trip can be made from Valparaiso to
Buenos Ayres.
New Shallow-Draught Gunboat for
the British Navy.
The use of the shallow-draught gunboat
in warfare was recently demonstrated on
the Yalu. Since we last went to press
H.M.S. Widaeon, the latest twinscrew
shallow-draught gunboat built bv [Messrs.
Yarrow and Co., Ltd., of Poplar, for the
British Navy, has successfuliv passed
through her triaJs in the Estuary of the
Thames. A six hours' run at 1 1 knots,
and a two hours' run at 13 knots were
made consecutively ^vithout a stop, the
actual speeds being 1 1 030 knots and
13058 knots respectively.
H.M.S. Widgeon is 160 ft. long and 24ft.
6 in. \\-ide, the depth of hull being 6 ft.
For facility of transport she has been
constructed in sections. The machinery
?pace is protected by chrome steel armour
and an armoured battery -% ft. long on
the upper deck carries two 6-pounder
quick firing guns and four rifle calibre
{303) Maxim machine guns. There is also
an armoured conning tower forward. The
engines are of the compound condensing
type, fitted ^\■ith Yarrow boilers.
By the courtesy of Messrs. Yarrow
and Co., Ltd., we illustrate this t\-pe of
boat here\\-ith. The Teal, Moorhen, and
\Vid°eon are identical.
The Argentine Government have
ordered a triple rock-cutter plant, for
the removal of rock under water \\-ithout
explosives, from the patentees of this
system, Messrs. Lobnitz and Co., Ltd.,
Renfrew, for service in the river Uruguay.
Messieurs H. Hersent et Fils, the French
contractors for rock excavation under
water, have ordered a second patent rock
cutter for their works at Dakar.
THE BRITISH SHALLOW-DRAUGHT GUNBOAT "TEAL."
542
Page's Magazine.
A New Safe Construction.
'The ingenuity of modern safe construction 'ends
to make the burglar's caUing one of increased difficulty
and hazard. In the latest device which has been
brought under our notice, he has something more difficult
to encounter than a bolt shot out by mechanical means
and secured in position by a lock.
Messrs. Phillips and Son, of Speedwell Works,
Birmingham, are now making a safe in which the
usual bolts round the inside of the door are replaced
by a rolled steel channel section, the shape of which
is indicated in the annexed diagram.
produces a result similar to hooking the fingers of oae
hand into those of the other. The two channels closing
firmly together make it impossible for air, fire or water
to penetrate to the interior of the safe.
The Midland
Railway Company^s
Steamer,
New
STEEL CHANNEL SECTIONS.
THE SS. "ANTRIM."
A detailed account was given in a recent issue
of Page's Magazine of the Midland Railway
Company's new Harbour at Heysham, in Morecambe
Bay. The accompanying illustration shows the first
of the new steamers to be run in connection with the
Company's cross-channel service. This vessel — the
Antrim — has been built by Messrs. John Brown and Co.,
Ltd. Its machinery, like that of the sister vessel
which is being constructed by Messrs. Caird and Co.,
of Greenock, is of the ordinary reciprocating type,
while the two further vessels, for which Messrs.
Wm. Denny and Bros., of Dumbarton, and Messrs.
Vickers, Sons, and Maxim, Ltd., of Barrow-in-Furness,
are responsible, will be propelled by turbines. With
a speed of 20 knots these fine steamers will be able to
complete the passage in six hours, and as the train
arrangements on this side of the channel will be
expedited, passengers leaving town at five o'clock
will arrive at Belfast in good time for breakfast next
morning. It is also anticipated that a marked develop-
ment in the Irish trade in dairy produce will ensue, and
that the new service will help materially to develop
the general prosperity of Northern Ireland.
This stsel channel runs on all four sides of the inside
of the door, and by mechanical means somewhat
similar to those used to shoot the bolts on other high-
class safes, is drawn inward (instead of pushed outward)
into a similar channel on the frame of the safe. This
Mr. Cecil E. Lugard, who has for several years been
chief of the electrical department of Messrs. Ashmore,
Benson, Pease and Co., Ltd., Stockton-on-Tees, has
now entered into practice as a consulting electrical
engineer at Field' s-buildings, Middlesbrough.
-^
PATENT CHANNEL BOLT SAKE.
The Birmingham Corpora-
tioti have just placed an
order with the British
Westinghouse Electric and
Manufacturing Company,
Ltd., for a three-phase gene-
rating plant of an aggregate
capacity of 3,000 kilowatts.
This will consist of one
1,500 kilowatts rotating field
25 period, 5,000 volt gene-
rator, running at 166^ revo-
lutions per minute, and three
similar machines of 500
kilowatts each running at
J 50 revolutions per minute.
The Secretary of the Army
Council, War Office, London,
S.W., has placed a contract
with Messrs. Geipel and
Lange, Vulcan Works, St.
Thomas-street, Southwark,
S.H., for 51 Geipcl's Steam
Traps, this being the third
repeat order, for the Royal
Gunpowder Factory, Wal-
tham Abbey. This makes
a total of 147 (ieipel Traps
in use there.
From the "Svren.
THE S S •• ANTRIM
THE BLILDIX3S IX COURSE OF ERECTION FOR GLASGOW AND WEST OF
SCOTLAND TECHNICAL COLLEGE.
The progress of the scheme is referred to in '* Our Technical Colleges."
(543)
D
O
w
l—H
u
o '--^
Q E
o ^
t-H
:^
D
H
<
C
N
l-H
O
X
(SH)
PAGE'S MAGAZINE
OUR MONTHLY
SUMMARY.
An Illustrated Technical Monthly, dealing with the
Engineering, Electrical, Shipbuilding, Iron and Steel
Mining and Allied Industries.
DAVIDGE PAGE, Editor,
Clun House. Surrey Street. Strand. London. W.C.
Telephone N'o : 3349 GERHARD.
Telegraphic and Cable Address : "SIXEWY, LONDON."
Editorial. — All communications intended for publica-
tion should be uritten on one side of the paper only,
and addressed to " The Editor."
Any contributions offered, as likely to interest either home
or foreign readers, dealing with the industries covered
by the Magazine, should be accompanied by stamped
and addressed envelope for the return of the MSS. if
rejected. When payment is desired this fact should
be stated, atul the full name and address of the writer
should appear on the MSS.
The copyright of any aiticle appearing is vested in the
proprietors of Page's Magazine in the absence of any
■uritten agreement to the contrary.
Correspondence is invited from any person upon
subjects of interest to the engineering community. In
all cases this must be accompanied by full name and
address of the "writer, not necessarily for publication,
but as a proof of good faith. No notice whatever can
be taken of anonymous communications.
The Editor does not hold himself responsible for the
opinions expressed by individual contributors, nor
does he nccessatily identify himself with their views.
Subscription Rates per Year.
Great Britain— In advance, 12s. for twelve months,
post free. Sample Copies, Is. 4d., post free.
Foreign and Colonial Subscriptions. 16s. for twelve
months, post free. Sample Copies. Is. 6d. post free.
Remittances should be made payable to Page's Magazixe, and
may be forwarded by Cheque, Money Order, Draft. Post Office Order
or Registered Letter. Cheques should be crossed " LOXDOX &
COUNTY BANK, Covent Garden Branch." P.O.s and P.O.O.'s to
be made payable at East Strand Post Office, London, W.C. When a
change of address is notified, both the new and old addresses should
be given. AU orders must be accompanied by remittance, and no
subscription will be continued after expiration, unless by special
arrangement. Subscribers are requested to give information of any
irregularity in receiving the Magazine.
Advertising Rates.
All inquiries regarding .Advertisements should be directed to " THE
ADVERTISEMENT MANAGER, Clun House, Surrey Street, Strand,
London, W.C'
Copy .for Advertisements
should be forwarded on or before the 3rd of each month preceding date
of publication.
The whole of the contents of this publication are
cocjrright. and full rights are reserved.
LONDON, May 2Ut, 1904.
Printers Engineering.
The sen,-ices performed by the engineer for the
modern printer were demonstrated in a marked manner
at the recent International Printing Exhibition at
the Agricultural Hall. Though there were few novel-
ties, a most instructive collection of machinery was
brought together, and perhaps the most signiticant
feature of the exhibition was to be found in the exhibits
of the various electrical firpis who make it their business
to cater for the printer. We have no space to discuss
the reasons which render the electric motor an ideal
appliance for dri\-ing printing machinery' ; its
suitabiUtv for the purpose was freely demonstrated
at the exhibition, the machinery being to a large extent
motor driven. Machinery for the manufacture of
many forms of stationary has now been brought to
such perfection that it is not easy to see how further
progress can be attained, but probably many of the
pubhc realised for the first time their obhgation to the
engineer for cheap envelopes, luggage labels, paper
bags, etc. Printing machines in very- great variety
were to be seen at work, and another characteristic
feature was offered by the exhibitors of process work
and appliances, without which journalism as we
know it could scarcely exist. Much interest also
centred in the colour printing from aluminium plates
on fast rotarj- machines, and in Messrs. Haddon and
Company's model printing office. Particularly notice-
able was the extraordinary- insistence of the picture
postcard, which . literally papered the exhibition,
including artistic pictures of considerable merit as well
as veritable_^crudities.
A New Composing and Distributing Machine.
The practical printer, if asked to name the Uon of
the exhibition, would probably begin to talk about
the new composing and distributing machine for loose
tvpe exhibited for the first time by the Pulsometer
Companv, Ltd. The stand was crowded at the time
of our visit. An' operator was " typing " off a report
in brevier, and another, at the distributing machine,
was as busily engaged in " dissing " it. We thought
of our old friend the " case," and wondered how
long it ^^ill be ere inventors devise a satisfactory
scheme for printing without type. It is claimed for the
machine that it is simpler, cheaper to build, of greater
speed and Ughter touch than any loose type machine
hitherto invented. It vAW take any founder's type,
and will set three bodies, e.g., minion, brexder, and
bourgeois, without alteration. The distributing
machine, which, we gathered, is to be further per-
fected, is also constructed to take the un-nicked type
of any founder, and of any " body " by a change of
sieve.' The t\-pes are assembled in the composing
channel of the t\-pe-setting machine by passing down
a grooved front plate or apron, but the troughs con-
taining the t\-pes are placed horizontally instead of
vertically, and are permanently fixed, the feeding
being accomphshed by a special device. The troughs
are arranged in a series of steps, symmetricallv on
each side^of the centre of the front plate. There
546
Page's Magazine.
are eight of these steps, six containing fourteen troughs
each, and two containing sixteen each, making one
hundred and sixteen troughs in all, which allows for
upper and lower case, small caps, figures, and the
usual sorts.
Each depression of a key acts upon a lever liberating
the corresponding letter, which falls down automatically
into place. The type then passes to the left of the
machine, where it is automatically divided into Unes,
the adjustment being done by hand. Power from
a small motor is imparted by a clever arrangement
oi oscillating plates beneath the levers, thus reducing
the " touch " required for manipulation to less than
two ounces. The distributing machine is no less
ingenious, and has been designed to work at a speed
which will give its operator ample time to keep the
composing machine fully supplied. It is claimed
that the latter produces a line of printing type at a
greater speed than it can be typewritten from MS.
Bradford Exhibition.
Another exhibition opened last month was that
inaugurated at Bradford by the Prince and Princess
of Wales in connection with the completion of the
Cartwright JVIemorial. It will remain open until
October to stimulate the manufacturing industries
of Bradford, and prove the superiority of English-
made goods. This building has been erected at a cost
of about ;^70,ooo to perpetuate the memory of Dr.
Edmund Cartwright, the inventor of the power loom,
and it has been given by Lord Masham, the inventor
of a later wool-combing machine, and of many other
appliances, used in connection with local industries.
It is a compact structure, covering about 60,000
square feet.
The machinery section, though not so large as might
have been expected, recalls in a striking manner
the history of the inventions which have made Bradford
industries what they are, and the evolution of the loom
at the hands of such men as Lister, Donisthorpe,
Noble, and Cartwright. Textile machinery is exhibited
by Messrs. James Holdsworth and Co., of Halifax.
George Hodgson, Ltd., of Bradford ; George Hattersley
and Sons, Ltd., of Keighley ; D. Sowden and Co., of
Shipley ; J. Pilling and Sons, of Colne, and others, and
Messrs. Matthews and Yates have a comprehensive
exhibit, in which prominence is given to the Cyclone
Air Propeller. One of the most interesting stands is
that of the Bradford Technical College, which, more
particularly in the systematic study of dyeing and
colour processes, is doing such admirable work for the
industries of the town and district.
The Thames Barrage.
A corresj)onaent writes : —
If the dam were built across the Thames at Graves-
end, where would the sewers be emptied ? At present,
I believe, the main London sewer is emptied near
Barking ! Would it not cost an enormous sum to
carry the sewer below the proposed dam ?
Mr. T. W. Barber, M.Inst.C.E., who is responsible
for the scheme, replies as follows : —
The London sewage is treated by chemical pre-
cipitation at Barking and Crossness, and only the
effluent is run into the river. It has always been
considered desirable to carry these outfalls down to
the estuary below Gravesend, but the cost (estimated
at /4, 000,000) and the probability that bacterial
treatment may be eventually adojited — which would
avoid the necessity of such removal — have delayed the
carrying out of the proposiil ; besides which the
improved condition of the Thames of late years,
which has been so marked, has diverted public attention
from the subject.
But the coiTstruction of the barrage will not make
these conditions worse than at present, but better,
by removing the zone of greatest pollution about
fifteen miles down the river, instead of in front of
London, as it now is. No part of the river will then
be worse than it now is, but the lower river — instead
of becoming more foul, as many have supposed —
will be in better condition, owing to the river being
always full and free from admixture of salt water,
while the natural bacterial purification which goes
on in fresh water rivers will be more effective than it
now is. It is generally acknowledged that only the
upland fresh water is effective in keeping the river
clean, and there will be the same upland flow then as
now.
In view of the interest aroused in the objections
urged before the Thames Conservancy Board by Sir
John McDougall and others, the following objections,
with Mr. Barber's replies, are also appended : —
Objections and Replies.
Admiral Bosanquet thought the figures of cost were
likely to be qtiadrupled, that is, sixteen millions, instead
of four.
This opinion, says Mr. Barber, is not based on any
expert evidence. It is, of course, impossible to say
what sum would be spent in compensations, Parlia-
mentary and legal expenses, but the cost of works
proposed is a matter of engineers' estimate based on
plans and current prices, and there is no reason to
suppose that the sum named need be exceeded. But
even if the barrage costs a great deal more than four
millions, it will be an exceedingly cheap solution of
the problem of the port.
The Storm Water Question.
Sir John McDougall said also : " It will be im-
possible to deal with the storm ivater of London."
This, certainly, is not impossible, writes Mr. Barber.
It is a question of a suitable scheme and of means.
It may be said at once that it is impossible to con-
ceive of any conditions of drainage that cannot be
effectually dealt with by the engineer.
The London main drainage was never intended to
carry off storm water in excess of a moderate mean.
Hence the main sewers will not carry off heavy stomi
waters, and a number of overflows have been left
into the Thames mostly below the level of high water.
The main drainage has, therefore, never been com-
pleted, and it has always been the intention to supple-
ment these with pumping stations, by which they
can be kept discharging even at high water. Several
such stations have been provided, and others are
contemplated. (See reports of Main Drainage Com-
mittee.) Under existing arrangements flooding does
now occur in low-lying parts of London whenever
a heavy rainfall accompanies a high tide, which cannot
be said to be a satisfactory condition of things.
A system of deahng with these could be readily
devised, and would have to be provided.
The best method would be by underground reser-
voirs and pumping stations at suitable places. But it
might be difiicult to find sites for the reservoirs, though
they could consist of large intercepting sewers running
chiefly under main streets, and might be combined
witli shallow subways, sucli as are now proposed for
parts of London. The simplest mothoil is the pro-
vision of n jximping station at or near each important
Our Monthly Summary.
547
overflow, the smaller ones to be led to these stations.
The quantity of storm water that will need pumping
is only 4 per cent, or 5 per cent, of the total London
sewage, or, say, an average of 10,000,000 gallons
per day, about one-tenth the quantity dealt with daily
at Abbey Mills ; but this water falls at uncertain
intervals, and the overflows have been found to dis-
charge into the Thames on about I2i days per annum
on the average, the time of flow varving from a few
minutes to several hours. Much larger quantities,
therefore, may have to be pumped in a few hours.
The existing storm water pumping stations have
been found to need working only from ^$^ to 321
hours per annum. Gas or oil engines of high power
are, therefore, very suitable for this work, and the
cost of such a scheme must, of course, be added to
that of the barrage, and wiH permanently avoid flooding
in London.
The Essex and Kent low-lying lands drainage must
of necessity also be pumped into the river, which
will greatly improve these lands, as they are now
frequently flooded, owing to the intermittent and
inefficient drainage, which can only now be discharged
at low water, but the cost of all those pumping outfits
will not be a large one when it is considered that
Hooding from tides and storm water will be permanent]}-
put an end to.
Further Objections by Admiral Bosanquet.
Admiral Bosanquet also said : " There uill be great
delay to the shipping at the locks of the barrage."
This, says Mr. Barber, very emphatically, is an
error. These locks will be at work twenty-four
hours per day. A great many vessels will be passed
through with all the gates open at liigh water. There
will be no fleets of vessels arriving at particular states
of the tide, but may be expected to arrive at all hours
of the day and night, especially as to outbound vessels ;
the river, the docks and wharves being equally free for
navigation at all hours of the day. Every modern
appUance for rapidly handhng the trafiic in and out
of the locks will be provided.
Another objection put forward by Admiral Bosanquet
was that " the construction of the barrage will so impede
the traffic while it is in progress that the shipping will
be driven away from the port of London."
There is no ground for this supposition. At all
times during its construction the greater part of the
waterway Avill be open to traffic. The barrage will be
built in sections. The locks in the centre of the river,
when finished, can be thrown open, and provision thus
made of four or more 100 ft. passages for vessels with
guiding booms and fenders open at all states of tide.
The obstruction will cause no delay of importance, as,
of course, a system of marshalling the traffic with
provision of guiding booms, fenders, and other appliances
will be adopted.
The Art of Paeking Machinery.
Some very valuable suggestions for packing of
machinery intended for foreign shipment were presented
by Mr. Paul Roux in the course of a paper read before
the American Chamber of Commerce, at Paris. The
advantage is pointed out of dismounting a machine
weighing over two tons in order to pack it in several
packages, each weighing less than this maximum.
Care must be taken, however, that the total tonnage
or cubage of the several packages does not exceed
that of a single case, and that the difficulties of assem-
bling the machine at destination do not more than
counterbalance the economy reaUsed on transportation
charges. It is also profitable to dismount a machine
weighing either more or less than two tons when this
secures a considerable reduction in volume, and when,
as is generally the case vdih machine-tools, the cubage
exceeds the limit of 40 cubic feet per ton.
All delicate or fragile parts which cannot be removed
should be carefully protected against rough handUng
during unpacking. AU screw threads should be care-
fully covered with wood or rags ; all tapped holes,
oil holes, and, in general, all openings through which
dirt can reach the interior of the machine, should be
carefully closed with wooden plugs. Manufacturers
are especially urged to tag all pieces which may have
been removed with labels fuUy explaining thefr position
on the machine.
When a machine-tool has been properly dismounted
and di\ided for packing, the very important operation
of protecting the finished parts against rust must
be carried out. The coating applied should be suffi-
ciently fluid at the time of its appUcation to permit
of its reaching all parts of the surfaces to be covered.
It should be free from all trace of acid, and should dry
rapidly. Moreover, it should be readily dissolved with
oil, petroleum, or turpentine when the machine has
reached its destination and is ready to be set up.
Packing Cases for Abroad.
Two conditions are laid down for packing cases in-
tended for abroad. They must effectually protect the
machine against all shocks and injury during trans-
portation, and must facihtate the handhng of the
machine. The bottom of the case should be suffi-
ciently strong to carrj' the total weight of the machine
without the assistance of any other part when balanced
on a roUer. It should be constructed with two longi-
tudinal battens, in order that the case may be moved
on rollers when cranes are not available, and these
battens should be bevelled at the ends to facihtate
their emplo^Tnent. Transverse planking, spiked to
the battens, forms the bottom of the case. On the
bottom, constructed as indicated, two frames should
be built around the machine, dividing the length of
the case in three parts, in such manner as to support
the pressure of ropes or chains when handhng with
cranes or other hoisting appciratus. These frames
will, at the same time, act as supports for the interior
braces, and as lateral supports in case the package
is laid on its side, which often happens in spite of
instructions. Around these principal elements are
built the sides, ends, and top of the case, which are
designed simply for protecting the machine generally.
In designing the packing-case, it is ver\' necessary
to make provision for the examination of the machine
in the Custom House, and even for removing it com-
pleteiv. It is absolutely necessary in all events to
arrange an opening in one of the sides or in the
cover, through which the nature of the machine may
readilv be seen. Manufacturers are recommended to
avoid hning the cases with paper, and to fold all
drawing lists, cuts, etc.. in waterproof paper, which
should be tacked inside the case near the inspection
opening. With regard to exterior marks, attention is
called to the necessity of marking the absolutely
exact net weight, £is even a ver\' small difference
between the weight stated and the true weight may
cause difficulties in the Custom House ; and, perhaps,
the imposition of fines. . Exporters are also recom-
mended to paint a black cfrcle around the heads of
all nails and screws which should be removed, in order
to unpack the machine with the least work and without
injuring the panels and bracings.^
35^
NAVAL N0TE5.
MONTHLY NOTES ON NAVAL PROGRESS IN CONSTRUCTION AND ARMAMENT
By N. I. D.
GREAT BRITAIN.
THE annual Parliamentary return showing the
fleets of the seven most important Naval Powers
makes, as usual, very instructive reading. It distin-
guishes the vessels built and building, and gives the
date of launch, displacement, and armaments, and
is corrected to March 31st last. Vessels, according
to the explanatory notes which accompany the return,
are not transferred to the " built " from the " building "
Usts until they are actually ready for commissioning.
Moreover, vessels in the official fighting stiength of a
navy are still included in the return, except in such
cases where there is information to prove that vessels
officially described as " effective " are assigned to
special and non-seagoing duties. The tabulated
statement which accompanies the return showing
the strength of the various fleets in the built and
building classes respectively, is given below : —
BUILT.
s
><
?;
(£
u
c
.3
a
E
u
>1
d
'■^
X
0
D
Battleships, ist class
49
20
16
14
13
II
6
2nd class
4
9
4
4
I
I
3rd class
2
i
I
12
3
—
—
Coast Defence Vessels, Armd.
I
14
14
II
II
2
Cruisers, Armoured
28
15
8
4
5
2
8
Cruisers, Protected :
1st class
21
7
5
I
—
3
—
2nd class. .
*4Q
16
*3
8
5
15
12
3rd class . .
*32
17
2
I3iti3
2
8
Cruisers, Unprotected
8
I
3
20 I
7
9
Torpedo Vessels
32
li6
9
2 14
I
Torpedo-boat Destroyers . .
124
24
47
371 11
20
19
Torpedo boats
«7
233
167
86138
31
82
Submarines
8
26
I
§1 I
8
—
445
399
280
2I3'204
III 148
liattiesnips, 1st class
10
6
9 6
5
II
2
To be laid down 1904-5 . .
2
—
—
2
1
2
—
Cruisers, Ai'moured
13
6
—
2
I
II
To be laid down 1904-5 . .
4
3
—
I
—
—
—
Cruisers, Protected :
ist class . .
—
—
3
—
—
—
2nd class. .
2
—
2
I
3rd class ...
4
—
2
4
—
—
—
To be laid down 1904-5 . .
—
—
—
3
—
—
Scouts
8
—
—
Torpedo-boat Destroyers . .
22
9
14
—
2
—
I
To be laid down 1904-5 . .
14
6
—
6
—
—
—
Torpedo Boats
4
20
—
—
8
I
3
To be laid down 1904-5 . .
—
74
—
—
6
—
Submarines
II
14
II14
—
3
To be laid down 1904-5 . .
10
34
—
2
.—
—
104
172
42
24
28
27
7
* Including one partially protected.
♦ Inchuling two i>artially protected.
J Including one torpedo depfjt ship.
§ Kxperimental.
II Not certain whether all tliese liave been actucily
commenced.
A few unofficial particulars about the new battleships
of the Lord Nelson class, provided for in this year's
Estimates, have appeared, and, according to these,
the vessels are to be of only 15,000 tons displacement.
The plan of building 18,000 ton battleships appears,
indeed, to be shelved indefinitely for a variety of
reasons. The speed of the Lord Nelson's is to be about
18 knots, and for armament they are to carry four
i2-in., eight 9-2-in., and twenty 12-pounders. Accord-
ing to another authority the secondary armament
is to consist of fourteen 7^5 -in. pieces, it being de-
finitely stated that no guns of 9-2 in. calibre will be
carried. ^
Particulars of the steam trials of the Cornwall to
hand show that she is fully up to the standard set
by other ships of this class in point of speed and coal
consumption. Her boilers are of the Babcock and
Wilcox type, twenty-four in number, with a total
heating surface of 56,604 square feet. At the thirty hours'
one-fifth power trial the total horse-power indicated
was 4,8co (300 in excess of contract), and the speed
attained 15 '3 knots, on a coal consumption of 173 lb.
per unit of power per hour. At the thirty hours'
four-fifths power trial the horse-power was 16,487,
the mean speed 21*83 knots, and the coal consump-
tion I -69 lb. per i.h.p. per hour. On her full power
trial of eight hours' duration the following were the
results : Steam pressure in boilers, 242 ; revolutions,
starboard, 1487 ; port, 147-2 ; total indicated horse-
power, 22,699 (699 in excess of contract) ; mean speed,
23-689 knots; coal consumption, 1.941b. per unit
of power per hour. These are the results as officially
reported, but the horse-power at one time was nearer
24,000 than 23,000, with a speed proportionately
nearer to 24 knots, and when it is remembered what
difficulty was experienced in making the first vessels
of the class attain even 22 knots, it is obvious that
the modifications which have been introduced into
the propellers must have been necessary for the effi-
ciency of the ships.
The trials of the Widgeon, shallow draught gunboat,
have been carried out by Messrs. Thornycroft, and
have resulted in the vessel attaining the (for a vessel
of her class) remarkable speed of 13 knots. This
is brought about by a patent device invented by the
builders, the result being nearly a knot increase in
speed.
The torpedo-boat destroyers Exc, Ettrick, and Erne
have been completed and commissioned, and have
gone to the Mediterranean station. In addition to
the thirteen other vessels of last year's programme,
particulars of the building of which have already
appeared, it is to be noted that two others, making
the total of fifteen allowed for in the Estimates, are
building by Messrs. J. S. White and Sons, Cowes.
They are to be known as the Ness and the Nith.
It has been decided to establish a permanent sub-
marine depot at Portsmoutli, and to make this the
headquarters of the school of underwater craft. While
I do not for one moment advocate leaving Portsmouth
entirely without a submarine flotilla, I would certainly
suggest that l^ortland is a more suitable headquarters
for the submarine school than Portsmouth can ever
be.
FRANCE.
The event of the past month has, of course, been the
launching of the battleship Dcmocratie at Brest on'
.'\pnl 30th. Ttircc battlesliips off the stocks in seven
(548)
Naval Notes.
549
months is the record of French naval progress since
the Republiqtte took the water at this same port in
September last. The Democratie is one of the 1900
programme vessels, displacing 14,927 tons, and with
engines of 17,500 h.p., developing 18 knots speed.
Steam is to be suppUed by Belleville boilers, although
it is reported that another t\'pe may be introduced.
The keel was laid on Mav is't, 1903, making one year
to a day to the launch. The Detnocratie is expected
to be placed in commission early in 1907. Her length
is 442-9 ft. ; beam, 79-5 ft. ; draught, 27-5 ft. The
tliickness of the armour belt is 1 1 in. amidships.
