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WIBEfYERUBRAHV
HX Gzva S
•y -
1
.'I , t
fCjri I'lt/-' ..uo
f^arbarli Snibetsitg
LIBRARY OF THE
DIVISION OF
ENGINEERING
MAR 9 1911
SCIENCE CENTER LIBRARY
HARVARD COLLEGE
LIBRARY
ELECTED PRESIDENT. 1902.
i'!! A X>.U' iM^' "
.' '. 1 ^
v.: . , . . II
TRANSACTIONS
OF THK
Instittttian of ^ugmeOT nnt ^^ijkilbns
IN SCOTLAND
(INCOKPORATED).
VOLUME XLVII.
FORTY SEVENTH SESSION, 1903-1904.
EDITED BY THE SECRETARY.
GLASGOW:
I>XJ15LT?^HED Ji^^ THE I TCST I T TJ T I O >r AT
207 BATH STREET.
1904.
'>i K^C.Ji3S
OD
l^jd.^,^9ff_^.
JUN 20 1917
TRANmRRiD TO
HARVARD eOlUQI lilRARY
PRINTED FOR THE INSTITUTION BY
WILLIAM ASHER, PRINTER AND PUBLISHER,
164 HoAVARD Street, Gijifooav.
OFFICE-BEARERS.
FORTY-SEVENTH SESSION, 1903-1904.
WILLIAM M. ALSTON.
P»or. J. H. BILES, LL.D
E. HALL-BROWN.
President.
ARCHIBALD DENNY,
Vice-Praaldenta.
JAMES GILCHRIST.
A. W. SAMPSON.
JAMES WEIR.
Pior. ARCHIBALD BARR, D.Sc.
A. S. BIGGART.
WILLIAM BROWN.
W. A. CHAMEN.
ALEXANDER CLEGHORN.
ALEXANDER GRACIE.
C. P. HOGG.
A. D.
Councillors.
GEORGE McFARLANE.
HENRY MEGHAN.
WILLIAM MELVILLE.
. JAMES MOLLISON.
F. J. ROWAN.
JOHN STEVEN.
JOHN WARD.
D.
AsMeimtgt.
LAURENCE MACBRAYNE.
J. D. YOUN©.
Finance Committee.
THOMAS KENNEDY. Cgnvgntr.
Psor. J. H. BILES, LLD.
ALEXANDER GRACIE.
JAMES MOLLISON.
HENRY MECHAN.
F. 1. ROWAN.
JAMES WEIR.
JAMES NAPIER, M.A.
Library Co oDroittee.
WILLIAM BROWN. C#»rm«r.
WILLIAM M. ALSTON.
Psor. A. BARR, D.Sc
W. A. CHAMEN.
E. HALL-BROWN.
WILLIAM MELVILLE.
JOHN STEVEN.
JOHN WARD.
Fr0m ImtUmtUm.
ARCHIBALD DENNY.
JAMES GILCHRIST.
C P. HOGG.
GEORGE McFARLANE.
A. W. SAMPSON.
EDWARD H. PARKER, Stcrttmry
House Committee.
From Royal PhiUtofhUml SoeUif.
VwiQW, A . BARR, D.Sc
Psor. PETER BENNETT.
GEORGE NEILSON.
JOHN ROBERTSON.
JOHN MANN, Troaturor,
Committee on Papers.
Paop. J. H. BILES, LL.D., Convonor,
A. S. BIGGART.
WILLIAM M. ALSTON.
W. A CHAMEN.
ARCHIBALD DENNY.
ALEXANDER GRACIE.
E. HALL-BROWN.
A. D. WEDGWOOD.
Honorary Councillora — Paat Preaidenta.
HAZELTON R. ROBSON. | JOHN INGLIS. LL.D.
GEORGE RUSSELL I ROBERT CAIRD. LL.D.
Sn WILLIAM ARROL. LLD., M.P.
Repreaentativea on the Board of Trade Conaultative Committee.
JOHN DUNCAN. E. HALL-BROWN. JAMES HAMILTON. GEORGE McFARLANE.
Repreaentativea on Lloyd'a Technical Committee.
SINCLAIR COUPER. . JOHN INGLIS, LL.D.
RICHARD RAMAGE. | JAMES ROWAN.
Repreaentative on the Board of Oovemora of the Olaagow School of Art.
JAMES MOLLISON.
Representative on the Board of Oovemora of the Olaagow and Weat ot Scotland
Technical College. JAMES WEIR.
Honorary Treaaurer— THOMAS KENNEDY, Messn. GlenfieU & Kennedy, Ltd., Kilmarnock.
Secretary and Editor of Tranaactiona- EDWARD H. PARKER.
Institution Rooms, 207 Bath Street.
Cnrator and Sub-Librarian— FRANCIS MARTIN, Institution Rooms, aoj Bath Street.
IV.
PRESIDENTS OF THE INSTITUTION
Since Foundation in 1857.
1857-59
1859-61
1861-68
1863-65
1865-67
1867-69
1869-70
1870-72
1872-74
1874-76
1876.78
1878-80
1880-82
1882-84
1884-86
1886-87
1887-89
1889-91
1891-93
1898-95
1895-97
1897-99
1899-01
1901-03
£lected
28th April
WILLIAM JOHN MAOQUORN RANKINE, C.E., LL.D.,
F.B.SS.L. & £., Professor of Ciyil Engineering and Meohaiiies,
Glasgow Universifcj.
WALTER MONTGOMERIK NEILSON, Hyde Park Locomotive
Works, Glasgow.
WILLIAM JOHNSTONE, C.E., Resident Engineer, Glasgow &
Sonth- Western Railway, Glasgow.
JAMES ROBERT NAPIER, Engineer and Shipbuilder, Glasgow.
JAMES GRAY LAWRIE, Engineer and Shipbuilder, Glasgow.
JAMES MORRIS GALE. C.E., Engineer, Glasgow Corporation
Water Works.
WILLl\M JOHN MICQUORM RA.NKISE, C.E., LL.D.,
F.R.SS.L. & E., Professor of Civil Engineering and Mechanics,
Glasgow Universitj.
DAVID ROWAN, Marine Engineer, Glasgow.
ROBERT DUNCAN. Shipbuilder, PortGlasgow.
HAZELTON ROBSOM ROBSON, Marine Engineer, Glasgow.
ROBERT BRUCE BELL, Civil Engineer, Glasgow.
ROBERT MANSEL, Shipbuilder, Glasgow.
JOHN LENNOX KINCAID JAMIB SON, Marine Engineer, Glasgow-
JAMES REID, Hyde Park Locomotive Works, Glasgow.
JAMES THOMSON, LL.D., F.R.S., Professor of Civil Engiaceriog
and Mechanics, Glasgow UiiiTersity.
WILLIAM DENNY, Shipbuilder, Dambnrton.
ALEXANDER CARNEGIE KIRK, LL.D., Marine Engineer, Glas-
gow.
EBENEZER KEMP, Marine Engineer, Glasgow.
ROBERT DUNDAS, C.E., Resident Engineer, Southern Dimion,
Caledonian Railway, Glasgow.
JOHN INGLIS, LL.D., Engineer and Shipbuilder, Glasgow.
Sir WILLIAM ARROL, LL.D., M.P., Engineer aud Bridge Builder,
Glasgow.
GEORGE RUSSELL, Mechanical Engineer, Motherwell.
ROBERT CAIRD, LL.D., F.U.S.E., Shipbnil.ler, Greenock,
WILLIAM FOULIS, Engineer, (iksgow Corporation Gas Works.
190-2 ARCHIBALD DENNY, Shipbuilder, Dumbarton.
CONTENTS.
I'AUK
Offioe-Bearers, iii
Prmdents of the iDstitution, iy
Memorandom and ArticlM of AssociatioD, ix
Address by Cbairmao, 1
PAPERS READ.
Superheated Steam— by Mr F. J. Rowan, 4
ImproTements in Valve- Geam — by Mr John Riekie, 84
Marine PropeUers with Non Reversible En^^ines and Internal Com-
bnstion £Dgines—by Mr Rankin Kennedy, ... 96
An Inquiry Regard! ug the Marine Propeller— by Mr J. Millen Adam, 134
Lectnre on Radium (Synopsis), by Dr John Macintyre, F.R.S.E , ... 163
Experiments with Rapid Cutting Steel Took— by Mr Charles Day, 170
The Hewitt Mercury Vapour Lamp— by Prof. Magnus Maclean,
MA., D.Sc ^ -. ... 192
The Uses of the Integraph in Ship Calculations— by Mr John O.
Johnstone, B.Sc., 196
Some Modern Appliances connected with Railway Crossings and
Points— by Mr Owen R. Williams, B.Sc., 234
Motor Cars— by Mr Alexander Govan, 240
" James Watt " Anniversary Dinner, 286
Minutes of Proceedings, 293
Report of the Council,
Treasurer's Statement,
Report of the Library Committee,
New Books Added to Library,
OUtnary,
Liflit of Members,
Index,
312
318
323
324
333
346
397
VI. CONTENTS
PLATES.
'Superheated Steam, I., II., III., IV.
^Improvements in Valve-Gears, ;V., VI.
"Marine Propellers with Non- Reversible Engines and Internal
Combustion Engines* ... ... VII., VIIT., XI.
"An Inquiry Regarding the Marine Propeller, IX., X.
ISxperiments with Rapid Cutting Steel Tools, XII.
TThe Hewitt Mercur^'^ Vapour Lamp, XIII.
^The Uses of the Integraph in Ship CalcuUtions, ... XIV,, XV., XVI.
"Some Modem Appliances Connected with Railway Crossings
and Points, XVIL, XVIII., XIX.
'Motorcars, XX., XXL, XXIL. XXIIT.
vn
PREMIUMS AWARDED
FOR
PAPERS READ DURING SESSION 1902-1903.
PREMIUM OF BOOKS.
1. — ^To Mr KoNRAD Andersson for his paper on " Steam Tur-
bines : With special reference to the De Laval Type
of Turbine " ; and
2- — To Dr J. Bruhn for his paper on " Some Points in Connec-
tion with the Riveted Attachments in Ships."
ADVERTISEMENT.
The responsibility of the statements and opinions given in the
following Papers and Discussions rests with the individual authors ;
the Institution, as a body, merely places them on record.
MEMORANDUM OF ASSOCIATION
OF THK
INSTITUTION OP ENGINEERS AND SHIPBUILDERS
IN SCOTLAND.
1. The Name of the Association is " Thk Institittion of Engineers
AND Shipbuilders in Scotland."
2. The Registered Office of the Association will be situate in Scot-
land.
3. The Objects for which the Association is established are : —
(1.) The Incorporation of the present Institution of Engineers and
Shipbuilders in Scotland, under the 30th and 81st Victoria,
cap. cxxxi., and
(2.) To facilitate the exchange of information and ideas amongst
its Members, to place on record the results of experience
elicited in discussion, and to promote the advancement of
science and practice in Engineering and Shipbuilding.
(3.) The doing all such other lawful things as are incidental or
conducive to the attainments of the above objects.
4. The Income and Property of the Association, whencesoever
derived, shall be applied solely towards the promotion of the objects
of the Association as set forth in this Memorandum of Association,
and no portion thereof shall be paid or transferred directly or in-
directly by way of dividend, bonus, or otherwise howsoever, by way of
profit^ to the persons who at any time are or have been Members of the
Association, or to any of them, or to any person claiming through any
of them.
Provided that nothing herein shall prevent the payment in good
failh of remuneration to any Officers or Servants of the Association, or
xo any Member of the Association, or othei' person, in return for any
services rendered to the Association.
X. MEMORANDUM OF ASSOCIATION
5. The fourth paragraph of this Memorandum is a condition on
which a Licence is granted by the Board of Trade to the Association,
in pursuance of Section 23 of the " Companies Act, 1867." For the
purpose of preventing any evasion of the terms of the said fourth
paragraph, the Board of Trade may from time to time, on the applica-
tion of any Member of the Association, impose further conditions,
which may be duly observed by the Association.
6. If the Association acts in contravention of the fourth paragraph
of this Memorandum, or of any such further Conditions, the liability of
every Member of the Council of the Association, and also of every
Member who has received any such dividend, bonus, or other profit as
aforesaid, shall be unlimited.
7. Every Member of the Association undertakes to contribute to the
Assets of the Association —in the event of the same being wound up
during the time that he is a Member, or within one year afterwards,
for payment of the Debts and Liabilities of the Association, contracted
before the time at which he ceases to be a Member, and of the Costs,
Charges, and Expenses of winding up the same, and for the adjust-
ment of the rights of the Contributaries among themselves — such
amount as may be required, not exceeding Ten Pounds, or, in case of
his liability becoming unlimited, such other amount as may be requu-ed
in pursuance of the last preceding paragraph of this Memorandum.
We, the several persons whose names and addresses are subscribed,
are desirous of being formed into an Association in pursuance of this
Memorandum of Association : —
Names, Addresses, and Description of Subscribers —
David Rowan, 217 Elliot Street, Glasgow, Engineer.
W. J. Macquorn Rankixe, C.E., LL.D., &c., 69 St. Vincent St., Glasgow.
M. R. COSTELLOK, 26 Granville Street, Glasgow, Meaearing Surveyor.
Benjamin Connor, 17 Scott Street, Garnethill, Enc^ineer.
James Dbas, 16 Robertson Street, Glasgow, Civil Engineer.
James M. Gale, 23 Miller Street, Glasgow, Civil Engineer.
W. Montuomerie Neilson, C.E., Hyde Park Locomotive Works, Glasgow.
Dated the Twelfth day of July, Eighteen Hundred
and Seventy-One.
Robert Ross, of Glasgow, Solicitor, Witness to the above signatarea.
NOTS.—^ Spedal Beaolution iWMed on 9nd October, 1908, and conflnned on 90th
October, 1903, the Articles of Anodation dated ISth July, 1871, as modified and altered in 1878
and 1880, were annulled, and the foHowing Artiolea of Anodation were substituted.
The following Artides were registered with the Registrar of Joint Stock Companies on
2801 October, 190S.
ARTICLES OF ASSOCIATION
OF THK
INSTITUTION OF ENGINEERS AN^D SHIPBUILDERS
IN SCOTLAND.
Section L— PRELIMINARY
L For the purpose of registration, the number of
Members of the Institution is declared unlimited.
2. These Articles shall be construed with reference to
the provisions of the Companies Acts, 1862 to 1900;
and terms used in these Articles shall be taken as
having the same respective meanings as they have when
used in those Acts.
3. The Objects of the Institution are those set forth objects of tke
in the Memorandum of Association.
Section IL— CONSTITUTION.
4. The Institution sh&ll consist of Members, Asso- Constittttioii.
eiate Members, Associates, Students, and Honorary
Members.
5. Candidates for admission as Members shall be who may be
persons not under 25 years of age, who have been ®°^
educate as Engineers or Shipbuilders and have
occupied a responsible position in connection with the
Practice or Science of Engineering or Shipbuilding.
6. Candidates for admission as Associate Members who may be
shall be persons not under 22 years of age, who have ^w
xn.
ARTICLES OF ASSOCIATION
Who may be
Anoeiaten.
Who may be
Stndente.
Who may be
Hon. Membeni.
Memben, etc.,
under foimer
Articlee of
Amodation.
Gnuloates under
fonner Articles
of Araodation.
been educated as Engineers or Shipbuilders and are
engaged in the Practice or Science of Engineering
or Shipbuilding.
7. Candidates for admission as Asaociates shall be
such persons, not included in the classes enumerated
in the two preceding Articles, who, not being under 25
years of age, are considered by the Council eligible on
account of their scientific attainments, or are considered
by the Council qualified by knowledge bearing on
Engineering Science or Practice.
8. Candidates for admission as Students shall be
persons not under 18 years of age who are engaged in
study or employment with a view to qualifying them-
selves as Engineers or Shipbuilders. Before attaining
the age of 25 years they must apply for election as
Members or Associate Members if they desire to
remain connected with the Institution. The}' may not
continue to be Students after attaining the age of 25
years.
9. Honorary Members shall bo such distinguished
persons as the Council shall recommend and the Institu-
tion shall appoint. The number of Honorary Members
shall not exceed Twelve.
10. All persons whose names shall on 30th April,
1902, be on the Roll of the Institution under the former
Articles of Association as Members, Associates, or
Honorary Members, and whose Subscriptions are not
more than two years in arrear at that date, shall become
Members, Associates and Honorary Members respectively
within the meaning of these Articles, and that without
procedure of any kind on the part of such persons.
1 1 . All persons whose names shall on 30th April, 1902,
be on the Roll of the Institution under the former Articles
of Association as Graduates, and whose Subscriptions
are not more than two years in arrear at that date,
shall be considered and treated as Students within
the meaning of these Articles, and shall have the piivi-
leges, and be subject to the regulations affecting Students ;
ARTICLES OF ASSOCUTION xiil.
and, notwithstanding the terms of Article 8 hereof, such
Graduates as are over 25 years of age shall be allowed
to remain as Students for one year from and after 30th
April, 1902, but no longer.
12. The abbreviated distinctive titles for indicating Abbreviated
the connection with the Institution shall be the follow- M^lbers, etc.
ing, viz. — For Members, M.I.E.S. ; for Associate Mem-
bers, A.M.I.E.S. ; for Associates, A.I.E.S. ; for Students,
S.I.E.S. ; and for Honorary Members, Hon. M.I.E.S.
13. Every Candidate for admission as a Member, c^uididates how
Associate Member, Associate or Student of the Institu- J^f^Sd^
tion, shall obtain the recommendation of at least three
Members, such recommendation and the relative under-
taking by the candidate being according to Form A
contained in the Appendix. Such recommendation and
undertaking shall be lodged with the Secretary, and the
Council shall consider the same at their first Meeting
thereafter, and if they approve the recommendation
shall be mentioned in the notice calling the next general
meeting of the Institution ; and then, unless a ballot
be demanded by at least five persons entitled to vote,
the Candidate shall be declared elected. If a ballot be
taken he shall be admitted if three-fifths of the votes
are favourable : Members only being entitled to vote.
The proposal for transferring any person from the
Glass of Students to the Classes of Associate Members
or Members, or from the Class of Associate Members
to' the Class of Members, shall be according to Form
B contained in the Appendix, and this form shall be
subscribed by at least three Members and delivered to
the Secretary for the consideration of the Council who
?hall, if they think fit, make the proposed transfer.