For principal armament she carries four 12-in. guns,
two in each turret fore and aft, and her secondary-
battery is composed of ten 7-6-in. guns, sLx mounted
in turrets and four in casemates below them. There
are also twenty-six i-Ss-in. guns. The complement
will consist of 30 officers and 760 men. The pro-
tection of the ship follows a new method. The general
use of large and, quick explosive projectiles has led to
considerable modifications in the mode of protection
of French fleet battleships. The new vessels of 15,000
tons, similar to the ship just launched. vdM have all
their above-^\'ater parts protected by an interior
shell, armoured on all sides and furnished with multiple
sub-divisions. The thickness of the outer protecting
belt has thus been reduced without inconvenience in
view of the probable smaller area affected by a pene-
trating shell. At the same time, the height of the
belt has been somewhat increased in order to protect
the lower portion of the above-water construction.
Armoured bridges and sheltered bridges (protection
from flving spUnters) complete the armour protection.
It is confidently stated that the battleship will not
be sunk from the effects of the explosion of any one
torpedo.
A correspondent of the " Engineer," writing on the
subject of the armament of these four vessels, the
Democratie. Liberie, Justice. Verite, gives some very
interesting particulars about their armament. Their
7-6-in. guns, for instance, throw a projectile of 189-7 lb.
(86 kilos), which is nearer the 200 lb. of the British
7-5-in. than was formerly believed to be the case.
Then, again, no decision appears to have been made
as to the inclusion of eight 4-in. quick firers in the
secondary battery. The 1902 gun also has an initial
velocity of 3,002 ft., is slightly heavier than the 1893-96
pattern, and about five cah'bres longer. These guns
are to form the primary' battery in the armoured
cruisers Jules Michelet and Ernest Renan.
The Jeanne d'Arc, armoured cruiser, although she
has now been in commission some months, has never
yet succeeded in making her contract speed of 23 knots,
in spite of continual alterations and improvements.
On her last attempt she could not do more than
21-78 knots, although her engines were developmg
33,000 h.p. The Gloire has now completed her trials,
and will shortly be commissioned, but the Conde
has still to make her official full speed trial.
There have been very unfavourable reports about
the speed of the armoured cruiser Dupleix, which
has recently joined the French Mediterranean squadron,
and she is to go into dock for modifications to her
propellers. She seems, however, to be capable of
very good steaming, and made a good run from Las
Palmas to Cherbourg at the end of April.
In small craft there is very httle progress to report.
The Sabre, torpedo-boat destroyer, the last of the
Pertuisane class, has been launched, and the torpedo-
boat destrover Francisqiie has made 30 knots on a
full speed trial. In submarines there is only the
aunch of the Otarie, of the Xaiad class, to note. A
new submarine X, designed by M. Romazotti, Chief
Engineer in the French Nav\-, has just been completed,
ready for service. Sh& is one of a series of experi-
mental boats decided on in 1901, and commenced
in the following year. She displaces 16S tons, is
121-39 ft. long, and has a speed of 10-5 knots. The
motive power is suppUed by a current from the accumu-
lators, or bv engines worked by vapour explosion.
Two other boats, Z, built at Rochefort from the designs
of Chief Engineer Maugas, and Y, built at Toulon
from the designs of M. Bertin, are complete.
GERMANY.
It is announced that the new battleship '" M,"
building at the Schichau Yards, Danzig, will be
launched, in the presence of the Emperor, on May
27th. As already reported, she is to be named Loth-
ringen (Lorraine), and is, of course, a sister ship to
the Elsass (Alsace) and Braunschweig, being the last
of the class to take the water. Countess Zeppehn,
wife of the President of Lorraine, will christen the
ship.
A new armoured cruiser, the York, has taken the
water at Hamburg. This vessel has hitherto been
known as the Ersatz Deutschland. Countess York of
Wurtenberg presided at the launching ceremony.
Another small cruiser, the Muenchen, has been
launched at the Weser Company's yard, Bremen, on
April 30th. The Muenchen is a sister ship to the
Hamburg. Berlin, and other small protected cruisers
named after German towns. She was christened by
Prince Ludwig of Bavaria, in the presence of the Chief
Burgomaster of Munich.
The series of torpedo boats S 120-125 being nearly
complete, arrangements are in hand for the com-
mencement of a further series S 126-130. When the
former series is complete the German Navy will possess
thirty-six fast modem torpedo boats, and eighty second-
class slower vessels.
UNITED STATES.
The Rhode Island battleship, was not off the sUps
quite so soon as was anticipated. And the launching
ceremony, which took place on May 17th, was attended
by an accident, which, while it fortunately did not
have any fatal results, might easily have caused a
catastrophe. The anchors failed to hold the vessel
after she had got into the water, and she was driven
on to a mud bank opposite. The tide was faUing at
the time, and it was impossible to refloat her that day.
but she was subsequently got off, and the bottom
being soft, suffered Uttle damage.
The armoured cruiser California was launched, at
San Francisco on April 28th. She will have a dis-
placement of 13,800 tons, and an indicated horse-power
of 23,000, giving a speed of 22 knots. Her principal
dimensions are : Length, 502 ft. ; beam, 70 ft.,
draught, 24 ft. [6 in. At the maximum draught of
26 ft. 6 in. the top of the main belt will be 12 in. above
water. Her armament wiU consist of four 8-in. guns
in pairs in the turrets, fourteen 6-in. quick-firers,
eighteen 14-pounders, twelve 3 -pounder semi-auto-
matic, four I -pounder quick-firer, four* i -pounder
automatic, two -30 GatUng, six -30 Colt, and two 3-in.
field guns. She will also carry two torpedo tubes
submerged forward. She has a complete steel belt,
y^ ft. wide, for 244 ft. amidships, 6 in. thick at the top
and 5 in. at the bottom. On the bow and stem it
is 3^ in. thick, and above the belt to the upper deck
for 232 ft. it is 5 in. The barbettes and turrets are
protected by armour 6 in. thick, with 6^ in. at the
550
Page's Magazine.
port plates, and the conning tower has 9 in. and the
signal tower 5 in. armour. 1 •
The new protected cruiser Denver has been accepted
by the Navy Department, although she failed to_
attain her contract speed after repeated trials. The
best she could do was 167 knots, which is 0-3 below
contract. She was built by the Neafie and Levy Co.,
of Philadelphia.
MINOR NAVIES.
Austria. — Considerable progress has been made
in Austrian warship-building recently. A new monitor,
the Bodrog, was launched at Budapest on April 12th,
and a sister vessel, the Temes, took the water a few
weeks previously. These vessels are 18373 ft. in
length, with a beam of 30-84 ft., and a draught of
3'93 ft. They displace 440 tons, and with engines
developing 1,400 h.p., are designed for 11 knots.
The armament consists of two 67-in. quick-firers, one
47-in. howitzer, and three mitrailleuses.
The new battleship Erzherzog Friedrich was launched
at Trieste on April 30th, and was christened by Arch-
duchess Isabella, wife of the present Archduke
Fredrich. The Erzherzog Friedrich displaces 10,600
tons, and is built for 19I- knots. Another vessel, the
Erzherzog Karl, is already launched, and when the
third vessel of the class is launched in about two years'
time, the Austro-Hungarian Navy will have nine
modern battleships, making three homogeneous
squadrons. This is thought sufficient for the purposes
of coast defence, and eiforts will then be made to
replace the obsolete torpedo craft of the navy by
modern vessels.
The Austrian Navy Budget for 1904 totals ;^2, 100,000,
of which ;^i, 656,000 is deemed ordinary expenditure,
and ;/;444,ooo extraordinary. The items are divided,
as follows : —
The allowance for new construction is ;^946,ooo ;
;£i 59,600 on account of the armoured cruiser Saint
Georg, of 7,360 tons ; ;{ 243, 600 on account of the battle-
ship Erzherzog Karl, of 10,600 tons; ;^20i,ooo on
account of the sister ship Erzherzog Friedrich ; ^^92,400
on account of " C," a third battleship of the same
type; ^^ 157,200 on account of the coast defence ship
Babenberg ; and ;^24,ooo only for the completion
of the sister ship Arpad. The Budget shows an
increase of ;^44,ooo only on that of the previous year.
Japan. — The names of the two battleships of
which I gave a description in last month's notes are to
be Kashima and Katori.
Turkey. — The new Turkish cruiser Abdul Hamid has
completed her speed and gunnery trials, and has left
for Constantinople. A mean speed of 22-25 knots was
obtained on six runs over the measured mile, and
on a six hours' natural draught trial she did 21-1
knots. The machinery worked without any trouble,
and the gun trials were considered satisfactory. The
Abdul Medjidi has been delivered from America.
The^Turkish Government is reported to be so well
satisfied with this vessel that several more are to be
ordered from American firms.
Mexico. — The new gunboat Tampico has completed
some satisfactory trials, making a speed of 15-99 knots
under forced draught. A sister ship, the Vera Cruz,
attained a speed of 16-25 knots. She is building by
the Crescent Company, Elizabethport.
RUSSIA.
So far as naval interest is concerned, the war in the Far
East is for the moment in a state of suspended animation.
Admiral Togo has succeeded in blocking the harbour
entrance at Port Arthur in so far as the passage of
battleships and armoured cruisers is concerned. It
cannot for one moment be doubted that the Japanese
fully understood the necessity for rendering the Port
Arthur fleet ineffective as a preliminary to successful
land operations. This explains in some measure
Admiral Togo's repeated attacks on the port. Finding
that he could not get the Russian fleet out in the open
to destroy it, he decided to bottle it up. What Admiral
Skrydloff will do remains to be seen. He will, of
course, take over command of the Vladivostok squadron
from Admiral Jessen, but whether he will be able to
effect anything with it is doubtful. It is hopelessly
inferior to the fleet under Togo, who is now reported
to have established himself in Possiett and Ussuri
Bays, and to have mined the entrance to Vladivostok.
The only result of a sortie by either Jessen or Skrydloff
at the present juncture would be wholesale destruction,
and since the Port Arthur fleet is hopelessly ineffective,
the question of reinforcements from Europe may be
looked upon as settled.
The forcing of the passage of the Yalu by Baron
Kuroki was, if subsequent reports are to be believed,
unlocked for by the Russians. General Sassulitch,
and possibly Kuropatkin also, studiously undervalued
the energy and initiative of Kuroki, and the con-
sequence was defeat. Kuropatkin is believed by the
Russians to be the finest strategist they have had i6v
several generations. But a strategist whose plans
involve the defeat and destruction of an army corps,
and imminent annihilation for liimself and his main
army, needs some explanation. At the moment of
writing Kuroki is closing round Kuropatkin on all
sides. The Second and Third Japanese Army Corps
have landed on the Liao-tung Peninsula, and with his
own victorious First Army Corps Kuroki is hastening
to the north-east to cut the Russian communications
with Harbin. Kuropatkin, it would seem, has totally
failed to realise the necessity for a less extended front
and a shorter line of communications. The time is
getting short, and before these lines can even appear
it seems likely that a second and more decisive battle
than that at Kiu-leng-Cheng will have been fought,
Kuroki is working to once more outflank liis opponent,
and if he does that, I can see nothing but ignominious
surrender for the greatest Russian strategist of several
generations.
ELECTRICAL AFFAIRS.
E. KILBURN SCOTT, M.I.E.E., A.M.Inst.C.E.
Dust Round Electric Conductors and Fittings.
Although one of the claims put forward in connection
with electric lighting as against gas and oil is that it
is much cleaner, still, at the same time, it has been
noticed that there is a tendency for dust to accumulate
on and about electric light fittings and wires, etc.
Of course, the amount of dust so collected is only small,
and it is mainly of interest as an electrical phenomenon.
One explanation for the dust particles being deposited
near such electrical conductors is that it is due to
local heating, .\nother is that the dust particles being
at air potential are attracted to the electrical conductor
which is above air potential, and they either stick to
this permanently, or becoming charged the\' are repelled
and stick to the adjacent walls.
It has been noaced that the collection of dust has
become more marked with the increased use of the
200-volt system. One way to reduce the trouble is
to place the switches on the non-earthed or positive
side of the circuit, so *that the deposition of dust can
then only occur during the time the lamps are alight.
Mr. D. S. Munroe has pointed out that a still further
improvement can be effected by the use of concentric
flexible conductors instead of the ordinary twisted
cord, the outer conductor being connected to the
earthed side of the system.
The Future of Small Electrical Firms .
The present severe competition makes it doubtful
whether some of the smaller firms will be able to carry
on. It will certainly be a thousand pities if they do go
under, for anyone who has had experience in both
a small and a large establishment knows that as a
training ground the former is far and away the best.
Most engineers of to-day learnt their business in a
small works, and if one inquires into the careers
of the leading men in large establishments, it will more
often than not be found that they have been promoted
as a result of self-reliance and all-round qualities
learnt in small works. The all-round training is
especially valuable for colonial Ufe.
A small works calls for individuality in the managers
and the owners, and as England has been built up by
individual effort, anv movement which tends to reduce
"this, needs to be kept in check. In the writer's opinion
it is better, in any particular community, to have
ten small firms than one ver\- large one, in much the
same way that it is better to have ten different trades
in a town than to have one. Bradford, for example,
is handicapped as compared with, say, Leeds, by being
practically dependent on one industry. It is a moral
certainty that if the men who are now running small
industries become merely the employees of a few large
concerns, then future generations will lose in indepen-
dence of character and thought, and also probably in
inventive and executive abiUty.
The Coming" of the Electrical Trusts.
Large concerns are, unfortunately, not the end of
the trouble, for abroad, concerns which in themselves
are large, are joining together to form large Electrical
Trusts, ^^'ith the single idea of creating monopolies.
In America a new feudalism is gro\\-ing up, which,
behind an appearance of democracy, is simply the
irresponsible domination of a few money magnates.
With us it has always been a maxim that an employee
can do what he likes in his own time, but in the States
there is an elaborate system of espionage in the works
and office, and confidential reports are sent in periodi-
callv to the management. We have a wiser sjstem
of laws protecting the worker against the unfair
employer, but it behoves us to see that trusts do not get
a foothold in this country, and to this end all small
independent firms should be encouraged.
With such encouragement there is reason to believe
that manv of the smaller firms \\i\\ be able to tide over
the present period of over-production, and under normal
conditions the writer believes they will more than
hold their own. After all, the bedrock price of any
article is the price at which it can be made by a
private concern, which has no white elephant to
provide for, in the way of over-capitalisarion, or in
large sums paid away for patent rights, etc.
Cosmopolitan Personnel.
In both American and Continental electrical w^orks
the cosmopolitan character of the personnel is very
marked.
In the case of the technical staff the free interchange
of ideas which has resulted has undoubtedly been
of great advantage, and led to the development of
an international type of engineer, of which Mr. Brown
of Switzerland, and Mr. Steinmetz, of the States,
may be taken as tj'pical examples.
In the case of continental workmen, also, the advan-
tages are considerable. It will be easily seen that
it is a compararively simple matter for a man to journey
from one works to another by simply crossing a frontier
line, whereas in this country it is quite a different
proposition. The English Channel has its advantages,
but it does undoubtedly help to narrowness of ideas ;
the ordinar\- mechanic, for example, cannot tramp
from England into, say, Belgium, France, or Switzer-
land, as he can from place to place in England.
The cosmopohtan character of foreign workshops
is distinctlv one to the good, as it teaches men of each
nationaUty that they are not the only melons on the
patch.
More Technical Management.
Some engineering concerns in this country are run
too much from the commercial side. One result of
this is that, while the accountants and clerking
departments are well staffed and looked after, the
drawing office and technical side generally is made
to feel that it is barely tolerated. Figure-head
directors give secretaries and accountants too much
power, and when these latter get a smattering of
technical knowledge, as they must do by constantly
reading letters, etc., they are, like most people with
a little knowledge, dangerous both to themselves and
those associated with them.
In a foreign works the management and running of
the business is centred in and around the drawing
office, which has distinctly greater powers and re-
sponsibiUty than its English equivalent. The result
is that, taking them all round, the personnel of the
foreign dra^ving office is higher than in this country.
It stands to reason that good men will not stay in a
position where they are hkely to be ordered about by
promoted clerks, and other varieties of the pen-pushing
class.
(551)
POWER STATION NOTES.
By E. K. S.
Load and Diversity Factors of an Electric Power
Station.
The term "load factor ", in connection with power
stations is a term which denotes the ratio between
the actual output, and the output if the station was to
always work at uniform maximum power. For
example, a station which sometimes has to supply
20,000 kilowatts, but whose average supply is only
10,000 kilowatts for twelve hours a day, is said to
have a 25 per cent, load factor. Clearly, a station
with a 100 per cent, load factor would earn a maximum
revenue all the year round, and other things being
equal, the 25 per cent, load factor should give one-
quarter the revenue. Interest on capital is one of
the principal items in the cost of producing electric
energy, and this of course remains constant whether
the load factor is 100 or only 25 per cent. In order
to get a good load factor it is necessary to have what
is called a good " diversity factor." That is to say,
in the case of a Power Company supplying all kinds
of customers, the area covered should include as great
a diversity of demand as possible.
Municipal Plants for Peak Loads.
Supposing a municipality can buy more
cheaply in bulk than they are able to manufacture,
then the question may be asked, what are they to
do with their existing electric plant ? One reply to
this is, use it as a stand-by for the peak loads. The
great object of a Power Company is to attain to a
100 per cent, power factor, but except for electro-
chemical and metallurgical industries this is prac-
tically impossible. The nearer they can get to it,
however, the better they will be pleased, and it is
conceivable, therefore, that a Power Company might
make an arrangement with small municipalities
whereby they supphed the bulk of the energy at a
specially low rate in consideration of the municipal
plants being brought into use to take care of the
peaks.
A case where this would appear to work out very
well would be a seaside town having an exceptionally
busy season during June, July, and August. Such a
town might very well buy a certain amount of electric
energy at a specially low yearly rate, and only run
their own boiler and engine plant during the three
busy months. This would suit the Power Company
very well, and they would be able to make a specially
low offer for current in bulk, as they are able to do
to a factory or electro-chemical works.
Opposition to Power Bills.
It seems to be the fashion for municipalities to
systematically oppose Power Bills. For example, in
the case of the Cleveland and Durham Electric Power
Bill, the Corporations of Darlington, Stockton, Middles-
brough, and the Hartlepools did their best to be
excluded, but were unsuccessful. Also in the case of
the Somerset Power Bill, the Bristol authorities wishetl
to exclude that city, but were badly beaten in both
Houses. Rhyl and St. Asaph managed to be excluded
from the area of the North-Western or Cheshire Power
Bill, but the only result has been that they are incor-
porated in the area of the North Wales Power Bill.
Now all this legal fighting in connection with Power
Bills costs money, and it is money for which there is
nothing to see but a few briefs and a blue book or
two. The writer sometimes wonders whether ratc-
j)ayers are really cognisant of what is done in their
name. For example, how many business or trades-
people would support a movement, the object of
which is to prevent them buying in the cheapest
market ? Yet this, as a matter of fact, is what opposition
to most Power Bills really amounts to. If a municipal
station can generate and distribute electrical energy
more cheaply than a Power Company, then they
cannot very well be harmed by the competition of
such a company. On the other hand, if a Power
Company can supply more cheaply, it will pay muni-
cipaUties to take their supply from them in bulk.
Variation of Output from Water Power Stations.
Central electric power stations which use water
power have usually a shortage of water at some period
of the year, and an over-abundance at others. The
time of the shortage varies according to circumstances
thus in Switzerland and some other mountainous dis-
tricts, where snow water is the main supply, the
shortage occurs in late winter, when many of the
smaller streams become frozen. The largest supply
is in early summer, when the snow is being melted
rapidly. Now a Power Supply -Company using water
under such conditions can only enter into obhgations
with surrounding municipalities, railways, factories,
etc., for the amount of power represented by the
minimum supply of water under ordinary circum-
stances, therefore the flush of water during the greater
part of the year goes to waste. In order to prevent
this it has been suggested that water power stations
should own and run an electro-chemical or metal-
lurgical industry in conjunction with the generation
of power. Suppose, for example, that in a certain
case there is 50,000 water horse-power available for
nine months in the year, and only 30,000 horse-power
for three months. Then such a station would enter
into the usual obligation to supply Ught and power
up to the 30,000 horse-power capacity, and it would
run its own afhhated company for the manufacture
of aluminium, carbide of calcium, or other electro
metallurgical product with the extra 20,000 horse-
power. The factory would, of course, be organised
on the basis of a nine instead of twelve months' run.
Design of Buckets for Tangential Water Wheels.
Much time and thought has been expended on the
design of buckets for tangential or Pelton wheels.
Starting from the wooden blades used on the old
hurdy-gurdy wheels of the Cahfornian gold boom days,
the first step was to make cast iron blades scooped out
slightly and mount them on the wooden wheel, then
came the double rows of buckets, and an all-metal
wheel, and then the divided bucket as we know it
to-day, with a single nozzle playing on to the central
dividing edge. It might be thought that there would
not be much in the actual contour of the bucket, but
judging from the number of patents which have been
taken out, there is a great deal in it.
Clearly the ideal to be aimed at is a bucket which
receives the stream in a solid condition, reverses its
direction without breaking it up into spray, and dis-
charges it along natural lines in an even flow over the
whole bucket surface. Its form must be such that
the plane of the bucket at the edge of the dividing
wedge is always perpendicular to the direction of the
stream, whilst every elJort must be made to minimise
friction between the stream and the surface of the
bucket. The Ellipsoidal Bucket appears to l;e con-
sidered to approach nearest to these conditions.
(?5i)
SHIPBUILDING N0TE5.
American Shipping Schemes.
Since last month's Notes were written the American
Congress has adjourned after dealing with shipping
affairs in a fashion that will not benefit this
country-. All idea of passing a Ship Subsidy Bill
was abandoned for this Congress after the death of
Senator Hanna, and the project will now lie over
until after the Presidential Election. For the same
political reasons the measure introduced by Mr. Sulzer,
for imposing penal duties on goods imported into the
United States in other than American bottoms, was
hung up. But the measures which found favour and
passed through both Houses were those introduced by
Senator Frj'e — himself a warm advocate of subsidies to
revive the American mercantile marine. One of these
measures provides that all stores for the American
Army and Navy shall be carric-d only in American
vessels, except in cases of great emergency, when the
President may exercise a discretionary power. The
second measure is for extending the coastal navigation
laws of the United States to the carrying trade between
the United States and the Philippines. Senator Frye
proposed to restrict that trade as from July ist, 1904,
but the House altered it to July ist, 1906, because it
was alleged that there were not enough vessels under
the American Flag at present capable of undertaking
this ocean trade unless these are withdrawn from the
Atlantic. The two years were stipulated in order to
enable American .shipbuilders to prepare to take
over an important and interesting branch of traffic
hitherto very largely in the hands of British ship-
owners.
American Monopolisation.
It is idle to ignore the significance of this movement
on the part of America. It is part of the poUcy that
has already closed the shipping trade with Hawaii and
Porto Rico against British shipping, and that will
presently close the trade with Cuba. That a voyage
from San Francisco round Cape Horn to New York
should be deemed a coasting voyage under the Na\i-
gation Laws, and therefore strictly reserved for vessels
on the American Register onlv, has long been an anomaly.
It is now worse that a voyage from Manila to New York
should also be accounted a coasting voyage open only
to the American Flag. But it is all part of the policy
to give an impetus to American ship>-building and
ship-owning. The latest proposal is to extend the
American Coasting Laws to the zone of the Panama
Canal. This was before Congress in a Bill introduced
by Mr. McComas. It did not get through before Con-
gress adjourned, but it was warmly applauded in
the American shipping papers ; and as more wiU be
heard of it we give here its pro\ision3 : —
" That from and after the time of the possession and
occupation on behalf of the United States of the canal
zone of Panama, and until the construction and com-
pletion of a canal connecting the waters of the Atlantic
and Pacific Oceans, the Act to regulate shipping in
trade between ports of the United States and ports
or places in the Philippine archipelago, betw-een ports
and places in the Philippine archipelago, and for other
purposes approved April, 1904, so far as apphcable,
shall apply and be in force between ports of the United
States and ports or places in the canal zone of Panama
and between ports or places in the canal zone at Panama
as fully and in the same manner as if the canal zone
at Panama were included in the terms and provisions
of said Act ; Provided, That the sections and pro-
visions of said Act limiting the time for the same
to take etiect on the first day of July. 1906, shall be
apphcable to the ports and places in the canal zone on
the first day of July, 1905."
Subsidies for British Shipping.
The Select Committee on Ship Subsidies, it may be
recalled, reported against any system of subsidies to
British shipping, other than for services rendered. But
they also declared that cases occur where, in view of
Imperial considerations, subsidies are or may be necessary
for establishing fast direct British communication,
where such communication carmot be maintained on a
commercial profit. As an illustration. East Africa
was mentioned as a region where there is no direct
British steamship service, and where British trade is
handicapped by foreign subsidised steamship Unes.
There the matter seemed to rest, but at the beginning
of Mav Mr. EvelvTi Cecil, who w-as Chairman of the
Subsidies Committee, drew the attention of Parliament
and the country to it by asking the Chancellor of the
Exchequer whether, in view of the fact that His Majesty's
Government have assented in principle to the pohcy of
subsidising a direct British steamship service to East
Africa, and intimated that a Committee would be
appointed to consider the details, he could now state
the terms of the reference to the Committee and the
names of its members. The Chancellor of the Exchequer
repUed that His Majesty's Government have assented
in principle to the recommendation of the Select Com-
mittee on Steamship Subsidies in regard to the British
service to East Africa, but these recommendations
cannot be acted upon in the present state of the finances.
In the meantime, the Government propose to appoint
a Departmental Committee to work out the details.
He was not then in a position to give the ncunes of the
Committee, but it will be composed of representatives of
the Treasurv", Foreign Office, Colonial Office, Admiralty,
Board ot Trade, India Office, and Post Office. The
reference will be to inquire and report as to (i) what
conditions should be prescribed for such a service ;
(2) what subsidy is likely to be required ; and (3) what
contiibution may be expected from the British posses-
sions and Protectorates interested in the scheme. The
Committee will also be at hberty to make suggestions
or recommendations on the questions generally, not
specifically, faUing under these heads. It is a matter
for India whether it will contribute or not-, but the
India Office will be represented.
(553)
554.
Page's Magazine.
British Shipbuilding-.
There has been a pause in the ordering of new steamers
in the second quarter of the year — fortunately for
ship-owners with tonnage in the water. Still, the new
work booked has been considerable. According to the
" Glasgow Herald," the launches from Scotch yards in
the four months ending April 30th were 8,193 tons more
than in the corresponding four months of last year,
whilst the new contracts booked showed an increase
of 9,190 tons. Put in another way, the contracts at
the beginning of May were 5S.377 tons more than the
launches during the four months ; wliile last year at
the same date the contracts were 14,326 tons more
than the launches. But in the 1904 contracts was included
the leviathan Cunarder to be built by John Brown
and Co., Ltd., after two years' negotiations. These
Cunard contracts are the event of the shipbuilding
year on Clyde and Tyne. The other feature of the
shipbuilding industry is the development of the
turbine motor for steamers.
Turbines.
Another turbine steamer has been launched by
William Denny and Brothers, Dumbarton, viz., the
Londonderry, built for the new Irish Channel service of
the Midland Railway Company. The naming ceremony
was performed by Mrs. Tilney, daughter of Sir E. Paget,
Chairman of the Railway Company. The Londonderry
is 330 ft. in length, 42 ft. in breadth, 18 ft. in depth to
upper deck, and 25 ft. 6 in. to promenade deck. She
is built of mild steel to scantlings approved by the
Board of Trade, and is amply sub-divided by water-
tight compartments. The first-class accommodation
is situated amidships, and the third-class between the
main and mizzen hatchways, while accommodation is
provided for drovers at the after end of the vessel.
Above the promenade deck amidships there is a shade
deck, which form.s a promenade for iirst-class passengers
in fine weather, and shelters the deck below during
rain. The first-class accommodation is in a large deck-
house, and consists of private cabins, having one, two,
and four berths. On the upper deck there are a number
of one, two, and four-berth cabins. The dining saloon
is on the deck below, immediately forward of the boiler
room. The accommodation for third-class passengers
marks a considerable advance on the ordinary Channel
steamer, there being a number of separate four-berth
statctrooms, in addition to a large saloon. The vessel
has a balanced rudder of a type similar to that fitted
in Denny's other turbine vessels, and is steered by
means of a steam tiller controlled from the flying bridge
by a telcmotor. The vessel is ventilated on the thermo-
tank system, which secures a supply of suitably warmed
air driven by electric fans through trunks to all com-
partments of the vessel. After the launch, Mr. James
Denny said the Midland Railway Company had acquired
on their own account a railway system in the north of
Ireland, and it was natural they should wish to have
a share of the profit out of the ever-increasing trade
between England and Ireland. About a year ago they
came into the market for four new steamers. At first
it was intended that the steamers should be fitted with
ordinary machinery, but later on it was decided that
two should l)e fitted with turbines, and two with recipro-
cating engines. The comparative results would be
viewed with very great interest by all concerned. They
had no reason to doubt that the Londonderry would be
successful, because only a few days ago they had been
having official trials with the Princess Maud. According
to the terms of their contract for that vessel, they had
to do 20 knots on a double run between the lights,
and this with a restricted air pressure and the use of
Scotch coal. The result of the trials was that, instead of
20 knots, they got 207. He did not think, however,
ihat quite represented what was in the vessel, because
on the second part of the run his partner, Mr. Henry
W. Brock, who was in charge of the machinery, found
himself embarrassed from the unusual cause of having
too much steam. He had to let some out of the engines
to allow them to run faster, with the result that in
the second half of the trial, and allowing for the con-
siderations of tide, wind, and sea, the speed of the
boat came to nearly 21 knots. Had it been a matter
of necessity, they would not have had much difficulty
under the trial conditions of realising that as the mean
speed, because the air pressure they were allowed to
have was never even approximately approached. He
hoped the Londonderry would be an equally successful
steamer.
Leg-islation.
The Merchant Shipping Bill introduced into the
House of Lords by Lord Wolverton has been prepared
to give effect to the recommendations of a Depart-
mental Committee appointed by the President of the
Board of Trade in January, 1902, to consider certain
questions affecting the mercantile marine. The report
of the Committee was presented to both Houses of
Parliament. If the Bill becomes law every British
foreign-going ship of 1,000 tons gross leaving a port in
the Uiiited Kingdom will be required to have on board
a competent cook in the same way as such a vessel is
compelled to have on board properly certificated officers.
The Royal Commission on Labour recommended in 1 894
that " some qualification should be required from ships'
cooks." The rights of men now serving at sea as
cooks are safeguarded by the recognition of certificates*
of discharge as cook for two years previous to
December 31st, 1907, as equivalent to certificates of
competency. It is proposed to extend the application
of the provisions of Section 206 of the Merchant Shipping
Act, 1894. Under that Section all ships going from the
United Kingdom through the Suez Canal or round the
Cape of Good Hope or Cape Horn have their provisions
inspected before departure. The system of inspection
will not be extended to require all foreign-going ships
to submit their provisions to inspection, but the inspectors
of ships' provisions will have power to inspect, if they
think fit, the provisions of any British foreign-going
ship, the duration of whose voyage is likely to exceed
twenty-one days. Clause 3 proposes to ensure in the
interest of the greater safety of ships an adequate
knowledge of the English language on the part of
seamen engaged in the LTnited Kingdom. Imprison-
ment for failure to join a vessel after signing articles
was abolished within the United Kingdom by the
Merchant Seamen (Payment of Wages and Rating)
Act, 1880. In order to provide a deterrent for such
an offence without reverting to imprisonment, it is
now proposed to give power to the Board of Trade to
withhold for a short period, in a proved case of wilful
failure to join, the seaman's certificate of discharge.
IRON AND 5TEEL NOTES.
By E. H. B.
The Iron and Steel Institute.
If any proof of the vitality of the Iron and Steel
Institute were needed, it would be found in the ever-
growing output of its literature, which, at the recent
meeting, was represented by a batch of papers sufficient
to make quite a respectable volume. Again, from
the annual report, I observe that during the year, two
cloth-bound volumes of the Journal of the Institute
have been published, containing together i,66o pages
of letterpress, 8i plates, and numerous illustrations
in the text. This amount of printed matter is in
excess of that published in any previous year. In
addition'to the papers read before the Institute, and the
discussions and correspondence relating to them, these
volumes contain abstracts of 2,314 papers relating
to iron and steel and kindred subjects published in other
home and foreign Journals and Transactions. The
Ust of members was issued separately in the form of a
pamphlet of 118 pages; and the institute has also
reprinted Bunsen and Playfair's report on the gases
evolved from iron-furnaces, the reprint covering 76
pages. Thus during the year the members received
1,854 pages of printed matter.
"Taken as Read."
Although the meeting was essentially for business
purposes (with the indispensable exception of the
dinner at the Hotel Cecil), it was found imprac-
ticable to read more than a few of the papers
presented, and many members must have left London
with a feeling that though the meeting had proved
a very interesting one, a great deal of useful dis-
cussion had been abandoned from sheer lack of
time. Not even the energy and solicitude of a master
of detail like Mr. Brough, nor the exceptional
experience as chai^-man of Mr. Carnegie, can avoid
an impasse oi this kind under the present system. It is
to be presumed, however, that the Council might frame
rules which would improve the procedure followed.
If every author would present a brief abstract of his
paper — some do already — there would be far more
time for discussion, and it would in no way detract
from the value of the papers. At least one of the papers
at the recent meeting was read at a speed which
rendered it extremely difficult to hear the author
perfectly, much less to follow his arguments. The
reading of papers aloud t'n extenso always seems to me
to entail a waste of valuable opportunity, and I can-
not help thinking that the Institute would find it
profitable to give more encouragement to abstracts.
The papers " taken as read " included a great deal of
valuable and suggestive matter.
iFon for Lofty Structures.
jNIr. Thwaite's paper on the " Use of Steel
in American Lofty Building Construction " was more
particularly interesting, because it was based upon
facts gathered by him in a very recent tour in the United
States. I do not for a moment suppose that Mr.
Thwaite would Uke to see " flat-irons " and such-hke
structural abominations blocking out the already
insufiicient light of our London streets, but the American
method of going to work in order to insure rapidity
of construction undoubtedly offers a useful field for
study, and the use of steel in structures has, of course,
a most important bearing upon the question of tire-
protection. On the whole, I venture to think that
Mr. Thwaite has done a useful ser\ice in bringing this
question once more before the members of the Iron
and Steel Institute. As he points out — if the method
is at all extensively adopted in this country' and in
Europe, it cannot fail to benefit everj- branch of the
industry'.
The Key to the Bessemer Proeess.
Mr. F. J. R. Carulla's paper on " The Sj-nthesis of
Bessemer Steel " was written in the hope that a dis-
cussion might help to bring about any improvement in
the process that new conditions may have rendered
necessary. The author relates how, on " coming to
grips " with the synthesis of Bessemer steel, he felt
the need of some " key " to the situation that the
management of the carbon did not give. This was
found in the proper employment of the manganese.
The author's experience had been leading up to this,
for he had already found that by proper manipulation
of the manganese, sound ingots free from honeycombs
could be obtained. As direct rolUng was being- intro-
duced, this was a most important matter. By using
the exact quantity of spiegel to introduce 1-35 per cent,
of manganese into the charge, his object was most
successfully accomplished.
To satisfy not only the rail-mill manager but also the
tire-mill manager, and the forge manager who had to
use it for axles, even.' one of them pronouncing it " the
best steel ever made," was enough to make one think
that the " key " had at last been found.
The percentage of manganese depends, of course,
largely on the chemical composition of the charge.
Tables are included showing the mixtures successfully
employed by the author.
Other Papers "taken as Read.
The other papers "taken as read" included Mr.
Henry Cook Boynton's careful statement of his inquiry
into the nature of " Troostite," made in the laboratories
of Havard University, and ilr. Walter Rosenhain's
contribution on the " Plastic Yielding of Iron^and
Steel " (valuable to those engaged in the field of
physical metallography ), while Mr.W. J. Foster stated the
results of some careful obsers-ations on " Blast Furnace
Efficiency at Darlaston," Mr. Percy Longmuir pre-
sented his investigations on " The Intiuence of Tem-
perature on Steel and Iron Castings," and Mr. Pierre
Breuil contributed a paper on " The Effects of Slowly
AppUed and Suddenly Applied Stresses."
(555)
&
S2 ^52bE.7^S59S 3 4 5 6 9 10 ({ IS 13 16 ^ 18 19
60
1 1 1
1 1
59
Copper,
55
57
gX*^
.^^
^
V
56
>
*•
^^
^^
s
■
'
^
55
*^
t29
TlVT
»S5
1 IN.
J27
s^^
—
•^
V
i^6
\
J
^S5
V
/^
\
/
^^4
\
y^
\
r
<S5
\
/
^54
■
55
Scotch
5^
— N
s«.«.
51
5 —
50
Cleveland
4'<>
4-5
44
-»-.—
•«,
—
—
—
^^
\
43
'
^:
- —
4-^
Hematite.
55
54
- V —
««
•N,^
___
_
53
"^ =
- —
5Z
.
5\
50
<L,
s^
English Lead.
s-b
sz
— -* —
.« —
^ _^
^
\\
10
^4
Spel'
rER.
^5
of
—
-
—
—
—
^^
_
^ __
1
.
THE HOME METAL MARKET.
Chart showing daily fluctuations between April 22nd and May 19th, 1904.
556)
LOCOMOTIVE ENGINEERING NOTES.
BY
CHARLES ROUS-MARTEX.
More "Atlanties. '
The Great Western has joined the steadily growing
list of British railways that build locomotives of the
" Atlantic " or 4-4-2 type. As a matter of fact, the
type already exists on that Une, in the case of the
duBousquetdeGlehn compound, " La France." That,
however, may be regarded as a sort of exotic, whereas
the new " Atlantic " will be purely of British growth.
I understand it will have outside cyUnders, and the
very long piston-stroke — 30 in. — favoured by its
designer, Mr. G. J. Churchward. Details are not yet
available, but from the information that has reached
me I gather that the new engine will be virtually an
" Albion," \\-ith a pair of small carrying wheels behind
the firebox, instead of the tliird pair of 6 ft. 8 in.
coupled wheels. If so, that should be an admirable
design for Great Western work, assuming, of course,
that the extra-long piston-stroke proves in actual
practice an advantageous innovation.
Quasi-Compound.
Talking of the 30-in. piston stroke, it may be worth
while to point out that this provides a species of quasi-
compounding. It might almost, indeed, be termed
Mr. Churchward's system of compounding, or, at any
rate, of obtaining some of the advantages of the com-
pound method without dupUcation of the cyhnders
and distributing gear. For the main essence of the
compound principle consists in the double expansion
of the steam, which, after being used in the liigh-
pressure cylinder, or cylinders, is discharged into the
low-pressure cyhnder or cylinders, and expanded over
again. Sometimes the high-pressure and low-pressure
cvUnders are placed one in front of the other, tender-
\dse. What Mr. Churchward does is in a sense to take
the tandem method, but to knock the two cyUnders
into one, and do all his steam expansion in that one
cylinder. He takes his i8-in. by 26-in. cylinders as
used in his " City " class, and adds another cylindrical
length, still 18 in. in diameter, and in that length
he gets his extra expansion of the steam, while at the
same time he obtains the increment of mechanical
power which the enhanced leverage of the longer
stroke affords. It is in short, a revival of the idea that
the advantage of compounding may be obtained by the
cheaper method of cyhnder enlargement, only Mr.
Churchward enlarges liis cyUnders longitudinaUy
mstead of diametricalh' ; that advantage was claimed
in 1884 on behalf of the 19-in. cyUnders which Mr.
S. W. Johnson, on the ^Midland, and Mr. J. StirUng, on
the South-Eastern, gave to their " 1667 " and " 116 "
classes respectively; But the difficulty then expe-
rienced was to train the drivers to obtain the full
advantage of the opportunity offered of working
expansively, faiUng which the engines were run " out of
breath." The expansion lengthwavs seems to offer
a better chance of utiUsing the full power of the steam,
provided that the extra length of stroke be not found
disadvantageous at high speeds. But the fuU value
wiU necessarily depend in a large measure on the per-
sonal equation of the driver, and it has vet to be proved
whether the additional length of cyUnder be an adequate
substitute for compounding in its ordinary form. The
experiment is a most valuable and interesting one.
The Great Westspn Record Run.
Before quitting the Great Western I ought to mention
briefly the brilUant performance accompUshed by that
railway on May 9th, when the American and New
Zealand mails were deUvered in London in the unpre-
cedentedly short time of 5 days 21 hours 58 minutes
from New York ! The Great Western's part in this
achievement was duplex, consisting in two separate
runs with two different engines and classes of engines,
with two different loads, and on two different classes
of roads. The first stage, viz., from Plymouth to
Bristol, 1 28 J miles in length, starts on a grade of i in
50, and then has a rise of 15 miles to Wrangaton, begin-
ning with 2| miles as steep as 1 in 41 . There is a second
but shorter cUmb to Dainton, with such grades as
I in 43, I in 41, and even i in 40. After Exeter, there is
a 20-mile ascent to Whiteball tunnel, the last 2^ miles
at I in 115. The rest of the road is easy. On this
stage one of Mr. Churchward's " City " class. No.
3440, " Citv of Truro," \\ith 6-ft. 8-in. foiu: -coupled
wheels and'inside cyUnders, 18 in by 26 in., was em-
ployed. This engine, weU driven by Clements, maintained
a minimum rate of 27 miles an hour up the bank at
I in 41, and " rushed " the shorter bit of i in 40 \\-ithout
going slower than 34-6 miles an hour, while up the
2+ miles of I in 115 the rate was never lower than 63.
The speeds on thefalUng grades and levels were very
high. Exeter was passed in 35 min. 55 sec, from
Ph-mouth North Road, a distance of 52 miles, in which
the e.xceptionallv severe grades already mentioned
occur. The next length, from Exeter to Bristol
(Pylle HiU Junction), 75^ miles, was covered in the
remarkable time of 64 min. 17 sec. ; from the Exeter
pass at walking pace to the dead stop, averaging 70.2
miles an hour, while the entire. run of 128^ miles from
the absolute start at Millbay Dock Crossing was done
in 2 hrs. 3 min. 19 sec. The load behind the tender
was 148 tons, not a heavy one, of course, but still
equivalent to one of 296 tons if worked by two engines.
A Brilliant Veteran of Archaic Type.
At Bristol the engines were changed, and the load
w^as reduced to 120 tons by detaching the mail van for
Bristol and the Midlands. The fresh locomotive was
one of Mr. W. Dean's 7 ft. 8 in. single-wheelers, with
inside cyUnders, 19 in. by 24 in., an ideal t>-pe for very
swiit running \\dth a Ught load. At the same time it must
be remembered that the load was equal to one of 240
tons, if taken bv two engines. No. 3065, " Duke of
Connaught," smartly driven by UnderhiU, made the
run of ii8i miles from Bristol to London in the ex-
traordinar\'"time of 99 min. 18 sec. to the Paddington
platform, or 99 min. 46 sec. to the final stop. The
107 miles from Bath occupied 85 min. 40 sec, and
the ^7^ miles from Swindon 59 min. 41 sec, although
it was necessary to slow down almost to walking pace
over a bridge under repair just east of Swindon. The
(557).
558
Page's Magazine.
time from that bridge to Pacldington, 76 miles
47 chains, virtually a start to stop run, was 58 min.
47 sec, and the distance of 81 miles 50 chains from
Wootton Bassett to Westbourne Park occupied only
62 min. 55 sec, in spite of the dead slowing over that
bridge and the slackening for London. The time from
passing Reading to stopping at Paddington, a distance
of 36 miles, was 27 min. 18 sec, and the average speed
from Bristol to London, start to stop, was 71-3 miles
an hour. Both engines arrived in perfect trim and with
bearings entirely cool. The coal consumption was
estimated at 32 lb. per mile on the first and much
heavier stage, 30 lb. per mile on the second. The
coupled engine used 180 lb. steam pressure, the single-
wheeler 160 lb. The observations of work were made
by myself personally, but, of course, I had no means of
checking the fuel consumption.
A London and South-Westepn Record.
Another record run from Plymouth to London in
connection with the steamship services from America
was accomplished on April 23rd by the London and
South-Western Railway. In ordinary circumstances,
stops are made at Exeter and Salisbury, but in this
instance it was arranged to change engines at Temple-
combe, a point 117^ miles from Plymouth, and 112^
miles from London, therefore a good " half-way house."
The road is a very heavy one throughout the first stage,
Dartmoor being climbed by many miles of i in 73 to
I in ■]■], while even after Exeter long banks at i in 90
and I in 80 are met with. In this stage No. 399, one
of Mr. D. Drummond's new class specially designed
for that section was used. It has four-coupled 6-ft.
wheels, inside cylinders 19 in. by 26in., and 175 lb. steam
pressure, also Mr. Drummond's patent water-tube
fire-box. Pearce was the driver. The Dartmoor grades
were very smartly climbed by No. 399, the speed being
generally maintained at 40 miles an hour or upward.
It only once dropped so low as 36, and promptly re-
covered to 40. The last 22^^ miles to the summit,
most of which is steeper than i in 80, occupied
only 30 min. 58 sec. Up the banks at i in 80 and
after Exeter the minimum was 45. The falling gradients
were descended at a very moderate rate in order to
secure as uniform a movement as possible, so the run
of 117^ miles to the Templecombe stop occupied
1 34 min. 53 sec, or from Devonport station 133 min.
32 sec, but could have been done in much shorter
time had high downhill speeds been employed. From
Templecombe to London one of Mr. Drummond's
standard class engines. No. 336, with 6-ft. 6-in. coupled
wheels, and cyUnders 18 in. by 26 in., was used, Gare
being the driver. On this stage very high speeds were
maintained. Up the bank at i in 165 near Porton,
the speed never went below 55-8 miles an hour, and up
the I in 178 near Whitchurch the minimum was 64-2.
The total run of 112^ miles from dead start to dead
stop occupied 104 min. Tfi sec. ; from Templecombe
platform to Waterloo platform 103 min. 43 sec,
averaging 65 miles an hour throughout. The time
from Salisbury to Waterloo, 83I miles, was 76 min.
30 sec. ; .from Basingstoke to Waterloo, 48 miles,
42 min. 33 sec. From a dead stop by signal in St.
David's Station, Exeter, to the final arrival at Waterloo,
the time was 3 hrs. 53 min. 48 sec. for the 172 miles,
and from the Exeter station of the London and South-
western—passed at dead slow — to the London stop
occupied only 3 hrs. 49 min. 39 sec, the distance being
17 1 J miles. The complete inclusive journey from
Stonehouse Junction, Plymouth, took 4 hrs. 3 min.
usee, and from Devonport station (I'hiiioutli) to
Waterloo station (London), 230 miles, the actual travel-
Ung time — excluding the Exeter and Templecombe
stops — was 3 hrs. 58 min. 17 sec. Altogether it was
a very fine performance. The load behind the tender
was approximately 105 tons.
A London and North- Western Record.
In such a period of " records " it would have seemed
incongruous were England's premier railway to be
" out in the cold," and I am glad to be able to register
another record — this time to the credit ofthe London and
North- Western Railway. On May 2nd, the best times
between London and Manchester each way were reduced
by 15 minutes, i.e., to 3 hrs. 30 min. for the i88| miles
via Crewe, the trains running each way without stop
between Euston and Stockport, 183 miles. The
inaugural run was made by a " relief " to the 10.35 a.m.,
which, after starting from Euston, passed the Tring
summit in 36 min. 16 sec, Rugby 83 min. 48 sec. from
dead start, or 82 min. 59 sec. from the Euston plat-
form, %2\ miles; Stafford in 136 min. 14 sec, from
the start, 135 min. 25 sec. from platform, 133I miles.
The train was checked by a Scotch express in front during
the. last 10 miles to Crewe, where a special stop by
signal was necessitated, 2 hrs. 45 min. 56 sec. from
Euston, distance, 158 miles. Stockport was reached
in 3 hrs. 15 min. 52 sec, start to stop, 3 hrs. 14 min.
24 sec, platform to platform. Finally, the arrival
at Manchester was in 3 hrs. 26 min. 50 sec, start to
stop, or 3 hrs. 1 5 min. net. The train, reckoned as
" 11^ coaches," and estimated to weigh 220 tons
behind thetender, was drawn by two engines, a7-ft. 6-in.
single-wheeler, with outside cylinders 16 in. by 24 in.,
dated 1862, and a 6-ft. 6-in. coupled, with inside cyhnders
17 in. by 24 in., dated 1882. The load was, therefore, 1 10
tons per engine. The up journey was marred by a
special stop of 4 minutes at Stafford for water and a
pilot, and by a loss of 5 minutes in the running to that
point. From Stafford, however, a very smart run of
2 hrs. 15 min. 19 sec. was made to Euston, nearly
7 minutes being gained. The engines were a " Jubilee "
compound and a 6-ft. 6-in. coupled non-compound.
The actual travelling time from Manchester to Euston
was 3 hrs. 26 min. 50 sec. Similar work is now done
daily.
A Great Central Feat.
Several experimental trips with Mi. J. G. Robinson's
newest and very fine Great Central ten-wheeled en-
gines have given me some most interesting results,
in the case both of the " Atlantics " and of the " 4-6-0 "
types. Space, however, will only permit my men-
tioning a single performance by one of the latter class,
which for smartness in starting and in attaining speed,
has certainly seldom if ever been beaten. Being
stopped by signal at Charwelton, we got away agaiii
so briskly that when we were again stopped by signal
at the next station, Willoughby, we had covered the
intermediate distance of 7 miles 3 chains in 7 min.
39 sec, start to stop. Next we were almost stopped
again by signal at Ashby, but leaving that station
dead slow we actually ran thence to the dead stop at
the entrance to Leicester station, a distance of 9 miles
10 chains, in the amazing time of 7 min. 49 sec. at-
taining a rate of 86-5 miles an hour just before steam
was shut off. The engine has six-coupled wheels
6 ft. 9 in. in diameter, leading bogie, outside cylinders
19 in. by 26 in., and I.91 1 scj. ft. of total heating surface.
The load was light, only 150 tons behind the tender,
and the line was mostly on a falling gradient of i in
176 ; Still, oven so, the feat was a splendiil one.
THE CIVIL ENGINEER AT WORK.
By C. H.
New Cableway in the Andes.
The longest cableway in the world will be that which
is shortly to be installed on the Argentine side of the
Andes by Messrs. Adolf Bleichert and Co. This
cableway wll extend from Chilectio Station, on the
Argentine Northern Railroad, which is 3,430 ft. above
the sea, for a distance of twenty-two miles, to a point
14,933 ft. above the sea level, or 1,300 ft. higher than
the summit of the Jungfrau.
The Institution of Civil Engineers.
At the annual general meeting of the Institution
of Ci\'il Engineers, the result of the ballot for the
election of council for the sessional year 1904-5 was
declared as follows : President, Sir Guilford L.
Molesworth ; vice-presidents, Mr. F. W. Webb, Sir
\lexander Binnie, Mr. Alex. B. W. Kennedy, Mr. W. R.
ialbraith ; other members of council, Mr. C. N. Bell
^ Wellington, X.Z.), Mr. C. A. Brereton, Mr. R. Elhott-
Cooper, Colonel R. E. B. Crompton, C.B., Mr. W. J.
Cudworth (York), Mr. G. F. Deacon, Mr. F. Elgar,
Mr. R. Hadfield (Sheffield), Mr. G. H. Hill, Mr. C. W.
Hodson (Bombay), Mr. J. C. IngUs, Mr. G. R. Jebb
(Birmingham), Mr. T. C. Keefer (Ottawa), Mr. A. G.
Lyster (Liverpool), Mr. J. A. McDonald (Derby),
Mr. W. Mathews, C.M.G., Sir Charles Metcalfe (Cape
Town), the Hon. C. A. Parsons (Wylam-on-Tyne),
Mr. A. Ross, Mr. W. Shelford, C.M.G., Mr. Alexander
Siemens, Mr. John Strain (Glasgow), Sir John I.
Thornycroft, Professor W. C. Unwin, Sir Leader
Williams (Manchester), and Mr. A. F. Yarrow.
The following awards for papers read and discussed
before the institution during the past session have
been made by the Council : — A Telford gold medal
to Major Sir Robert Hanbury Brown ; a George
Stephenson gold medal to Mr. G. H. Stephens, C.M.G. ;
and a Watt gold medal to Mr. Alphonse Steiger ;
Telford premiums to Mr. E. W. De Rusett, Dr. Hugh
Robert Mill, Mr. Alexander Millar, and Mr. T. E.
Stanton ; a Manby premium to Professor J. Campbell
Brown ; and a Crampton prize to Mr. L. H. Savile.
The Great Northern, Piccadilly, and Brompton
Railway Works.
On Thursday evening, ^lay 12th, a visit was paid
by the Junior Institution of Engineers to the Great
Northern, Piccadilly, and Brompton Railway Works,
the party numbering about one hundred. They
were received on behalf of the engineers, Si# James
Szlumper and Mr. W. Szlumper, by Mr. A. F. Baynham,
resident engineer of the South Kensington to Holborn
section. ^Ir. Price was also present on behalf of the
contractors. The works were commenced in the
early part of 1902, and are in operation throughout
the whole of the line, more than half the tunnelling
having been completed. The ordinary " Greathead "
shield was used to commence with, but after the works
had been in progress for a short time an improvement
on it was made by fixing an electrically-driven ex-
cavating wheel at the face of the shield, which obviated
the necessity of the clay being excavated by hand to
permit the shield to push forward. This appliance has
proved to be a great success, and is now in use over
the whole of the Une. With the original " Great-
head " shield, the maximum number of tunnel rings
.completed in any week was about forty, whereas
with the new rotary e.xcavating machine as many as
seventy-two rings have been inserted per week.
The Panama Canal.
According to the " World's Work," about two-fifths
of the Panama Canal is already cut, including fourteen
miles from the Atlantic coast and four miles from the
Pacific coast ; but these sections %\-ill need deepening.
Thirtv-six miles of the most difficult part remain to
be cut. It is estimated that this task will require
the work of 50,000 men for eight years. A great dam
is to be built at Bohio, which is fourteen miles inlauL'.
from the Atlantic coast, that will make a lake fifty-
two feet above the Atlantic, into which vessels wil;
be raised bv locks. The new level thus reached will
extend twenty-two miles. Then vessels going toward
the Pacific will descend by locks about sixty-five feet :
farther on they will descend again perhaps thirty feet,
to the Pacific level. The dam will supply power
that will be used in excavating, and the work under
American direction is expected to go on much faster
than the French company conducted it.
Automatic Signalling on Railways,
A " Times " correspondent records that the auto-
matic signalling apparatus, which has been installed
on the main line of the North- Eastern Railway between
Alne and Thirsk by the Hall Automatic Signalling
Company of New York and Chicago, has been duly put
into service. The decision to instal this section of the
line in this manner was arrived at as a result of the
visit paid by the principal officials of the company to^
.\merica, where they saw the system in full operation on
the Lehigh Valley and other fines, on which it has been
used for many years with admirable results. The system
is one of electric control and mechanical operations.
Each signal column is fitted with a small apparatus ope
rated by carbonic acid gas for lowering the semaphores.