14. The granting of Honorary Membership to
any person may be proposed at any Council meeting. ^^* how
and, if the Council, after consideration at their next
meeting, approve of the proposal, intimation thereof
shall be given by the Secretary in the circular calling
the next general meeting of the Institution. At that
XIV.
ARTICLES OF ASSOCIATION
Membcn, &c.
formally ad-
mitted.
Diploma.
Reieoted candi-
date not to be
notioed in min-
utes—wish of
Honoraiy Mem-
ben to be ob-
tained before be-
ing balloted for.
meeting unless a ballot be demanded by at least five
persons entitled to vote, the person proposed shall be
declared elected. If a ballot be taken then the
person proposed shall be admitted if four-fifths of
the votes are favourable ; Members only being entitled
to vote.
15. Every person duly elected or admitted as a Mem-
ber, Associate Member, Associate, Student, or Honorary
Member, shall be notified in writing of his election or
admission by the Secretary. At the first meeting of the
Institution held thereafter at which he is present, he
shall be introduced according to the ensuing form, viz.
— The President or the Chairman of the .Meeting,
addressing him by name, shall say : '* As President (or
Chairman of this meeting) (»f the Institution of En-
gineers and Shipbuilders in Scotland, I introduce you
as a Member (or Associate Member or Associate or
Student or Honorary .Member as the case may be).
Thereafter the new Member, Associate Member, Associate,
Student or Honorary Member shall sign the Roll of
Members, etc., to be kept by the Secretary, and on
making payment of any fees or subscriptions due he
shall be entitled to receive a diploma. The diploma
shall be signed by the President and the Secretary.
16. If any person proposed for admission into the
Institution be not approved by the Council, or be
rejected on being balloted for, no notice shall be taken
of the proposal in the Minutes of the General Meetings,
and such person shall not be proposed again for ad-
mission until after the expiry of one year from the date
of such disapproval or rejection. Before the meeting of
Council for considering any proposal to grant Honorary
Membership it shall be ascertained from any person
proposed to be made an Honorary Member,
whether he will accept the honour, no notice being
taken of the proposal in the Minutes unless he is elected.
ARTICLES OF ASSOCIATION XV.
Section III.—MANAGEMENT AND OFFICE-
BEARERS.
17. The Direction and Management of the affairs of ^jo^cfl j^^^,
the Institution shall be confided to a Council, which »8«nientby.
shall consist of a President, six Vice-Presidents, ^ ^^ ^
' GoDstitutioii of
and eighteen Councillors. Of the eighteen Councillors, g)imca-Fivea
not more than three may be Associates, the remainder
being Members. Five Members of Council shall con-
stitute a Quorum.
18. Members only shall be eligible for election
as President. The President shall preside over all Premd™*?
meetings of the Institution and Council at which he
is present, and shall regulate and keep order in the
proceedings. The President shall hold office for one
year only, but shall be eligible for re-election at the
•expiry of the year.
19. Members only shall be eligible for election as
Vice-Presidents. In the absence of the President, the vice-Prewdents.
Vice-Presidents in rotation shall preside at meetings of
the Council and Institution. The Vice-Presidents shall
hold office for three yea.rs.
20. In case of the absence of the President and all
the Vice-Presidents, the meeting may elect any one of Sjj'SSng^
the Council, or any Member, to preside. In all cases ^*'**'
the Chairman of any meeting shall have a Deliberative
Vote and a Casting Vote.
21. Members and Associates only shall be eligible for
election as Ordinary Members of Council, and shall c^SSfore^
hold office for three years, and not more than three
Associates shall hold office in the Council at any one
time.
22. Past Presidents of the Institution shall be ex
ojfido Honorary Members of Council.
23. The Office-Bearers in office at 30th April, 1902,
shall continue in office till the First General Meeting of ^^*^^°^'^-
the Institution in October, 1902, when a new Council
fihall be elected in terms of these Articles. Such Office-
XVI. ARTICLES OF ASSOCIATION
Bearers shall be eligible for election for the new Council.
Of the new Council, two Vice-Presidents shall retire in
Octol)er of each of the years, 1903, 1904, and 1905,
Membemof their placcs being filled by election, and the persons
elected shall hold office until the expiry of the terms
of office. Similarly of the new Council, six Councillors
(being five Members and one Associate) shall retire in
October, 1903, and a like number in October, 1904, and
the remainder in October, 1 905, their places being filled
by election at these dates respectively, and their
successors retiring at the expiry of the terms of office,
and so on thereafter from year to year. The Vice-
Presidents to retire in October, 1903, and 1904, shall
be determined by lot among the six Vice-Presidents
first elected, and the Members of Council to retire
in October, 1903 and 1904 shall be determined by lot
among the Members of the Council first elected. The
Vice-Presidents and the Ordinary Members of Council
who fall to retire at the dates mentioned, or who fall to
retire at any time on the expiry of their term of office,,
shall not be eligible for re-election in the same capacity
until one year has elapsed from the date of retiral.
24. The Members of Council shall be elected by
tobf^S"r ballot at the Annual General Meeting, such meeting
^^''** . . being the last Ordinary Meeting held in each month of
April, but the new Office-Bearers elected at this meeting
shall not enter office until Ist October following. In
the election of President, Vice-Presidents, and Ordinary
Members of Council from the Class of Associates, all
Members, Associate Members, and Associates shall be
entitled to vote. In the election of the other Members
of Council only Members and Associate Members shall
be entitled to vote.
25. In March of each year the Council shall meet and
EilSkm prepare a list of names for the election of Council for the
ensuing year. This list shall contain the name
of the proposed President, and not less than two
names of persons proposed by the Council for each
ARTICLES OF ASSOCIATION XVii,
racancy in the class of Vioe-Presidents, Ordinary Mem-
bers, and Associate Members of Council. This list shall
be submitted to the Members at the Monthly Meeting
preceding the Annual Meeting, and the Members present
may by motion, duly seconded, propose any additional
names for any of the offices.
26. Fourteen days before the Greneral Meeting in BioiotLtoti
April of each year the list as proposed by the itob»***
Council for the election of Members and others to fill the
vacancies in the Council for the ensuing year, with such
additions as may have been made thereto under Article
25,' shall be printed and sent to all Members, and
Associate Members, and the list shall serve as a ballot
paper. A similar list shall be printed and sent to
all Associates containing the names of those for whom
they are entitled to vote. Those persons entitled to
vote may vote for as many names on the list as there are
vacancies to be filled. In the event of any ballot paper
not containing names equal to the number of vacancies
to be filled such ballot paper shall be treated as a spoiled
paper.
The ballot papers may be sent by post, or otherwise
to the Secretary so as to reach him before the day and
hour named for the Annual General Meeting, or they
may be presented personally by those entitled to vote,
at the opening of the Meeting.
27. A vacancy occurring during any Session in con- y^^^^^g^^^^ ^
sequence of the resignation or death of any Office- ^Si*"t??e^*
Bearer (except the President) shall be filled up by the filled uo by the
Council, until the next Annual General Meeting for
electing Office-Bearers. Any vacancy in the office of
President shall be filled up at the next General Meeting
of the Institution. A person elected to fill a vacancy
shall hold office for the period unexpired of the term of
office of the Office-Bearer resigning or dying or being
removed from office, and he shall be eligible for re-election.
mil.
ARTICLES OF ASSOCIATION
Meetiittiiof
OonndL
Oommitteen.
Honorary
T^Mrarer.
Bye-Lawa, etc.
InTestmentB.
Section IV.— POWERS AND DUTIES OF
COUNCIL.
28. The Council shall meet as often as the business
of the Institution requires, and during each Session —
that is from October till April — the Council shall meet
at least once a month.
29. The Council may delegate any of their powers to
Committees consisting of such Meml>ers of the Council
as they think fit, and they may appoint Committees to
report to' them upon special subjects. In particular,
they shall appoint a Finance Committee to superintend
the finances of the Institution, a Library Committee to
superintend Library arrangements, and a Papers Com-
mittee to arrange for papers being submitted at meetings
of the Institution. The Minutes of all Committees shall
not take effect until approved by the Council. The
President shall be ex officio a member of all Committees.
The Convener of the Finance Committee shall be styled
Honorary Treasurer. He shall be elected by the Council
from their number, and notwithstanding the provision
for retiral in Article 23, he shall be entitled to
retain the office of Honorary Treasurer for three j'ears
from the date of his appointment.
30. The Council may make Bye-Laws and Regulations
for carrying on the business of the Institution, and from
time to time, alter, amend, repeal, vary, or add to the
same ; but any Bye-Law or Regulation, or any alteration
or amendment thereon, or addition thereto, shall only
come into force after the same has been confirmed at a
General Meeting of the Institution, and no Bye-Law or
Regulation shall be made under the foregoing which would
amount to such an addition to or alteration of these Articles
as would only be legally made by a Special Resolution
passed and confirmed in accordance with Sections 50 and
51 of the Companies Act, 1862. The Council shall
be entitled to invest the Funds of the Institution as they
think fit, on such security, heritable or moveable, as to
ARTICLES OF ASSOCIATION XEL
them shall seem jproper, and may alter or vary the
investments from time to time. The Council may pur-
chase or sell property, heritable or moveable, for the OojMniMy^^
use of the Institution, and may borrow money on the
security of the property of the Institution, subject to Bono^niiig.
confirmation by the Institution at an Extraordinary
Meeting called for the purpose.
31. The Council shall appoint a Secretary and a offldabtobe
Treasurer, and any other official or servant required to *^^
carry on the work of the Institution, and the appoint-
ments made by the Council shall be on such terms and
conditions as the Council may think fit.
32. All questions in or before the Council, shall be J^^^^'^^*
decided by vote, and such vote shall be taken by a show
of hands or by ballot; but at the desire of any four
Members present the determination of any subject
shall be postponed till the next meeting of Council.
Section V.—SEC EETARY AND TREASURER.
BntiMaf
Beaetuy.
33. Subject to regulation by the Council, the Secre-
tary (who may also act as Treasurer) shall conduct the
correspondence of the Institution ; attend all Meetings
of the Institution, of the Council, and of Committees;
take Minutes of the proceedings of such Meetings, and
enter them in the proper books provided for the pur-
pose; read at all Meetings of the Institution and
Council respectively the Minute of the preceding Meet-
ing, and all communications received by him or ordered
to be read ; superintend the publication of such papers
as the Council may direct ; take charge of the Library ;
issue notices of Meetings ; issue Diplomas ; keep the
Roll and Registers ; and perform whatever other duties
are indicated in the Regulations of the Institution as
appertaining to his department or set forth in the terms
of his iappointment.
34. Subject to regulation by the Council, the duties Duties of
of the Treasurer shall be to take charge of the property ^"^'^•■™^"
*»• ARTICLES OF ASSOCIATION
of the Institution (excepting books, papers, drawings^
models, and specimens of materials, which shall be in
the charge of the Secretary) ; to receive all payments
and subscriptions due to the Institution ; to direct the
collection of subscriptions ; to pay into one of the Olasgow
Banks, in the joint names of the President, Honorary
Treasurer, and himself, the cash in his hands whenever
it shall amount to Ten Pounds ; to pay all sums due by
the Institution, but not without an order signed by two
Members of the Finance Committee, and to keep an
account of all his intromissions in the General Cash
Book of the Institution, which shall upon all occasions
be open to inspection of the Finance Committee, and
which shall be balanced annually, as at 30th September.
The Treasurer shall prepare an Annual Statement of
the Funds of the Institution, and of the receipts
and payments of each financial year, which shall
be audited by the Auditor aftermentioned, and this
Statement of the Funds and an Inventory of all the
property possessed by the Institution, and a List of the
Members, Associate Members, Associates, and Students,
whose subscriptions are in arrear, shall be submitted to
the First Meeting of the Council, in October.
Anntud Report. 35. An Annual report upon the affairs of the
Institution shall be drawn up under the direction of
the Council at a meeting to be held not less than ten
days before the General Meeting of the Institution in
October. This report shall embody reports from the
representatives elected by the Council to various official
bodies.
Section VI.— AUDIT OF ACCOUNTS.
Auditor and ^^' ^^ Auditor, who must be a Chartered Accountant
dutiw. q£ ^^ igjyj^ fiy^ years standing, shall be appointed by the
Council at their meeting preceding the last General
Meeting of each Session, to examine the accounts and
books of the Treasurer, and the Annual Financial
Statement or Statements of the Funds, and that State-
ARTICLES OF ASSOCIATION XXI,
ment along with the Audit and Annual Report, shall be
printed in the notice calling the First General Meeting of
the Institution in October, and shall be read at that
meeting.
SRCnoN VIL— MEETINGS AND PROCEEDINGS
OF THE INSTITUTION.
37. The Institution shall hold ordinary meetings for ^^MoeSngi
reading papers, and for discussing matters connected ll^g^te^
with the objects of the Institution ; and such meetings °^'
shall take place regularly, at least once in every four
weeks during each Session ; and may be adjourned from
time to time. The Sessions shall commence in
October, and continue until the month of April next
following, inclusive. No business shall be transacted
at any Meeting, unless 25 Members shall be present.
At the General Meeting in April of each year for the
election of Office-Bearers, the order of businessshall be : —
(1) Minutes of last meeting.
(2) To read and consider the reports of the Council
and Treasurer.
3) The meeting shall nominate two Scrutineers
who shall be membei*Sp and shall hand to them
the ballot-box containing the voting papers for
the new Ofiice-Bearers.
(4) The Scrutineers shall receive all ballot papers
which may have reached the Secretary, and all
others which may be presented at the Meeting.
The Scrutineers shall then retire and verify the
lists and count the votes, and shall, before the
close of the meeting, report to the Chairman
the names which have obtained the greatest
number of votes subject to the conditions of
the ballot. The Chairman shall then read the
list presented by the Scrutineers, and shall
declare the gentlemen named in the list to be
duly elected, provided always that the list does
ZZll. ARTICLES OF ASSOCIATipN
not contain more names tban there are vacancies
to be filled.
G^dinuyiieet- 38. At Bvcry ordinary meeting of the Institution, the
basinMs. Secretary shall first read the minutes of the preceding,
meeting, which, on approval, shall then be signed by the
Chairman of the meeting at which the minutes are read
and approved. The Secretary shall next read any
notices which may have to be brought before the
meeting; after which any Candidates for admission may,
if necessary, be balloted for, and any new Members shall
be {^dmitted. Any business of the Institution shall then
be disposed of, after which notices of motion may be
given. The paper or papers for the evening shall then
be read and discussed. Each Member shall have the
privilege of introducing one friend to the General Meet-
ings, whose name must be written in the Visitors' Book
together with that of the Member introducing him;
but if the introducing Member be unable to attend
the Meeting he may send with the visitor a card
signed by him addressed to the Secretary. During
such portions of any of these Meetings as may be
devoted to any business connected with the manage-
ment of the Institution, visitors may be requested by
the Chairman to withdraw.
Nature of p&pen ^^' ^^^ papers read at the meetings of the Institution
to be wad. must be connected with the Science or Practice of
Engineering or Shipbuilding, and must be accepted by
the Papers' Committee before being read.
^roeeedinat to he ^^' "^^^ papcrs Tcad, and the discussions held during
published. ^g^)^ Scssion, or such portion of them as the Council
shall select, shall be printed and published forthwith.
4 1 . Explanatory notes communicated after the reading
or discussing of papers may be printed in the Transactions,
^xyi ' if the Council see fit.
pubUshed.
42. The copyright of any paper read at a meetmg of
M^^l^be ^^® Institution, with its illustrations, shall be the exclusive
Ae Fn^u^<m. property of the Institution, unless the publication thereof
by the Institution is delayed beyond the commencement
Bxplanatory
noiM after read-
ing of papen
ARTICLES OF ASSOCIATION xriti. '
of the Session immediately following that during which
it is read ; in which ease the copyright shall revert to
the author of the paper. The Council shall hav^ power,
however, to make any arrangement they thitik pfopetn
with an author on first accepting his paper.
43. The printed Transactions of each Session of the Memb«w^e.,to
^ reoeiTO oopLes of
Institution shall be distributed gratuitously, as soon as JJ^JJ^'^JJ*-
ready, to those who shall have been Members, Associate ooptea of their
Members, Associates, or Honorary Members of the
Institution during such Session, and they shall be sold
to the public at such prices as the Council shall fix.
Authors of papers shall be entitled to thirty separate
copies of their papers, with the discussions, as printed
in the Tranaadions.
44. Extraordinary or Special Meetings may be called Spedai Meetii«
by the Council when they consider it proper or necessary, the Gonndi, or
. 1 11 111 » 0 ••^* on requisition by
and must be called by them on receipt of a requisition as Memben.
from any 25 Members, specifying the business to be
brought before such meeting.
45. Any question which, in the opinion of the Presi- voting.
dent or the Chairman of the meeting of Council and
Institution, is of a personal nature, shall be decided by
ballot ; all other questions shall be decided by a show
of hands, or by any convenient system of open voting.
In all cases, not hereinbefore provided for, only Mem- who may
bers, Associate Members, and Associates, shall be
entitled to vote. Every Member, Associate Member,
and Associate, shall have one vote only, which must be
given personally.
Section VIII.— SUBSCRIPTIONS OF MEMBERS
AND OTHERS.
46. Each Member shall, on election, pay an entrance ^jooial
fee of £1, and for the current and for each Session ™^p*^**"
thereafter an annual Subscription of £'2,
Each Associate Member shall, on election, pay an
entrance fee of £1 , and for the current Session and each
XXIV.
ARTICLES OF ASSOCIATION
WhenAimnal
SnbMsriptioiiB
dne.
Memben, eto,,
not entitled to
▼oteif in i
of the two following Sessions an Annual Subscription
of £1, and thereafter an Annual Subscription of £1 10s.
Each Associate shall, on election, pay an entrance fee
of £1, and for the current Session and each Session
thereafter an Annual Subscription of £1 10s.
Each Student shall pay an Annual Subscription of
Ten Shillings, but no entrance fee.
In the case of Members, Associate Members, Associates,
and Students, elected during March and April
no subscription shall be payable for the current
Session.
47. Honorary Members shall be liable for no con-
tribution or subscription or entrance fee.