The mechanism is set in motion by an electric current
conveyed to the signal columns by track batteries,
which are operated by the passage of the trains over
the metals, all of which have been bonded and suppUed
with a current of electricity. While a train is on a
section it cuts ofi the current from the columns and
holds the semaphores of two sections to its rear at
danger, and no succeeding train can get a clear signal
until its predecessor has passed over two sections in
front of it. There is an additional element of safety
provided by the fact that the normal position of the
signal will always automatically be at danger, so that
in the event of any train meeting with a mishap it
holds the Une for two blocks behind at danger, it being
impossible for a train to enter those sections except in,
the face of the signals.
The Simplon Tunnel.
To celebrate the opening of the Simplon Tunnel.
an exhibition will be held in the Town Park at Milan,
during the year 1906, under the patronage of
H.M. the King of Italy. Amongst the international
exhibits there will be the following : Carriage bv
Land and Water, Aeronautics, Decorative Art, Handi-
crafts at Work, and Thrift.
(559)
AMERICAN RESUME.
By Our New York Correspondent.
Model Foundpy at St. Louis.
According to the " Iron Trade Review," there has
been some misunderstanding among foundrymen con-
cerning the status of the project for erecting and
equipping a model foundry at the St. Louis World's
Fair. It may be said that while the original project
for a building costing $10,000, to be erected with funds
subscribed by various foundry and foundry supply
firms, has been given up, the exposition authorities,
through the Mines and Metallurgy division, of which
J. A. Holmes is chief, will themselves provide the
building wliich is now under way and will be practi-
cally completed by another week. Exhibits will be
made by a number of foundry eqmpment and supply
houses, manufacturers of moulding machines and others,
and these will be arranged|for in the way in which
other exhibits are provided, the Exhibitor dealing with
the Exposition officials. The exliibits are expected
to be in readiness early in June, so that the American
Foundrymen's Association, wliich goes to St. Louis
on June loth from its convention in IndianapoUs, will
find all in place. It is understood that the money
subscribed in the canvass made on behalf of the New
England, Philadelphia, and Pittsburg Foundrymen's
Association will be returned.
The Opigin of Petpoleum.
Mr. Eugene Coste, in the course of a contribution
to the transactions of the American Institute of Mining
Engineers, claims that geology can to-day most clearly
prove the origin of petroleum to be inorganic, and
the result of solfataric volcanic emanations. He
points out that in all the oil and gas-fields or petroleum
deposits, the gaseous products are under a strong
pressure which is not artesian or hydrostatic, which
increases with depth, and which cannot be anything
else but a volcanic pressure. The oil and gas-fields
are located along the faulted and fissured zones of
the crust of the earth, parallel to the great orogenic
and volcanic dislocations.
Oil, gas, and bitumens are never indigenous to the
strata in which they are found — they are secondary
products impregnating and cutting porous rocks of
all ages exactly as volcanic products alone could do.
Oil and gas are sorted products, in great abundance
in certain locaUties, while neighbouring localities often
are entirely barren ; and many of the strata among
which they are found are so impervious that the
source of these hydrocarbons must be the volcanic
source below, which alone is abundant enough, and
alone possesses sufficient energy, to force and accumu-
ate such large quantities of these and associated
products in so many spots through such impervious
strata. The numerous oil and gas-fields known to-day
indicate plainly a considerable number of these oil-
belts ; but more remain to be discovered, and new
ones are coming rapidly to the front, especially in the
United States. The author has been at work ever
since 1888 in mapping out these fissured zones of
North America.
Mr. Ferrell on his Fire-Prooflng Inventions.
The discussion which followed a paper by Mr.
Joseph L. Ferrell, read before the Western Society
NEW YORK, May I9th, 1904.
of Engineers, has shown that the greatest interest is
taken by American engineers in that gentleman's
inventions in connection with the preservation of wood
from fire and decay. The Ferrell processes were
described in detail, some months, ago, in Page's
Magazine by Sir Ralph Moor, K.C.M.G., who first be
came interested in the matter by reason of the immunity
of the protected wood from the ravages of white ants.
About two and a half years ago, said Mr. Ferrell, in
reply to a questioner, I sent 500 ft. of treated wood
to a captain in the EngUsh army in Africa, and also
sent some to another English gentleman in India.
They put the wood in the ant hills themselves, and
left them buried there for two or three months, and
they came out without being touched.
A member : " What wood did you use ? "
Mr. Ferrell : " Yellow pine, white pine, and I think
there were a few pieces of oak. As a result of that,
Captain Kenneth Campbell and Sir Ralph Moore, of
the English Government in India, heard of it, and
when they came home they got into communication
with some gentlemen in London, and made recommen-
dations to the English Government,"
Asked to mention instances in w-hich his fire-proof
enamel had been in use for some time, the inventor said
he had very complete records. The material was prac-
tically as enduring as glass. There was no possibility
of its decay. This enamel, however, was for indoor
use. There was another form for outdoor use. He
had one material which, as a filler, was of such pene-
trating power that it would go through a ^-in. board
if floated and left over night, and this penetrating
material was essentially a preservative, and fireproof
as well.
In reply to a questioner who wished to know how
long the processes had been on the market as a com-
mercial factor, Mr. Ferrell said their patent work
had kept them back for years. He had to take out
fifteen patents in twenty-eight different countries,
but some were exceedingly slow, and the patent solicitor
forbade them to go ahead, and do anvthing, practically,
except to use the machine for fireproofing wood. For
this reason, so far as the fireproofing of the wood
was concerned, they had only been able to work for
about four years.
There was an important reference to the fireproofing
of theatre scenery. Mr. Ferrell said that what he
would recommend in theatres would be that all the
floors be coated with a plastic material which was
absolutely impervious to fire, with an additional
flooring of not over |-in. maple or oak, which had
previously been saturated with sulphate of alumina.
In this way a floor was simply and cheaply made
fireproof beyond possibility to burn under any circum-
stances. In regard to fireproofing the scenery — the
present treatment of a thin fabric to prepare it lor
water-colour painting — to make a size, in other words,
upon which to use colour — was done with a preparation'
of glue and whiting. Glue was so exceedingly combus-
tible that it was necessary to have some other substance
to size the material. One of his processes provided
completely for this.
Wood, textile fabrics, theatre scenery, etc., could
be simply and mo-.t effectively treated so as to
eliminate every possibility of their receiving or
extending flame.
(5&0
SOUTH AFRICAN RESUME.
By Our Johaxxesburg Correspoxdext.
Deep Level Mining Costs.
At the annual meeting of the Rand Mines, Ltd.,
held recently in Johannesburg, the chairman, Mr.
L. Reyersbach, gave some interesting figures in the
course of his speech, relating to the present mining
costs and the economies in working which have been
recently achieved.
The following statement shows the average cost
per ion milled of treating \\ milUon tons by nine deep-
level companies on different parts of the Witwaters-
rand : —
A. s. d.
Mining expenses .. .. 13 9060
Milhng . . . . . . 2 10-299
Cyaniding .. .. .. .. 2 ii'575
General expenses .. .. .. J 3189
Total .. .. .. 21 iO"i23
On account of the practice of sorting ore, the tonnage
mined is, of course, greater than that milled, so that
the cost of mining alone, reckoned on the tons raised,
is only 13s. 1 ■209d., and is made up as below : —
B.
s. d.
General maintenance of mine, etc. .
0 10124
Developing
I 4-514
Stoping
6 2-563
Shovelling in stopes
I 10-142
Tramming
1 I -789
Winding
I 2 -299
Pumping
0 5-778
Total
13 1-209
Treatment Costs.
The details of the cost of milling, i
ncluding delivery
to battery, are as folloi
A's : —
C.
s. d.
General costs . .
0 0-823
Ore sorting
0 1-736
Ore crushing . .
0 4-419
Ore transport . .
0 I -212
MiUing
2 I -409
Retorting, smelting.
and assaying .
0 0 -700
Total . . . . . . 2 10-299
This total is, of course, the same as the figure given
in table A. The cost of cyaniding, calculated on the
basis of total tonnage treated, would differ from the
cost per ton milled, as given in table A, because some
of the material is lost altogether after lea\-ing the mill,
and escapes subsequent treatment. Mr. Reyersbach
states, however, that " almost 99 per cent, of the pulp
leaving the mill passed through the different stages of
the cyanide works," and gives the cost of treating the
various products separatelv, thus : —
s. d.
Concentrates . . . . . . . . 5 3-522
Sands . . . . . . . . . . 2 10-252
SUmes . . . . . . . . . . 2 7-832
He also gives the average cost for all material
cyanided as 2s. ii-975d.
The last item in table A is further sub-divided, thus ; —
s. d.
General expenses at mine .. .. i 5 '4 14
Expenses at head office . . . . o 9-775
Metallupgieal Progress.
The next set of figures show the continuous improve-
ment which has been maintained with respect to the
total percentage extracted from the ore by the various
methods of treatment at tha Rand Mines subsidiary
companies : —
Y .3 Tonnage Average assay Percentage
' • milled. value, dwts. recovered.
1897 .. 327,294 .. 12-508 .. 75-168
1899 •• 1,296,125 .. 11-543 .. 87-819
1903 .. 1,543,542 .. 9-247 .. 88-106
The figures in the last column refer to the gold actually
recovered, and the best result returned by this group
of companies was claimed by the Ferriera Deep,
namely, 94-12 per cent. Incidentally, t^e above table
also shows the great increase in the extent of the
operations of this group of mines.
Reduced Cost of Explosives.
The termination of the Government monopoly for
the sale of explosives in the Transvaal, and the com-
petition of the De Beers factory in Cape Colony,
which was referred to a few months ago, has led to a
considerable reduction in the prices. For instance,
the present price of blasting gelatine delivered at the
magazines on the mines is now about 54s. per case as
against 97s. 6d. per case in 1899. This means a
reduction of about is. 3d. per ton milled, and will go
a long way towards paying the tax of 10 per cent, on
the profits.
Average Practiee.
The following figures, also from ilr. Reyersbach's
speech, give in a very concise form a fair idea of the
average practice in many particulars of deep level
mining on the Rand : —
Tons.
Total ore mined by the nine companies 1,620,626
Taken from surface dumps . . . . 42,874
Total sent to sorters
Deduct amount of waste sorted out
(average assay value, -993 fine gold)
Balance sent to mill
Deduct difference in bins
1,663,500
118,988
1-544.512
970
Total tons actually milled .. 1,543,542
In crushing this, an average number of 880 stamps
were running 348-344 days, therefore the duty per
stamp was 5-035 tons per 24 hours.
It will be noted that the mean percentage of waste
sorted out during the year was 7-15 per cent. : — ■
Original value of ore, 9-247 dwts. (fine).
Mill\neld .. 4-974 = 53-972 per cent.
Cyanide works .. yiJi — 34'I34
Total .. .. 8-147 — 88-106 per cent.
From the above figures, it follows that the average
extraction of all the cyanide processes was 74-1 per
cent., but the returns from the original and residue
assays at the cyanide works show an actual extraction
of 75 '34 per cent.
(561)
GERMAN RESUME.
BY
Dr. ALFRED GRADENWITZ.
The Importance of Selenium to the Eleetpieal
Industry.
At a recent meeting of the Berlin Elektrotechnischer
Verein, Mr. E. Ruhmer delivered an address on the
above subject. After briefly explaining the properties
shown by the various modifications of selenium, the
design of the so-called selenium cells using the sensitive-
ness to light characteristic of the crystaUine modifica-
tion was dealt with. As by the increase in the con-
ductivity of selenium, due to illumination, the current
intensity in the circuit is altered, these devices will
act in a way quite similar to an electric cell proper.
Mr. Ruhmer showed, by some interesting experiments,
the fluctuations in the intensity of a current traversing
the selenium cell, as produced by variations in the
luminous intensity. A glow lamp connected in series
with a selenium cell was, for instance, shown to give a
dark red light while the selenium was in the dark,
while an intensely white glow was noted as soon as
the cell was exposed to the action of light. The
action of extremely rapid fluctuations in the luminous
intensity was illustrated with the aid of a rotating
disc, having circular rows of holes, through which a
selenium cell was illuminated. The cell was con-
nected to a battery and a loud-speaking telephone,
which, with the alternating illumination and darkening
of the cell, would yield a loud sound, heard throughout
the hall. As regards the numerous practical appli-
cations of selenium, the selenium photometer, serving
to measure the luminous intensities and the electric
telephotographic apparatus designed by Professor
Korn for the transmission of handwriting, pictures,
and photographs, were discussed at some length.
Selenium ignition devices, lighting automatically
gas or electric lamps at nightfall and extin-
guishing them at daybreak, were presented to the
assistants, and the application of selenium cells to
wireless (optical) telephony was fully described in
detail.
The Steam Turbine in Germany.
As a counterpart to the steam turbine trust formed
by the Allgemeine Elcktricitats Ges, Berlin, with the
General Electric Company, the Siemens-Schuckert-
Werke some time ago entered a combine with some
important firms, among which there is Friedrich
Krupp, Essen, Germany, the North-German Lloyd,
and the Vereinigte Maschinenfabrik Augsburg u!
Maschinenbau-Ges, Niirnberg. The object of this
combine is the exploitation of the Zoelly steam turbine,
built by the Swiss firm of Escher Wyss and Co., Zurich,
an improved type of which is just being brought out.
This is a multiple-step axial action turbine, where
the steam is conveyed to the running wheels through
guiding wheels, so as to have in the liigh-pressure
step a partial and in the low-pressure step a total
charge. The guiding wheels are fitted steamtight
into the turbine casing, one running wheel being
arranged between each two guiding wheels; the
BERLIN, May 2lst, 1904.
running wheels are mounted on a common shaft,
traversing the whole length of the turbine. The
running wheels are di^cs forged from the best class
Siemens-Martin steel and are rigid with the nave.
On the rim of the discs are mounted the turbine buckets,
which have the form of relatively long rays, their
cross section increasing at a regular ratio from outside
inwards towards the axle of the wheel, thus main-
taining constant the specific strain throughout the
length of the bucket. The highest resistibility both
with respect to the centrifugal force and steam pressure
will thus be secured. The peculiar construction of the
buckets will enable comparatively high-wheel dia-
meters, and, accordingly, great peripheric speeds, to
be adopted, thus allowing of a much smaller number
of steps being used than with steam turbines of other
systems. The regulation of the turbine is secured
very efficiently in a way similar to that of the hydraulic
turbine built by the company, namely, by means of an
extremely sensitive spring governor, including a
servomotor, the entering tension of the steam being
altered according to the load.
A further feature is the fact that the turbine shaft
is located outside on a base frame quite independently
of the turbine casings, so as to avoid any action of the
steam heat, or of the thermic expansion of the turbine
casings on the bearing ; the latter, moreover, are so
arranged as to be readily accessible. The safety of
working is warranted largely by the absence of any
compensating pistons, the great clearances between
the moving and stationary parts of the turbine, the
simplicity and solidity of the running wheels, the
small number of the latter, etc.
A turbine direct coupled to a rotary current generator,
built by the Siemens-Schuckert-Werke, is being
operated in the workshops of the company, giving
an output of 600 h.p. Recent tests made on this
turbine by Professor A. Stodola gave the following
results : —
/. — Saturated Steam. kilogrammes.
Running at no load without excitation,
steam consumption per hour . . . . 295 '4
Running at no load with excitation, steam
consumption per hour . . . . . . 465 "4
80 • I kilowatt output, steam consump-
tion kilowatt hour .. .. .. 15 'O
182 '2 kilowatt output, steam consump-
tion kilowatt hour . . . . . . 11-7
240 • I kilowatt output, steam consump-
tion kilowatt hour . . . . . . 10 '9
334 "5 kilowatt output, steam consump-
tion kilowatt hour . . . . . . 10 • i
387*6 kilowatt output, steam consump-
tion kilowatt hour . . . . 9 '74
II. — Superheated Steam.
390*4 kilowatt output, 220° temperature
steam consumption per kilowatt hour. . 8 "98
391-7 kilowatt output, 240" temperature
steam consumption per kilowatt hour. . > 8 "63
(5 'J)
MINING NOTES.
By a. L.
Wanted— A Railway.
li there is one mining country in the world above all
others that needs railway development it is Peru. Mr.
F. J. Schafer, in the present issue, calls attention to
vast tracts rich in agricultural and mining possibilities,
and awaiting only to be hnked up with ci\'ilisation.
Several proposals have been discussed. Some are in
favour of a railway running along the shores of the
Pacific, but this is open to two objections. Firstly,
it would leave the regions beyond the Andes very
little better off, and, secondly, it would only be doing
at considerable expense what can be done at present
by maritime traffic. The exceptional difficulties con-
nected with the Oroya line are well known to engineers,
and its heroic features have given Peru a name for
records in railway construction. Mr. Schafer proposes
to open up the rich Huaylas Valley by continuing the
present line frgm Chimbote along the course hewn
out between rocky gorges by the River Santa. He
will in this way be able to take advantage of pioneer
work which was carried out by the late Mr. Meiggs
before the outbreak of the Chilian War. Of the
possibilities of Peru there can be no question ; they
are accredited by such men as Andrew Carnegie and
Sir Martin Conway. Railway development appears
to be the one tiling needful, and Mr. Schafer's project
should therefore meet with the hearty co-operation of
everyone who is interested in Peru.
Professor Hele-Shaw in South Africa.
I have just been reading about the annual dinner
of the Chemical Metallurgical and Mining Society of
South Africa, and though its menu is of the past and
its gustatory joys have departed, I catch an after
flavour of the general good humour that prevailed
as well as a glimpse of Professor Hele-Shaw in his new-
sphere. The Professor was called upon to propose
the toast of the Society, and, judging by the report,
he did it most worthily. It was only a few yearj ago he
said that the members of what he believed was nick-
named " The Cyanide Society " were congratulating
themselves on having fifty members. To-day the
number was rapidly approaching one thousand. Their
Journal was read and studied v\ith the greatest interest
all the world over, and why ? — because it was a journal
of research. As to the benefits of research, he re-
marked that fifteen years ago, so he Wcis informed,
40 per cent, of gold wa.j allowed to go to waste, and
to-day it was considered quite wrong, and someone
heard of il, if even 10 per cent, were allowed to go
through. He read that their esteemed member, Mr.
Hennen Jennings, said once that the recovery of even
a grain of gold per ton — he believed it was on a mill
of 200 stamps — represented something like £22,^00 a
year saving. Well, these were very important and
practical results, and he had no wish to belittle them,
but he did read with great satisfaction that there was
another side of the work of their research — viz.,
the study of knowledge encouraged by contributions
on questions such as ventilation, the prevention of
accidents and preservation of life, so that the humblest
worker in the mines was cared for in a way that some
if their friends at home would scarcely realise.
On Research without Great Discovery.
Professor Hele-Shaw from this point was led to
speak of the many who engage in research but fail
to attain a great result or any great discovery. He was
glad to see that their Society encouraged by the award
of valuable prizes and gold medals the publication
of researches — not always those which have been
pecuniarily successful, but researches whi:h contributed
to the sum of human knowledge. There were many
men who worked with a practical object in view, who
never attained any discovery of their own. Probably
one man at least who did not discover Rontgen rays
knew more about the subject than the man who did
discover it. There were many who had been on the
verge of other discoveries whom they knew never
reaped pecuniary benefit ; therefore, he hoped they
would encourage the reading of their Society's papers,
which contributed to soUd information and knowledge.
He found the philosophy of Josh BilUngs true to life.
He-said : " A man spends half his life throwing stones
at a mark, the ne.xt quarter he goes up to see if he
has hit the mark, and the last quarter he finds that he
has not hit it and dies." At any rate, they could
encourage men to bring forward their knowledge, and
there was one thing about their Society which he felt
sure of, papers would always be vigorously discussed.
There was a vigour about their discussions which
would make any man hesitate to rush in recklessly
to impart information or facts which had not been
corroborated, and he looked forward to great results
from the new institution which had commenced its
work only a week or two ago, and felt sure that they
would extend to his younger colleagues, for he was
only there for a few months, at the commsncement of
this work — that they would extend to those young
professors gathered together the same kindness and
welcome that they had extended to him.
He thought the time had arrived when the Societj'
should have a motto, and suggested " Our highest aim
should be equal to our possibilities." Might he suggest
that no nobler motto could be found for the Society.
If it was too intelUgible it might be put into Latin.
(Laughter.)
Sir C. Le Neve Foster.
Sir Clement Le Neve Foster, who lived such a
short time to enjoy his well-earned knighthood, has
left something more than a name behind him. His
career, which was sketched in the pages of this maga-
zine as recently as December last, offers a splendid
example to the young mining student who is seeking
the arduous way that leads to success. His numerous
articles, too, are legacies which have a high value
among mining men. Only last year he completed
an excellent guide to mining, and it was doubtless the
remembrance of his own early experiences that made
him ever an enthusiastic guide, philosopher, and
friend to the mining student. He had a singularly
lucid manner of expressing and arranging his ideas.
For instance, at one of the last meetings he attended
of the Institution of Mining and Metallurgy, he con-
cluded his contribution to the debate on the equip-
ment of laboratories for advanced teaching and re-
search in the mineral industcies by summing up his
remarks as follows : —
"First, when a student had a Umited amount of
time at his disposal, he had better forego training
in a research laboratory, if such training would encroach
upon the time required for practice at actual mines
and works.
Secondly, many mining and dressing problems could
be decided by experiments on a small scale.
Thirdly, some full-sized machinery was desirable in
the laboratory, but not too much."
If all speakers in technical debate reached this
standard, there would be few complaints of time wasted
(563)
36A
OUR TECHNICAL COLLEGES.
By a technical STUDENT.
The Glasgow and West of Scotland Teehnical
College.
During the session just closed there have been two
important changes in the teaching staff. At the
beginning of the Session Professor A. MacLay, B.Sc,
who was appointed in 1880, resigned the chair of
Machine Design, and was succeeded by Mr. John H. A.
Mclntyre, of Allen Glens School, who takes the
position of lecturer.
At the end of the Session Professor W. J. Rowden,
B.Sc, A.R.S.M., resigned the chair of Applied Mechanics
wluch he has held since 1876, and is succeeded by
Mr. J. G. Longbottom, A.R.C.S., who has been lecturer
on Mechanics for some years.
Professor Rowden has had a long and varied experi-
ence, and his withdrawal will be a great loss to the
College. He is a man of great originality of thought,
who in the early days of science teaching worked out
for himself the methods which he has used with con-
spicuous success during his forty years' teaching.
Mr. Rowden was one of the first Royal Exhibitioners
under the Science and Art Department, and he com-
menced teaching Mechanics when there were no guides
and no recognised system, and his influence had much
to do with the shaping of the work of the Science and
Art Department. His teaching has left its mark on
the teaching methods of to-day, and many hundreds
of students, not only in the West of Scotland, but
elsewhere, look back to the time spent under his
guidance with feelings of gratitude and pleasure, and
many feel that what success in life they have attained
they largely owe to him. There is hardly a place in
the world where engineering industries are carried on
by British workers that his past students are not to
be found. He retired with the very best wishes for
his future happiness alike from his colleagues and his
students.
The new buildings for the College are making rapid
progress, and sufficient has now been done to allow
an idea to be formed of what will be the effect when
the work is completed. The buildings will cover
about two acres, of which about three-fourths are at
present in course of erection, the remainder cannot
be commenced until the old premises in George Street
can be vacated, as these occupy the site which is to
be covered by the new buildings.
The foundation-stone was laid by H.M. the King
in May last ; part of the building will be occupied in
October ; and it is expected that the whole of the
part now being erpcted will be ready for occupation in
April of next year, when the Chemical, Physical, and
Metallurgical Departments, which are now housed in
(ieorge-street, will be transferred.
Extensive as was the original plan, it has been
found to be insufficient for the calls for space, and
St. John's Parish Church, which adjoins the buildings,
has been purchased for ;^ 15,000, and will be pulled
down to enlarge the area of the site.*
The Municipal School of Technology at
Manchester.
In tlie course of an article on Cylinder Condensation
and Valve Heatage in Steam Engines, contributed to
•A view of the buildings, a» tlicy will appear whm complete, will
befountl in "P. M. Monthly Illustrated Notes."
" Power," Professor S. T. Nicholson mentions that
in the new laboratory of the Municipal School of
Technology, Manchester, a 200 h.p. engine has been
installed for the express purpose of studying the
questions of the amount and character of the leakage
of steam in the case of valves of various types. The
engine is of the horizontal, compound side-by-side type,
having cylinders 11^ in. and 20 in. diam., ^th 3 ft.
stroke. It is provided with two cyUnders of each
size, either of which may be used as desired. One of
the 20 in. cylinders has slide valves with Meyer expan-
sion plates, and the other has CorUss valves and gear.
Of the two 1 1^ in. cyUnders, one was made by Gebriider
Sulzer, and fitted with their design of drop valves,
and the other has CorUss valves and gear of the same
type as for the 20 in. Corliss cylinder. Thus a com-
parative study may be made of the efficiencyof different
types of valves, e.g., Sulzer versus Corliss, or Corliss
versus slide valves, and of the effect of size-variation
by experiments on the ii|-in. and 20 in. Corliss
cyUnders.
American Technical Education.
Apropos of the Commission of Enquiry into the
Educational Systems of the United States, I note that
Mr. Albert R. Ledoux, of New York, has summed up
his conclusions as to the efficiency of the American
Mining Engineer in the form of a paper contributed
to the American Institute of Mining Engineers. In
the course of this he says : —
" There is not a man of us who belittles technical
education ; not one who does not recognise the
honoured names upon the roll of Alumni qf our
American schools of mines or of the schools of Paris
or Freiberg ; nor is there one who does not rejoice
at the practical developments of the mining schools
of our neighbour on the North. But those wliose
names we honour most have been the men who have
supplemented their college training by a post-graduate
course in Nature's laboratories. No, our American
mining engineer is not simply a product of our American
system of education, but is born of the necessity for
original work and invention due to the demands of
a new country unhampered by traditions. One of
the great disadvantages of our brothers in older coun-
tries lies not simply in the fact that their courses
of study are usually along well-established, and there-
fore inflexible lines, but that they are in contact with
men who object to change in practice. Our American
technical institutions are comparatively young, and
tlierefore ready to adopt anything that seems to be
an improvement upon established methods."
He further remarks that the American expert soon
learns that time is money. This ability to " hustle,"
which is born of the soil and pervades the atmosphere,
is another cliaracteristic of the American mining
engineer not acquiretl in any school. His argument,
in brief, as stated to the British ICducational Com-
mission, is that the standing of the .\merican mining
engineer is due not exclusively to his initial education,
but to the necessity for initiative born of environment,
to the mechanical instincts of the race, and to the
natural buoyancy and self-reliance of the American
people.
OPENINGS FOR TRADE ABROAD.
British India.
There is a good opening for tools of moderate
price. The Hindoo workman does not want costly
and highly finished implements.
Belgium.
The Foreign Office has received a copy of the noti-
fication issued by the Belgian Government, inviting
tenders for new works on the port at Ostend, including
the construction of a dry dock. Tenders, addressed
to the " Directeur du Service Special de la Cote,
I, Square Stephanie, Ostende," must be posted before
July 24th. Plans may be obtained at the Enquiry
Office, 15, Rue "des Augustins, Brussels, at a cost
of 5s.
An iron bridge is to be constructed over the Senne
between the communes of Schaerbeck and Laeken;
the estimated cost of the structure is about ;^2,566.
Tenders are invited for the construction of a line
of railway from Carfontaine to Jamagne, at the esti-
mated cost of ;^83,344. Tenders will be received at
'' La Bourse, Bruxelles," up to June nth. A deposit
of £3X^00 is required to qualify any tender. Specifi-
cations, etc., may be obtained from the above address
on payment of 3s. jd.
Germany.