48. The Liability of any Member or Associate for
future Annual Subscriptions may be commuted by the
following payments, viz., in the case of a Member, by
the payment of £25 ; and in the case of an Associate,
by the payment of £20 and, in the event of such pay-
ment being made by a Member or Associate on his
admission to the Institution, the same shall be in full of
Entry Money as well as future Annual Subscriptions.
49. All persons transferred, in terms of Articles 10
and 11, to the Roll of .Members, Associates, or Students,
to be kept under these Articles, shall not be liable to pay
any entrance fee, but for the Session, 1902-3, and there-
after they shall be liable for the Annual Subscription
applicable to the Class to which they are transferred. All
persons who, as Members or Associates under the former
Articles of Association, had commuted their Annual
Subscriptions by a capital payment to the Institution
shall not be liable for any subscription, notwithstanding
the terms of this Article.
50. Annual Subscriptions shall become due on the
first day of October in each year, and must be paid
before 1st January following.
51. No Member or Associate Member or Associate,
whose subscription is in arrear, shall be entitled to vote at
any meeting of the Institution nor to receive copies
ARTICLES OF ASSOCIATION XXV.
of papers or proceedings while the subscription remains
unpaid.
52. Any Member, Associate Member, Associate or
Student, whose subscription is more than three months
in arrear shall be notified by the Secretary. Should
his subscription become six months in arrear he shall be
again notified by the Secretary and all his rights in
connection with the Institution shall be suspended.
Should his subscription become one year in arrear he
shall oe removed from the roll of the Institution unless
the Council may deem it expedient to extend the time
for payment.
.53. Any Member, Associate Member, Associate, or Stu- reti^g&tmtLe
den t retiring from the Institution, shall continue to be liable ^'*^*"*'°**-
for annual subscriptions until he shall have given formal
notice of his retirement to the Secretary. Contributions
payable by Members, Associate Members, Associates or
Students, shall be debts due to the Institution, and may
be recovered by the Treasurer.
54. In the case of /my Member or Associate who has ^£jjS5miiii
been long distinguished in his professional career, but cwtBin caees.
who, from ill health, advanced age, or other sufficient
cause, does not continue to carry on a lucrative
practice, the Council, if they think fit, may remit the
annual subscription of such Member or Associate, and
they may remit any arrears due by him. Any such
case must be considered and reported upon to the
Council by a Committee appointed by the Council for
the purpose.
55. The Council may refuse to continue to receive Coundimay
the subscription of any person who shall have wilfully ^hSaiptiS^S
acted in contravention of the regulations of the Institu- ** "" ^**^"'
tion. or who shall, in the opinion of the Council, have
been guilty of such conduct as shall have rendered him
unfit to continue to belong to the Institution, and may
remove his name from the Register, and he shall there*
upon cease to be a Member, Associate Member, Associate
or Student (as the case may be) of the Institution.
XXVl,
ARTICLES OF ASSOCIATION
Powers of
Institution in
Oenenl
Meeting.
To delmte
powers to
Oonncil.
Common Seal.
Notices.
Indaoifleof
Notices.
Skctjpn IX.-OENERAL POWERS AND
PROVISIONS.
66. Any Extraordinary or Special Meeting of the
Institution, duly called, shall have power, by a majority
in number of the persons present thereat entitled to
vote, from time to time; to review the decisions or
determinations of the Council ; to remove Members of
Council ; to expel Members, Associate Members, Asso-
ciates, Students, or Honorary Members, from the
Institution, and to expunge their names from the EoU ;
and to delegate to the Council all such further powers
as may be considered necessary fqr efficiently performing
the business of the Institution. At any Extraordinary
or Special Meeting 50 Members shall be a quorum.
57. The Institution shall have a common seal, which
will be under the charge of such of the Office-Bearers as
the Council may appoint, and all instruments bearing
the seal shall be countersigned as the Council shall
direct.
Section X.— NOTICES.
58. Notices requiring to be served by the Institution
upon its Members, Associate Members, Associates,
Students, or Honorary Life Members, may be served
either personally, or by leaving the same, or by sending
them through the post ; and notices so posted shall be
deemed to have been duly served. No Members,
Associate Members, Associates, Students, or Honorary
Life Members, who have not a registered address within
the United Kingdom, shall be. entitled to any notice ;
and all proceedings may be had and taken without notice
to any such.
59. Notices for any General or Extraordinary or
Special Meeting of the Institution must be given by
the Secretary to all Members, Associate Members,
Associates, or Honorary Life Members, at least four
days before such meeting. Notices of any adjourned*
meeting shall be given at least two days before the
. ARTICLES OF ASSOCIATION ;Xf7¥'
adjourned meeting is held. Such notices shall specify
the nature of the business to be transacted and no other
business shall be transacted at that Meeting.
60. Notices for any meeting of Council must be given NoUoes.
by the Secretary at least four days before such meeting.
Notices for the meetings of Committees shall be given as
the Council shall direct.
61. In computing the inducuB of any notice the day gSJjJ^**^"'
on which the same is delivered shall be reckoned as
an entire day
APPENDIX.
Form A.
Form of Recommendation and Undertaking.
A. B of being upwards of
years of age and being desirious of belonging to the
Institution of Engineers and Shipbuilders in Scotland,
I recommend him from personal knowledge as in every
respect worthy of that distinction because (here specify
distinctly the qualifications of the Candidate according
to the spirit of Articles 5, 6, 7, and 8).
On the above grounds I beg leave to propose him to
the Coimcil as a proper person to belong to the
Institution.
Member, ^
Dated this day of. 19
We- the undersigned, from personal knowledge, concur
in the above recommendation.
Member.
Member,
I, the said A B., do hereby promise that in the event
of my election I will abide by the Rules and Regula-
tions of the Institution, and that I will promote the
objects of the Institution as far as may be in my power.
UYIU. ARTICLES OF ASSOCIATION
Form B.
Form for Transfer from one Class to another.
A. B. of having been a
of the Institution of Engineers and Shipbuilders in
Scotland for years, and being desirous
of becoming a of the Institution,
we, from personal knowledge, recommend him as in
every respect worthy of being elected a
of the Institution.
Member,
. . Member
.Member.
I, the said A. B., do hereby promise that in the
event of my election I will abide by the Rules and
Eegulations of the Institution, and that I will promote
the objects of the Institution as far as may be in my
power.
The Council having considered the above recommendation
and undertaking approve of the same.
President (or Chairman),
Dated this day of 19
BYELAWS.
MEDALS AND PREMIUMS.
1. Each of the two Medals founded by subscriptioD, icumeaadBaa*
for the best paper in the Marine and Railway Engineer- S^.
iog Departments respectively, shall be awarded by the
rote of a General Meeting, not oftener than once in
each Session.
3. The Council shall have power to offer annually a institatioii
Medal for the best paper on any subject not comprehended
by the Marine and Railway Engineering Medals. Such
additional medal to be called the Institution Medal, and
to be paid for out of the Funds of the Institution, until
a Special 'Fund be obtained. This medal also shall be
awarded by the vote of a General Meeting.
3. If it shall be the opinion of the Council that a ^^^wn Medai*
paper of sufficient merit has not been read in a particular ^JJ^J?!'**
department during any Session, the Medal shall not be
given in that department ; and, in the case of the Marine
and Railway Engineering Medals, the interest arising
from the particular Fund shall be added to the principal.
4. If the Person to whom a Medal may be awarded
shall express a wish to receive a Bronze Medal, accom- Books may be
panied with the extra value in Books, in lieu of the
ordinary Gold Medal, the award shall be made in that
fono. The Council may recommend premiums of Books
in lieu of, or in addition to, the Gold Medals. The
▼alue of such premiums of Books to be determined by
the Council.
MANAGEMENT OF THE LIBRARY.
5. The Council, at their first Meeting each Session,
shall appoint eight of their number to form a Library i^ffi*'^"^''
XXX. BYE-LAWS
Committee, one of the eight to be Hooorary Librarian
and Convener of the Committee. Three Members of
the Committee shall form a quorum.
gjjjJSJiS ^- '^^^ Secretary of the Institution shall have charge
library. of the Library, and shall also act as Secretary of the
Library Committee.
■<rf 7. The Library Committee, subject to the sanction of
mittee. the Council, shall expend in Books and Library expenses
the sums placed at their disposal, and, subject to the
approval of the Council, may make Bye-Laws for the
management of the Library, and appoint Assistants.
The sum of £30 or thereby shall be expended annually
out of the funds of the Institution, in the purchase
of Books for the Library, in addition to the ordinary
expenditure in binding, &c.
SbivyCominit. ^' "^^^ Library Committee shall annually make an
Een^'^^'^ examination of the property in connection with the
Library, and report to the Council, detailing the state
of the Library affairs.
LIBRARY BYE-LAWS AS TO USE OP BOOKS.
When library is 9. Except duHng Holidays and Saturdays, the Lib-
rary shall be open each lawful day from 1st May till 30th
September inclusive, from 9.30 a.m. till 5 p.m. On
Saturdays the Library shall be open from 9.30 a m. till
1 p.m. On the 1st October and thereafter throughout
the Winter Session the Library shall be open each law.
ful day from 9.30 a.m. till 8 p.m., except on Meeting
nights of the Institution and Royal Philosophical Society,
when it shall be closed at 10 p.m. The Library shall be
closed for the Summer Holidays from the 1 1th July till
31st July inclusive.
Who may 10. Books shall not be lent to any persons except
Members, Associate Members, Associates, Students
or Honorary Members of the Institution ; but a person
entitled to borrow books may send a messenger with
a signed order.
borrow booki.
BYE-LAMS XXXI.
11. The books marked with an asterisk in the Cata- gjjSliStioii
logue shall be kept for consultation in the Library only, °»^y-
and shall not be lent.
12. The Librarian and Assistant Librarian shall take librarian to
their instructions from the Secretary of the Institution. rSc.
They shall keep an Accession Book, in which shall be
entered the particulars of all books purchased for or
donated to the Library.
13. The Librarian, or Assistant Librarian, shall keep Register of
a Register, in which he shall enter the titles of the book ^^ ^^*
or books lent^ the date of lending, the name of the
borrower, and the date of the return of the book or
books to the Library.
14. The borrower of the book or books, or, in his ., ^. .
' ' Borrower to sign
absence, the bearer of his order, shall sign his name to for books.
the entry of such borrowing in the Librarian's Register.
15. The Librarian, or Assistant Librarian, shall sign librarian to
his initials to the date of the return of the book or g^^'**™'*'
books.
16. The borrower shall be responsible for the safe g^oka c
retnm of the book, and if it be damaged or lost ^^g^r^
he shall make good such damage or loss. Should
books be returned in a damaged condition, the Lib-
rarian, or Assistant Librarian, shall immediately borrower.
make an entry of the fact in the Register, and report the
same to the Library Committee without deWy ; and he
shall give notice in writing of such entry, and report to
the person from whom he last received the book, within
three clear days of the receipt of the book, exclusive of
the day of receiving the book and the day of giving such
notice.
17. No person shall be entitled to borrow, or have in Number of
his possession at one time, more than two complete beborrowedaf^
works belonging to the Library, or two volumes of any ®'*®*^™®-
periodical.
18. No person being six months in arrears with Persons in
bis subscription to the Institution shall be at liberty to scription not to
use the Library or Reading Room. Libnu^^
XXXll. BYE-LAWS
Time booin may 19. No boiTOwer shall have the riffht to retain a book
be obtained. ,
longer than thirteen clear days, exclusive of the days of
borrowing and returning; and written notice shall be sent
to the borrower one day after the time has expired. In
no case shall any book be kept longer than twenty clear
days,
tam^^entwo ^^' ^" ^^® event of two or more persons applying for
Sbe'same^k ^^^ Same book at the same time, the applicants shall
draw lots for priority,
^trodaotion of 21. Each Member shall be entitled to introduce a friend
JVhdIDOM to
Seeding Boom, to the Reading Room, whose name shall be written in
the Visitors' Book, together with that of the Member
introducing him.
Ai^iii^scrutiny 22. All books belonging to the Library shall be called
in for inspection, and the lending out of books shall be
suspended in each year for one week, being the last
seven clear days of March ; and all Members shall be
required, by an intimation to be inserted in the notice
calling the preceding meeting of the Institution, to
return all books in their hands to the Library on or
before the day next preceding the period before men-
tioned.
Note. — The Library and Heading Room are open to Members,.
Associate Members, Associates, and Students ; and the Library of
the Philosophical Society is open for consultation.
WILLIAM BROWN, Convene^-. E. HALL-BROWN.
WM. M. ALSTON. WILLIAM MELVILLE.
Prof. A BARR, D.Sc. JOHN STEVEN.
W. A. CHAMEN. JOHN WARD.
EDWARD H. PARKER^
Secretary,
21.s« A'pril, 1003.
INSTITUTION
OF
ENGINEERS AND SHIPBUILDERS
IN SCOTLAND
(nfOOBFOBATID).
POBTT-SBVENTH SESSION— 1908-1904.
lir Jahsb GiIjOHBIBt, Yioe-President, in the Chair.
inih October, 190S.
Thx OwATmyAW wd that the Institution was now entering
upon its Forty^seventh Session. For thirty-five Sessions he had
himself been oennected with the Institution, and during all
those yean it had always been the custom on the opening
oig^t to hear the President's address. On that occasion
he would be lacking in duty as their Vice-President if
he did not state the reason why their President was
absent. Many of them were doubtless aware that Mr
Azohibald Denny, through nothing else but indomitable hard*
mfAf had allowed himself to get '' run down/' and had become so
ieeble that his medical adviser had ordered complete rest for a
conwderable time. From the very active life which Mr Denny had
led for some years back, and the very lively interest which he took
in all things pertaining to his business, it could well be imagined
how impatient he felt when he found that all his best schemes
must, in the meantime, be laid aside, and he (the Chairman) could
n&Iy say that one of his best schemes was the work which he
2 chairman's remarks
expected to be done by the Institation of Engineers and Ship-
builders in Scotland. His own words, contained in a letter
addressed to the Council, were, " I am sore distressed at the
additional trouble this will give the Oouncilj and have done my
best to avoid it, but failed. I am looking forward with great
interest to my work for the Institution and hope to be of some
service, but I know that my Vice-Presidents and Council' wHl -so
Arrange matters that the Institutioh will in no way suffer from my
absence, and I hope to be back again all the more fitted to do my
best for the Institution." He might also say that Mr Denny
had his Presidential Address most carefully prepared to deliver
that evening, but the fates had gone against him. They must,
therefore, look forward to his coming back as~ soon as possible,
when they would have the pleasure of listening to him. He felt
sure that everyone present sympathised with tbeir worthy
President, and earnestly hoped that in a few weeks he might be
again among them greatly restored in heiilth and fit for the many
duties devolving upon him.
During the last Session death had removed from their midsir no
less than 31 persons, but perhaps the one they felt the los&of
most was their late President, Mr Foulis. During the time in
which he held office no effort on his part was spared to make the
Institution a success. He was most regular in his attendance at
Council, Committee, and General Meetings until the last. few
months of his reign, when illness fell upon him and he had 9i08t
reluctantly to give up. Only those who knew him intimately
could thoroughly appreciate the goodness of his nature and his
more than ordinary desire to do everjrthing well. In short, he
was a man whom everybody esteemed, a man who *' did justly,
loved mercy, and walked humbly before God." He earnestly
hoped that they might, in the Institution, have many Presidents
after his stamp.
They were now entering upon . a fresh era of their existence
A new constitution had been adopted, which the Council hoped,
would add dignity to the Institution and give it a naine equal to^
chairman's remarks 3
tthat of any of the leading soientifio bodies in the kingdom, but in
•order to aohieve sneoess they must look more to their young men
.to eome forward and assist. It was not enough for young men
sto sit quietly by listening to what their elders said ; they must be
"up and ready," zealous for good works, and showing that what
was good enough for their fathers was not good enough for
them. He would not say more, because he had no intention of
jpving an address, but he hoped that "onward" would be the
fwakohword of the Institution.
SUPERHEATED STEAM.
By Mr F. J. Bowan (Member of Coonoil).
(SEE PLATES I., n., HI., AND lY.)
Bead 27th October, 1903.
SuPBBHBATED STEAM offers a most interesting subject for study^ '
whether it is oonsidered from the abstract and theoretic side or
from the concrete and practical side.
With the former are connected the thermo-dynamic propositions
and oalcolations which assume a perfectly gaseous condition for
superheated steam, and deduce its efficiency accordingly. This-
view of the subject is fully dealt with in Bankine's " Steam Engine
and Other Prime Movers," in Prof. B. H. Thurston's " Super-
heated Steam" (Am. Soc. Mech. Eng., vol. xvii.), and in
Peabody's '* Thermo-dynamics of the Steam Engine." The litera-
ture devoted to the practical side of the subject is voluminous,
and contains the history of the various attempts to introduce the
use of superheated steam, with the failures of the early and the
successes of the later forms of apparatus.
HiSTOBICAIi.
Although the *' flash " boilers, which date from that of John
Payne, in 1736, undoubtedly produced steam which was more or
less superheated, necessarily on account of the method of steam
production adopted in those boilers, yet the design of Sir William
Gongreve, in 1821, was perhaps the earliest attempt to treat
steam after its formation in a boiler, his object having been '' ta
increase its volume.*' It is not likely that the importance of
increasing its temperature would be recognized at so early a date.
The system invented by Jacob Perkins, in 1822, was also, in one
aspect of it, a method of producing superheated steam, although
the degree of superheat was probably small. In this case the
SUPERHEATED STEAM 5
water in the boiler was heated to 400*" or 6W R without allowing
steam to form, the boiler being quite full of water. When a small
additional quantity of water was then forced into the boiler by a
pump, a corresponding quantity of the superheated water escaped
by a Talve into a steam pipe, where it instantly flashed into
Erenoh writers (such as M. Maurice Miet, in '* Le G^nie Civil ")
inention that superheating apparatus was designed by Becker, in
1827 ; Trevithiof in 1828 or 1832 ; Raflfard,t in 1848 ; de Quillac,
in 1849 ; Moncheul, in 1850 ; and by Him, in 1855 ; but, except
in the case of the last of these, no permanent benefits seem to
have been secured. Trevithick reported, in 1828, on the engines
of the Brinner Downs Mine in Cornwall, where the steam pipes
and cylinders had been enclosed in brick-built flues, with a fire-
grate oonveniently attached in order, by heating them up, to pre-
vent condensation. The idea was merely to make a better non-
conducting covering than that of the sawdust used at a neigh-
bouring mine, but unexpected economy was realized, the duty of
the engine having been increased from 41 to 63 million foot lbs.
per bushel (84 lbs.) of coal. When the superheating flues
4ionsTuned 5 bushels of coal per 24 hours, the steam boiler required
67 bushels, which quantity became 108 bushels when the super-
heating was not employed, thus showing a saving of 83*4 per cent.
Oonsequently, in 1832, Trevithick patented the arrragement of
boiler, superheater, and engine shown in Fig. 1. The boiler
was composed of vertical water-tubes set in a circle, and joined
to an annular chamber at top and bottom ; the superheater pipes
were U-shaped, dependent over the fire, with all joints in the
upper part of the boiler and clear of the fire gases, which were
led off into the cylinder jacket on their way to the funnel or
«hinmey*
The investigations of Him, most of which were published in
* Spinenx, in 1S40. See <' Engineering," 14th Feb., 1890, p. 174.
t See alBO Prof. B. H. Thurston on Superheated Steam, Trans. Am. Soo.
Mech. Eng., toI. zriL, p. 490.
6. SUPERHEATED STEAK
the IJulletin of the Industrial Society of Molhouse, or in that ol the^
Alsatian Society of Steam Users, have been the means of encourag-
ing the engineers of Alsace and the adjoining country, so that at
the present day Germany holds the lead in the successful applioa-^
tion of numerous forms of superheaters, and in the use of
superheated steam. Hirn patented, in 1855, a form of superheater
which he called a " hyper-thermo-generator," formed principally
of cast iron.
The late Mr John Fenn (Proceedings Inst. Mech. Eng., 1859|
ascribed his knowledge of the subject to Mr. Thomas Howard, of
Botherhithe, who had tried superheated steam about 1831 or 18321,
and to Dr Haycraft, of Greenwich, who had taken up the subject
after Mr Howard. It is, however, stated elsewhere that as early
as 1831 Dr Henry Haycraft himself obtained a patent for super-
heated steam, and believed that he had discovered a power tcni
times greater than ordinary steam.
In 1849, Mr James Frost, of Brooklyn, communicated a paper
to the Bumford Committee of Cambridge University, in which
he claimed that he had increased the power of steam from four
to six times, and that at 650"" F. a change took place, a new
vapour, which he called *' stame," being formed. This was
subsequently proved to be merely perfectly dry steam or " steami
gas," but the term ** stame " was used for some years in contro-
versies which arose in technical journals. The Committee of the
University reported unfavourably on Mr Frost's claims, bub-
several experimenters corroborated his statements by results,
obtained at a subsequent date.
, The subject was investigated by Mr B. F. Isherwood in 1854,
1S60, and in 1862-64, and his results were published in the
Journal of the Franklin Institute (vol. xxvii, 3rd Series) in his-
** Experimental Besearches" (vols. L and ii.), and in the official
reports of the U. S. Government. The first experiments were-
made with the Wethered system of using a mixture of saturated'
and " surcharged " steam ; the second with Waterman's apparatus^
which consisted of a steam jacket around a steam supply valve-
SX7PKRHEATED STEAM T
with a superheating arrangement when desired, and
alto a peonliar throttle valve. This plan was arranged for ** the
aleam to heat itself by means of the differences of temperature
jdne to differenoes at pressure produced by the use of a simple
throttle valve." This was evidently a plan to produce the
small . amount of superheating derived from wire-drawing
the steam, and it proved abortive in these experiments,
even with the steam jacket, because '' so great were Htxe
refrigerating influences in the cylinder that an adheating of
31*7^ possessed by the steam on entering the valve chest, obtained
by the Waterman system of throttling, was inadequate to the
.production of any net gain in the cost of power." The experi-
ments undertaken for the U. S. Oovernment were more varied,
and were carried out principally in steamers or marine engines,
and to much higher temperatures than had formerly been used.
Mesflxs C, J., & S. Wethered, who were large woollen manufac-
turers in Baltimore, U.S. A., had been experimenting for some time
before they applied for a patent, in May, 1853, for the employment
of a miicture of superheated with saturated steam in the cylinders
of steam engines. Their superheater consisted of a pipe led frooii
the steam space of the boiler at the upper part and near the rear
end, and continued in a coil in the combustion space directly over
the fire and in the heating flues. This superheater had about
3 square feet of surface per nominal h.p. Mr Wethered laid great
stress upon his employing two steam pipes, and reckoned that the
admixture of saturated with superheated steam preserved the
cylinder and valve surfaces, whilst giving the benefit of superheat.
(See Min. Proc., Inst. C.E., 1860, vol. xix., p. 462^ ; and Trans.
Instb Mech. Eng., Jan., 1860, p. S5). This apparatus was in different
forms tried in the P. and O. Company's steamers, in H.M.S. "Dee,"
and in the Admiralty yacht *' Black Eagle," with good results. An
apparatus on similar lines was said to have been supplied by
Messrs Boulton & Watt to the steamer " Great Eastern " about the
ysar 1862 (*< Bourne on the Steam Engine," p. 242), but this does
* See also vol.. xy ill. » p. 277.
8 SUPERHEATED STEAM
not dearly appear from the illustrations given by Bourne*
Although excellent results were obtained in several instances of
the use of Messrs Wethered's plan, yet it was proved that an
admixture of ordinary with superheated steam was unnecessary,
because the mean temperature arrived at was precisely that of
moderately superheated steam 'alone. The effects of the
Wethered mixture could be obtained when a temperature of not
over 360'' F. was employed in the superheated steam. Experi-
ments made by Mr Isherwood with the Wethered plan in New
York, in 1853, were, however, the means of spreading the belief
that the presence of the saturated steam provided a lubricating
quality, which was absent from unmixed superheated steam.
(Journal of the Franklin Inst., voL xxvii, 3rd Series, pp. 257»
261). Consequently several patents were taken out in America for
modifications of the Wethered plan by Cornell, 1867 ; Stone, 1859-
1860; Brown & Gregg, 1865; and Carvalho, 1860. Carvalho's
patent aimed at preventing the action on certain qualities of iron
which had been noticed in steam engines, and had been ascribed
to the decomposition of the superheated steam at high tempera*
ture. Such action was, however, more likely to occur in the pipes
or tubes employed as superheaters, and subjected to the high
temperatures of the flame or hot gases in the combustion chamber
or flues in which the superheaters were placed, and the deteriora^
tion of the metal surfaces of cylinders and slide-valves and faces
must be ascribed to other causes.
Bourne, in his ** Treatise on the Steam Engine," describes
the superheaters constructed by E. Napier & Sons, 'Lamb &
Summers, W. Beardmore, and Thomas Eichardson & Sons, the last
having been designed by G. W. Jaffrey ; and in a paper by Mr John
N. Eyder to the Institution of Mechanical Engineers (Proceedings,
January, 1860) there are descriptions of the superheaters of Parson
& Pilgrim and of D. Patridge, with some account of their action*
The papers by Mr William Patchell (in Proc., Inst. Meob.
Engineers, April, 1896) and by Prof. William Sipper (in
Min. Proc, Inst. C.E., vol. cxxviii., May, 1897, p. 60)
SUPERHEATED STEAll 9
«Te amongst the earliest of those which deal with the
more recent practice in the use of superheated steam,
and may be said to mark the period of the revival of
-any great degree of interest in it as far as this coantry is
concerned. Professor B. H. Thurston's able treatise on the
same subject, ** Superheated Steam : Facts, Data, and Principles
relating to the Problem " (in Transactions of the American Society
•of Mechanical Engineers, voL xvii., p. 488), which was read in
May, 1896, is another prominent landmark in connection with it.
From that time onwards the Minutes of Proceedings of the Inat.
-C.E. are seldom without records of investigations made on the
Continent of Europe with different forms of steam superheaters,
and many papers have appeared elsewhere.
Designs of Superhbatebs.
The early forms of superheaters used in this country were
placed above the boiler at the base of the funnel in the case of
marine boilers, with which they were almost exclusively used.
One of the earliest was that introduced by John Pam A Son^ in
the P. and O. Company's steamer " Valetta " (see Trans., Inst.
Aiech. Eng., 1859, p. 195) Eig. 2. The engines were of 260 nominal
H.P., and the boilers were of Lamb & Summers's design, the super-
heaters being placed in the uptake outside the ends of the vertical
flues, which in Lamb's arrangement took the place of horizontal
flue tubes. Two horizontal faggots of wrought iron tubes, 2 inches
in diameter inside and 6 feet 3 inches long, formed the super-
heater, each bundle consisting of 44 tubes. They were placed in
vertical rows, with clear spaces between the rows horizontally for
allowing access in cleaning the boiler flues. The tubes were fixed
into three flat chambers made of wrought iron, welded up at the
comers, and closed each with a single flange joint. The steam
from the boiler entered the centre chamber through a stop-valve,
and was taken off from the end chambers by other stop-valves
oommTmicating with the steam pipes to the engine. The total
.area of superheating surface, including the wrought iron chambers.
10 SUPERHEATED STEAH
was 374 square feet in each of the two boilers. The pressure of
steam then used was 20 lbs. per square inoh* and the steam was
superheated 100^ or from 260** up to 360' or 370* F.
Pairidge*8 superheater, Fig. 3» consisted of a cylinder filled with
vertical tubes, placed vertically over the uptake, and resting on the
steam chest at the base of the chimney (see Trans., Inst. Mech. Eng.,
1860, p. 25). The furnace gases passed up through the tubes and
, through an annular space surrounding the cylinder between it and
the chimney, and the steam was passed across the cylinder and
over a vertical baffle plate in the centre, by means of steam pipes
arranged on each side at its base. This apparatus was fitted in
H.M.S << Dee/' and afterwards in the BM.S. " Tyne," m the
Cunard Company's steamer " Persia," and in an oblong form in
the '' Great Eastern."
In the case of the ** Great Eastern," the superheating apparatus
was constructed by Bcfulkm & WaU, and the oblong chambers
containing the vertical tubes were placed in a casing of
similar form which constituted the base of the chimney. See Fig. 4.
A more simple construction was introduced by the same firm in the
Holyhead steam packets. In these examples the lower part of the
chimney was surrounded by a steam casing, which was divided
radially by six partitions, the steam alternately ascending and
descending in these until it passed over all the surface exposed to
the heat from the chimney.
Messrs B. Napier Jk lions introduced into the steamer << Oleg '^
superheaters, Fig. 5, consisting of horizontal steam tubes placed in
an oblong casing forming the root of the funnel. The tubes were
2 inches outside diameter, 5 feet 6 inches long, and were fastened
in flat stayed boxes or headers.
Messrs Lamb A Bwmmtm employed flat-sided flues similar to
those used in their marine boiler, in place of tubes, the steam
being passed inside the flue passages in the superheater instead of
the reverse arrangement, which was adopted in their boiler. The
alternate spaces were used for passages for the chimney gases.
These were 2^ inches wide, the free spaces in the steam passagea
being \ inch wide. An improved form was made in 1865.
SaPWBKATVD STSAM II
• In Beardm^n'i superheater, Sig. 6. horiaoQtal Btewn tabes witb
flat headers were used, but this atxangement differed from the
otbezs in that it formed an mtagral portion of the boiler, and n»
stop-yalyas were employed. It was placed, like the others, in the
ixptake just below the diimney.
Still another azxaDgement similarly placed, but differing widely
in design from those mentioned, was that by Jejfr^. This was-
made of east iron in two different deugns, one being a radial and
the other a parallel arrangement of tubes and chambers, whiob
can best be nnderstood from the illustrations. Figs. 7 and 8.
Parson dk FUgrim's superheater, although contemporaneous with
these other forms, differed from them all in having been placed in the
furnaces of the marine boilers. Fig. 9. A steam pipe common to two-
furnaces descended from the steam space of the boiler between the
furnace doors, and branched into horizontal pipes, one of which
entered each furnace below the fire bars, and passed along to near
the back of the grate. Two saddle-shaped pipes then rose from the
horizontal pipe into the combustion space, and the steam passed
through them and returned to an outgoing horizontal pipe laid ai
the opposite side of the ashpit from the ingoing pipe.
The arched pipes were frequently made red hot, and it is said
(Trans., Inst. Mech. Eng., 1860, p. 23) that steam of 20 lbs.
pressure, or 264'' F. temperature, was found to have attained a
temperature of from 484"* to SiO"* F., the pressure remaining
unchanged. This apparatus was first applied to a stationary
boiler at Woolwich Arsenal, and afterwards to marine boilers-
in Tcssels of the Waterman's Steam Packet Company, on the
Thames, and in H.M. steam tug <* Bustler."
Of more recent superheaters that of SchwcBrer, which was derived
directly from that of Him, has had a wide application on the
Continent. It consists of cast iron pipes, joined by semi-circular
bends, so that the pipes are zig-zagged, and form flattened spirals.
The pipes have longitudinal projections from the surface inside,,
aimilar to those of the Serve tube, but not so large, and have trans-
verse ribs outside like those of radiator tubes. These pipes are.
13 SUPERHEATED STBAll
plaoed vertically in independently-fired arrangements, and hori-
zontally in combination with boilers of various design. lig. 10.
This superheater has been i^>plied to a water-tabe boiler at the
Orand Jmiction Water Works, Kew Bridge (see ** Engineering,"
20th March, 1895, p. 403), and it is also in use at the works of
Messrs Eraser & Chalmers, at Erith.
A former design of the UUer superheater, recently revived in
Oermany, has given rise to various modifications of multi-tubular
superheaters, of which one has been described by Messrs Orouvelle
& Arquembourg in the Oeni^ Civil, vol. xxiv., No. 12, p. 181.
In the Uhier, as now made, steel is used for the header, which
has two divisions, from which tubes of the "Perkins " or ^* Field "
pattern extend. It is claimed that this method of construction
prevents the tubes being overheated as the saturated steam meets
iihe tubes at their hottest parts, and that higher temperatures and
pressures can be used with this superheater, whilst the tubes
remain more free from solid deposit.
The Hering superheater. Fig. 11, is made of tubes of small
•diameter of Swedish steel without welds, zig-zagged in parallel
folds, the several coils passing the steam ** in paralleL" It
has been applied to elephant boilers and to water-tube
boilers. As so arranged, the hot gases can be shut off by
•dampers entirely from the superheater, and made to pass over the
boiler surfaces in the ordinary way. Ordinarily steam temperatures
of from 460^ to 550^ are attained, but temperatures as high as
BOO'' F. can be used.
The Oehr$ superheater, which is shown in Fig. 12, when
fitted in a boiler flue, or as separately fired, consists of
horizontal cylindrical chambers of small diameter, through
which small tubes for the conduct of the hot gases pass, the steam
being in the space surrounding these tubes. In the case of the
Gehre arrangement adapted to a water-tube boiler, one or two
TOWS of water-tubes are omitted, and, by means of sleeves carried
through the headers, these tubes are transformed into superheating
^bes, the saturated steam entering at the front and the super-
SUPERHEATED STEAM 13^
heated steam escaping at the back. Two tiers of these tubes are
employed when a high degree of superheat is wanted.
Miugra»e4t Dimon'i superheater is shown in Fig. 13» and
consists of a row or nest of U -tubes suspended from a tube
plate fanning the bottom of a box, and placed in the flue of %
Lancashire or other boiler at the back of the furnace tubes. The
box or header is divided by a vertical diaphragm so as to
direct the course of the steam. By-pass and other valves
are arranged, as it is not intended to pass all the steam
from the boiler through the superheater. The superheater has
120 square feet of heating surface, with a boiler having 1,195
square feet.
M*Pkail A Simpson' $ superheater was generally combined with an
internal radiator or generator of radiating tubes placed in the
interior of a boiler, the idea being to control the amount of super-
heat in the steam passing to the engines. This arrangement
is shown in Fig. 13, and consists of two nests of vertical
steel tubes expanded into cast steel headers. One of the top
headers is connected to the anti-priming pipe in the boiler, and
the corresponding bottom box is in connection with a copper pipe
laid inside the boiler below the furnace flue. The other end
of the radiator pipe connects to the second bottom box or header,
and the top header of this nest to another horizontal pipe laid in
the top of the boiler over the internal flue just under the water-
line, and ending at the main steam stop-valve.
Another form of this superheater, as applied to water-tube
boilers, is shown in Fig. 15, and applications of this form of super-
heating tubes seem also to have been made without the radiating
tubes in the water space of the drum.
SweUnr'i superheater is illustrated in Fig. 16. As here
shown, it was installed by Professor Kennedy at the Edinburgh
Electric Lighting Station, and various results of its working have
been published. The superheater tubes are flanged, and bolted
to cross inlet and outlet tubes, the joints being kept away from
the action of the hot gases.
14 STTPEtlHEAtED STkAll
HM$ superheater, shown in ^g. 17, is of ttie U-tnW
design, and is said to have been fitted to boilers at Saltaire
in 1866.
The Dctcey-Paxman superheater, as shown at the Glasgow Exhibi-
tion, was composed of seven elements, each oonsiitiiig o£ one
divided header, the compartments of which were eontieeted by a
series of single loop or U-shaped tubes extending horizontally
into the combustion chamber. The headers were connected
together by elbows in the rear, and the steam flowed seven times
through the superheating chamber, commencing in the lowest
^rows of tubes, which are exposed to the greatest heat, and then
jTOse to the topmost element and working downwards to the second
lowest and hottest element, from which it passed to the engine.
It was independently fired, the hot gas from its furnace being
imder control so that it could be delivered under an adjacent
.boiler before passing to the economiser, or sent direct to the
economiser and chimney, or passed into a main flue without
rising through the superheater.
The Sugden superheater is another modification of the U-tube
form. It is illustrated in " The Engineer" of 23rd January, 1908,
p. 100. Other British superheaters include that of Professor
Watkinson, about which we may hope to learn some particulars
from him; that of Chatwood, illustrated in "Min. Proc. Inst.
•C.B.," vol. cxxviii., pp. 110-111; those of Cruse*, the Stirling Co.,
.the Babcock & Wilcox Co., and some others. Amongst those in use
on the Continent are the Walther, the Steinmuller, the Beisaii,
the Meyer, the Buttner, the Durr, the Simonis & Lanz, the
Gehrig, the Gohring, the Bohmer, and the Hildebrandt forms.