The Hamburg Senate proposes to arrange for the
construction of a tunnel under the Elbe. The Clyde
tunnel at Glasgow has been taken a3 a model for
this plan ; it is intended that the tunnel shall run from
the St. Pauli landing-place on the north bank of the
river to the Steinwarder bathing establishment on the
southern bank. It is proposed that two tunnels of 4-8
metres internal diameter shall run beneath the river
at the two points named, and passengers will be con-
veyed by means of a lift at each extremity of the
tunnel. The lifts are to be built to convey 20, 80.
and 100 persons respectively. The time of building
is estimated at about from two to three years.
Portugal.
The plan for the construction of the first section of
the railway from Pocinho to Miranda, namely, that
comprised between the station of Pocinho and Mon-
corvo, a distance of 12.240 metres, has received the
Royal approval, and the construction of this railway
has been ordered to be proceeded with immediately.
Spain.
Tenders for an electric tramway from Ubeda to San-
tuano de la Yedra, in the Province of Jaen, will be
adjudicated on June 20th next. Persons desiring
to tender must present their offers in due form, with
a document showing that the sum of £79 has been
deposited as caution money. The adjudication -will
turn in the first instance on a reduction of the tariff
for the conveyance of passengers and goods.
A concession has been granted for constructing and
working an electric tramwav in the Canarv Islands from
San Cristobal de la Laguna to Tacoronte. A concession
has also been granted to the " Se\ille Tramways Com-
pany, Limited," for the construction and working of
an electric tramway from Arecife de Capuchinos to
San Fernando in Se\-ille.
Tenders, which will be opened on June nth, are
required for the supply of 10,000 kilogrammes of
forge iron for use in repairs on the vessels Temerario
and Vincent e.
[.' Adjudication of tenders wiU take place before the
Director-General of Public Works, Madrid, on July 6th
for the construction and working of an electric tram-
way in Bilbao. The competition will turn, in the
first place, on the reduction of the tariff fixed for the
conveyance of passengers, etc.
There is an opening in Fernando-Po for corrugdted
iron buildings, bridges, ^ails, trollies, etc.
The construction and working of the following lines
have been sanctioned : A metre gauge railway from
Seville to the town of Pos Hermanas ; a narrow and
broad gauge railway from Verina to the Port of Musel ;
a narrow gauge railway from Llerena (Badajos) to
Linares (Juen).
Italy.
Extensive maritime improvements are to be carried
out in the harbours of Spezia, Leghorn, Naples, Brindisi,
Bari, Venice, and other Italian ports, for which purpose
the Government has sanctioned the expenditure of
;^i, 280,000.
Austria-Hungary.
The Hungarian Minister of Finance has introduced
a Bill authorising the extension of the State Railways,
the construction of new lines, and the execution of
all other works of public utilitv, including Government
buildings, fortifications, bridges, and harbour improve-
ments. The works to be executed during the present
year will absorb a sum of /3, 167,000.
Russia.
There is an increasing demand for motor-cars.
Argentina.
The Argentine Government has allotted £10,000 lor
the purchase of boring machinery'.
A contract has been approved for the construction
of defence works at the northern basin of Buenos Aj-res
for the sum of £37,000.
Mexico.
The Mexican Government has entered into a contract
with the Cananea Consolidated Copper Company,
Limited, conceding to them the right of constructing
and working four railway Unes in the States of Sonora
and Chihuahua.
The construction of railway lines in the State of
Guanajuato from Jalpa to Leon and Salamanca has
also been sanctioned.
(3^5)
NOTABLE BRITISH PAPERS.
A Monthly Review of the leading Papers read before the various Engineering and
Technical Institutions of Great Britain.
A PAPER ON COAL-CUTTING
MACHINES.
AT the Jubilee Meeting of the Society of
Engineers an instructive paper was con-
tributed by Mr. A. S. E. Ackermann on " British
and American Coal-cutting Machines." The
various forms of machines in use on both sides
of the Atlantic were carefully described, the
paper also including a section devoted to
statistics and tables, etc., showing the influence
of the use of these machines on accidental
deaths in coal mines. He conclusively showed
that the States of Pennsylvania, lUinois, West
Virginia and. Ohio, which cut large percentages
of their coal by machines, had, on the average,
a lower death rate per million tons of coal raised
than those States which had a smaller output
and cut a smaller percentage by machinery.
The author, in his introduction, remarked that
the history of coal-cutting machines is in some
respects similar to that of many other excellent
inventions, in so far that they were first invented
in England, but did not attain commercial
success in this country, largely owing to the
want of public support. They were then taken
.p by the Americans ; the designs were consider-
ably altered, and machines of entirely new
design were also made, and commercial success
/vas achieved.
In 1891, which is the earliest year in which any
official records of coal-cutting machines were kept,
there were only 545 coal-cutting machines in use in
America, but in 1902 — only eleven years after — there
were 5,418 machines. To complete the historical
analogy', it may be added that now, years after the
successful use of coal-cutting machines in America,
we are beginning to use a few machines in England —
there were, in fact, 483 machines in use in this country
in 1902.
The first coal-cutting machine was patented by
Michael Menzies, of Newcastle, in 1761, and in 1867
Mr. Howit, an Englisliman, patented the machine
which is the prototype of the pneumatic percussive
machines. The early machines for any special purpose
frequently imitate in their action the method of per-
forming the same operation by hand. Thus we tiud
the early coal-mining machines, of which several are
preserved in the South Kensington Museum, had
reciprocating picTcs, in imitation of the action of an
ordinary miner's pick wielded by hand. Not only
does the credit of inventing the first coal-cutting
machine belong to an Enghshman, but apparently
the first designs of each of the well-known types of
machines were invented also by linglishmen, for in
1861 Hemmingway patented in England a disc-cutter
machine. Indeed, we miglit very well go back to
Hedley's horizontal circular-saw machine of 1852,
and consider his as the prototyi)e of the disc machines.
The first endless chain-cutter machine was patented
in England by Peace in 1853, while the first in America
was granted to Prosser in 1876. Again, the first
bar-cutter patented in England was invented by
Johnston and Dixon in 1856, and the first in America,
by F. M. Lechner, in 1878, although the latter differed
essentially from the former.
BRITISH MACHINES.
The author's account of British machines was
as follows : —
There are now practically only two types of coal
cutters in use in England, namely, the longwall disc
machine, and the longwall bar machine, although some
longwall chain machines, and a few heading and
percussive machines are also in use. The latter,
however, differ from the percussive machine so largely
used in America. The type used in England is fixed
to a rigid vertical post, which takes the shock of the
blow. The machine can be moved up and down this
post, and can also be arranged to make a cut in a
vertical plane or in a horizontal plane, the feed motion
being derived from a quadrant and worm. As the cut
gets deeper, lengthening pieces are put in between the
piston-rod and bit, or cutting tooL This cutting tool
is something like a crown wheel, whereas the cutting
tool of the American percussive machines is fish-tail
in form. The vertical post is fixed between the roof
and floor either by a screw arrangement, or by a small
hydraulic ram contained in the column. It is only a
very strong roof which will stand the great thrust of
the post as well as the reaction of the blows of the
machine ; but given such a roof, the machine is a very
useful one.
The heading machine which is used in England, and '
to a slight extent in America, is an English one, designed
by Reginald Stanley. This machine has one or two
rotating shafts perpendicular to the coal-face to be
cut. When there is only one shaft, it is coincident
with the axis of the heading. On its distal end is
fixed a sort of cross-head, which, however, is made
to rotate instead of having a reciprocal motion. The
cutters are arranged on this cross-head in one of two
methods. In the first method, they are fixed across
the cross-head so that the whole of the coal is bored
out of the heading and turned into slack, which is
automatically loaded on to a following tub by an Archi-
medean screw. In the second method there are only
two cutters, but each is 2 ft. long, and fixed at right
angles to, and at the end of the cross-head. When the
shaft rotates, the cutters make an annular cut and a
core of coal is left. This is removed by hand when
the machine is stopped.
There is also a third form of this machine which has
two parallel rotating shafts, each fitted with the
arrangement described, and geared so that the cross-
heads are at right angles to, and thus clear, each other.
The cutter shafts in each case are driven by a pair
of cylinders using comi?ressed air.
Of the disc-cutter machines, the first to attain any
commercial success was that patented by John Gillott
and I'eter Copley in 1 868. Gillott and Copley machines
are still at work, and have been copied by several
later makers.
The general design of a disc machine consists of a
rectangular steel frame mounted on four small flanged
wheels for running on a pair of rails. On this frarne
are mounted a i)air of cylinders, either side bv side, as in
the Ciillott and Copley machine, or vis-(i-vis, as in
Garforth's " Diamond " machine. By means of i
(566)
Notable British Papers.
567
crank shaft and intermediate shaft carry-ing a spur-
wheel the cutter disc is driven. The cutter disc, or
wheel, is about 5 ft. in diameter, and the cutters
are fixed into the circumference. Just inside the rim
of the wheel is a broad circular rack, the teeth running
radially. The disc is supported by a broad plate
bracket, which is fixed to one side of the rectangular
frame. The spiu: wheel on the intermediate shaft gears
with the circular rack of the disc, and thus drives the
latter at about 15 revolutions per minute, though some
are driven as fast as 50 revolutions per minute. The
machine undercuts to a depth of 5 ft., and is drawn
along the face of the coal by means of a steel rope.
One end of the rope is attached to the frame of the
machine and is carried along the coal face, at the far
end of which is a fixed pulley. The rope is bent
round the pulley and the end made fast to a winding
drum on the machine. This drum is driven by a
ratchet gear, and thus the machine hauls itself along
the face.
Some of the machines, such as the " Diamond," are
arranged to cut in either direction, and some are fitted
\rith electric motors instead of pneumatic engines.
It takes from 20 to 30 minutes to change all the cutters,
and three and four changes are usually necessary during
each 8 hours' shift. The cutters, or bits, of the disc
and chain machines have chisel edges, but those of
the bar machine have sharp points set at an angle
to the shank. The disc machines cannot make a
sumping cut, hence at starting a place for them has
to be holed by hand.
There are two t\-pes of rotary bar machines, but only
one of these, the Hurd or Goolden, is now used. These
consist of a strong tapered bar about 7 ft. long, making
a cut 9 in. high at the face and 4 in. at the back.
Into this bar are fixed a number of sharp pointed
cutters. The sockets for the cutters are arranged in
the form of a heUx so as to cause most of the cuttings
to be brought out. The bar can be swung round
till it is parallel to the coal face, or at right angles to it.
It can also be slewed shghtly in a vertical plane, to
go over or under a sulphur ball or other obstruction.
The machine hauls itself along the coal face by means
of a wire rope, as described in the case of the disc
machines. To start a cut the cutter-bar points
straight back, the machine is then started, and the bar
gradually rotated into the coal until the bar is at right
angles to the coal face ; the bar revolves at about 400
revolutions per minute. Both types of bar machine
are electrically driven.
In the other t\-pe of bar machine, which is now
obsolete, the bar was the same diameter throughout
its whole length, and it was engaged broadside on
with the coal face. Hence this machine could not
be dra^\^l continuously along a face ; a sumping
cut had to be made, then the machine was withdrawn,
fitted sideways, and another sumping cut made. The
rotating bar was carried on the end of a sliding frame,
which was driven forwards from the main frame.
As to the important question of cost, EngUsh ex-
perience, as recently determined by the Committee
of the Xorth of England Institute of Mining and
Mechanical Engineers, is that after ever%-thing has
been allowed for, there is a net sa\-ing of 6d. per ton
raised in favour of the machines, the average cost of
labour per ton of machine-cut coal being is. $^d.
This is not the only point however. The average
increase of output per man employed has amounted
to 65 per cent. Another advantage of machines is
that they produce on the average i2i per cent, more
round coal, i.e., where the percentage of lump coal
got by hand is 60 per cent., in the case of machine-cut
coal it is -2| per cent.
The cost of a complete plant for say ten disc machines
averages ^1,000 per machine, whether electricity or
compressed eiir be used, though the latter is slightly
the cheaper. The individual electric machines, how-
ever, cost about /400 each ; while the pneumatic
machines cost about /2;o each.
THE DESIGN OF A DRY DOCK.
AT a weU attended meeting of the Junior Institution
of Engineers, held at the Westminster Palace
Hotel, a paper on " The Design of a Dry Dock "
was read by Mr. A. W. Young, of the Admiralty
Works Department (member). The Chairman, Mr. S.
Cutler, Junr., M.I.Mech.E., presided.
The author dealt ^vith the subject chiefly from
the designer's point of \-iew, and further restricted his
observations to questions attecting the stability of
the structure more than to elements relating to the
outline either in plan or profile. The t\-pe of dock
considered was of the class usually constructed by
the Admiralty for the docking of His Majesty's ships,
although the diagrams shown did not represent any
particular dock.
It was pointed out how serious the questions of
length, width of entrance, and depth over sill for
dry docks had become, and to illustrate the rapid growth
of ships in beam and draught dining the last sixty
years, a diagram was exhibited giving the profiles of
ships of sixty years ago and the development of their
hues up to the present time. Allowance for future
extensions of beam and draught in ships Wcis touched
upon, the author stating that this was quite a matter
for the naval architect to decide. No matter how
long or how broad the docks were made, it really
seemed that directly they were completed, ships were
designed that filled them, and so gave cause for reflec-
tion as to whether sufficient margin had been allowed,
although seeming ample at the time the lines for the
docks had been decided on.
After these general remarks, the question of the profile
was touched upon under (a) convenience in docking
ships ; (b) space for facihties in carrying out repairs ;
(c) restriction of cubic contents as far as possible.
Under section (a) the spacing of the altars and its
bearing on the shoring of the ships was dealt \vith ; under
{b) the value of the head-room beneath the ship,
owing to the very flat bottom of the present-day
ships, which head-room affected the level of the floor
of the dock in its relation to the level of the entrance
sill ; and under (c) the amount of pumping to be
done in emptying the dock.
In deahng with the question of stability, the author
urged the advisabihty of making borings to first
ascertain the general he of the various strata, and
also of sinking trial pits at intervals for more detculed
particulars. ^luch inconvenience would be avoided
by having rehable information as to standing water
level, and a knowledge of the natiire and properties
of the ground in which works of magnitude were
constructed. The stresses in the walls and floor
were fully treated, and their amounts at various
points given. Referring to the results and conclusions
arrived at, he suggested that instead of a beam, the
dock floor more nearly approached the form of an arch,
but he would prefer to describe it as neither the one
nor the other, but rather as " one side of a concrete
structure subject to pressures in vertical and hori-
zontal directions simultaneously." To arrive at the
section best suited to resist the stresses induced must
be by trial and error. If, howe%'er, the engineer did
568
Page's Magazine.
not wish to have such thick floors, the system of putting
pipes through the floor to reUeve the hydrostatic
pressure could be adopted, providing the foundations
were not of such a character as to be injuriously affected
by the water passing through, but an objection to
this was the pumping rendered necessary during the
time the docks were in use, which, if extensive, would
be a heavy annual charge ; it therefore was a question
as to whether the first cost for a thicker floor would
not be more economical than paying for the increased
pumping.
The steps and timber-slides, the drainage-culverts,
the pumps, the capstans, and bollards, etc., were
referred to, and also the methods adopted in con-
struction and the materials employed.
In considering the dock entrance, the parallel-
sided caisson by means of which it was closed was
fully described and illustrated by diagrams. The
distribution of the loads on the caisson groove from
the keel, and the process for finding the centre of
gravity and centre of buoyancy were entered into,
and remarks made as to the relation those centres
bore to each other. The working of the caisson in
opening and closing the dock was also considered.
The author stated in conclusion that a dock designed
as described would cost : —
For the dock . . . . . . . . ;£225,ooo
Which is equivalent to 22s. per yard
cube, measured externally, or 39s.
per yard cube of internal capacity,
or again ^^321 los. per ft. cube of dock
Pump wells, culverts, and penstock
shafts . . . . . . . . . . 25,000
Engine and boiler house . . . . 18,000
Penstocks . . . . . . . . 6,000
Caisson at £2 4s. 6d. per ft. super of
entrance . . . . . . . . 8,000
;£282,000
The paper was illustrated by a large number of
excellent diagrams, and in the discussion which ensued
Messrs. Adam Hunter, F. W. Hodgkinson, A. R.
Gibbs, R. G. Keevil, L. H. Rugg, J. W. Nisbet, C. W.
Pettit, A. W. Metcalfe, G. H. Hughes and G. W.
Brake took part.
A vote of thanks having been accorded the author,
the meeting closed with the announcement of the
visit on May 12th to the Great Northern, Piccadilly
and Brompton Railway Works.
THE WORLD'S IRON AND STEEL
INDUSTRIES.
BEFORE the Society of 'Arts Mr. William
PoUard Digby, A.M.I.Mech.E., A.M.I.E.E.,
recently read an impoitant paper, entitled
" Some Statistics of the World's Iron and
Steel Industries." The writer presented his
investigations from : —
(1) The iron founder's standpoint in England and
Germany in regard to the respective supplies of iron
ore in the two countries, and their jiroductions of pig
iron as compared with the United States.
(2) The statistical standpoint showing the extent
of the external import and export trade of the United
Kingdom relative to that of the external trade of
other countries ; and
(3) The margin of profit of the iron industries
reckoned on the external trade alone of the leading
iron-producing countries,
A detailed history of imports and exports
is presented for thirty-five years, and quin-
quennial averages and percentages are given. A
balance is then struck between imports and
exports, a surplus of the latter being treated
as " profit " or currency margin available
for the purchase of other commodities.
Pointing out the difficulties of obtaining a
complete survey of so vast an undertaking
as the British iron trade, the author remarks
that :—
While it is possible to define the value, say, of steel
rails, respectively, imported and exported from the
United Kingdom, we do not know the total production
or the value of steel rails used in any year by the
different railway companies and tramway under-
takings within the kingdom. Again, it is possible
to give the value in any year of the locomotives sent
to foreign countries and to our own Colonies, and it
is not difficult to enumerate the sporadic dumpings
of locomotives into England on those occasions when
lack of foresight has allowed the number of engines
under construction 'to fall below immediate require-
ments, so that occasional purchases from America have
resulted. We can, in this latter case, go a step further
and give the number of locomotives included in the
rolling stock for any one year. But we cannot give
the amount of the expenditure in any year on new
locomotives either for our railways or for the rough
lines laid by contractors for their dock, or reservoir,
or railway, constructional work.
Similarly, if we regard shipping, while returns
have of recent years been published giving the values
of our sales of new ships built for foreign countries,
we have no return of the value of the yearly additions
to our mercantile marine, or of the value of the plates,
rivets, or stern-frames which, forming the raw material
for the shipyard, are nevertheless the finished product
of the steel merchant. We are also without returns
as to the value of the iron and steel supplied to the
ship's engine builders wherein " the purring dynamos,"
the towering five-crank reciprocating engines, the
compact turbines, the belauded Scotch and belittled
Belleville boilers, find their raw material.
While we cannot, with any certainty, state the
extent to which these imports have, by ensuring
cheap production, assisted (in the case of Great Britain)
in the growth of our steadily expanding export trade,
we can prepare balance-sheets as to the state of
affairs in each country in each year. To the credit
side all exports are reckoned which are embraced in
the export returns of the countries under considera-
tion, while to the debit are placed the ascertained
imports. An excess of exports is reckoned as profit.
That is to say, the margin by which the exports of
the products of any particular industry exceeds the
imports in that industry represents the profit or
balance by which the excess margin is available for
exchange against imports of food or luxuries. Similarly.
an excess of imports, so far as that particular branch
of industry gcx?s which necessitates the exports ol
other manufactures or food stuffs is treated as a loss — a
loss not of an Australasian Colonial Premier's " golden
Notable British Papers.
569
sovereigns " but of produce or service rendered which
another department of a countr>-'s commerce or industry
makes good.
The British diminution of profit occasioned by
exhaustions of ore and increase of imports deals only
would be possible to calculate the relative value
of the profit measured in food. This relative co-efiicient
of food profit becomes a factor of the greatest value,
for bv it alone can be ascertained the relative position
of the countrv as a whole with regard to the manner
TABLE in.— Pig Iron.
Production, Consumption, 'with Balance Imported or Exported. Annual Az'crages.
Balance excess of Production indicated +, excess Consumption indicated — .
Tons ooo'j omitud.
Qoinqaennial Periods.
1878-82.
1883-87.
1888-92.
1893-97. 1898-1902.
United Kingdom —
Production
Consumption ....
Balance
Germany —
Production
Consumption. . . .
Balance
United States-
Production
Consumption ....
Balance
6,416
5o36
+ 880
1.991
-428
2,184
2.445
-261
7,265
6,007
+ 1.258
2,680
2,656
+ 24
3-529
3,961
-332
7,665
6,501
4-1,161
3,622
3.586
+ 36
4,968
5,249
- 281
7,668
6,727
+ 9*1
4,6ao
4,724
- 104
8,147
7.834
4-313
7,913
7,029
+ 984
5,417
5,905
- 4S8
8,261
7.839
+ 422
8,720
7,744
+ 976
8.041
8.287»
- 691-
14,176
> 3.643*
+ 122I-
Proportionate Values, putting the consumption of each country in 1893-97 ai equal to 100.
United Kingdom —
Production. . ....
Constimption ....
Balance
Germany —
Production
Consumption ....
Balance
United States-
Production
Consumption ....
Balance
91
79
37
41
- 4
28
3«
- 3
103
85
-f 18
46
46
45
50
- 5
109
93
-f 16
61
61
63
67
- 4
109
97
+ '3
78
80
— 2
104
100
+ 4
"3
100
-f '3
92
100
105
100
+ 5
124.
Ill
+ '3
136
I40*-
- It
182
>74*
+ 2t
Proportionate Values fjr Germany and the United States, putting the consumption of the United Kingdom-
1893-97 as equivalent to lOO.
Germany —
Production . . .
Consumption.
Balance
United States —
Production . . .
Consumptien.
Balance
28
33
■ 5
3'
35
- 4
38
38
50
56
- 6
51
51
71
75
66
67
- I
116
III
+ 5
82
- 5
H7
III
+ 6
114
118
— I
202
194*
+ 21-
• Four years only.
t Balanc-e reckoned on fiist four years oaly.
withjan apparent currency loss so far as the entire
country is concerned. Ij^ the case of the United
Kingdom it is possible to compute the extent to which
the fall in profit, as measured in currency, has been
neutralised by the faU in prices.
Assuming that the profit margins already computed
had in each case been exchanged against food, it
in which its surplus manufactures help to feed its
population.
The \\-riter ascertains this relative co-efficient
of food profit for any quinquennitmi by dividing
the proportionate profit value of any qmnquennium
b}^ the average value of Mr. Sauerbeck's index values
for food for that quinquennium.
57°
Page's Magazine.
Diagram 5.
The efFect of the fall in British Food Prices on the Margins of Proflt.
(i.e. excess of Exports over Imports), in the Iron and Steel Industries
for the entire country, and per head of population.
This gives the following table : —
United Kingdom.
Quinquennial
period.
Proportionate
value of profit in
quinquennium
(the 1893-97
period being
reckoned as
equal to loo).
Average
of the
Sauerbeck
food index
price.
" Co-efficient
of food profit"
value
expressed in
ratio of food
obtainable.
1868-72
1873-77
1878-82
1883-87
1888-92
1893-97
1897-1902
a
117
114
91
110
125
100
107
b
99
102
92
73
74
66
07
a
b
1 1 -77
11-17
0-990
1 -507
I -689
I -501
1-596
These figures show that, taking the nation as a
whole, the maximum of profit, when allowance is
made for food value, was not in the early seventies,
the era which has been so often cited as that of the
zenith of Free Trade prosperity, but between 1888
and 1892. Above all should it be remembered that
the fjuinquennium just ended shows, with one excep-
tion, the highest co-efficient of food profit. Of course,
the criticism may be advanced tliat while this co-
efficient of food profit has advanced, the population
of till- country has advanced at an even greater ratt .
But, so far as comparisons of widely separated
periods are concerned, mere currency profits, expressed
in monetary tokens of exchange, are not comparisons
which truly represent the state of affairs. Instead,
we have to fall back on the factor, which the
author calls the " co-efficient of food profit," and
which he has calculated for the United Kingdom as
a whole.
Expressed, therefore, per head of population we
have the following table : —
United Kingdom.
Quinquennial
period.
Proportionate
value of prolit
per head of
population in
quinquennium
(the i8<)3-97
period bein^;
reckoned as
equal to too).
Average
of the
Saueroeck
food index
price.
" Co-efficient
of food prolit "
per head of
population,
or profit value
expressed In
_ ratio of food
obtainable.
a
b
a
b
1868-72
149
99
I "505
1873-77
137
102
1-343
1878-82
104
92
I • 1 30
1883-87
109
73
1*493
1888-92
141
74
1-905
1893-97
100
66
1-515
I .S98-I9O2
•"•'
'T
I 522
i
Notable British Papers.
571
This table and the table sho\\-ing the profit for the
entire country are plotted together in diagram 5.
The currency profits per head of population and for
the entire country are expressed in percentages of the
average for the 1893-97 quinquennium, and the Sauer-
beck index price for food is also expressed in the
Average percentage for each quinquennium, the average
m the eleven years ending 187S lieing taken as equal
o 100. The national and individual co-efficients of
food profit are shown on a somewhat distorted scale
(zero forming the base line on the percentage scale,
and O'8oo on the co-efficient of food profit scale) in
order to emphasise the fact that despite falls in profit
measured in currency, the profit, both national and
individual, measured in the purchasing power of that
currency profit computed in food, has risen in a marked
degree, as compared with the second and third quin-
quenniums, but has fallen as compared with the fifth
quinquennium, the period in which, measured either
by exports or gross profit, or profit, or profit per head
of population, or co-efficient of food profit, the state
of the external trade of the United Kingdom was the
most flourishing.
Had it not been for the writer's earnest desire to
discuss the facts wholly dispassionately, the tempta-
tion to ignore these imports, inasmuch as they are the
return on British capital invested abroad, would have
led him to substitute other tables than those presented
concerning the various possible computations of
profit. Had it not been for a desire to present facts
\%-ithout partiality or bias, the writer, looking from
the point of view of one school, would have
stopped short of showing how largely the fall in
currency profit was neutralised by the fall in
food prices, or looking from the point of view of
the other school, he \ might in a p.-can that all
was well have latterly included the value of shipping
built for foreign owners, a factor of £10,000,000
sterling.
Any person can prate of exports and imports,
but who can speak even in regard to iron, of the em-
ployment given to thousands of artisans making looms
for Lancashire, locomotives and rails for our railways,
dvTiamos and arc lamps for our street fighting, steel
girders and angle iron for our large buildings ?
" Among the bUnd, the one-eyed is king." What
shall we say of John Bull, who is not even equipped
with half his powers of vision when considering his
own entire commerce. External commerce is clearly
displayed in export and import returns. Internal
commerce is practically shut off from his vision. Its
fruits, so far as percentage of pauperism, of sa\'ings-
bank returns, are concerned, can be gauged any day.
But the full extent of the effects of "dumping"
can only be truly known when manufacturers will
consent to a dissection of the statistics, not only of the
trade of manufacturer A whose finished article is
threatened by foreign competition, but also by a
dissection of the trade of manufacturer B whose
raw material is often the finished product of manu-
facturer A.
REPLY.
A discussion followed the paper, and in the course
of his reply the author remarked that so long as our
computations were based solely on exports and imports,
our conclusions being only the product of two dimen-
sions would naturally be superficial. Until we had
the third, the total value of our commerce and the
relation of our e.xport and import trade to it would
remain unknown, and would be the occasion of dragging
up many scores of bogies — bogies perhaps which
might be mere clouds on the horizon, which the rising
sun of a cycle of prosperity would dispel. Until we
had complete returns he feared that so far as judging
our national prosperity was concerned, the Board of
Trade statistics of import and export trades alone
would only lead to the announcement of many false
hypotheses.
COMING EVENTS.
June.
2nd. — The Institution of Mining Engineers : General
Meeting. — Birmingham University Engineering Society :
Annual Meeting.
3Pd. — Institution of Mining Engineers : General
Meeting continued.
4th. — Birmingham Association of Mechanical
Engineers: Half-yearly Meeting and Social. — In.
titutions of Mining Engineers : General Meeting
concluded.
6th.— Society of Engineers meet at 7.30 p.m. — South
Staffordshire and East Worcestershire Institute of Mining
Engineers meet at the Birmingham University.
9th. — Institution of Electrical Engineers : Annual
Meeting. — Ipswich Engineering Society : Visit Messrs.
Ransomes and Rapier's, Ltd, Waterside Works,
Ipswich.
11th. — Birmingham Association of Mechanical
Engineers : Annual Pic-nic. — North of England Institute
of Mining and Mechanical Engineers : Meeting at
Newcastle-on-Tyne, 2 p.m.
16th.— Institution of Mining and Metallurgy meet at
8 p.m.
18th.— Ipswich Engineering Society : Visit the Electric
Tramway Station, Lowestoft.
29th.— Society of Arts : Annual Meeting.
30th. — Conversazione at the Society of Arts.
AUTOnOBILE N0TE5.
By J. W
Proposed Institute of Automobile Engineers.
The proposal to form an Institute of Automobile
Engineers speaks eloquently of the progress of the
industry during the last few years. It is stated that
ninety per cent, of the engineers who have been circu-
larised are in favour of the scheme, and that a meeting
will shortly be held to give it practical shape.
The Parade of Trade Motor Vehicles.
'• There were eighty-two vehicles represented in the
Parade of Motor Vehicles held by the Automobile Club
on the Victoria Embankment, London. These included
sixty-nine steam vehicles, twelve petrol, and one electric
vehicle. Ten prizes fell to vehicles made by the
Thornycroft Steam ^Wagon Company, and among the
makers of the other successful vehicles, the Lancashire
Steam Motor Company and the Straker Steam Wagon
Company were prominent. The prize vehicles also
included a Wallis Tractor and Trailer, a Foden Tractor
and Trailer, a Fisher Petrol Electric Van, a Milnes
Daimler 'Bus and a Milnes Delivery Van, a vehicle by
Clarkson, Ltd., and a White Steam Van.
The Calais-Dover Motor-Boat Race.
The final arrangements for the above race are now
to hand. The race -will be held on Monday, August
8th, from Calais to Dover, a distance of 22 knots,
starting at 10 o'clock in the morning, and will be open
to boats of all nationalities, of any size, and of any
system of motive power. The race will be held under
the Rules of the Automobile Club of France, and at
the same time a race will be held for the Recope Cup
for boats using ordinary petroleum, and for the Quin-
nones de Leon Cup for boats using denaturised alcohol.
Under the regulations of the French Club boats below
8 metres must carry three life-buoys, and boats over
8 metres must carry four, every person taking part
in a race muot wear a life-belt, every boat must be
unsinkable ; every boat up to 12 metres must carry
an[anchor weighing 40 kilos., with a length of chain —
40 metres ; and above 40 metres the anchor must
weigh 60 kilos, with 60 metres of chain. Side-lights,
and a chart and compass must also be carried.
The Gordon-Bennett Eliminating Trials.
Douglas, Isle of Man, presented a most delightful
venue for the Gordon-Bennett British Eliminating
Trials. The official selection of the competitors who
are to represent Great Britain stands as follows : —
S. F. Edge (Napier) — 80 h.p.
S. Girling (Wolseley) — 72 h.p.
C. Jarrott (Wolseley) — 96 h.p.
Reserve : ist, Hargreaves (Napier) ; 2nd, Stocks
(Napier). The sensational accident to Earp's car has
cost him the second place in the team. The decision
of the Committee in his case has caused some
discussion, and Mr. S. F. Edge has addressed a letter
of protest to the Secretary of the Automobile Club, in
which he says : —
" The trials were, I understood, held for the purpose of
finding out the three best drivers and cars in combina-
tion to represent England in the Gordon-Bennett Race,
and the finding of tlic Committee is that a Napier car.
No. 0. driven liv myself, is the best combination, and
No. 6, driven by Mr. Clifford Earp, second best. This
being the case, I fail utterly to see how any subsequent
question affects the point at issue, providing Mr. Earp
and his car are able to race at Homburg on June 17th,
and until the Committee have satisfied themselves that
he will be unable to do this my contention is that
they are entitled to be second in the British team.
" Mr. Earp's car will be on the road again in perfect
condition in a few days, and he himself ready to
drive it.
"There is no doubt that your Committee are now
aware that the accident to him and his car is com-
paratively slight.
"I trust that your Committee will give the most
serious consideration to my protest, as Great Britain
will have quite hard enough battle to fight without
its second best competitor being eliminated through
what appears to be a panic decision, which was come
to a very short time after Mr. Earp's accident, when
the most incorrect reports in regard to his accident
were current, and I contend that if it is the inten-
tion of the Races Committee that the proved best
British cars should represent Britain, then Mr. Earp
must be included, as he is entitled to by his perform-
ance, as the Committee themselves admit."
In the meantime the German authorities are pushing
forward their preparations for the great race, and by
the wish of the Kaiser, the people of Homburg and
its neighbourhood will observe June 17th as a general
holiday.
Reliability Trial for Motor-Boats.
From the Technical Secretary of the Automobile
Club I have received a copy of the Rules which have
been formulated by the Club for the proposed reUa-
bihty trial for motor-boats fitted with internal com-
bustion engines. This being the first trial of the kind
which has been held, it is hoped that important results
may be obtained which will lead to the largely increased
adoption of this form of engine for life-boats, tugs, and
similar contrivances. The trials will be held on
Southampton Water and will extend over two days,
viz. : July 26th and 27th, the daily run being ten
hours.
There will be five classes : —
1. Yachts' dinghies (clench built) not exceeding
15 ft. over all.
2. Yachts' launches (clench or carvel) not exceeding
20 ft. over all. 1
3. Yachts' launches (clench or carvel) not exceeding
25 ft. over all.
4. Yachts' launches (clench or carvel) not exceeding
30 ft. over all.
5. Launches of over 30 ft. in length over all.
Gold and silver medals will be awarded to the first
and second boats in each class, provided that recom-
mendations are made by the judges to the effect that
the boats are worthy to receive them. Certificates of
performance, showing speed, distance run, number of
stops, and consumption, will also be given to all those
boats that complete the two days' run. A special
prize, i:)resented by Mr. Campbell Muir, will be awarded
to the boat using ordinary petroleum, kerosine or
luirniiiL; f>il which scores tltc hii'licst mmihcr of marks.
(57ii
B00K5 OF THE HONTH.
'THE INDICATOR HANDBOOK.'
A Practical Manual for Engineers. By Charles X.
Pickworth. Part I. The Indicator : Its Con-
struction and AppUcation. Second Edition.
Emmott and Co., Ltd. (London and Manchester).
Whittaker and Co. (London). D. Van Nostrand
Co. (New York). 3s. net.
Mr. Pickworth's excellent handbook on the modem
indicator has already reached a second edition, and
the author has now taken the opportunity of including
descriptions of various types of external spring indi-
cators, and of Messrs. ElUott Brothers' Differential
Indicator Spring. The work has a valuable chapter
on the use and care of the indicator.
"LA NOUVELLE DSINE D INCINERATION DES
IMMONDICES DE LA VILLE DE BRUXELLES."
By M. J. Leurs.
This extract from the annals of the public works of
Belgium for August, 1903, has been reprinted. The
brochure contains a description of the new " Horsfall "
destructor erected at Brussels, together with some
particulars of the reasons for which this plant was
adopted in preference to any other, and a descrip-
tion of the auxiUary equipment which has been laid
down by the city authorities. As a record of one
of the most notable destructor plants in the world,
this pamphlet should be obtained by all who are
interested in the subject. It is fully illustrated with
diagrams.
"THE PRINCIPLES OF MECHANISM'
Being a Short Treatise on the Kinematics and Dynamics
of Machines. By Herbert A. Garratt, A.M.Inst.
C.E. Edwin Arnold. 3s. 6d. net.
A useful work for students of applied mechanics.
It is one of Arnold's Science Series, and consists of
two parts, as under : Part I. — Kinematics of Machines,
the scope of which includes all matters connected
with the conversion and transmission of motion,
without taking into consideration the masses moved
or the forces exerted. Part II. — Dynamics of Machines.
This subject, says the author in his preliminar\^ note,
includes all matters connected with the conversion
and transmission of energ\-, but attention is here
confined to mechanical motions, including some of the
simpler aspects of hydrodynamics.
"THE RAILWAY YEAR-BOOK FOR 1904.
Compiled and edited by G. A. Sekon. Published at
the Office of the " Railway Magazine " by the Rail-
way PubUshing Company, Ltd. 2s. 6d. net.
Handy year-books seem invariably to increase until
they are handy no longer, but this does not as yet
apply to the " Railway Year Book for 1904," though
a quantity of information has been added to this
excellent pubhcation on the subject of colonial rail-
ways, while the historical sketches of the various
British railway's — a leading feature of the " Year
Book" — have been brought up to date. Official
appointments are notified down to March ist, and a
vast quantity of useful information has been brought
together rendering the " Railway Year Book " indis-
pensable for the reference hbrsiry.
"FRICTION AND ITS REDUCTION.
By G. L'. Wheeler. Whittaker and Co. 3s. net.
The author has summarised much valuable ex-
perience on the subject of friction and lubricants
within the covers ot this small book, and he has thought
well to include prices of the various oils, balls, and
ball-bearings. The follo\«ng summary of contents
will sufficiently indicate the scope of the work, which
is a reprint of articles contributed to a technical
journal subject to re-arrangement and the addition
of further matter. Introductory — Friction — Experi-
ments of Friction — Oils and Lubricants — Properties
of Oils and Testing Same — Testing Machines — Com-
parative Value of Lubricants — Distribution of Lubri-
cants— Ball Bearings — Ball Bearings, Actual Practice
— Forced Lubrication. The work has 62 illustrations,
and forms one of^Whittaker's Library of Arts, Sciences,
and Industries.
"MACHINE DESIGN.
Part I. Fastenings. By WilUam Ledyard Cathcart.
D. Van Nostrand Co. (New York). E. and F. N.
Spon, Ltd. I2S. 6d. net.
Practical from beginning to end and replete with
diagrams and tables, this work presents in compact
form for the use of the student and designer the latest
data of the American shops. Commencing with
Shrinkage and Pressure Joints, the author deals suc-
cessively with General Formulae ; Proportions of the
Joint ; Metals ; Forcing Pressures ; Shrinkage Tem-
peratures ; Shrinkage versus Pressure fits ; Stationary
engines, data from practice ; Alarine engines, data from
practice ; Railway work, data from practice ; Shrinkage
in Gun Construction. The four subsequent chapters
are concerned with Screw Fastenings, Riveted Joints,
Theon,' and Formulae, Tests and Data from Practice,
Keved Joints, and Pin Joints.
STEAM-BOILERS: THEIR THEORY AND
DESIGN."
By H. de B. Parsons, B.S., M.E. Longmans, Green,
and Co. ids. 6d. net.
Based upon a series of lectures deUvered in New
York, this work presents a useful sur%-ey of modern
boilers with numerous examples and illustrations of
the best-known tv'pes. The work is arranged as
follows : Physical Properties — Combustion — Fuels-
Furnace Temperature and Efficiency of Boiler
— Boilers and Steam Generators — Chimney Draft
— Materials — Boiler Details — Boiler Fittings —
Mechanical Stokers — Artificial Draft — Incrustation —
Corrosion,. General Wear and Tear, Explosions —
Chimney Design — Smoke Prevention — Testing, Boiler
Coverings, Care of Boilers — Superheated Steam. Some
very important hints are included on the care of
boilers, and, as will be seen from the above synopsis,
the author covers a wide range.
"MODEL ENGINE CONSTRUCTION."
With practical instructions to artificers and amateurs.
By John Alexander, A.I.E.E., containing numer-
ous illustrations and twenty-one working draw-
ings from original drawings by the author, and re-
drawn by C. E. Jones. Second Edition, revised.
Whittaker and Co. 6s. net.
The junior engineer making his first model wiU find
here a store of information. He is first told how to
f573)
574
Page's Magazine.
select his tools, and is then shown how to w^ork up the
separate engine parts from their castings. Further
progress in company with Mr. Alexander will enable
him to fit his horizontal engine together, and test it
under steam. From this point of view he is in a position
to give attention to other types of e.ngines and a model
railway will probably be undertaken if he is prepared
to see the matter through. The plans are numerous
and excellent, and w-e suggest that few volumes could
prove more acceptable to the young mechanical en-
gineer.
"A TEXT-BOOK OF ORE AND STONE-MINING."
By Sir Clement Le Neve Foster, B.A., D.Sc, F.R.S.,
A.R.S.M. Fifth edition. "With frontispiece and
over 700 illustrations. Charles Griffin and Co.,
Ltd. 34s.
The fifth edition of this valuable work has
764 pages, into which more than 700 illustrations
have been introduced. It is impossible to turn over
the pages of such works as these without realising
the enormous comparative advantages of the modern
student. The stream of publications on mining is,
as the author remarked, so great that few can keep pace
with it. This, we suggest, has its advantages, as
well as its disadvantages, for it admits of a far wider
selection, and with standard works available like
"A Text-Book of Ore and Stone Mining," the embryo
miner has, at any rate, an excellent ground-work upon
which to build up his selective faculty.
"PRACTICAL COAL-MINING."
A Manual for Managers, TJnder-Managers, Colliery
Engineers, and Others. Charles Griffin and Co.,
Ltd. I2S. 6d. net.
This work, from the pen of a practical colliery
manager, has now reached its third edition, which has
been carefully revised. It is illustrated by 520 figures,
and deals in a practical manner with numerous
problems arising in colliery work. The work is in-
tended to fill the gap between the small elementary
text-book and the large and comparatively costly
work of reference, but it is in itself a valuable work o
reference, and offers a mine of information to the
young colliery manager. The following is a synopsis of
contents : The Sources and Nature of Coal — The
Search for Coal — Sinking — Explosives — Mechanical
Wedges, Rock Drills, and Coal-Cutting Machines —
Transmission of Power — Modes of Working — Timber-
ing Roadways — Winding Coal — Haulage — Pumping—
Ventilation — Safety Lamps — Surface Arrangements,
Coal Cleaning, etc, — Surveying, Levelling, and Plans.
" REFUSE DISPOSAL AND POWER PRODUCTION."
By W. Francis Goodrich. With 98 illustrations.
Archibald Constable and Co., Ltd. i6s. net.
The autbor is essentially an authority on destructors,
and in the present volume he tells us exactly what
progress has been made all the world over in the destruc-
tion of refuse by fire. We hope that in these days few
peoi)le need to be convinced of the desirability of
destructors from a sanitary point of view, but the
destructor as a power ])roducer is another matter,
and, doubtless, there are many town councillors and
others who will eagerly turn to Mr. Goodrich's book
for information on this subject which they have failed
to get elsewhere. Special attention has been given
to modern developments in power production and
utilisation. Mr. Goodrich addresses his closing remarks
to those who have to make the choice of a destructor.
He submits that the best modern destructors are highly
satisfactory, that they may be erected in the most
central positions without fear of nuisance, that they
fulfil their primary object perfectly, and, lastly, that a
very useful amount of power can be produced. The
work is freely illustrated. It should be read by all
who take an interest in this highly important question.
" A TEXT-BOOK OF COAL-MINING."
For the Use of Colliery Managers and Others. By
Herbert W. Hughes. Fifth edition, thoroughly
revised, enlarged, and in part re-written. With
four Plates and 690 Figures in the Text. Charles
Griffin and Co., Ltd. 24s. net.
The fifth edition of Mr. Hughes's well-known work
owes its increased bulk chiefly to the timely inclusion
of paragraphs on the use of compound and electrical
winding engines, and the application of central con-
densation stations. The volume has now no less than
690 figures, covering every phase of the industry,
not to mention some really admirable plates, one of
which shows the Neumiihl Colliery, Germany, as
recently illustrated in Page's Magazine. As the
writer points out, the mining engineer of the future
will have to deal with commercial and technical prob-
lems that will tax his resources to the utmost. We
question whether any student could better equip him-
self for the struggle than by a systematic study of the
present volume. A feature of the work which greatly
enhances its utihty is to be found in the careful biblio-
graphies which at the end of each cha'pter refer the
inquirer to additional sources of information on
points which may specially interest him.
"ELEMENTS OF ELECTRO-MAGNETIC THEORY.'-
By S. J. Barnett, Ph.D. The Macmillan Co. 12s. 6d.
net.
In this treatise the author tells us that his aim
has been to present in systematic and definite form
a simple, rigorous, and thoroughly modern introduction
to the fundamental principles of electro-magnetic
theory, together with some of the simpler of their
more interesting and important non-technical applica-
tions. The work makes no pretence to completeness,
but is written for the serious student of physics,
who will make liberal use of more detailed treatises,
of handbooks, and of journals, as occasion demands.
We may add that the w-ork is well arranged, and will
be found of considerable help to the student. Many
of the pages in the copy before us have been marred
by off-setting in the printing, a defect which will,
no doubt, be removed in any subsequent edition of
tlie work. The following is a synopsis of contents :
General Electrostatic Theory — Ideal Electric Fields
and Condensers with Homogeneous Dielectrics —
Standard Condensers, Condenser Systems, Electro-
meters— Electric Fields with Two or More Dielectrics
— Reversible Thermal Effect, Electro-striction — Electric
Absorption, Electrets — Comparison of Dielectric Con-
stants, Specific Inductive Capacity — The Electric
Conduction Current, Intrinsic Electromotive Force —
Electrolytic and Metallic Conduction — Thermal and
Voltaic Electromotive Forces — Magnets, Magneto-
static Fields — The Magnetic Field of the Conduction
Current — Electro-magnetic Induction — Units and
Dimensions — Convection and Displacement Currents,
the General Electric Current — The Flux of Electro-
magnetic Energy, Electric Waves.
April.
22nd.— The railhead on the Cape to Cairo Railway is
now within three miles of the Victoria Falls.
23rd. — The Times Johannesburg correspondent learns
that a project for the federation of the South African
railways is being entertained.
27th. — H.M.S. Widgeon, a twin-screw, shallow-draught
gunboat, makes a trial run in the Thames. — A House of
Commons Committee rejects the London, Camberwell,
and Dulwich Tramway Bill.
28th. — The King lays the foundation stone of the
Royal College of Science new Ijuildings, Dublin. — The
Marylebone Borough Council decides against the pro-
posals of the Metropolitan Electric Supply Company and
adheres to its own scheme for the erection of a local
generating station. — A House of Commons Committee
approves of the L.C.C. Bill for providing a passenger
steamer ser\'ice on the Thames. — The Cape Colony
Premier states that nothing has been done respecting
the amalgamation of the South African Railways excep
the mooting of proposals for a conference.
29th. — Launch of the steamship Conway at Newcastle-
on-Tyne, and of the turbine steamer Londonderry at
Dumbarton. — Mr. Cecil Edge completes a 2,000 miles
run in a motor-car.
30th.— Opening of the World's Fair at St. Louis.—
Launch of the first-class cruiser Devonshire at Chatham.
— The New South Wales revenue for the past ten
months amounts to £'9,416,457.
May.
1st. — The Great Western Railway Company inaugu-
rate a service of motor-coaches between Westbourne
Park and Southall.
2nd. — The Society of Engineers holds its Jubilee
meeting.
3rd. — Opening of the new Greenland Dock at
Rotherithe. — Mr. Cosmo Bonsor opens the Queens-
borough new pier which has cost ;f 120,000.
4th. — Opening of the Bradford Exhibition. — The
South Wales Coal Owners' Association serve upon the
miners a demand for a 5 per cent reduction off their
wages ; simultaneously the South Wales Miners' Federa-
tion demand an increase of 3f per cent.
5th. — The Iron and Steel Institute open its annual
meeting.
6th. — The Canadian Government decide to purchase
the Canada Eastern Railway of New Brunswick for
£'160,000.
9th. — The Egjrptian Government decides to entrust to
Sir William Arrol and Co. the construction of the Nile
bridges at Rodah Island, near Cairo.
nth. — The Times reports that Mr. Flint, of New York,
has bought the Chilian cruisers Esmeralda and Chacabuco
for the sum of £1,030,000. — It is announced that the
Great Western Railway Company have completed
arrangements for the equipment of a section of their
main line with electrically-controlled signals.
13th. — The eliminating trials for the selection of
motor-cars to represent England in the Gordon-Bennett
race begins in the Isle of Man. — The convention with
China relative to the importation of Chinese labour into
the Transvaal is signed at the Foreign Office by repre-
sentatives of the two Governments.
14th. — Issue of a Blue Book on native labour in the
Transvaal. — ki a meeting of the Conciliation Board the
South Wales Coal Owners' .Association and the Miners*
Federation agree to withdraw their respective claims.
16th. — The German Steel Trust, reduction in the
export bounty on half-finished steel is from 15s. to
I2S. 6d. per ton.
19th. — Issue of a Parliamentary Paper containing the
text of the convention between the British and Chinese
Governments, respecting the employment of Chinese
labour in British Colonies and Protectorates.
20th.— Professor E. Rutherford lectures at the Royal
Institution on "The Radiation aud Emanation of
Radium." — The Labour Importation Ordinance declared
operative in Pretoria. — The New York dock strike
threatens to assume serious proportions. — The steamship
companies announce their dermination not to grant the
demands of the strikers.
(575)
NEW CATALOGUES AND TRADE PUBLICATIONS.
J. H. Sankey and Son, Ltd., Canning Town, E., forward
Section S of their catalogue, giving a complete list of
sanitary appliances. Sections can also be obtained
dealing with fireclay goods, and brick cement, etc.
From Raevels Portland Cement Works, Antwerp, we
have received a summary of results printed in English,
French, and German, relating to tests in various
European laboratories of Raevels' Falcon brand of
Portland cement.
Sturtevant Engineering Company, Ltd., send us No. 3
of their series of picture postcards and invite us to make
choice of catalogues dealing with forge fans — cupola
fans — ventilating fans— mechanical draught for boilers
—dust exhausting, chips shavings and sawdust removal
drying — heating and ventilating — forges and forge
plants — exhaust steam pipe heads — steam traps — and
motor controlling apparatus. 1
The United States Metallic Packing Company. — The
most recent booklet issued by this firm is
attractively bound in red and gold, and deals
with the claims to pre-eminence of the United
States Metallic Packing. It is a collection of
letters received from clients of the Company
throughout the country detailing their experiences.
In some cases it is shown that these packings have
been in service for over 12^ years working day
and night, equal to 25 years' ordinary service. The
letters from users of the packing are arranged
territorially, so that anyone can look up the opinions
from his own district.
Fr. Meguin and Co., Ltd.— Mr. Andrew Brow-n, sole
agent in the United Kingdom for this firm, forwards
their illustrated catalogue of perforated iron, steel,
copper, zinc, and brass, in sheets and plates up to one
inch thick. The diagrams and tables in this book have
been produced with great care and ensure a minimum
of trouble to the user. It has useful tables showing
the equivalents of the English and German zinc gauges
in decimals of an inch and also in millimetres with
weights per square foot. Mr. Andrew Brown, writing
from no, Cannon Street, E.G., advises us that he has
also been appointed London and District Agent for
Messrs. G. B. Smith and Co., of Craighall Iron Works,
Glasgow.
William Ryder, Ltd., forward an attractively-printed
catalogue, the first page of which runs, " Established
1832, Wilham Ryder, Ltd., Original Inventors,
Patentees, and Makers of Ryder's Forging Machines,
General Tool Makers, Bee-Hive Works, Bolton,
Lancashire." \ye are reminded that the machine
has been used for every kind of swaging work, for
making shells, drawing tubes, making spikes,
spindles and flyers, bayonets, studs, shaft ends, etc.,
and is largely used for repetition wo^k by engineers,
millwrights, machinists, tool-makers, bolt-makers,
shipbuilders, etc. It is a significant fact that the
firm use some twenty-four ot these forging machines
in their works,, while over 1,000 have been
manufactured for use in the I'nited Kingdom and
abroad.
G. and J. Weir, Ltd., 'n an atlmual.ly piiiUi.d and
illustrated booklet — Sectional Catalogue No. 4 —
show their latest and most improved designs in
Feed and Service Pumps for power plants. The
catalogue is well arranged. Following an introduction
and some remarks on feed pumps generally, we
come successively to the question of price, the steam
consumption of pumps, steam feed pumps v. electric
feed pumps, a dozen points about Weir feed pumps,
and the Weir steam valve. The following sections
are devoted to Weir feed pump, series III. ; the
Weir tandem compound feed pump ; the Weir
twin compound feed pump ; the Weir service
pump, and the Weir tandem compound service or
tank pump. The booklet has some useful instruc-
tions for fitting up, and presents complete
information as to sizes, dimensions, and specifications.
Shand, Mason and Co- — From this firm we have
received a complete set of sectional catalogues bound
in an attractive cover and comprising manual fire
engines, portable fire appliances, fire escapes, hose
carriages and reels, fire brigade accessories, uniforms
and accoutrements, fire hydrants and fire hose.
Besides being well printed and illustrated, this volume
deserves special mention by reason of its excellent
arrangement for ready reference. From the introduc-
tory note we gather that the experience of the firm
extends over a period of 130 years, the business
having been originally established by Phillips in 1774.
These catalogues form an extensive index to modern
fire appliances and are supplemented by several pam-
phlets descriptive of the firm's " double vertical "
steam fire engine. We gather that over 250 of these
engines have been placed in various parts of the
country.
Mather and Piatt, Ltd., mechanical, electrical, hydraulic
and fire engineers, Salford Iron Works, Manchester,
issue a finely printed second edition of their Engine
Catalogue, illustrating the design and capacity of
the various steam engines which they have
standardised and adapted, whether for couphng
direct to electrical generators or pumps, or for use
as prime movers in mills and power plants gene-
rally. It is remarked that one of the most
important points in the selection of an engine is
strength — combined, of course, wdth neatness of
design — giving a capacity for hard and continuous
work under widely varying conditions of load,
and in this connection the firm mention that they
have built engines which work continuously for
periods of seven months, without a single stop, day
or night, at 25 per cent, above the output for
which they were designed.
Booker and Sullivan. — Every engineer at some time
or other has to call in the aid of the photographer,
and it soon becomes evident that engineering
photography is a very special branch of the business.
Messrs. Booker and Sullivan have speciaUsed in this
direction, with the result that they are able to
combine technical skill of a high order with the
regular stock-in-trade of the photographer. The
firm send us a small booklet which concisely states
all that an engineer can reasonably want to know,
and incidentally we learn what the firm is prepareil
to do in the way of photographing small objects
sent to their studios, clearing backgrounds, fur-
nisiiing machine printed bromides in cases where
a large quantity of prints are required at low
rates, making enlargements and photographing
works. Several engravings are included, illustrating
the special difficulties encountered in ])hotographin,u;
engineering subjects, and showing how they are met
by Messrs. Booker and Sullivan, of 67 and 69,
Chancery Lane, W.C.
(57<'
Miscellaneous
Drum
CONTROLLERS
HADFIELD'S cj^^ LAY-OUTS
. . . OF EVERY SIZE AND DESCRIPTION . . .
HADFIELD'S PATENT MANGANESE STEEL
IS THE BEST MATI
TRAMWAY TRACK WORK.
IS THE BEST MATERIAL FOR
TRAMWAY POINTS & CROSSINGS
TRAMWAY WHEELS & AXLES
TIE-BARS, Etc., Etc.
HADFIELD'S
^
mmm)!
Engines
John Fowler & Co
(L££DS) LIMITED.
Electrical and General
Engineers.