Some of these are composed of straight tubes, some of zig-zagged
tubes, but a large number of some form of U -tube. The last three
named have various forms of coiled tube. All are illustrated in
^' The Mechanical Engineer " of June 8th and 22d, and July 13th,
20th, and 27th, 1901.
One form of superheater proposed by B, Wolf for locomotive
• ••Engineering," 14th Aug., 1903, p. 216.
SUPERHEATEt) STEAM 15
type of boSers is shown in Fig. 18, as applied to a semi-portable
enginb and boiler. Another arrangement more suitable for
looomotives proper has been proposed by Mr J. Biekie. Space is
not available for a description in detail of all these forms, but a
few words must be devoted to the Sehmidi arrangement before
concluding this section.
This is shown in Figs. 19 and 20. In one form it consists of
spirally coiled tubes, and in the independetly fired variety the tubes
are horizontally coOed. They are arranged so that the saturated
flteam from the boiler meets the hottest gases. In Hie spirally
coQed form, the lowest coils, composed of eight tiers containing
five ooils each of spirally wound 2-inch pipe, constitutes the
eoonomiser ; the eight tiers of 2|-inch pipe directly above, forms
the superheater. The wet steam enters below and passes through
the first four tiers, then to the eighth, and flows downwards to the
fifth, from which it is withdrawn. A somewhat similar arrange-
ment is observed in the other form.
The Use of Bupbbhbatbd Steam.
In &e early days of the use of superheated steam it was
recognized that a saving in the quantity of steam used by engines,
and therefore in the fuel required to produce that steam, resulted
when, steam was superheated. Consequently the results were
usually stated in terms of the saving in fuel realized. Such terms
were, however, not very exact, because the general practice, which
was one element in the comparison, had not reached a very high
level o) excellence, and there was not any keen analysis applied to
the thermal conditions of the problem. But although the theory
of the heat engine was not understood, except, perhaps, by a very
few, yet it was soon recognized that the great advantage of super-
heated steam lay in its preventing condensation and re-evapora-
tion in the cylinders of steam engines. This idea Professor W. C.
Unwin maintained (Trans., Inst. Mech. Bug., 1896) was due to Hii^^,
aud was not known until 1855. Mr John Penn wrote in 1859 that
««if as much heat be added to the steam by superheating it before
16 SUPERHEATED STEAll
entering the oylind^r as will supply the amount of which it i».
robbed by the cylinder, it will remain perfect dry steam through-
out the stroke and not a drop of water will be deposited." This,
he believed, was the mode in which the superheating of steam acted
in producing a saving of steam and consequent economy of fueU
by preventing the extensive waste of steam that ordinarily took
place, and this, to him, indicated the extent to which the super-
heating could be carried with any great advantage. As an example-
he took steam of 201bs. pressure above the atmosphere, tempera-
ture 260'' F., and believed that an addition of 100'' F. to the steam
temperature would have the desired effect, which could be attained
more perfectly by superheating the steam before its entrance to
the cylinder than by a steam jacket. In his view the result aimed.
at could best be attained by utilizing the waste heat of the furnace
gases, as this involved no expenditure of additional fuel and
preserved the superheater from excessive temperatures.
Almost all the statements as to the economy of superheating^
when given in terms of economy of fuel, are, however, unintel-
ligible in the absence of information concerning the evaporative
efficiency of the boiler, or comparative tests with and withouir
superheating. The late Mr E. A. Gowper endeavoured to give a
rational basis to such a measure of economy in the following
remarks: — '* Steam is expanded by increase of temperature at
pretty nearly the same rate as air and other gases ; and since air
at 32^^ F, is doubled in volume by an increase of temperature of
480* F., steam at 201bs. per square inch, or 260"* F., wjll be
doubled in volume by TOS'' F. increase of temperature
(480* + 260^* - 32** = 708*) ; and a rise of 100^ from 260*
to 360'' F., will consequently increase its volume ^th, causing an
equal saving in consumption of fuel when the superheating is
effected by using the waste heat of the smoke box. As the specific
heat of steam is only about fths that of air, steam will require
only fths the quantity of heat to be supplied to it to produce the
same rise of temperature, and, partly for this reason, steam is
now used instead of air in caloric engines, since the same effect of
SUPERHEATED STEAM 17*
expansion is thereby obtained with so muoh less supply of heat."'
This is so far satisfactory ; but there is no doubt that the method
of thermal analysis which is now in use gives the opportunity of
making a much more comprehensive estimate of the value of
superheating.
Theoretical Advantages of Supbbheatino.
The principal objects of heating steam to a temperature above
the boiling point corresponding to its pressure were stated by
Kankine to be threefold, all tending to increase the efficiency of the
fluid and economize fuel : —
1. To raise the temperature at which the fluid receives heat,
and so to increase ,'the efficiency of the fluid without
producing a dangerous pressure.
2. To diminish the density of the steam employed to over-
come a given resistance, and so to lessen the back
pressure.
3. To prevent the condensation of the steam during its
expansion without the aid of a jacket.
In computing the expenditure of heat, the power, and the efficiency
of a superheated steam engine, he assumed superheated steam to
be in the condition of a perfect gas and deduced its density from
its chemical composition.
Taking Regnault's values for the weights of the gases,
One cubic foot of hydrogen = 0005592
Half a cubic foot of oxygen = 0044628
One cubic foot of ideal steam, D = 0050220
The volume of 1 lb. of steam at 32° F. and 1 atmosphere pressure is-
V = -«r- =19-913 cubic feet, and
Pq ^^ = 19-913 X 2116-4 «= 42141 foot lbs.
2
18 SUPERHEATED STEAM
For 1 atmosphere pressure and 212** P.
r, = 1-366 v^ = 2718 cubic feet ;
Di =0-3679 lbs.
p^ v^ = 1-365 Pq % = 57522 foot lbs.
Rankine gives (in ** The Steam Engine and other Prime Movers,"
p. 441) a table of elasticity and total heat of 1 lb. of steam gas at
different temperatures, commencing with 32° P. and increasing by
18*' at each step up to 572°. In calculating h, the foot lbs. of
energy required to raise the temperature of 1 lb. of water from 32°
P. to T, Rankine used the formula h = 772 (T - 32). (Later
research, however, has tended towards increasing the value of
J to 778.) Taking an ideal case to calculate what would be
the probable increase of efficiency if the steam, admitted at a mean
pressure (j^i) of 34 lbs. per square inch, or 4896 lbs. per square foot,
and cut off at 0-2 of its final volume, were superheated so as to
have temperature, T, = 428° P., instead of 258°, the temperature
of saturated steam, the data were as follows : — p^ = 4896; v^ =
15-52; Ti = 428 + 461-2 = 889-2; r = 5;p^= 493; v^ = 77*6;
^i Vi = 75-976; p^-i-p^= 0-456; rp„^ p^ = 2-28. Professor
Thurston thus expresses the work done in this case and the
thermodynamic efficiency :
Work performed = \J = p^ v^^ ^"^ - Ps v^ = 134986 foot lbs.;
Px
the mean effective pressure :
P«^ - Ps ■- — = 1740 foot lbs.
"The heat expended per lb. of steam supplied, being the difference
between the total heat supplied, H j , and the total heat of the feed-
water, h^ , taken into the system per lb,
H, - /t^ = 989788 ~ 55612 = 934176 foot lbs.
The thermodynamic efficiency :
U ^134986^
Hi - h^ 934176
With saturated steam the same mode of computation would have
SUP£RH£AT£D STEAM 19
yielded an efficiency of 0*128, showing a gain in favour of super-
heating, due to the increased temperature, of nearly 20 per cent.
Professor Thurston has also shown that if the steam at the
pressures and temperatures just quoted were worked in a Carnot
cycle the thermodynamic- efficiency would be
„ 889 -^ 609 ^.,^
^= 889 =^^^^-
and with saturated steam *
E = 119^^ «>9 = 0-153.
which shows the efficiency doubled by superheating.
Another method of computing the efficiency of a steam engine,
which is termed the *' thermal efficiency,*' as thus estimated, is
that of the Committee of the Institution of Civil Engineers,
appointed to report on the definition of standards of thermal
efficiency for steam engines. This Committee adopted as the
standard, the ratio of the heat utilized as work upon the piston
to the net heat supplied to the engine, and their ideal steam
engine had a thermal efficiency of 0-285, whilst that of a good
example of an actual engine gave 0-15 — in this case with saturated
^tearn.
Graphic methods of representing the action and effects of super-
heating have been used. Mr G. A. Hutchinson (Trans., Amer.
Soc. Mech. Eng., May, 1901) used the p v diagram as shown in
Fig 21. He said, with reference to it, ** Suppose that a given
weight of saturated steam has the volume ag^ and that an equal
weight of superheated steam has the volume a h. If the saturated
steam expands adiabatically in a non-conducting cylinder — that is,
the intrinsic energy of the steam is turned into work without loss
• The temperature of the back-pressure steam being 600 de>(. F. absolute,
and that of saturation at boiler pressure 258 deg. F.
20 SUPERHEATED STEAM
or gain of heat* — the exponential curve g h^ p v * *• = c, will
represent approximately the process, and the area aghif the
work done. The steam loses heat, and a portion condenses during
the process, as may be seen by comparing the lines g c and g h,
g c being the saturated steam, which follows approximately the
• relation I? «; io«*< = c. If the superheated steam expanded
adiabatically the curve b c would be plotted from the relation
j5^ 1333 _ ^ At c the point of saturation would be
reached, and from then on condensation would ensue, and the
curve crf,^t; ^'^^^ = c, would represent the process thereafter.
The work performed would be represented by the area nbdef,
and the gain due to superheating by the portion which is cross-
hatched." His expression of the equation for superheated steam
is jp t; = 93*5 T — 971 p* where p = the absolute pressure in lbs.
per square foot, v = the volume in cubic feet, and T = the
absolute temperature in degrees F. Taking saturated steam at
150 lbs. boiler pressure, the temperature of which is 365-7° F., he
remarks that if a pound of it be superheated to 600° F. , the volume
remaining constant, or about 2*756 cubic feet, ** the pressure
according to the above equation will become about 202 lbs., whilst
one pound of saturated steam at the same temperature would
probably develop a pressure exceeding 1500 lbs. per square inch.
If, however, as is the case through expansion, the pressure of the
superheated steam remains practically constant and the volume
increases, 3-674 cubic feet will be the space occupied by one pound.
With a feed-water temperature of 100° F., 11255 B.Th.U. must be
added to a pound to evaporate it at 150 lbs. pressure. A further
addition of 1126 B.Th.U. will superheat it to 600° F. and increase
the volume from 2756 cubic feet to 3*764 cubic feet. In other
words, 10 per cent, additional heat increases the volume of the
steam 33^ per cent."
The ^ <^ or temperature entropy diagram for 1 lb. of supei heated
steam, has been given by Professor W. Kipper (Min. Proc. Inst.
C.E., vol. cxxviii., p. 69) and is shown in Fig. 22.
* This evidently meana without external or extrinsic loss or gain of heat.
SUPERHEATED STEAM 21
" Starting with the line a A, To is the absolute temperature of
the oold feed to a convenient scale of temperature; T, is the
temperature of the hot feed after passing through the feed heater.
The area a A B 6 represents the heat units taken up by the feed-
water in passing through the heater. Therefore, the length a h
represents (total heat supplied during change from To to T,) h- '
(mean temperature during change) \ or ah might be obtained from
Tables of * Entropy.* The area 6 B C c represents heat units given
to the feed- water after entering the boiler to raise it from tempera-
ture Tf to temperature of evaporation T^^. The area c C D rf is the
heat added during evaporation of 1 lb. of water at constant tempera-
ture T„ to convert it into steam, and represents the latent heat
L, for 1 lb. of steam at absolute temperature T^ and pressure ;p^.
The length of the entropy line c 6? is L^ -^ T^^, The steam is now
to. be superheated and its temperature is raised from T^^ to some
temperature T. along a constant pressure line D E. The height of
T. depends on the temperature of the steam, and is drawn to the
same scale of temperature as before. The quantity of heat Q
involved in this change is 048 (T, - T.), where 0*48 is assumed
to represent the specific heat of steam at constant pressure.
Therefore, the length d e is 0-48 (T, - TJ -^ (mean temperature
between T^^ and T,). Assuming adiabatic expansion from T, along
the vertical line Ec, where the vertical line cuts the dry-
steam line D N, as at //, the steam ceases to be superheated,
and if expanded further becomes wet steam. In the case
shown in the diagram the steam is superheated when
exhaust opening takes place, viz., at m. The steam
follows the constant volume line through mn to the back-
pressure line np. The ** dry-steam " line D N is drawn by taking
values from the tables for Lg -^ T, ; Lg -^ T3, &c., at various
pressures p^, p^, &c., and drawing a free curve through the points
thns obtained.
••The 'absolute thermal efficiency' of an engine working
under the conditions herein described, and subject to no losses
whatever, is represented by the hatched area pCT>^fnnp -r
22 SUPERHEATED STEAM
i B C D E « 6 '* the absolute thermal efficiency being the ratio of the
heat converted into useful work to the total heat supplied. The
application of the temperature entropy diagram to a number of
steam engine trials with superheated steam is further described
in Professor Kipper's paper. His conclusion was that
no important gain can be theoretically expected from super-
heating, the actual gain in practice being due to more or less
complete removal of loss by cylinder condensation. With
saturated steam no transfer of heat, however small, can take place
from the steam to the metal without an accompanying deposit of
water, which, during the exhaust, is evaporated at the expense of
the heat in the cylinder walls, and thus the mean temperature of
the cylinder walls is below that of the entering steam. Steam that
is sufficiently superheated can part with the whole of its superheat
without undergoing any liquefaction, and, being comparatively
non-conducting, if dry at release will receive very little heat from
the cylinder walls. Consequently it maintains a higher mean
temperature in the cylinder walls. Professor Thurston has pointed
out that the numerical expression of the amount of heat required
in superheating is 048 B.Th.U. per lb. per degree of steam super-
heated, and that where cylinder or initial condensation is to be
extinguished, the amount of superheating required, as a maximum,
will be per unit weight
where a is the fraction of the entering charge condensed by the
cylinder walls, and / is the latent heat of the steam supplied. The
amount actually required is always less than this on account of
the steam approaching, by superheating, the condition of a gas,
which, like other gases, transfers heat reluctantly.*
" Assuming, for example, that each pound of wet steam entering
the engine, bringing with it 1200 thermal units from the fuel, is
♦ C. Bach, in "Zeitschrift des Vereines Deutscher Inginieur." 1902,
p. 729, seems, however, to think that the heat value of superheated steam
has not been accurately determined as yet.
SUPERHEATED STEAM 23^
subject to a loss of 20 per cent, of its latent heat by cylinder con-
densation, storing about 250 B.Th.D. in the metal of the engine ;
since the specific heat of gaseous steam is, according to Eegnault,.
0'4805, it is seen that the amount of superheating required in order
that it may surrender this quantity of heat without condensation
on admission must be approximately : —
which is beyond the practically advisable limit j as fixed by experi-
ence to date."
Although only a few years have elapsed since that opinion was-
published we have records of several installations in which a much
higher temperature of superheat has been successfully introduced,
and in particular the Schmidt apparatus seems to have carried the
system to a higher point than many others. We have records of
tests by Walther-Meunier & Ludwig,* by the Alsatian Association
of Steam Users,! by Professor Schroter in Bavaria, J by M
Hirsch, and by Professors Gutermuth§ and Bwing. Those of
Professor Ewing are the most recent, and accounts of them have
been published in " The Engineer " (9th January, 1903) and " The
Mechanical Engineer (17th January, 1903), an earlier report by
Professor Ewing having been printed in ** The Electrical Engineer "
of June 13, 1902 (pp. 837-839).
The Alsatian tests were carried out with Uhler & Schwoerer'
forms of superheaters and with a moderate amount of superheat.
Professors Gutermuth and Ewing reported upon the Schmidt
apparatus, in which superheating was carried up to 700° P.
* << Bulletin de lalSoc. Indus, de Mulhouse," April, May, and Oct., 1896.
"Mem. et Conipt. Reced. de la Soc. des Ing. Civ.," Feb., 1893. Min. Proc.
Injit. C.E., vol8.cxvi, p 454; cxxvi., p. 457 ; cxxvii., p. 435.
t Bulletin de la Soc. Indus, de Mulhouse, April, 1893. Min. Proo. Inst.
C.E., vol. exiii., p. 428 ; vol. czviii., p. 511.
^Zeit. des Ver. Deutscher Ingenieur, vol. zzzz., 1896, pp. 1390-1417.
Min. Proc Inst. C.E., vol. oxxviii., pp. 104—118.
{Min. Proc. Inst. C.E., vols, oxzvii., p. 437; oxxviii., p. 118.
44 SUPERHEATED STEAM
An account of the Schmidt apparatus was also given in two
papers by Mr R. Lenke to the Inst. Mech. Eng. at the Inter-
national Engineering Congress, Glasgow, 1901, and to the West of
Scotland Iron and Steel Institute (Journal, March and April, 1902).
The results published in Professor Ewing's report gave rise to
some controversy in " The Engineer," and some figures were given
by Mr W. H. Booth and ** The Engineer" to show that the Manning-
tree Schmidt engine did not yield so great an economy as might
have been expected in comparison with a Reavall engine at Dart-
ford and a triple-expansion engine at Middlesbro', both using
: saturated steam.
The Schmidt engine used 9-4, 90, and 9-5 lbs. of steam per i.h.p.
hour, and 15*4, 150, and 17-2 lbs. per kilowatt hour when running
.at full, three-quarters, and half load respectively. Taking the most
favourable load, steam consumption per kilowatt hour, 15 lbs. at
1 40 lbs. pressure, superheated to 700° I)'.
Total heat in 1 lb. steam from 32° F. to 140 lbs.
pressure = 1192 B.Th.U.
Heat added by superheating (700 - 361 ) x -48 = 162-7
Total heat per lb. = 1354-7
Total heat per kilowatt hour = 20320 ,,
With the Middlesbro' engine —
'Steam consumption per kilowatt hour, I9*551bsat 150 lbs. pressure
.and 24in. vacuum —
Total heat of 1 lb. steam = 1 194-5 B. Th.U.
„ 19-55 lbs. „ = 23352
" The Engineer " contended that making allowance for 4in
vacuum this result would be reduced to 21483 B.Th.U.
Nevertheless the result with superheated steam is in advance of
.anything hitherto accomplished with steam engines, even although
the combined efficiency of boiler and superheater seem to afford
ffoom for improvement.
Fi(f, J'>.
SUPERHEATED STEAM 25
Prof. W. H. Watkinion.
Discussion.
• Prof. W. H. Watkinson (Member) said that by superheating and
the steam turbine the life of the steam engine might be prolonged in
its competition with gas and oil engines. He had intended referring
to the great saving by superheating due to the reduction of leakage
past valves and pistons, but that matter had already been referred
to by two gentlemen who had sent communications, so that he
need not say more on that subject. It was found that with super-
heated steam the scoring of piston rods and other parts was very
much less, for when saturated steam was used the water was
squeezed out between the packing and the rod, which caused scoring
of the rod. With superheated steam, under proper conditions, the
engines worked far more smoothly and with less wear than with
saturated steam. On pages 18 and 19 Mr Bowan referred to some
calculations made by Professor Thurston as to the thermodynamic
efficiency of superheated steam when working round the Carnot
cycle. In this connection either Mr Eowan or Professor Thurston
had made some mistake. He thought that Mr Bowan, in the
hurry of preparing his paper, had made the mistake by overlooking
the fact that the Carnot cycle could not be carried out with super-
heated steam. The calculations given were entirely misleading.
The Carnot cycle consisted of two isothermal and two adiabatic
steps. Superheating was not an isothermal process. Regarding
the saving which might be effected by using superheated steam,
he might be allowed to mention an instance. At the Cadzow
Colliery, near Hamilton, one of his independently fired type of
superheaters had been put down and had been working for some
months. Prior to its installation nine boilers were required, and
now only six were used. Accurate tests as to the saving in fuel
had not yet been completed, but so far as could be estimated from
present data the saving was 28 per cent, or thereabouts.
The superheater adopted in that case was illustrated in Figs. 23
and 24. The tubes were arranged very close together, so that the
.gases were divided into thin sheets, and in that way, although the
26 SUPERHEATED STEAM
Prof. W. H. Watkinton.
temperature of the gases going to the superheater might be
1400® F., the temperature of the gases leaving the superheater
was only between 450; and 470° F. Mr Stothert had stated that
in the case of an independently fired superheater the products
must necessarily leave the superheater at a temperature higher
than that of the superheated steam. In the case mentioned the
temperature of the products leaving the superheater fluctuated
between 450** and 470° F., and the temperature of the steam
leaving the superheater at the same time was 660° F. This result
was effected by the regenerative action due to the arrangement
of the tubes. In the case of Lancashire, dryback, and similar
boilers the superheater was fitted as shown in Figs. 25 and 26.
Figs. 27 and 28 illustrated one of his superheaters fitted on board the
T.S.S. ** Yarmouth," belonging to the Great Eastern EailwayCoy.^
and he drew attention to the comparatively small space it occupied.
Fig. 24.
SXn>ERH£ATED STEAM
27
Prof. W. H. Watliiiwoii.
The total horse power developed was 2,000, and the coal consump-
tion on a voyage from Dundee to Harwich was ahout 22 per cent.
I
I
;
i
w^
1
I
I
'^1
Fig. 25.
less than with a sister ship having no superheater. In cases where
an increased demand for steam had arisen it was far cheaper to put
Pig. 26.
28
Pm#. W. H. WatkiBson.
SUPERHEATED STEAM
in a superheater instead of additional boilers, because not only was
the boiler power very largely increased, but there was at the same
Fig. 28,
SUPERHEATED STEAM 29
Prof. W. H. WatkmioB.
time a great saying due to the use of superheated steam. Then,
again, the differences in the efficiencies of steam engines was due far
more to differences in workmanship in connection with the valves
and pistons than it was to any special type of valve or valve-gear.
The fact that the leakages could be so enormously reduced by
superheating indicated — ^and the indication was borne out by
experience — that, by the adoption of superheating, the efficiency
of comparatively old engines could be brought up very nearly to
that of the efficiency of modem ones, and in many instances old
engines might be saved from the scrap heap.
Mr John Biekie (Member) thought there was no subject which
could be of greater interest to a body of engineers and steam users
than the one which dealt with economy in the production of steam.
Various attempts had been made to improve the steaming efficiency
of boilers by the use of water-tubes and other devices, which in-
creased the heating surface, and caused rapid circulation of the
water, but did not improve the quality of the steam. To get the
maximum economy from steam it was important that it should be
delivered dry to the cylinders. By so doing the volume of steam
was not only relatively increased, but any tendency to loss due to
condensation was minimised. From experiments which he had car-
ried out, he was led to the conclusion that it was perfectly immaterial
whether the boiler was of the water or fire-tube class. So long as it
was large enough, and there was ample heating surface with sufficient
grate area, there would be no lack of steam. Under no conditions,
however, did he consider that any ordinary boiler was capable of pro-
ducing steam dry enough to ensure great economy. Such being the
case, no boiler could be considered efficient unless fitted with an ap-
paratus to dry the steam. One condition by which the quality of the
steam could be greatly improved was to carry a very high steam
pressure in the boiler, and allow the steam to be wire-drawn down
to a low pressure, but even this method could be further improved
upon by the use of a superheater. Mr Rowan's paper was interest-
ing as showing that there was really nothing new under the sun,
and that the modern superheater was no improvement on those
30 SUPERHEATED STEAM
lErJohnBlelda.
used in the past. At the same time great credit was due to all
who undertook the designing of superheaters with a view to re-
covering as much as possible any heat which would otherwise be
wasted; Forced draught was responsible for great waste. He
did not wish to imply that forced draught should not be used, for
in many cases it might be indispensable. It was not the use but
the abuse of forced draught that should be condemned. He spoke
feelingly on the subject of forced draught, as for many years he
had been connected with a branch of engineering where forced
draught was made use of to an extent unknown in marine practice.
He referred to locomotive work. The forced draught in a loco-
motive could be really enormous, and was so great that a waste
of heat equal to about 30 per cent, of the power of the engine
passed up the chimney when doing ordinary work on a level track,
and was no less than 100 per cent, when doing maximum duty on
grade climbing. It was this great waste of heat, coupled with an
experiment he made with water-tubes in the fire-box of a loco-
motive boiler, which caused him to turn his attention to the
necessity for superheating steam, and also induced him to design
an apparatus for drying the same. He described an experiment he
had made with water-tubes, and said that some four years ago he had
a number of locomotives, which, although first-class engines, were
poor steamers — the boilers having been made rather small for the
duty required of them, so as to keep down the weight on the axle —
and it occurred to him that he might increase the heating surface by
the use of a few water- tubes without adding materially to the axle
load. The opportunity was taken of fitting the tubes in the fire-
box of one of these boilers which was laid up for repairs, the box
having been taken out to have a new tube plate put in. Fig. 29
showed a section through the box, in which 19 two-inch tubes
were placed. Holes 2J inches in diameter were drilled in the
outer shell and fitted with brass wash-out plugs, so as to allow
the tubes to be removed for repairs. A strengthening plate was
also riveted to the inside of the shell plate as shown, and f-inch
stays were put through each tube to stay the outer shell. When
SUPERHEATED STEAM 31
MrJohnRlekie.
the engine was put to work he was astonished to find that there
was not the slightest improvement in the steaming power of the
boiler. The engine was allowed to work for nine months, when
the tubes were withdrawn and the holes plugged up. Again there
f
o <^ o- -p- o
hi
R
it?'
K
b^
^■^.-^^
K
0- '^ -<f^
-^ -0 -^ -0 0
■^ -^ -^ 0 -(J>
-^ -^ -Q- "^ <^
was no difference in the steaming of the engine. When taken out
the tubes were found to be almost as clean as when put in, indica-
ting that the circulation had been rapid and thorough. As to why
32
Mr John Riekie.
SUPERHEATED STEAM
O
00
bD
SUPERHEATED STEAM 33
HrJohnBleki*.
the addition of so much heating surface made no improvement in
the steaming power of the boiler he was at a loss to explain, but
he was inclined to think that the density of the steam must have
been considerably increased, or, in other words, the steam must
have been more highly saturated with water, the inference being
that such extra heating surface was of no practical value withoutr
a superheater to dry the steam. In describing the superheater, he
stated that he had tried the experiment of blocking up a consider-
able number of tubes, and finding that it did not impair the efficiency
of the boiler he was encouraged to dispense with a certain number
of tubes, so as to afford accommodation for a large corrugated fine
to pass through the boiler, in which to place the superheating
pipes. It would be seen from Fig. 30 that in place of the steam-
pipe going direct to the steam -chest, it was made to pass twice
through the fine. A damper was placed at the fire-box end of the
flue, and was worked from the footplate, so that it could be closed
when getting up steam, or regulated to any desired extent. The
steam had to pass a valve to get into the superheater, and then
pass the regulator to get to the cylinders. Unfortunately, circum-
stances did not allow of his carrying out this experiment, so that
he was unable to state how far his expectations might have
been realised. He, however, cordially invited an expression of
opinion from any gentlemen present as to why he got no advantage
from using water-tubes in the boiler.
Mr E. E. DoDDRELii (Associate) considered the illustration which
Mr Bowan had given of the Schmidt superheater as somewhat
ancient, and said he would like to show the modern Schmidt
superheater, Fig. 31, fitted to a few up-to-date plants. He thereupon
put on the screen a direct-fired Schmidt superheater without any
brickwork,, one with the brickwork incomplete, and another
complete and under steam. He also showed a set of four
Lancashire boilers fitted with flue-fired Schmidt superheaters^
and drew attention to the fact that the coils of all these super-
heaters were composed of two distinct groups, The steam entered
the top of the upper group of coils furthest from the fire, and waa
3
34
Ifr £. £. DoddnU.
SUPERHEATED STEAM
there dried and superheated a few degrees ; it then passed into the
bottom of the lower group of coils nearest the fire, and took up the
Fig. 31.
SUPERHEATED STEAM 35
Mr E. £. Doddrell.
degree of superheat desired. These superheaters were completely
under control and easily manipulated, as all the fireman had to do
was to open or shut the dampers according to the reading of his
pyrometer. He pointed out that all joints were protected from the
direct heat of the flue gases, and repairs could, if necessary, be
made in a very short time without stopping the steam plant ; and
further, that the superheater could be absolutely drained either by
opening the drain cocks provided, or by having the pipes connected
to suitable traps. He also showed some sections of locomotives
fitted with superheaters, and of the Manningtree engine. Speaking
of the economy resulting from the application of the Schmidt
superheater, Mr Doddrell said that the gain might be anything
from 10 to 40 per cent, in dealing with old or wasteful types of
plant ; but in modem plants the economies ranged from 10 to 15
per cent., which represented from 35 to 50 per cent, return on
capital outlay per annum in the Glasgow district, and rather more
where fuel was higher in price. According to figures given by the
superintending engineer of the Canadian Pacific Eailway, the
economy with a simple locomotive engine fitted with a super-
heater, compared with an exactly similar simple engine without the
superheater, was over 50 per cent., and compared with a compound
engine of the same power, fully 30 per cent. In marine work, 17
per cent, economy had resulted in a round voyage to New York,
and one steamer which with hard firing could only average 9J
knots was now able to steam at 10^ with easy firing. In August
last, trials were conducted at the Greenbank Com Mills, Preston,
with a superheater installation. The results showed a saving
of 1 cwt. of coal and 14 lbs. of water per hour, representing a
monetary economy of 31s per week, or a nett saving due to the
superheater, after allowing a depreciation of 10 per cent., of
£50 10s per annum.
Mr AiiEXANDEB Clbqhobn (Member of Council) said the
adoption of superheated steam was now being carefully considered
by all manufacturers and engineers who necessarily had to employ
the most economical means of production in these times of severe
competition. Professor Watkinson had already questioned some
86 SUPERHEATED STEAM
Mr Alexander Cltffhon.
figures said to have been given by Professor Thurston, and
he would like to ask if the figures stated on page 18 could also^
as there stated, be attributed to Professor Thurston, seeing that
the same were to be found on page 435 of Professor Bankine'a
Manual of the Steam Engine. He believed that these calculations,
were originally made by Professor Rankine. In the choice of th&
extract from Professor W. Ripper's paper, describing the tempera-
ture-entropy diagram for superheated steam, he thought Mr Rowan
had been unfortunate. There, for example, the entropy added to
the feed -water, in passing through the heater, was defined as the
** total heat supplied during the change from To to Tf divided by the
mean temperature during change." A similar statement was made
regarding the entropy due to superheating, in making the length
d e, Fig. 22, equal to 0*48 | T _. T J divided by the mean
temperature between T, and T,. Although the use of the mean
temperature as a divisor would give results not greatly in error^
yet the use of the expression ** mean temperature " was extremely
misleading ; and after the trenchant criticism by Professor Unwin,
in his discussion on Professor Ripper's paper, he thought that Mr
Rowan would have refrained from perpetuating the use of an
expression which was mathematically erroneous. He, however,,
could recommend the perusal of Professor Ripper's paper to all
interested in the subject, and especially his conclusion quoted by
Mr Rowan, on page 22, **that no important gain can be theoreti-
cally," or rather therraodynamically, ** expected from super-
heating," as evidenced by Fig. 22. At the time when Professor
Rankine wrote, the great practical gain of annulling the cylinder-
wall action was not clearly foreseen. The lessened amount of
leakage past pistons and valves also increased, in a practical
manner, the economy effected by the use of superheated steam ^
and was to be explained by the diminished amount of initial
condensation.
Mr A. S. BiGGART (Member of Council), remarked that as super-
heated steam was coming more into vogue, it was well that the
subject should be fully discussed in order to make available the
SUPERHEATED STEAM 37
Mr A. 8. Biggart.
experience of those who used it. He remembered having seen a
superheater removed from a steamer on the Clyde about thirty
years ago, and on mentioning this matter to his friend (Mr
James Rowan) that day, Mr Rowan stated that about that time
he was personally engaged on the design of several superheaters,
and that his father's firm, as well as others, then fitted many
superheaters into steamers, all of which were in a comparatively
short period discarded. The principle of superheating was not at
fault ; what was wrong was the type of superheater adopted.
The advent of solid drawn tubes, and the better knowledge of how
to superheat steam properly, had in recent years brought about
success. As he happened to be one of those who had had some
experience of superheating, he desired to lay a few simple facts
before the meeting. Some years ago his firm laid down a
large new work, and, after considering the question, decided
to put down a generating station that would ultimately be a centre
of power for their old as well as their new works. The boiler
plant adopted was of the Babcock and Wilcox type, without
superheaters. For some time after starting little trouble was
experienced with the boilers or engines, but by and by, as
the power demanded of the boilers became greater, trouble began
to be felt. That was entirely due, so far as he could judge,
to the saturated state of the steam. As the power demanded
increased the trouble gradually got worse, till ultimately the
engines could not be run without having all the drain cocks, at
least, partially open. On asking Messrs Babcock and Wilcox
to look into the matter they reported that the boilers were being
overtaxed, and that additional boiler power was required. His
firm admitted the boilers were overtaxed, but maintained if they
^ve ofiF dry instead of saturated steam, there would be abundance
for the power then required from the engines. After looking into the
matter, and having decided to take further power from the station, it
was deemed advisable to add another boiler plant with superheaters,
thus doing away with saturated steam. This had been done, and the
new plant had been working for some time. The station was now
38 SUPERHEATED STEAM
HrA.8. Biggmrt.
worked wholly with superheated steam, using only the new
boiler plant which was an exact duplicate, as far as grate area and
heating surface was concerned, of the old plant. All the old
engines in the engine room, besides additional plant, was now being
driven with superheated steam. The quantity of water evaporated
in the boilers by the new plant was now only as six to nine in the
old plant, in spite of the additional power used. In short, it came
to this ; had superheaters been added to the old plant they would
not have required to add any new boiler plant at all. That waa
rather a remarkable expeiience. He did not profess to give exact
details, but for practical purposes the results were convincing.
Some statements appeared in the discussion, as well as in Mr
Rowan's paper, dealing with the saving accruing from the use
of superheated steam, showing this to vary from 10 to 40 per
cent. That was a striking percentage, but when it was remem-
bered that secondary considerations, in exceptional cases, came
into play in working with superheated steam, it might be said
with confidence that even a saving of 40 per cent, was not
unknown — not due to superheating directly, but due largely to
being able to shut drain cocks, and effect other savings in the
engine and outside of it.
Mr Bobert Baillie (Member) said that, having recently seen
and studied some superheater practice on the Continent, he thought
he might be able in some small measure to add to Mr
Rowan's interesting paper by repeating a few facts regarding
the use of a much higher superheat than was usual in this
country. He accordingly communicated with his friend, Mr
Holgar Hansen, the Engineer of the Corporation Electricity
Works, Copenhagen, and that gentleman very generously
responded to his request by sending the following statements
which he now made. Mr Hansen had been good enouo^h
to allow him also to illustrate his remarks, and also to
send the specimen of fatigued tube now lying on the lecture
table. The superheaters in the West Electricity Station, Copen-
hagen, were originally made as illustrated in Figs. 32 and 33, with a
SUPERHEATED STEAM
39
MrBobertBaiUie.
'T^rc-iiTT^^rr
40 SUPERHEATED STEAM
Mr Robert Baim<».
surface of about 408 square feet ; but two or three days after they
were installed this arrangement was found to be a complete failure.
Then the superheaters were changed to the type shown in Figs. 34
and 35. In this shape the superheater from which the tube
specimen was taken was used 768 hours, when the tubes of the lower
row were found to be burnt, and some of them having changed their
form were hanging in a bight. Another superheater of the same type
had been standing about double the time mentioned before it was
replaced, and had not sustained any injury. This showed that the
normal use did little or no harm to the tubes, but occasionally
there might be overheating of the tubes, a few hours of
which was enough to throw the superheater out of action. In
the summer of 1902 the superheaters shown in Figs. 34 and 35 were
$■■■■■■- ^ ~^*' \-//}'^
Fig. 34.
SUPERHEATED STEAM 41
Mr Robert Baillie.
replaced by those illustrated by Figs. 36 and 37, and these had since
then been in constant service, and were now in good working
order. The brickwork also, it would be obsei-ved, was strengthened.