Steam Plough WorKs :
LEEDS.
Fowler's Road LocomotiTe. Designed for all Kinds of Steam
Haulage, and is also available for temporary belt driving.
Three sizes of this Engine are standardized, and employed
approximately for 20, 30, and 40 ton loads. A special heavy
Engine is also made equal to a load of 50 tons, and called
the " Lion " type. The Engine 'was thus named by the
War Office Authorities, ^vho employed a number of them
In the South African Campaign.
50
Engines
ALLIS-CHALMERS Co
General Offices: —
CHICAGO, U.S.A.
SOLE BUILDERS OF—
Reynolds' Engines for Povifer Plants^
Rolling Mills, Bloyifing Engines, eiCm
General European Headquarters : —
SALISBURY HOUSE, FINSBURY CIRCUS, LONDON, E.C.
3
[WRITE FOR CATALOGUES.
51
D 2
''""^
TT"
.(§i!^IKIE|f Locomotives, &c.
1 — 7| .i^^j,
""
The
t(
MclNNES-DOBBIE'
(Latest form of our " Mclnnes")
PATENT Indicators
- - for - -
HIGH 6 LOW
SPEEDS.
Tn two types :—
External Spring
and - - -
Enclosed Spring
Each made in several
Forms and Sizes.
CESISN
NO. e
INSTRUMENT.
External
Pressure SpniNc TY?e.
SPECIAL INDICATORS
6 Explosion Recorders
for Gas 6 Motor Engines,
etc.
Sole
Makers :
DOBBIE MgINNES, LD.
(T. S. Mclnnes & Co., Ltd., & Alex. Dobbie & Son, Ltd., Amgd.),
INDICATOR MAKERS TO THE ADMIRALTY.
45, Bothwell Street, GLASGOW,
6 at Greenock, South Shields & London.
THE HUNSLET ENGINE CO.,
LEEDS.
LTD.,
MANUFACTURERS OF
TANK ENGINES
Of all Descriptions.
Designs and Specifications Supplied
or Worked to.
Telej'rams ; " Engine. Leeds."
Telephone : 528
Baldwin Locomotive Works.
Burnham, Williams & Co. Philadelphia, Pa., U.S.A.
Code Address : " BALDWIN, Philadelphia."
General Agents: Messrs. Sanders & Co., 110, Cannon St., London, E.C.
Broad and Marrow Gauge LOCOMOTIVES.
ELECTRIC LOCOMOTIVES with Westlnghouse
Motors. TRUCKS for ELECTRIC CARS.
Mine, Furnace, and Industrial Locomotives.
Operated by Steam, Compressed Air, <& Electricity.
52
i
Rmmm
Rolling Stock, &c.
i W. R. Rcnshaw & Co., i
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
Manufacturers of
Limited,
RAILWAY WAGONS,
WHEELS & AXLES,
AND IRONWORK,
ALL STEEL HIGH-
CAPACITY WAGONS,
IRON & STEEL
STRUCTURAL WORK,
TANKS, ROOFS,
RIVETED GIRDERS AND
PIPES,
London Office: PhCJenix Wofks,
rxS^ .T"*" STOKE-ON-TRENT.
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
F. A. KEEP, JUXON & Co
RflTJTED WORIC
OF EVERY DESCRIPTION.
TANKS
FOR
TRANSPORT
SERVICE.
MISCELLANEOUS
IRON-PLATE and
CONSTRUCTIONAL
IRONWORK.
r orward lA^orks.
BARN STREET.
BIRMINGHAM.
National Telephone : ST79.
Telegrams : " Structures, Birmingham. '
S3
Boilers, &c.
BABCOCK & WILCOX Ltd.,
Patent Water=Tube Boilers.
Engineers and
Manufacturers of
OVER 4,400,000 H.P. IN USE IN ALL INDUSTRIES.
The only Water-Tube Boiler which gained the GRAND PRIX
(Highest Award) at the Paris International Exhibition, 1900.
Complete Installations of Steam
Piping and Boiler House Plants
ALSO
WATER-TUBE MARINE BOILERS.
ESTIMATES AND PLANS ON APPLICATION.
Babcock & Wilcox Boiler, fitted with Superheater.
Head Offices —
LONDON: Oriel House, Farringdon St.,
E.C. ; and Branches.
A valuable treati?;e on " Steam " and " Ac-
cessories " Catalogue free on application,
to Engineers and Steam Users.
WORKS: RENFREW, Scotland.
J. P. Hall &> Sons,
Ltd..
PETERBOROUGH.
We make a SPECIAL Compound
Direct Acting Slow Running
Boiler Feed
Pump
ECONOMICAL AND EFFICIENT.
We deliver 100 lbs. of Water for
the expenditure of 1 lb. of Stean].
Tfjis with our 2,000 gallon Pump,
and a much higher efficiency as
the size of the Pump iqoreases.
AN IDEAL PUMP FOR GENERAL
BOILER FEEDING PURPOSES.
Ai'Pi.v FOR Particulars.
LEEDS CITY BOILER WORKS
(Established 1862.)
a a ON ADMIRALTY LIST, a a
MAKERS OP
High-Class
BOILERS
To stand any test or
pass any inspection.
ATADE IIY THE
LATEST IMPROVED
MACHINERY.
M05t
Modern and
Complete
HIant in
Yorkshire.
r r
VERTICAL BOILERS
Always ta Stock aad la Progress.
SPECIALITY.— Boilers fitted with Deighton's Patent Corrugated
Flues give 2{) per cent, increased heating surface over ordinary flues.
Contractors for Roofs and all kinds of Structural Iron ard
Steel Work.
54
i
PATENT ®
I
COCHRAN
VERTICAL
MULTITUBULAR
Delivery from Stock.
In Units from
10 ° 150
^ ■■rial ■
M
I IN BATTERIES
up to
ANY POWER.
COCHRAN & Co.,
ANNAN, LTD.
itf Head Office axu Works :
I Annan, SCOTLAND.
London- Offkk :
Sanctuary House, Tothill Street,
I
I
BOILERS
SAVE 25° 0 IN FUEL, i
Easily Cleaned. Easily Erected.
>VESTMINSTER, S.AV. "MULTITUBE. ANNAN." "MULTITUBE, LONDON.
»^^J«iJ;i|it|i»Jii^i«^iiTiiJi»^it^i>^ii^i»^^^
55
mMml
Pumps, &c.
♦44
♦44
444
♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦
♦♦♦♦♦♦♦♦♦♦♦♦♦
4>4
Turbine
Pumps
FOR HIGH LIFTS. ♦♦♦
▼▼"▼
Capacity, 3,000 gals, per min.
Lift, 800 feet.
Unprecedented Efficiency.
Ffff MATHER 6 PLATT, Ltd.,
SALFORD IRON WORKS,
MANCHESTER.
♦♦♦♦♦♦♦♦♦♦♦♦♦
S. HOWES Co 1
!i!
Manufacturers of
LITTLE QIANT TURBINES u
Pelton Wheels, Water Motors and
Water Wheels.
Centrifugal and Steam Pumps.
" Eureka " Exhausters, Blowers, Fans, and
Heaters.
Portable and Stationary Forges.
Hand and Power Drills.
Grain Scales and Weighing Machines. g
Grinding Mills, Disintegrators and U
Crushers. Q
160 Page Turbine Catalogue sent free upon application. |^
Head Offices and Show-rooms .- —
64, MARK LANE, LONDON, England.
Government Contractors.
Pumps, &c.
TANGY
STEAM PUMPS
FOR ALL DUTIES.
"SRECIAL" DURI-EX
RLY-\A/HEEL 6cc.,
ALSO
Centrifugal Pumps, Treble - Ram Pumps, etc.
Electrically Driven Pumps
A SPECIALTY.
14 X 8 X 12 in. "Special" Pump.
^ Jt |t I ^\\f I" O CO'"^WALL WORKS,
IMNIjiTtO Birmingham.
BRANCHES AT LIMITED ^9
London, Newcastle, Manchester, Glasgow, Cardiff, Rotterdam, Bilbao, Joiiannesburg.
"VACUUM" WASTE OIL FILTERS (Patent).
SAVE INITIAL OUTLAY IN A SHORT TIME.
Prices from 37s. 6d. to £21 each, with filtering capacities, varying from 2 gallons per 'week to 90 gallons per day. (In three types.)
Largely adopted by gas engine and other machinery users. In\-aluable for Electric Lighting Stations. Full particulars on application — also of our
Open.
Closed.
. 50
tSALLOlSiS
•B" TYPE
PATENT FILTER.
Oil ^CABlNp
irl
^ 600W
CriiNDE
C 2 ^ ^
0= = £>
III. 11
mil
•= in
^ -a
^ s
- •?
^ «
c = 3
J O
VACUUM OIL COMPANY. Lm NorfolK Street, LONDON, W.C.
57
Condensing Plant
The Mirrlees-Watson Co.,
GLASGOW, SCOTLAND.
LIIVIITED,
CONDENSINa PLANT '''"'
HIGH VACUUM.
LONDON OFFICE!
158, Grosham House,
Old Broad Street, E.G.
^^u uzM®MHEIE) j Boiler Mountings
WiNN's Reliable Mountings
FOR
AND
ENGINES
Write for New Catalogue
CHARLES WINN &C9
Engineers, BIRMINGHAM.
59
IpA®iiSMii™i
?ii>
Brass Foundry
^^
G. M. Flanged Wheel Valve.
No. 106. B Type.
Witton's Patent Centrifugal
Crank Pin Oilei.
Xo. 381.
Oil Gauge Indicator for Solid
liearings.
No. 849.
Hunt
and
Mitton,
MAKERS OF
HIGH-CLASS
FiniNGS ONLY
for Engine, and Boilers.
Engineers' Brass Finishers.
CROWN BRASS WORKS,
OOZELLS STREET NORTH,
BIRMINGHAM.
Patent " End Siglit " Oil Distributing Box.
No. 881.
Telegrams : ,
" Mitton, rjl
Birmingham." *
Telephone :
394.
Frictionless Copper Expansion Box to
take up Expansion of Pipes.
Steam Cylinder Lubricators,
No. 863.
Mitton's Pate it Lens Face Pressure Cause.
60
Steam ^^^ Water Valves
This illustration shows how our STANDARD VALVES, which are made in lots up to
several hundreds of a size, can be adapted to special circumstances.
QUALITY. — Being large manufacturers, our \'alve Shop is but part ot
our business. We make from 50 to 65 Engines and Air Compressors
each month, and all the experience gained there is constantly applied
to our valve designs. Our valves are made of the best materials in
the most modern way, on the interchangeable plan, to be the best
of their respective classes.
DELIVERIES. — As our output of valves is measured by thousands of
tons, we are able to keep a large stock, and can ship large or
small lots quite promptly.
CATALOGUES. — Our Catalogue 22 S of Steam \'alves gives prices,
weights, dimensions, photographs, and drawings of over 1,000 patterns
and sizes of valves. It contains in its 168 pages inuc/i i7ifor7natio7i
invaluable to Eiigineers, and is sent free of cost to responsible inquirers.
Alley 6 MacLellan, U
Sentinel Works, Polmadie, GLASGOW.
TD.
6i
M^®J^BKIE)f Bennis Stokers
III! W ■'!'-
BENNIS STOKERS, CONVEYING AND ELEVATING PLANT, ON CORNISH, LANCASHIRE,
AND WATER-TUBE BOILERS.
62
Furnaces
/ We Build \
1 FURNACES. I
For: —
Specialities : —
CASE-HARDENING,
"WEARDALE" FURNACE.
FORGING,
ROSS & GIBSON^S PATENTS.
RE-HEATING,
CALCINING,
RIVET HEATING,
etc., etc.
W. F. MASON, Ltd.,
ENGINEERS,
Manchester.
65
POETTER & CO.,
Sole Representative
BiMMmt
Furnaces
Civil Engineers and Contractors,
116, VICTORIA STREET, WESTMINSTER, S.W.
p. J. MALLMANN, M.A., C.E.
New Continuous Re-heating Furnace
of American Type, with our own Improvements.
No Smoke Development with our Air Heating Apparatus, using gas or half
gas, or with direct firing.
Regenerative and recuperative system.
Output 30 to 200 tons per day of twelve hours.
Superior to the Furnaces now in use.
One Furnace can replace two to three Furnaces of the usual construction.
Economy of Fuel: 50 per cent.
Great Reduction of Waste.
Fifty to Seventy per cent, reduction in cost of labour.
Workings ol Furnace exceedingly easy.
Repairing* work reduced to a minimum.
Initial Cost of laying down Plant very moderate.
Applicable for re-heating ingots and half-finished material of all dimensions.
Results obtained by the trial working of our new Continuous Re-heating
Furnace in a Plate Rolling Mill for several months : —
Output in twelve hours ... ... ... ... 105 tons.
Waste 4 per cent.
Consumption of Fuel per day :—
Without night coal 9 tons (9,000 kilos).
Including night coal 102 tons (10,200 kilos).
Furnace hands required, including handling cold and removing heated
blocks : —
per day 7 men.
per night ... 2 men.
Coal Slack of Gas Coal used for firing.
The Furnaces are supplied ready to be started.
Correspondence Invited. Estimates on Application
64
.(SMEKIE if stokers, Transporters, &c.
Temperiey Transporters.
For Rapid and
Economical
Handling of
General
Cargo,
Coal, Ore, d?c.
TEMPERLEY
TRANSPORTER
COMPANY,
72, Bishopsgate Street
Within, London, E.G.
Telegraphic Address :
^ .„ ^ , ^ .^., ^ ^ "TRANSUMO. LONDON."
lempepley Patent Fixed Transporter and Travelling Towner Transporter ^vorKing _ ,
in cDnjunctio.-i at West Middlesex Water Works, unloading C3al and distributing Te.ephone No. :
over storage ground. Load, 33cwt. 365 LONDON WALL,
^
^
IF YOU WANT THE MOST EFFICIENT
STOKER
Coking or Sprinkling Type
WRITE TO
MELDRUMS
TIMPERLEY,
1
n^£:ar
Manchester
For Lists and Testimonials.
London OFFICE: 66, VICTORIA STREET, WESTMINSTER.
t
^ifjMt^ni^^'fyff^n^n^'iynf^'fynMy'fy^^v^'f^^M'^'f^'f'^'f^^'i'^'f^'^
6;
i.^.-:
If, TP — p){vr ^< -rrrr— r" rr
.(SCHEIE Iff Bridges and Roofs
MACHINERY for
ECONOMIC HANDLING
OF MATERIALS.
DESIGNED AND BUILT BY
5-ton ELECTRIC TRAVELLING CANTILEVER CRANE
For Stocking and Loading JIaterial. Span, 325 ft.
The Brown Hoisting Company.
London Office —
39, VICTORIA ST., S.W.
Main Office and Works —
CLEVELAND, OHIO, U.S.A.
New York Office —
26, CORTLANDT STREET.
More durable than iron. Cheapest for all spans up to 100 Feet
D. ANDERSON 6 SON, Ltd.,
LAGAN FELT WORKS. BELFAST, and
FINSBURY PAVEMENT HOUSE. LONDON. E.C.
Hi^MUKHf Bridges and Roofs
MOTHERWELL. SCOTLAND.
5TEIL r
I200r;.
BU1LPEI25
C^TAL0auE5 n/.Y be: hAD
STIZUClUmiJ
SPKJALTTJ-
ALI-K1W.S or
HYPEAOLIC '
PI^C55CP51T£L
, »-„ -, , ,
rciz goAp hw
RAILWAY 5glR5ES
BUILDINfl5 C-
1^1
67
<sl^
■v-r
iffillKIE f Electric Cranes, &c.
"" """ '"
Electric Cranes.
UP TO
100 TONS
CAPACITY.
SEND FOR OUR NEW
CATALOGUE.
THOMAS BROADBENT <S SONS,
Limited,
HUDDERSFIELD.
CRANE WEIBHERS.
OURS STILL LEAD FOR ANY
NATIONAL STANDARD.
S.DENISON&SON,
Hunslet Moor,
Near L££DS«
68
;%@MIKIi'if"Electri7^ranes, &c~
■ ^—~<S> ' — ■
0
^PTON & COMR^
^
ELECTRICAL ENGINEERS,
ro
^Ms
FORD &
lot^
O^
Telegrams-
'CROMPTON, CHELMSFORD
CROMPTON. LONDON."
OVERHEAD TRAVELLING CRANES.
LOCOMOTIVE CRANES.
BICYCLE CRANES.
JIB CRANES.
DERRICKS, HOISTS, &C.
ONE, TWO, AND THREE-
MOTOR CRANES.
Telephones:
CHELMSFORD No. 2.
1959 LONDON WALL (NATIONAL).
4735 CENTRAL (POST OFFIC?)-
3-TON SINGLE MOTOR LOCOMOTIVE CRANE.
69
^~2IS
H^@^niiiE)f
Cranes
JOSEPH BOOTH & B
ILiTlD.,
Rodley, LEEDS,
For Cranes and Lifting Machinery, <5c.
20 Tons Steam Locoinotive Cranes with Kxcavator.
Locomotive Cranes
Overhead Cranes
Goliath Cranes
Wharf Cranes
Derrick Cranes
WORKED BY
■■^. %
Electricity,
Steam,
Hydraulic
Power,
Air, or
Hand.
Makers to Home, Colonial, and Foreign Governments.
Crown Agents for Colonies and all the Leading Firms in Great Britain
INQUIRIES SOLICITED.
IRl^MMmn Iron and Steel
■■ III r ^».
WALTER SCOTT, Ltd.,
LEEDS STEEL Telegrams:
" Bessesier,
WORKS . . . LEEDS.
LEEDS, ENGLAND.
Manufacturers of . .
Rolled Steel
Joists,
Channels, etc.
MUd Steel Blooms, BiUets,
Slabs, Tinbars, Rounds,
and Flats.
Speciality:
Tramrails.
Books cf Sections and other information
on application.
C/rankshafts and I* orgings
(ON ADMIRALTY, WAR OFFICE, <Sc.. LISTS.)
BENT CRANKS
(Square or Round)
For Marine and
other purposes.
Bent Three-Throw Pump Crankshaft.
WOODHOUSE AND RlXSON,
skc:fjfic:lo.
7i
Iron and Steel
Some
wrenches have no jaws; others a ja'w, single.
Some -wrenches don't ■wrench. Some wrenches have poor tee
have useless teeth. The kind of chain in some wrenches i
matter, because it don't stand the pull. Indeed, it's
cesn't
J. H. WILLIAMS & Co.,
BrooKlyn> New YorK.
Vulcans^
for all sizes of pipe,
sold the world over.
ON ADMIRALTY LIST.
Telegrams : "CRANKS. LINCOLN.
FOR eRHNKS
& FORGINGS
OF EVERY
DESeRIPTION
WRITE TO
«u
CLARKE'S
eRANK &
FORGE eO.,
LTD., LINCOLN,
ENGLAND.
Iron and Steel
J| Contractors to the Admiralty,
^ War Office, & India Office.
1^^ It may not be generally known, but
J'f there are over 4^3 of H.M. War ^
^^ Vessels furnished with fitments manu- ^^
^3 factured by our Drop Stamping Process. ^^
^^ We have also supplied Htments for ^_w
several Japanese Vessels. ^^2
U THOS. SMITH & SONS ofsanuy ua ^
Q BIRMINGHAM. ?
EDGAR ALLEN & CO., L^d
TOOL STEEL, SAW & FILE MANUFACTURERS, & STEEL FOUNDERS.
SOLE MAKERS OF . .
^^^^1 ^^ The EDGAR ALLEN
M^^^^^^\ TRADE MARK GRANTED 1885
HIGH-SPEED TOOL STEEL AND TWIST DRILLS.
Allen's <^^ Manganese Steel
CASTINGS & BARS for TRAMWAY POINTS & CROSSINGS, DREDGER PINS & BUSHES, ORE CRUSHERS. 4c.
correspondence: invited.
Imperial Steel Works, Tinsley. SHEFFIELD.
73
^~^
J^JmMMM
Iron and Steel
Farnley Iron
PUDDLING
Farnley Bar Iron is used in
Mining for pit cages, suspending
gear, and other important parts,
and on all the leading Railways
in Great Britain, India, and the
Colonies, for shackles and other
vital parts subjected to repeated
shocks.
Farnley Iron will stretch cold
from H in. to 2i in. in a length
of 6 in. before fracture, and is
safest for welding. =
Address: The Farnley Iron Co., Ltd., Leeds, England.
HerbertWermL™
TpDCaTES^v/oUks
BiRmiMCHAM.
TELEGRAPHIC ADDRESS
"FLOODGATE" BIRMINGHAM.
TELEPHONE N? 373.
STOCK 250.000. CROSS
74
-^f T
iBmiMM
Iron and Steel
HeadOfrce —
St Pauls Square
Birmingham.
Waterloo Chambers
I9,WaterlooStreet.
Glasgow.
IsTYRIAN STEELWORKS^
" Sheffield "; ,
CORRESPONDENCE SOUCITED. PROMPT REPLIES. PROMPT DELIVERIES
x\illl
m
}M
BOHLER^S STYRIAN STEEL
IN BARS, BLANKS, FORGINGS^DIES
TWIST DRILLS AND FINISHED TOOLS
CONTRACTORS TO H M.COVERNMENTWAR OFFICE.AOMIRALTY.MDUOFnCEtrOREIGNGOVUMNENTS
CORRESPONDENCE SOLICITED. PROMPT REPLIES. P ROMPT DELIVERIES.
75
'S]H^iSiffl51flronand Steel, RivetsT&c.
INQUIRE
. . fOR . .
CAST=IRON
COLUMNS
AND
RIVETTED
STEEL
STANCHEONS.
STEEL
PIT HEAD
GEARS
. AND . .
HEAPSTEADS
FROM . .
HEAD,
WRIGHTSON,
& Co., Ltd.,
TEESDALE IRON WORKS, THORNABY-ON-TEES ;
STOCKTON FORGE WORKS, STOCKTON-ON-TEES:
EGGLESCLIFFE FOUNDRY, STOCKTON-ON-TEES.
7^'
Iron & Steel, &c.
"Kingston" Patent Qrab-Dredger.
FRIED. KRUPP
Aktiengesellsehaft
GRUSONWERK
Magdeburg'-Buekau.
COMPLETE
MACHINERY
for
Cement
Works.
Grinding and Fixing Plant .
for Calcium Carbide Factories.
^ ^ ^
Sole representative for Great Britain and Ireland :—
• O 1 rilffiiffl| Cannon St., London, K.C.
Drop
Forgings.
You should use them instead
of castings if you want
Strength, Lightness, and Finish.
Inquiries solicited.
SMITH'S STAMPING
WORKS, Ltd., Coventry.
The Engineering and Shipbuilding Stampers.
77
Ite™5f
Tubes
MANUFACTURERS OF
Weldless Steel
Iron
Tubes,
Steam Pipes, Hydraulic
Tubes, Boiler Tubes,
High Pressure . .
Steam Mains,
HOLLOW FORCINGS.
COLLARS. FERRULES
BUSHES. LINERS.
COUPLINGS. AXLES.
PISTON RODS.
Etc.. Etc..
Quoted for on .
receipt of . . .
particulars.
Snper-heaters
A SPECIALITY.
Contractors to the War Office
and Admiralty.
Tubes Limited
BIRMINGHAM.
Nat. Telephone No.: 2582. Telegrams: " Cylinders. Birmliigham,'
78
Tubes, &c.
Thomas Piqqott & Co., Ltd.,
ATLAS WORKS,
SPRING HILL,
BIRMINGHAM.
GAS, HYDRAULIC and
GENERAL ENGINEERS.
* * *
Gas Plants and Construc-
tional Ironwork of all
descriptions.
Columns. Girders, Castings.
Welded and Rivetted Steel
Pipes.
Stamped and Steel Angle
Flanges.
Steel Chimneys of all sizes
and designs.
Tanks in Steel or Cast Iron
for Petroleum & Water.
Pans for Sugar, Cassada,
Ac, for all Markets.
* * *
London Office:
63. Queen ViotoriaSt.. F.C.
TeU^iams :
•' Atlas, Birmingham."
" Intersection, London."
ABC and Ai Codes usid.
Steel Lattice Girder Bridge, in one span of 115 feet 10 inches, 12 feet deep, and 13 feet wide, erected
over the River Teme at Ludlow, and carrying Welded Steel Main 3 feet 6 inches diameter,
tor the Birmingham Welsh Water Scheme.
LAUNDRY MACHINERY
Also
COOKING
APPARATUS
Catalogues on Application.
W. Summerscales & Sons, Ltd.,
Phoenix Foundry, KEIGHLEY, England.
79
Rm^
, tt. *
Miscellaneous
iinr'i _ni.
JOHN Z. THOM.
Why do you pay 9d. to I/- per 1,000 gallons
for water, when you can pump it for less than I^d.
from an Artesian Well on your own premises?
Let me know the amount of water you require
and I shall be pleased to quote.
I>lLTI^ICI^OFT
Boltons' Downtake
Superheater
WITH DOUBLE
CIRCULATION.
IMPROVED BOX AND "FIELD" TUBES. (Patented.)
Simple and Reliable.
Saves 10 to 15 "/o.
Is made of Steel
throughout.
A large number
working in —
Textile Mills,
Paper Works,
Collieries,
Electricity Stations,
Flour Mills, eic.
Suitable for any
Working Pressure
up to 200 lbs. per
square inch.
Approved of by Lead-
ing Engineers and
Insurance Co.'s.
REPEAT ORDERS
BEING aiVtN,
Readily Applied.
Inexpensive.
Patentees and Sole Makers :—
BOLTON & CO.,
Engineers and Superheating Specialists,
49, Deansgate, MANCHESTER.
WAYGOOD
Electric Til L I ^
Hydraulic LbIP I Ob
Belt Driven
Hand Power
CRANES.
Catalogues
and
Estimates Free,
:i•^
%
Falmouth Rd.. LONDON, S.E.
8o
Miscellaneous
THE ROSSENDALE BELTING CO.. L
10, West Mosley Street, MANCHESTER.
LONDON Showrooms: 117, Queen Victoria Street.
ID..
Telegraphic Address:
"HAIR, MANCHESTER."
PATENTEES AND
Telephone i\o. :
2656 MANCHESTER.
SOLE MAKERS
OF THE
M.A.Y. BELT,
The STRONGEST and BEST DRIVING BELT.
Unrivalled for . . .
DURABILITY, EFFICIENCY, STRENGTH.
Every Belt Guaranteed. Catalogue on application.
1
I
J.B.Treasure&CO-
Excelsior Fire-Polished
GAUGE GLASSES,
LUBRICATORS,
INDIA-RUBBER WASHERS,
Vauxhall Road, Liverpool.
Ssl?
w
PHOTO-PRINTS
IN TWO MINUTES
By Electric Light in
your own office. ^
580 MAOHINES IN USE.
Full Particulars oa application to the Origlaat
laveators : —
B. J. HALL 6 CO.,
^^ Drawing Office Stationers,
^^ 39, Victoria Street, LONDON, S.>V.,
And at 32. Paradise Street. Birmingham.
\m
Dynamos &' <TviotorsN3
Si
Miscellaneous
JOHN HAKDISTY,
M.I.C.E., M.I.M.E.,
10, INDEPENDENT BUILDINGS,
FARGATE, SHEFFIELD,
MACHINERY VALUER.
Telegrams: " Hardened, Sheffield.' Tdcphone 37S6.
HARTNESS
AUTOMATIC OPENING DIE
The most satisfactory means yet devised
for the production of screw threads.
JONES & LAMSON MACHINE CO.,
JUBILEE BUILDINQ5,
97, Queen Victoria Street, LONDON.
Carbo-Silica
(PATENT)
Refractory Bricks and
Blocks for
Furnaces
for temperatures
OVER 3,500" Fahr.