The temperature of the steam was in the first instance over 752*
F., in the second about 608' F., and in the third about 536* F.
The pressure was 176' 4 lbs. per square inch. In the Eastern
Electricity Works the superheaters were constructed as shown in
Fig. 38. The bye-pass dampers were built of firebrick, bound
together by wrought iron rods, and stiffened by a cast iron frame.
The rods, however, soon got burned, and giving way somewhat
blocked the flue. Even under these circumstances there obtained
a superheat of about 572* F. New dampers were then fitted, and
the trials to ascertain the economical value of superheating were
--«. '■ / -'"-'.1 i^-Nv' I. 1
J 11 v~'' '-"'■■/ m
Fig. 37.
42
Mr Bobert BaUUe.
SUPERHEATED STEAM
Fig 38.
carried out at the Eastern Works. The results of these trials were
contained in the following tables : —
Date of trial
Boiler number
Type of boiler, all Borsig
make
Duration of trial
Steam pressure at boiler
engine
Temp, of steam at super-
heater
Temp, of steam at engine
Vacuum
Revolutions per minute
Total weight of steam evap-
orated in lbs.
Total weight of steam per
hour in lbs.
Average i.h.p.
Fuel per i.h.p. lbs.
Lbs. of steam per i.h.p.
20/4/03
5
21/4/03
3
27/4/03
5
2 storey water tube 2 storey
7 hours 6 hours 6 hours
175 lbs. 168 lbs. 170 lbs.
168 lbs. 161 lbs. 165 lbs.
604^ F.
557^ F.
26*
991
485° F.
433'' F.
2618"
99-1
57,438 55,206
8,205
721
1-49
11-37
9,201
681
1-76
13-5
433"* F.
417' F.
25-9''
100-9
56,847
9,474
726
1-606
13-05
One pound of coal burnt in the boiler gave 9,900 B.Th U. to
the steam up to the point of leaving the superheater. On this test
SUPERHEATED STEAM 43
MrBobereBftUUe.
the superheater flue was somewhat blocked by fire bricks due to
the collapse of the damper. In all these tests the same engine and
dynamo were used. The steam pipes were somewhat short, but
still the reducing influence of this was clearly shown by the
following observations taken quite at random : —
Superheater tempera-
tures, degrees F. 532, 617, 640.
£ngine temperatures,
degrees F. 539.
Superheater tempera-
tures, degrees F. 593, 597, 592.
Engine temperatures,
degrees F. 561.
Superheater tempera-
tures, degrees F. 675, 530, 588.
Engine temperatures,
degrees F. 565.
575, 581, 635.
556.
633, 653, 661.
559.
624.
'550.
653, 656, 599.
570.
590, 608, 635.
575.
The boiler observations were taken every five minutes, and the
engine observations every fifteen minutes. Mr Hansen closed his
remarks by saying " If I were completely free to build a new
station of sufficient size I should use independently fired super-
heaters." He was pleased to say that the Copenhagen authorities
had ordered their new installation of boilers from Scotland, instead
of from Germany. These boilers were to be supplied by the
Stirling Boiler Company, Motherwell, and would be fitted
with high temperature superheaters, Fig. 39, the inlet and
outlet headers or drums of which were of sufficient size to
enable a man to have access to the interior. Divisions were
arranged in the drums to give a long travel and rapid circula-
tion to the steam in the tubes. The path of the flue gases
was shown by the arrow ; the first bank of main tubes in the boiler
intervened between the superheater tubes and the furnace. When
the superheater was out of action the usual water flooding appliances
were brought into operation to prevent rapid deterioration of the
tubes. Temperatures up to 750" F. could be obtained with this super-
44
MrRobettBailUe.
SUPERHEATED STEAM
Fig. 39.
heater. With the low temperature superheater, which had straight
horizontal tubes, a temperature of only about 500^ F. was obtained,
as it was arranged in the Stirling boiler somewhat remote from
the fire, between the middle and back drums, and received the
action of the furnace gases only after the latter had travelled over
the first three banks of tubes.
Professor A. Jamieson (Member) said that the Members of the
Institution had received from Mr Eowan the results of a very
thorough research into the history of this most important subject.
As Professor Watkinson and Mr Clegbom had drawn attention to
certain quotations and formulsB in Mr Bowan's paper, he
(Professor Jamieson) would not further refer to these, but pass
SUPERHEATED STEAM 45
Prof. A. JAmieaon.
on to a description of some data and curves which he had received
since the last meeting from Mr E. A. Reynolds, M.A., of Messrs
Willans & Bobinson's scientific staff, Rugby; and from Mr John
Belliss, of Messrs Belliss & Morcom, Birmingham. It would be
seen from an examination of the three curves in Fig. 40, that the
percentage gain in the feed water supplied to the boiler or steam
taken from it, increased much more rapidly with the simple non-
CuBVBs Showing the Percentage Gain in Feed Water, or
Steam Used per i.h.p. per Hour due to Superheating the
Steam, with Messrs Willans & Robinson's Simple^
Compound and Triple-Expansion Engines.
! i
. —
-^
.
1 i
^
tf*J
l^
^
f
,»;
'y
tt^
>P
yc.
g"
cS
^P
>^
--
—
^22
4
!^
^
*. M
.n\
/
^
3
.x*
^
5,20
^
^/
iV
>*-
5 IK
/
A
^
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F»
3 16
—
/
nf
d
i^
S 19
/
^V
%
ur
—
—
*» •<
y
/
.0^
t-
^
^■^
S s
/
L
S
i
5 °
* 6
/
y.
^
^'f
« A
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.^^
</
5 •
19
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>
y
.^^
^
^
«0 ao 100 120 HO 160
8UPeilN£AT AT STOP VALVE IN DCGRCCS FMf
Fig. 40.
condensing engine (up to a certain degree of superheat) than with
either a compound or a triple-expansion condensing engine. H©
46 SUPERHEATED STEAM
Prof. A. Jamieson.
was sorry that he had not been supplied with the data for a
simple condensing engine. It was evident, however, that the
curve for such an engine would lie on the diagram somewhere
between that of the curves for the simple non-condensing and the
compound condensing engines ; because, it might be taken as a
general rule, that the greater the economy which an engine
showed without superheating, the less would be the percentage
gain by aid of superheating. It would be observed from the
inclination of the curves that a quicker increase of gain was
obtained at the lower degrees of superheat than at higher
temperatures This led to the conclusion that, there was not
much gain as a whole by superheating steam to a higher degree
before it entered a cylinder than would just enable it to exhaust in
a dry condition from that cylinder. Consequently, it would
appear from this fact, and also from the other circumstances to be
referred to later on, that instead of applying such a high degree
of superheat as, say, 200° F., to steam before it entered the
first or high-pressure cylinder of multiple -expansion engines,
it would be better to simply superheat at first, by 50° to 100° R,
and then to reheat the exhaust steam from each cylinder by just
the required amount ; except, of course, the last or low pressure
exhaust, which was in connection with the condenser. From Mr
Beynolds' tests it appeared that very little difiference in per-
centage gain was obtajjied with triple-expansion over that of the
same class and power of compound engines with the same initial
steam pressures and the same superheats. The gain in each case
varied, of course, with the point of cut-ofiF, or ratio of expansion.
But, taken generally and roughly, it appeared that for a fixed
cut-off in all the cylinders, the consumption lines at different
degrees of superheat formed a series of convergent straight
lines, as shown by the diagram. Under these circumstances, he
(Professor Jamieson) considered that a simple non-condensing en-
gine using superheated steam, could be made to work as economically
as a condensing one at the same piston speed and power with
dry saturated steam. Also, a simple condensing engine would be
SUPERHEATED STEAM 47
Prof. A. JamiMon.
equal to a compound one, and that it was scarcely worth while to
employ triple-expansion engines as far as economy, simplicity,
and sweet working was concerned, when their extra complication,
first cost, and upkeep were taken into consideration. It had been
pointed out that results gi\en in lbs. of water per i.h.p. per hour
when using superheated steam were misleading, from the fact that
such a statement did not take into account the extra heat units im-
parted to the steam by superheating it ; and it bad been suggested
that a better comparison would be the number of lbs. of coal burned
in the boiler furnace per i.h.p. per hour. But it was well known
that coal varied much in calorific value, and boilers in efficiency.
This rough and ready method might therefore be discarded as
being unscientific and inaccurate. Mr. Keynolds, in his paper on
'* The Economy of Superheated Steam," read recently before the
Kugby Engineering Society, suggested that — **The more exact
method was to give the results in heat units, supplied to the water
per I.H.P., adding together the units supplied by boiler and
superheater." In applying this method he had assumed, that the
feed water was at 200' F, This, however, was a mere arbitrary
feed- water temperature, which might be specially applicable to
Willans and Eobinson's installations, but could not be recognised
as general practice. He (Professor Jamieson), however, thought
that, if the results were reckoned in B. Th.U. supplied to the feed
water from 32° F. or from 212' F., a fair and uniformly applicable
start could then be made from one or other of these two fixed
temperatures. It would be most convenient to start from water
at the higher fixed temperature of 212° F. For example, it was
found that when using steam of 65 lbs. pressure per square
inch by gauge, or 80 lbs. absolute in the steam chest, with a cut-ofT
at '3 of the stroke, a gain of 35 per cent, in weight of steam
resulted by superheating it 200* F., with a consumption of only
20 lbs. of steam per i.h.p. per hour, in the case of the simple
non-condensing engine. Fig. 40. Now, if 35 per cent, were the
gain in this case, due to superheating, what would be the lbs. of
steam per i.h.p. per hour, at the same pressure, cut-ofl^, and
43 SUPERHEATED STEAM
Prof. A. JamieMu.
revolutions per minute, y^hen supplied with ordinary dry
saturated steam ?
66% : 100% : : 201bs. : x.
.\ X = 30-8 lbs.
At 80 lbs. pressure absolute, reckoned from 32^ F., the number of
B. Th.U. per lb. of this steam was 1177. Subtracting from this total
the sensible heat units per lb. between 32* F. and 212° F. then
1177 - 180=997 B. Th.U. This quantity multiplied by 30-8 (the
lbs. of steam required per i,h.p, per hour), gave 30,707*6 total
B. Th.U. from and at water of 212° F. But the steam was super-
heated by 200° F. and assuminp^ the specific heat of such steam to
be 0-48 ; then 0-48 x 200 = 96 B. Th.U. per lb., which added to
the above 997 gave 1093 B, Th.U. per lb. of superheated steam. Con-
sequently, since 20 lbs. of such steam were used, 20 x 1093 = 21,860
B. Th.U., the total heat units in the superheated steam required
per i.H.p. per hour, hence : —
B.TH.U. B.TH.U.
30,707-6 : 21.860 : : 100% : y%.
.-. y = 71-2%.
Or, 100% -71-2% = 28-8^;;; which was the net gain when reckoned
in B.Th.U. added to feed water from 212° F. due to super-
heating, instead of the previously measured 35 per cent gain
in lbs. of steam used per i.h.p. In all cases it would be
found that the difference between these two systems of
estimating the gain due to superheating, increased with the
superheat. When testing engines using superheated steam,
it would be found interesting and instructive to plot down
curves of their percentage gains by both methods. The
following set of results obtained last month from a 300 B.H p.
triple-expansion condensing engine by Messrs. Belliss & Morcom,
Limited, Birmingham, using different degrees of superheat up to
SUPERHEATED STEAM 49*
Prof. A. Jamleflon.
307"* F., showed that the per centage gain or saving in lbs. of
steam per i.h.p. per hour, agreed very closely with that of the
triple-expansion condensing engine, by Messrs Willans and Bobin-
son, at the same power, and with the same steam pressm*e as depicted
apon the previous diagram. Although this remarkable economy of
only 10 lbs. of steam per lh.p. per hour was obtained with these
splendid reciprocating engines, yet he felt bound to state that
Diagram Illustrating Eesults Obtained on 25th Januaby,
1904, with a 300 b.h.p. Bbllibs & Morcom's Triple-
Expansion Engine, using Steam op 160 lbs. Pressure, and a
Vacuum of 26.75 Inches at 475 Eevolutions per Minute..
Sy.
1
16
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SUPERHEAT DEGREES FAh
Pig. 41.
50 SUPERHEATED STEAM
Prof. A. Jamiesoii.
very great care and watchfulness must be observed by those who
meditated using such highly superheated steam, since one or
more of the following disadvantages might be encountered : —
1. Superheater tubes were liable to get warped, burned, or
chemically acted upon.
2. Highly superheated steam eroded or cut into brass and gun
metal. Nothing less than nickel steel would permanently stand
its effects upon valves and valve seats.
3. It spoiled the working surface of the softer kinds of cast-iron
cylinders. Great care should be taken in applying superheated
steam to cylinders which were not made of the very best hard
grey Scotch cast iron.
4. When plumbago or graphite was used as a lubricant for
cylinders, it was apt to clog and jam the piston rings, &c.
5. It had been found that engines in a first-rate condition
could be run with very little lubrication. When lubrication was
necessary with superheated steam, then only the best kind of
high flash point lubricant must be used, such as '* valvoline."
6. Steam-pipe and cylinder laggings, as well as everything which
came into contact with steam pipes containing very highly super-
heated steam, should be fire-proof, since they might be subjected
to temperatures approaching 700°F.
7. The stresses arising from highly superheated steam were
very great, and due allowance must, therefore, be made in the
design of an engine to permit of free expansion without twisting,
warping, or overstraining the parts thus affected by the extra
heat. In the case of steam turbines of Parsons' type, it had been
reported that the rotating turbine vanes, which worked perfectlv
clear cf the fixed guides with ordinary saturated steam, and with
low degrees of superheat, had been known to strike the latter due
to heat expansion with highly superheated steam. It was also
reported, that Mr Parsons objected to superheating altogether in
the case of the new Transatlantic Allan liner. The high percen-
tages of gain due to superheating steam which were obtained
tmder the foregoing circumstances might, therefore, in some
SUPERHEATED STEAM 51
Prof. A. JamiesQfn.
cases, have to be considerably reduced before the net gain in
£. 8. d. was correctly arrived at and duly appreciated.
* Formula Devised by Professor Jamibson for Ascertaining
THE Percentage Gain in B.Th.U. given to Feed- Water
DUE to Superheating.
Let, H5t£=:Heat units per lb. of superheated steam from temp, of
feed water to temp, of superheat.
„ H5a = H3at units per lb. of saturated steam from temp, of
feed water to temp, due to pressure p in lbs. per sq.
inch absolute at the steam chest.
„ W5tt= Weight of superheated steam used per i.h,p. per hour
at pressure p and temp, of superheat.
„ Wsa= Weight of saturated steam used per LH.p.per hour at
pressure p.
Then %gain in B.Th.U. due to superheat = 100 - ■
100 mu . Wsu
B.sa . Wsa
But, Hsa=(H- S)
Where, H= Total heat in B. Th. U. per lb. of feed water from
32° F., as found from '* Tables on the Properties
of Saturated Steam," up to and at pressure j?.
And, S = Sensible heat in B.Th.U. per lb. of feed water from
32° F. to temp, of feed, tf^ Or,S = (tf " ^^''\
Also, B.SU = Hsa + H<^ tsu
Where, H^ = 0*48 the specific heat of steam.
And, fsti *= Superheat at steam chest in degrees F.
Substitute these values in the above formula : —
^ IOoFh-Z^^ -32°\ + H^<.,u]w#w
Fh - U. _ 32')nWsa
*yoie. — Thifl fonuula was received from Professor Jamieson after the
close of the discussion on Mr Rowan -'s paper.— Ed.
Then, % gain = 100--
62 SUPERHEATED STEAM
Prof. A. Jamieson.
Taking the same test and values as in the previous example for the
simple non-condensing engine, where 7? = 80 lbs.; H = 1177
B.Th.U.; tf = 212" ; H^ = -48; €^ = 200°; Wstt=201bs.,and
Wsa = 30.8 lbs.
mu 0/ • 1AA (100 [1177-^(212 -32) -f -48 x 2001 20^
Then.o^gam = 100 - { [im - (212 - 32)] 30>8 ' I
Or. % gain = 100 - ( 12?L^L+^i^ ! = 100 -71-2 = 28-8
( 997 X 30"o f
.-. gain = 28-8 %, as found before, and from the test of
Messrs Willans & Robinson's simple non-condensing engine with a
superheat of 200° F.
It would be seen that the only variables in the above formula
were Im and W5^^ Consequently, a constant could easily be
found for the other values ; the various calculations could, there-
fore, be quickly worked out for one complete set of trials at
different degrees of superheat, their results marked on squared
paper, a mean curve drawn through them, and comparisons made
with tests of the same or of other engines for any agreed upon
temperature of the feed water.
Mr W. A. Ohamen (Member of Council) exhibited a piece of
superheater pipe that had been given to him by an engineer from
Copenhagen. He said it would be noticed that the tube had been
in use when red hot, and the outside of it had become scaled by
oxidation. The inside appeared at first sight to be coated with
some peculiar composition to the depth of ^ of an inch. This
proved to be blue oxide of iron formed by the union of oxygen from
the steam with the highly heated inner surface of the tube, and it
was interesting to note the depth to which this action had pene-
trated. The experience he had at starting with superheated steam,
some five years ago, was that a temperature was obtained suffi-
cient to run out the white metal from an engine governor gland,
and also to set fire to some temporary timber steam pipe supports.
He came to the conclusion that he was getting too much superheat,
and took steps to reduce it. The engine builders considered that
SUPERHEATED STEAM 53
Mr W. A. Chunen.
the superheat should be kept within 50 degrees of the normal
temperature of saturated steam at 200 lbs. pressure. This was
done at some trouble and expense to the boiler makers, and now,
after only three or four years had elapsed, one was told how much
benefit would accrue if superheated steam at 200 degrees were
used.
Correspondence.