E. J.&J. Pearson
LTD.,
STOURBRIDGE.
South Eastern 6 Chatham Railw^ay.
THE CONTINENT
Foui? Roya.1 l^a.il Rou-t^es
DOVER
CALAIS.
FOLKESTONE
BOULOGNE.
VIA
DOVER
OSTEND.
QUEENBORO
FLUSHING.
LONDON
-PARIS IN LESS THAN SEVEN HOURS.
Five Services Daily in Each Direction.
e:xpxce:8S J^FrrsRiifoovf dxiwino cJt.R service
Daily (Sundays included), via FOLKESTONE and BOULOGNE.
CHARINQ CROSS -
. . . .
- -
P.M.
2. 20 PARIS - - -
P.M.
... 4.0
PARIS - • . ■
Mail Route via Dover and Ostend.
riiicc K.vprcss Services Daily in Each Diiection.
Flushing Royal iVIail Route to Germany, etc.
Two Services Dally in Each Direction.
For Full Particulars see S.E. & C.R. Continental Time Tables, price 3d.
82
VINCENT W, HILL, Gcncal Mana:^er
Miscellaneous
TmLeoRAius :
" TELOTYPE, LONDON.
Telephone No. :
976 BANK.
WALTER JUDD, LTD., MAKE A
SPECIAUTY OF ENCIHEERIMG
FIRMS' ADVERTISEMENTS, AND
ARE PREPARED TO SUBMIT
ESTIMATES AND DESIGNS FREE
OF CHARGE.
QUARTO SIZE,
Is. 4d.
COMPLETE.
FOOLSCAP SIZB.
Is. 7a.
COMPLETE.
FILE
For LETTERS,
INVOICES, 6c.
Sola t>y all Stationers.
S. M AIER, "Pilot" Hoase, 9 & 10, James Street, City Road, LONDON, E.G.
Whether you 'want Shorthand for
your o'wn use or for use in
your office —
Printed inter=readable
notes are a distinct
advantage.
For particulars (free) or Instruction
Book (6d.i, Write to Dept. E,
Head Office, 25, Southampton
Row. LONDON. W.C.
The
Stenotyper
Shorthand
Machine
Gives a printed
permanent
record readable
by others.
Miscellaneous
THE NEW OFFICE TYPEWRITING PAPER !!!
(MADE IN ENGLAND.)
Every Sheet bears this Watermark,
\gm@\?i® ©@K]©
))
Manufactured in
WHITE and FIVE TINTED
SHADES.
Sole Manufacturers mad Proprietors ;
LEPARD & SMITHS, Ltd.,
29, King Street, Covent Garden,
LONDON, W.C.
instruct your Stationer or Printer to supply titis paper only,
or if unable to obtain, write tlirect to us anti we will gladly
send specimens and the name of the nearest Stationer
who can supply youm
TWO STOKERS,
A and B, worked successively at an annealing furnace. While A was firing, the furnace received attention about
every 25 minutes ; and while B was firing, the coaling took place about every hour. These facts, and the corresponding
variations in the temperature of the furnace, are quite clearly ?een from the accompanying illustration, which is a
copy of the chart automaticallv registered by one of our CALENDAR RECORDEKS, working in conjunction
with an ELECTRICAL RESISTANCE THERMOMETER placed in the furnace.
On request, we will send full information regarding Recorders and Electrical Thermometers.
Bl Cambridge Scientific Instrument Co.,
UlorKs and mi Office = CAMBRIDGE.
LTD.
CcndonOffl«» 92, HATTON GARDEN, E.G.
84
.dMncaiir
Miscellaneous
W.H.WILLCOX 6 Co., Ltd.
23, 34 and 36, SouthwarK Street, LONDON.
PENBERTHY PATENT INJECTOR
For ALL Boilers.
OVER 230,000 IN USE.
Acknowledged the best for Traction
Eng:ines. &c
HANDLES HOT WATER. Will DeliTer at Boiling Point.
Worhs on High and Low Pressures.
AUTOMATIC and RESTARTING. Lifts up to 22 ft.
N 3 STYLES AND 16 DIFFERENT SIZES.
MOULDERS' LETTERS AND FIGURES
Marks. Name Stamps. Branding Irons, Sets of Letter
and Figure Punches, Brass Labels and Time Checks,
Embossing Presses. Dies and Seals, Brass Name Plates,
Stencil Plates, India'Rubber Stamps.
EDWARD PRYOR & SON, 68, West Street, SHEFFIELD.
ASHTON'8 "r!£SJ- LUBRICATORS
jMEVEp FAIL. Thousands Sold.
SENT FOR ONE MONTH'S FREE TRIAL.
Size
Pints.
Price 33/- 39/- 43- T3/- iiO/- each.
Do not confuse this with the cheap, unfinished, American make.
A.K ,o, I.,:, 36. THOMAS A. ASHTON, Ltd., Norfolk Street, Sheffield.
I J. Frcdk. McUing,!
♦ 14, PARK ROW. I
♦ LEEDSy England. ♦
i *
♦ Iron & Steel Bars, Plates, Sheets, „. ., , »•
♦ Girders, Channels, Angles, Rails, SecUonUsu ^
♦ Blooms, Billets, & Slabs. ^^ ^"^ J
♦ *
4f Telegrams : " Legation, Leeds." S>
Miscellaneous
^!^?^::^?/!i^!4^!4i*t«':^!<'^!^^!^i^I^^!^^!^^?^^?^i^?^^'^^'!^J^?^'^
"New Zealand
Mines Record.
»»
PRICE Is.
I A
•7;
^!
•7i
^!
•?.
^!
*){
^!
•71
^!
•7;
^!
•7i
^!
•7/
MONTHLY JOURNAL issued by the New
Zealand Government Mines Department,
containing information respecting the Mining
Industry in New Zealand, abstracts of Geological
Reports, Reports from the Wardens of the Gold-
fields, and Reports of the Inspectors of Mines,
&c., &c.
Copies can be obtained at the New Zealand
Government Office, 13, Victoria Street, S.W., and
Messrs. Eyre and Spottisvvoode, East Harding
Street, Fetter Lane, E.G. ; also of Messrs. Street
AND Co., 30, Cornhill, E.G.
^i^i^^i^^i«'^i^ 'iif'^ilX- 'iif '7i^ "74^ tif •7i«* ^i«* •7i«' ViV '7i^ •7i^ •7i«'i^
TRADE IN SOUTH AFRICA.
ENGINEERING FIRMS, MANUFACTURERS, and
MERCHANTS desiring
TRADE IN SOUTH AFRICA,
and ALL desiring Glacial and Exclusive Information
concerning the Mines and Commerce of those vast Colonies should
Advertise in, and read,
"SOUTH AFRICAN MINES
COMMERCE AND INDUSTRIES."
Established 1891.
Published weekly in Johannesburg, price 6d. With
which is incorporated the old South African Mining
Journal.
The Official Journal of the CHAMBER OF MINES and of the
GOVERNMENT RAILWAY and AGRICULTURAL Depart-
ments, and is the leading TECHNICAL and COMMERCIAL
Paper published in South Africa.
This Journal is published on the spot, and goes right into the
hands of the buyers of their goods.
*' It Covers the whole field of South
African Commerce."
Advertisement Tariff and Subscription Rates can be obtained from
HECTORSON AND CO.,
81, Bishopsgate Street Within, London, E.C.,
THE SOLE AGENTS FOR GREAT BRITAIN.
Sankev's Fire Bricks and Fire Cements.
Every Description of FIRE-CLAY GOODS.
VARIOUS BRANDS.
STOCK UNEQUALLED.
|,, ^ SANKEY •
P{,L0NO0N.£.
Engineers' Designs made to Order of the best
Fire=resisting Materials.
WRITE FOR NEW CATALOGUE.
J. H. SANKEY & SON, Ltd., J?f?cl Essex Wharf, CANNING TOWN, E.
ESTABLISHED 1857.
HIGH-GRADE. THE "DIAMOND" TWIST DRILLS. warranted."
The Cheapness of a Drill depends
upon its Durability.
W you cannot get these Goods from your Dealer, apply to the Makcrs--
THE WHITMAN & BARNES Manufacturing Co.,
149, QUEEN VICTORIA STREET, LONDON, E.C.
100 Drills at 4s. each are dearer than
75 Drills at 5s. each of the same sire
if these will do the same amount of worK.
White Llnat on Blue Ground ; Blue LInee on White Ground ; Black Lines on White Ground.
PRICE LIST ON APPLICATION.
New Catalogue In trie Press. Price Is., post free.
IV|ANUF/\CTURERS OF PHOTOGRAPHIC DRY PLATES, P/^PERS. R^OUflTS, CAIVIERAS, AND SUNDRIES.
MARION & Co., Ltd., 22, 23, SoHo Square, London, W.
86
Si^IIKIIElf
M
THE
RUBBER STAMP
COMPANY.
COMMERCIAL STAMP MAKERS.
ENDORSING STAMPS OF EVERY DESCRIPTION.
SOLID RUBBER TYPE OUTFITS AND HOLDERS.
5PECIALITIE5 in Dating,
Numbering, & Timing Stamps.
AUTOMATIC iNUriBERIINO
MACHINES, PERrORATIINO
& EMBOSSING PRESSES.
BRASS LETTERS FOR PATTERN MAKERS.
DIE SINKING. LETTER CUTTING, AND ENGRAVING.
BIRMINGHAM OFFICES:
1 and 2, Hoiborn Buildings,
Broad Street Corner.
Correspondence Invited.
MORETON'S E.G. PAINT.
(ELECTRO QALVANISINQ.)
Unequalled for . .
Coating all kinds of Machinery.
Ask for, and see you get the
Guaranteed
heat up to
Fahr., and is
bv climatic
only genuine,
to withstand
400 degrees
not affected
conditions.
I THE PAINT THAT WON'T COME OFF.
\ Send fcr Sample of the Sole Manufacturers —
The Metallic Paint Co., Ltd.. Cardiff.
Friction Couplings
and Pulleys
(Kinii's Patent).
Made in Eight Sizes, from
Sto 1.060 H.P. for
Gas Engine and
Dynamo Drives,
Hoisting and Wire
Drawing, £tc.
Prices and Particulars on
.Application to
H.J.H.KING&G0
Engineers.
Nailsworth, Glos.
London .Agencv :
P. S. Burr, 85, Grace-
church St., E.C.
.\ cents tor Dundee :
Geo. C. Douglas S*
Co., 41, Reform St.
.\ccnis tor Inaia :
D. FurdooDJi ff Bros.
ApoUoiSt., Bombay.
87
Miscellaneous
'* He who worKs with bad tools is
thrice tired.**
^
FOR WRITING
the only perfect tool
is a . * .
"SWAN"
Fountain
Pen.
SOLD BY
STATIONERS
and
JEWELLERS
in all parts
of the
World.
PRICES
10/6
£20.
The gold nib makes
writing rapid and easy.
The perfect double-feed
and ink reservoir make
dirty inkpots useless. *^
SUPPLIED IN Broad easy running for correspondence
ALL POINTS. Fine for draughting. jt Jt jIt
CATALOGUE POST FREE.
MABIE, TODD & BARD,
93t Cheapside, LONDON, E.C.
BRANCHES:—
95a, Regent Street, W. ; and 3, Exchange Street, Manchester.
And at New York, Chicago, and Paris.
jm'^i'lBmM
31' Iff
?1S'
Office Appliances
IT IS IMPOSSIBLE
TO LOSE PAPERS
FILED ON THE
SHANNON FILE
Because they are held securely by an arch clip, which, while preventing
the papers falling from between the Index leaves, helps to make reference
more easy.
The Shannon Filing C;ibinct.
Have you used
a loose sheet
Filing System ?
If you have you know how
easily papers fall from the
file, and tlien — where is your
indexing ? This cannot happen
on the
Shannon
File.
The Shannon
Files are made
in cabinet form,
and if you let us
know the amount
of your corre-
spondence, we
will estimate your
requirements.
Handle the file in any position, and papers
remain in order.
Copy your letter on the
Shannon Rapid Roller
Letter Copier,
and you secure the following results : Letter and Answers together on
the same file ; Instant Reference ; Perfect Copies ; Complete Classi-
fication; and, above all, a great saving of time.
Rapid Roller Letter Copier.
F. W. 8CHAFER,
Manag:ing^ Director
THE SHANNON Ltd.,
LETTER FILING SPECIALISTS.
RopenmaKer Street, LONDON, E.C.
88
Card Systems
89
Business Systems
9io *€ard ifi/(ftem lOiHffiOe ^atiif factory
IReduHd Without 9>erfeet THateria/d,
L.S.Co. Card Cabinets have Special Features distinct from those of other
maimers.
AUTOMATIC GRAVITY CATCHES.- An important accessory. No tray
can be removed accidentally from the cabinet and upset.
AUTOMATIC GRAVITY /?OD-S.- Quickly released or replaced.
PERFECT ADJUSTING ANGLE BLOCKS.— \ perfect device. Can be
moved freely to and fro in the tray and locked instantly at any point.
CONSTRUCTION.— L.S.CO. Cabinets are built for hard wear. They are
more heavily constructed than any other cabinets on the market.
Strongly dovetailed and handsomely finished.
CAPACITY.— L.S.Co. Cabinets give 20 per cent, greater capacity than
similar cabinets at same price.
There is the further satisfaction in knowing that the Best Designed
Cabinets, with perfect mechanical fittings, are of British Invention,
made by British Labour, and run by British Capital.
Catalogues post Free on Application.
L.S.CO. (supply?.), 181, Queen Victoria Street, EC.
STANDARD VISIBLE WRITER.
The Machine preferred by Engineers because it is built their
way, which means the correct way. Used by leading Engineering
Firms, including: —
Messrs. Stewart and Lloyd, Ltd. ; Sturtevant Engineering Co, ; Jas. Keith
& Blackman, Ltd. ; Vickers, Sons & Maxim, Ltd. ; Merry weather & Sons*
Ltd. ; Meldrum Bros., Ltd. ; Edison & Swan United, Ltd. ; &c . &c.
THEY know its value. Send for Catalogue.
OLIVER TYPEWRITER COMPANY,
LTD.,
75, Queen Victoria Street, LONDON, E.C.
90
.©MHKIEif Business Systems
M
M
TIME and MONEY.
You can save both by using
VERTICAL FILING and
CARD INDEX SYSTEMS.
A Cabinet
with Brains
It Thinks for
You.
If You Forget,
It will Remind
You.
Not only up-
to-date. but_J
ahead of
time.
Catalogues C.I. 1, 2, 3.
THE TRADING & MANUFACTURING CO.. Ltd
TEMPLE BAR HOUSE,
23, FLEET STREET,
And at LEEDS, MANCHESTER, BRISTOL, etc.
LONDON, E.G.
f Office Appliances
Modern Office Equipment.
"SYSTEM IS THE FIRST ESSENTIAL TO
SUCCESS IN ANY BUSINESS UNDER-
TAKING," AND THE CARD INDEX IS
THE MOST PERFECT SYSTEM OF ALL.
The ''Referee'' Card Index System.
For Cost Keeping:.
For following up Inquiries.
For Accounting.
For all Indexing.
By using: the Card Index you will,
in SL moment, find information
that by ordinary methods might
require hours of laborious searching'.
Expert Assistants sent out to
explain the -working of this and
other Labour Saving Systems.
The Cabinets are of English manu-
facture throughout, made entirely of Oak,
fumed and wax polished, and finished in the
best possible manner.
The Cards are accurately cut by special
machinery ; ruled and printed to any design.
The "REFEREE" Vertical File. The "REFEREE" Horizontal File.
ROLL TOP DESKS AND TABLES, entirely English Make.
Full particulars on application to Department B,
Partridge & Cooper, Ltd.,
191-192, FLEET STREET,
I & 2, CHANCERY LANE,
London, £.c.
92
Office Appliances
INDIVIDUALITY AND ORIGINALITY.
A Central Bureau for the
Filing of all Papers, Catalogues, &c.
DO YOU WANT THEM ARRANGED
NXJIVEERICALLY, or
1 r^ 1' J.' £ U 9 IT CAN DO IT I
or by Lombinations or eacti / ^ ^ill show you howi
THE LYLE COMPANY, Ltd.,
HARRISON ST., GRAY'S INN RD.. LONDON, W.C.
93
Printing
TWO WAYS
OF DOING IT.
^ You can waste your
money by issuing a
Catalogue, which, being
a cheap and unattractive
production, is thrown on
one side as soon as
received, and thought no
more about.
^ It is just as easy to
obtain a production
worthy of yourself and
of the trade to which
you belong — something
which will arrest atten-
tion — something unique
in its way, and certain to
be preserved. Which pays
best .?
Southwood, Smith & C°. V^.
Printing Experts £s Specialists,
PLOUGH COURT.
FETTER LANE, E.C.
94
(^MM\
'^
Typewriters
95
mMml Time Recorders
IcontrolI
0
o
OF ^
O
o
8
o
0
TIME AND COSTS
§
IN
WORKSandOFFICE.
8
o
o
o
o
o
o
o
§
jj COMPLETE SYSTEMS ORGANISED AND INSTALLED, g
8 o
8
For Details and Appointments« write—
M
g International Time Recording Co., g
5 171, Queen Victoria Street. LONDON, E.G. ; g
[J And 19, Waterloo Street, GLASGOW. JJ
96
J^iMmimmf ' Time Recorders
EMPLOYERS OF LABOUR
Can save at least 5% ON THEIR WAGES
BILL, and thousands of employers do so by
the use of the
cc
Dey " Time Registers
which are automatic machines for registering
the hour and minute at which Employees
start and finish worK.
They are of British Manufacture Throughout.
They are absolutely the best Time Recorders in the World
They are the cheapest up-to-date machine on the market.
They are guaranteed perfect in every detail,
THEY COMPEL PUNCTUALITY
The " Dey " time and -wages sheets combined do away
•with time books, wages books, and save 90 " ^ of clerical
■w^ork. They are adaptable to every requirement, no matter
how complicated.
A firm using 1 5 machines wrrites : " We shall be sorry when we
change the boiler-shop machine, as it was one of the earliest, and has had the
roughest of usage together with the maximum of vibration, and rudest of shocks ;
but it has gone on working the whole time (nearly six years) night and day, and
when it goes to you for repairs, it will be the first time it has been in the infirmary."
Full particulars from the Patentees and Manufacturers : —
HOWARD BROS.,
10, St. George's Crescent, LIVERPOOL.
Telegraphic Address: 'Soxxez, Liverpool."
Telephone : 7150 Liverpool.
London Offices : 100c, Queen Victoria Street, E.G.
ThLEGRAPHIC ADDRESS: "COUXTABLK, LOXDOX."
Telephoxe : 5690 Baxk.
97
EIGHTEENTH ENLARGED EDITION. Over I,30O pages.
THE SHIPPING WORLD YEAR-BOOK, 1904.
EDITED BY MAJOR JOME3 AND A STAFF OF EXPERTS,
The Work Embraces : I. Customs Tariffs of All Nations. II. A Port Directory of the World. III.
Trade Rules and Regulations. IV. Load Line Tables, Sailing Rules, Lights, Signals.
V. Digest of Shipping Laws. And much other Useful Information.
Board of
A LARGE MAP OF THE WORLD, specially designed by J. G. Bartholomew. F.R.G.S., F.R.S.E., is supplied in a pocket
in the cover. Introduced by a RliTROaPECTIVE VIEW of 1903.
Crown 8vo, cloth. Price : In the United Kin.cjdom, 5s. ; foreign countries, 6s Post free.
The TIMES. — "The information given is wide in scope, and
varied in matter, dealing with almost every subject of mlerest
connected with trade, commerce, and navigation. About one-third
of the volume is devoted to the tariffs of all nations, which are
given id full. Much labour and rese.irch must have been necessary
to compile a manual of this nature, and it appears to be accurate
and trustworthy. A copious index ana a map, specially designed
and prepared for the work, adds largely to its value. In its way,
■The Shipping World Year-Book' may hi called the ' Whitaker '
of the Mercantile Marine."
DAILY TELEGRAPH.— " A more comprehensive handbook in
its special line for the merchant's desk there could scarcely be."
NEW YORK TRIBUNE. —"This compact book of upwards of
twelve hundred pages, published by ' The Shipping World,' of
London, contains an immense amount of information of value to
the mariner and shipper."
PALL MALL GAZETTE.—" ' The Shipping World Year-Book ' is
sweet seventeen, and would bs very much missed if it failed to put
in a regular appearance, but fortunately there is no d mger of that.
The comprehensive retrospect of shipping affairs deserves special
attention, and will repay careful study."
THE SHIPPINa WORLD OFFICES, Effinjrham
ST. JAMESS GAZETTE.— "Those interested in trade and navi-
gation will doubtless have frequent recourse to ' The Shipping
World Year Book," which is the most complete manual published
of its kind. The volume is supplemented by a specially-prepared
map of the world by Mr. J. G. Bartholomew, which is the best
commercial map we have yet seen."
GLASGOW HERALD.— 'The book more than ever commands
the conlidence of those large mercantile classes who have been
accustomed to consult its pages for world-wide information, and
always with success.'*
NEWCASTLE CHRONICLE.— "Those who refer to it will find
all matters appertaining to the business of the sliipowner brought
right uo to date."
LIVERPOOL JOURNAL OF COM.MERCE.—- VMfd from cover
to cover with information absolutely indispensable to all engaged
in the over-sea commerce of this country."
TIMBER. — " There is not another book of its size in the world
which contains so much information worth having."
SOUTH WALES D.AILY JVA'H'.S.— - M.ijor Jones, the capable
editor, has anticipated the public attention now being devoted to
tariffs, and those of all n.itions and of the Colonies have been
included and revised up to the last hour of publication."
House, Arundel Street, Strand, London, W.C.
98
Mining Macliinery
o
O
>■
z
U
O
58
-I
1"^
if
^^^^H^^B
n
B bUI^^Hh
'
f^tf^ t
mIW
rSm^UJ
^^^1
:
flj^
Bh
1
HH
,
RVvr^l
; ;
E^EV*:'.^!
>
:^S«i
^^M
i;
Bhj^^b'oE^I
vfAS^^fllH
|!
\,v_^n|n
K^S^H
k
UMhI
,;■
B^3 i^H
^H^B^^^i
i '<■
I^^^I^H^v^H
l»
r^V^^H^^H^^H
tsfl^l
1
Hjl
\-^H^^r^B
■ J irfJira
il
nffH
^tr^M3<
i^
X
<
a
z
CO
<
CD
CO
w
ui
sl
■a (A
c *^
«» 5
U. o
3 O
flu e
- I
= «
'Z. •
w
bi C
M
o
3
c H
re
E|
o —
E w
re -c
re
c u
re o
en u
c _
♦^ tA
(Q a>
re JS
(D
o v
"S '^
O u
C O
en -j;
S CL
H CO
Z CK
r Dl
H
h-
uJ
D
a
^ Q::
o
u
o
QQ
o
>-
O
Z
:^ ^
<
H
Q
_^ _ Z
>
H
O
o
u
o
n
o
U
c
o
be
C!
3
< LU 2
c
O
u
0
Q,
E
a
m
M a.
• .£
O k.
■M O
k -a
.? =
"•- e
2 o
d ^
5£
■H 2
t c
c n
~ w
i« o
O W
H O
•a •o
o c
IS
So
2
75
i [So
IN I*
"^ C
r 'So
UJ c
= ^
z
z
<
c/3
r
o
E <
99
;?A®iSMSM
¥
i
Miscellaneous
JP [ CONTRACTORS TO H. M GOVERNMENT. FOREIGN GOVERNMENTS HOME & FOREIGN RAILWAYS ^^^
. '"^0«PORAT.NOnRMSESTABL,SHEOo,,^ ,^^^^^^S;. .,
«^.^ g
V.
flEHING.BlRKBY&CO0DAll.t°
west Grove Mill, HALIFAX
<^
<?»
^LE/niNi
Telephone No. 48 Halifax.
#l?OiV CASTINGS
in Green Sand up to six tons.
Textile Machinery Castings and
Repetition Work a Speciality.
Machined if required.
jardine, nottingham.
British Steam Specialties, Ltd.,
LEICESTER, & 73, FARRINCDON RD., LONDON,
E.C.
No. 1. Standard
Globe Valve.
fin. lin. ijin. ijin. 2in.
4/- 5/6 <;/- ll/r, if,/-
No. 2. Renewable
Disc Globe Valve.
:]in. lin. i|in. ihn. 2111.
5/fi 7/- 10/- u/- 20/-
No. 12. Standard
Fullway Gate Valve.
- , _ Jin. lin. iJin. i^in. sin,
ALL 4/- 6/- 8/- 11/- 16/-
TYPES. LIBERAL DISCOUNT.
VALVES
WATSON & SONS'
Microscopes for Metallurgy.
THE MICROSCOPE
IS AN ABSOLUTE
ESSENTIAL IN EVERY
STEEL WORKS
LABORATORY.
We make Three Models,
of which the •■ Works
instrument, .-js lijjured,
embodies .ill that has been
devised for Metallurgical
work.
WE HAVE EQUIPPED
MANY OF THE
LEADING FIRMS
AND SHALL BE
PLEASED TO
OFFER SUGGES-
TIONS a? ADVICE.
Send for Microscopic Calalojjue (150 pages) and particulars I"
W. WATSON 6 SONS,
313, High Holborn. London, W.C.
F.STAIil.lSIIKl) 18.17,
100
49"
49
49
^
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49'
49!
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
^
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
49
I..O..OWOWOWO...O
****
)*3o
-o-r-v_o-j-^ _o_^ _r-i_t- ..■-^•r>..r~i.»o_o. _n— O— O-O-O— O-D-O-O-owO JO-O— O -'^-•O-
'S
IMPROVED
PATEST
FUEL
fOR ALL TYPES OF
STEAM BO/LERS,
The View in cut shows an Installation of q6o Tubes recently erected with the Boiler Plant at a
MODERN BLAST FURNACE WORKS.
This Economiser represents an additional Heating Surface of nearly io,oco square feet to the Boiler Plant.
WASTE HEAT FROM BLAST FURNACES
UTILIZED
TO INCREASE THE STEAMING POWER or boilers.
PATENTEES &
SOLE MAKERS:
E. GREEN & SON, L™ • Wakefield. ^
Also at MANCHESTER, LONDON. AND GLASGOW. ^
IO*'(y''OyQg''-Jg''-jf UT'-JrUr'Qf Cji''Q*'0r''O^Cr'C^'"0i*'t.j-C<^O~Cy^Cr'i_r'
The INDIA RUBBER, GUTTA PERCHA & TELEGRAPH WORKS
Co., Ltd.,
Offices :
106, Cannon St.,
LONDON, EX.
Works :
SILVERTOWN,
LONDON, E.
The
POWER BAS CORPORATION
LTD.,
39, VICTORIA STREET, LONDON, S.W., and STOCKTON-ON-TEES.
Producer=Qas Specialists, t§
And MANUFACTURERS of
PRODUCER.eA$ PLANT for POWER & HEATING,
WITH OR WITHOUT AMMONIA RECOVERY,
««»E« MOND, DUFF ™ TALBOT p*™ %
^TESCYUNDERSETC f^^f/r"''" S/Tre Wo 'k ''gIuz; \ °^ ^" Metallic Name Plates
-TO V4 INCH ^ Metallic Name Plates i Descriptions.
W. Barns & Son,
Chrlstophor Works,
Chalton St roe*, Euaton Road,
London, M.W.
Taper Wire Work
Holes. ot nil kinds.
f^fi..^. t Imlf..! « » 9 n tttmiOh /Vuia^' I7>>t.lf Tina T nnJnn C*r> ..nJ D..Ki;>l,.J.
Live Music Archive
Librivox Free Audio
Metropolitan Museum
Cleveland Museum of Art
Internet Arcade
Console Living Room
Books to Borrow
Open Library
TV News
Understanding 9/11