Mr H, W, Andkews (Member) stated in his communication that
he was sorry he could not be present to hear the discussion on Mr
Rowan's paper on ** Superheated Steam." There was, however,
not much room for discussion, as the paper was pretty well con-
fined to a short description of the different makes and t^'pes of
superheaters, with, to conclude, some particulars of Professor
Ewing's test of a plant at Manningtree. That test gave 700° F.
at the cylinder, and it did not seem to show up very well when
the duty from the apparatus was reduced to B,Th,U. per kilowatt,
and compared with the Middlesborough engine. Possibly had the
emperature been, say, 550' F. (or say 190° F. superheat) the
total heat per kilowatt would have been reduced. Apart from the
B.Th.U. contained in the steam, which, of course, did not take into
«<;count the means of obtaining this, it was perhaps questionable
whether any independently fired apparatus could consistently burn
the coal to the best advantage. He had just had to do with
installing, in Fife, a ** Galloway " all-steel superheater, which was
fixed in the down-take behind the boiler, as shown by Mr
Kowan in his illustrations. This superheater was designed to
^ve 150° F. of superheat when the boiler was fully working.
In view of the fact, for such he assumed it to be, that
the greatest economy due to superheating was in the first
100** F., he ventured to think that when 150° F. could be
obtained without any trouble in the above way — that was by a
relatively simple design fixed in the down-take — the best practical
economy was seciwed, and that was what they were all aiming at ;
or, to put it more plainly, a horse power for the least amount of
54 SUPERHEATED STEAM
Mr H W. ADdzewa.
coal, and not necessarily the smallest amount of steam orB.Th.U»
per horse power.
Mr E. G. CoNSTANTiNB (Member) observed that the paper
by Mr Eowan, coming as it did at a time when the subject of
superheating was attracting more and more attention, was very
opportune. The history of the development of superheating, as.
traced by the author, was extremely interesting, although the
designs of apparatus described by no means exhausted the Hst, one
of the most efficient and satisfactory being that of the ** Field
Tube " type. The two main problem^ of superheating were : — (a)
Why the use of superheated steam in engines resulted in economy;,
and (b) The accurate determination of the value of the results
obtained. That the use of superheated steam enabled engines ta
work on a lower steam consumption had been conclusively demon-
strated, such economy varying according to the temperature of the
steam ; the distance the steam had to travel ; the condition of the
radiating surfaces ; and the design and condition of the engine.
Curiously enough, it was not invariably the most carefully designed
engine, or the one in the best working order as regarded the
condition of the valves and pistons, which showed the best results.
This fact, with other results of observations of engines working
with superheated steam, produced a strong doubt in his mind as ta
the correctness of the usually accepted reason for the economy
experienced. It was very probable that some of the gain was due
to preventing cylinder condensation, but that did not account for
the extraordinary results sometimes obtained, and which, in his
opinion, were mainly brought about by diminished valve and piston
leakage. From experiments made by Professors Nicolson and
Callender at the McGill University, Montreal, it was found that
economies from 10 per cent, to 30 per cent., varying with the type
of engine, were brought about by curing valve leakage. As wet
steam was said to leak from forty to fifty times faster than dry steam,
it naturally followed that the use of superheated steam would go far
to cure the evil of leakage, resulting in greater power being
developed for the steam consumed. More li^ht was needed to
SUPERHEATED STEAM 56
Mr £. O. CouUntliM.
enable the true value of superheated steam to be accurately
calculated. The specific heat factor for calculating the total heat
of superheated steam was taken at the same figure, whether the
quantity of superheat imparted was low or high. Reasons were
not lacking for supposing that when the temperature 1^ passed a
certain point the specific heat was also increased. The questions-
were — To what temperature was the specific heat constant ? and.
In what ratio did the specific heat increase with the rise of
temperature ? It was understood that several experimenters were
at work to determine these points, and until the results of their
labours were forthcoming any calculations as to thermal efficiency,
either of combined boilers and superheaters, or engines using
superheated steam, must be regarded as approximate only,
especially when dealing with high degrees of superheat. If Mr
Rowan, by introducing the subject of auperheated steam, stimulated
research in that direction, a great benefit would be conferred on
the engineering profession.
Mr J. K. Stothebt stated that Mr Rowan had described
various classes of superheater, but the Babcock & Wilcox super-
heater he only mentioned by name. It might interest the
Members of the Institution to know that Messrs. Babcock <fe
Wilcox manufactured several types of superheaters, chiefly the
one which formed an integral part of their well-known boiler with
U-tubes. They also made independent superheaters, similar to*
that made by Professor Watkinson, except that the tubes instead
of being vertical were horizontal, and were expanded in square
boxes instead of round tubes, while there were hand-hole fittings at
the end of each nest of tubes by which the tubes could be cleaned
and examined. It was claimed for the superheater illustrated in
f^. 42 that it formed an integral part of the boiler ; it required no-
separate attention ; and it required no ground space. It was-
designed to give from 100"* to 120° F. of superheat, although it
could be so arranged that more than that could be obtained. It
was not liable through inattention, by keeping the doors open, to*
become a condenser. The temperature of the gases leaving the
^6
.3fir J. K. Strothert.
SUPERHEATED STEAM
SUPERHEATED STEAM 67
Mr Edwin H. Jadd.
independent superheater must be higher than that of the super-
heated steam, and therefore the hot gases escaped to the air and
were lost. In this superheater the gases generated in the
furnace of the boiler passed through the first section of the tubes
of the boiler and then through the superheater tubes ; leaving the
superheater, they passed through the second and third section of the
boiler tubes, where they parted with some more of their heat and
entered the chimney at a low temperature, not necessarily higher
than that of the temperature of the natural steam due to the
pressure at which the boiler was working. These super-
heaters had been in use since 1894, and there were
some 5,000 now at work, and no trouble had been experienced
with the tubes. That might be due, to some extent, to the device
adopted for flooding the tubes when raising steam, and draining
water from the tubes before admitting the steam to the engine. It
was the experience of the makers that the economy of the super-
heater ranged from 12 to 25 per cent, in everyday working. That
percentage was not quoted as the result of a special test made for
the purpose, but was the result of rough commercial observations
submitted to them by users of the superheaters themselves. He
might instance the case of Messrs. Dewrance & Coy., of London.
Previously that firm burned 13,846 lbs. of coal with natural steam,
whereas with superheated steam they only burned 11,340 lbs. of
coal, or a saving of 18 per cent., and the amount of work done by
the boiler was rather greater when using superheated eteam. The
boiler was not large enough to do the work before the superheater
was fitted, and after the superheater was installed it did the work
quite easily.
Mr Edwin H. Judd (Member) remarked that as one of the objects
of this paper was evidently to show the advantage of superheated
steam over saturated, or wet steam, he thought the figures given
for engines working under the latter conditions required some
slight modification before a correct comparison could be made.
Almost the only cases quoted for comparison of the two systems
was that of the Schmidt engine at Manningtree as compared with
68 SUPERHEATED STEAM
Mr Edwin H. Jodd.
the Reavall engine at Dartford, and the Davy engine at Middles-
brough. The Schmidt was a compound, double-acting, slow-
speed engine ; the Eeavall was a so-called compound engine of
the single-acting type. In the case of the Beavall tests, the steam
condensed in the ** running " jacket which surrounded the steam
cylinder was actually deducted from the steam used by the engine,
instead of being added to it, the makers claiming that this jacket
should be considered in the same way as the steam and water
separator, which was usually fitted to this class of engine, the
water drained from this separator on other engines being credited
to the engine. He, however, did not consider this a correct basis
for comparison with other engines in which the jacket steam was
debited against the engine, for in the case of a short-stroke engine
working condensing and doing all its expansion in one cylinder,
this condensation must amount to a considerable quantity, and so
it would be interesting to know if, in the tests of the Schmidt
engine, the steam used in the L.P. cylinder jacket was included in
the result of 9 lbs, per i.h.p. hour, or 15 lbs. per kilowatt hour.
Then, again, with the Davy engine, at Middlesbrough, the steam
consumption was given as 19o lbs. per kilowatt hour at 24 inches
vacuum. The actual facts were that it was 2147 lbs. per kilowatt
hour, with a vacuum of 19J inches, the figure of 19J lbs. being
arrived at by making a reduction of 2 per cent, for each inch of
vacuum below 24 inches, this being the specified vacuum at which
the engine was to work. This allowance, if only for a fraction of
an inch, might be allowable, but it was not at all likely that there
would be anything like a difference of 2 per cent, for each inch,
for, if this was continued throughout the whole range, one would
have to allow 50 per cent, more steam for an engine working
non -condensing than for one working condensing at 25 inches,
while the maximum saving due to working condensing was only
about 25 per cent. The correspondent in the ** Engineer," referred
to by Mr Bo wan, still further emphasised this by stating that
to compare the Middlesbrough engine with the Schmidt, the
former should have a further allowance of 8 per cent., because the
SUPERHEATED STEAM 69
Mr Edwin H. Judd.
latter had 28 inches vacuum instead of 24 inches. On that basis
it was held that the Middlesbrough engine used only 21,483
B.Th.U.per kilowatt hour as against 20,320 B.Th.U. for the Schmidt
engine. In a series of careful tests made by Professor Weigh ton,
the results of which were given in a paper read before the
Institution of Mechanical Engineers in July, 1902, he showed that
after reaching about from 20 inches to 21 inches vacuum there was
practically no saving to be effected, but rather that the steam con-
sumption actually went up again; one reason for this peculiar fact
being that the difference in temperature at the higher vacua was so
large that it had a greater coohng effect on the cylinder walls.
The same consulting engineer who allowed 2 per cent, for each
inch defective vacuum in the Middlesbrough engine case now only
allowed 1 per cent, per 1 inch, and this would appear to be much
more correct, particularly in view of Professor Weighton's tests.
Making an allowance, then, of 1 per cent, per inch, the Middles-
brough engine figures should be equal to 20-6 lbs, per kilowatt hour
at 24 inches vacuum or 19-7 lbs. at 28 inches vacuum (to compare
with the Schmidt engine). Eeducing this to heat units the result
would be 23,531 B.Th.U. per kilowatt hour for the Middlesbrough
engine against only 20,320 for the Schmidt engine, or a saving of
something like 13^ per cent, in favour of the engine with super-
heated steam, quite apart from the fact that the one was a triple-
expansion engine while the other was only compound. Another
advantage due to superheating, but one which was more practical
than theoretical, and did not appear to have been mentioned
in the paper, was that superheating the steam greatly reduced the
leakage past valves and pistons. As evidence of this, the following
figures taken from an actual test of a double-acting high speed
engine would be interesting : —
60
Mr Edwin H. Judd.
SUPEBHEATED STEAM
Effect of Superheat on Leakage Past Valve. — Test made
ON 100 B.H.P. Compound, Double Acting, High Speed
Engine.
Valve, Good
Fitrt.e..
tAto 0^ *"* In<5h
Slack).
T,Si inch,
Turned off.
Inch Slack.
Wet
Steam.
Dry
Steam.
Wet
Steam.
Diy
Steam.
Steam pressure on range, lbs. per\
square inch,
98
98
108
1
99
Temperature of saturated steamy
corresponding to pressure, Fah., J
336-7°
336-7°
343"
337-4' 1
Temperature as noted, Fah.,
—
339-5°
—
343-6°
1
Note, — Very slight superheat.
Steam pressure in governor valve, \
lbs. per square inch, /
57
57
57
!
57:
1
Vaccum, inches,
26-2
26-2
26-2
26-2
Revolutions per minute,
500
500
600
500'
E.H.P.,
69-32
60-3 60-3
603
Lbs. of water per hour,
1,532
1,549 1,724
1,591
Lbs. of water per E.H.P. hour, ...
2539
26-6 28-5
26-3
Increase per cent
—
— 12-2
1
2-7
Mr A. Scott Youngek, B.Sc. (Member), considered that
Mr Bowan deserved the thanks of the Institution for bring-
ing so prominently forward the question of superheating,
which was one of great interest and importance on
SUPERHEATED STEAM 61
Mr A. Scott Younger.
account of the economy to be obtained from its
adoption. The historical part of the paper showed consider-
able research, and it was curious to observe that all the
early types of superheaters were fitted to marine boilers, especially
as its use in marine work was practically discontinued soon after
the principle of compounding was introduced. The reason for
this seemed to have been partly due to the trouble experienced with
the early superheaters, but chiefly to the fact that the use of higher
pressures and the compound engine absorbed the energies of the
engineers of those days. The principle of compounding had since
been carried to its limit by the introduction of triple- and
quadruple-expansion engines, and some engineers had even ^one
the length of using five cylinders, though it was doubtful if the
reduced cylinder condensation compensated for the increase of
friction and multiplication of parts. Engineers had accordingly to
look for other sources of economy, and the advantages of super-
heating offered a fruitful field in this direction. These advantages
were practical rather than theoretical, and consisted chiefly in
reduced cylinder condensation, and greatly reduced leakage past
valves and pistons. The work done by Professor Watkinson in
this respect had been excellent, and the experiment of fitting one
of his superheaters in the T.S.S. ** Yarmouth " would be watched
closely by all marine engineers. It was a matter for regret that the
ratio of heating surface of the superheater to the heating surface
of the boiler, along with the funnel temperatures and amount of
superheat, were not given, though doubtless this information
would be obtained in due course. The difficulty of making a
reliable superheater was very great. It was partly constructional,
but the chief difficulty was to control the temperature and prevent
the tubes from being overheated or cooled below the temperature
of the steam. In fact, this question of control of temperature was
at the root of the problem. If a thoroughly reliable superheater
could be designed which did not get out of order, nor cost much
for repairs and upkeep, then shipowners would gladly welcome an
apparatus which could offer them such a substantial saving in
coal consumption as 15 or 20 per cent.
62 SUPERHEATED STEAM
HrW. 8.Hide.
Mr W. S. Hide (Member) stated that as he had fitted several
steamers under his charge with superheaters, perhaps a few details
might be of interest. The first steamer so fitted was the ** Claro,"
of 5350 tons displacement, and from 9 to 9J knots speed, and her
first voyage was made in November, 1900. That vessel was fitted
with forced draught, a superheater in the funnel, and an air heater.
The funnel gases were discharged at a temperature of about 420" F.,
the temperature of the steam being from 490° to 520° F. at the
engine stop- valve, the temperature depending to some extent on the
quality of the coal. The machinery had run, with the exception of
some few initial troubles, without any bother whatever. The troubles
at the commencement were due entirely to ignorance of the require-
ments imposed by the dryness of the steam at the above tempera-
tiure ; but having overcome these, no more trouble had been
experienced than with ordinary machinery. The steam pressure
was nominally 200 lbs. per square inch, the engineer usually
working with about 195 lbs. on the boiler and 190 lbs. on the
engine, the superheat being thus about 120° F. average in the h.p.
cylinder. The vessel having given very satisfactory results, it
was decided to fit a superheater in the " Colorado," a vessel of 8400
tons displacement and 11 J knots speed, employed in the Atlantic
trade. This was done in 1902, and the vessel had been running
with the superheater since March of that year. The boilers were
worked with natural draug-ht, and a temperature of 500'' F. at the
engine stop-valve was attained, the steam pressure being 160 lbs.
per square inch. He enclosed cards, Figs. 48 and 44, showing records
over 24 hours of the recording thermometer fixed for a voyage to the
engine stop-valve, and also of the recording pressure-gauge, showing
how steady both the steam and the temperature were kept in prac-
tical working. The fires were cleaned in the usual course. The
'' Aleppo," a vessel engaged in the Indian trade, of 8600 tons dis-
placement, and 9 knots speed, was next fitted, giving similar results
to the above, the boilers being worked with natural draught. The
** Martello," a vessel similar to the *• Colorado," fitted with water-
tube boilers of the Babcock & Wilcox type, under natural draught,
SUPERHEATED STEAM
MrW.8,
63
Hide.
I !
c c
r <
Sg i
^ :?
o
64 SUPERHEATED STEAM
Mr W. S. Hide.
had also been fitted with a superheater in the funnel, and had just
completed her first voyage since being fitted, with results practically
equal to those of the ** Colorado.*' The steam pressure was 210 lbs.
The "Idaho," anew vessel of 11, 100 tons displacement and Unknots
speed, had just been completed and was on her first voyage. The
engines were of the quadruple-expansion type, working at a
pressure of 215 lbs. per square inch ; the boilers had forced draught
and were fitted with a superheater and an air heater. The engineer
reported from Boston very satisfactory results, the steam tempera-
ture at the engine stop-valve being from 510** to 520° F,, and the
funnel temperature from 350° to 360° F., while the consumption of
coal was also most satisfactory. There had been no deterioration
of the superheater tubes whatever, observed in the '* Claro,'^
although she had now been running for upwards of three years.
It was contemplated to alter more of the ships under his charge as
opportunity offered, the results obtained in others fitted with super-
heaters having been so satisfactory. He purposely gave no details
of the coal consumption per i.h.p. as the vessels under his charge
appeared extraordinarily wasteful compared not only with published
accounts, but also with statements he had heard in connection
with other ships, viz., consumptions as low as IJ lbs per i.h.p.
Seeing that their vessels included nearly all the most eminent
firms of engineers on the N.E. Coast as builders of the propelling
machinery, he could only come to the conclusion that as the coal
could not very well deteriorate on being put on board their ships,
nor the water be more difficult to evaporate in their boilers, their
vessels must be very fortunate in requiring so much less h.p. to
drive them, and that the economy in power fully compensated for
the apparent extravagance of the machinery. In the working of
their vessels the consumption per day, or per voyage, was foimd to
compare very favourably with that of other similar ships. From
careful experiments at sea with measuring tanks, he found that
very few bunker coals, as usually supplied on the N.E. Coast to
cargo ships, would evaporate more than from 7^ to 8 J lbs. of water
from and at 212° F., and he^ thought there were very few of the
SUPERHEATED STEAM 65
Mr W. 8. Hide.
ordinary' type of triple-expansion engines as usually fitted, having
much larger cylinders than were necessary for the economical pro-
duction of the requisite power, using less than from 15J to 16 lbs. of
water per i.h.p. per hour, including, of course, auxiliaries, leaks from
glands, etc. , and the steering engine. He would leave those interested
to calculate the coal per i.h.p. from these figures, as he had rather
digressed from superheating. As to the economy of superheating,
a saving of from 14 per cent, to 17 per cent, could be safely
reckoned on, depending to a large extent on the conditions and on
the type of machinery (he referred to triple- and quadruple-
expansion engines only, as he had had no experience of superheat
with other types), but more than that he could not estimate having
gained by superheating. Speaking approximately, he found that it
took about from 70° to 80° F. of superheat to get the steam dry at
the H.p. exhaust, and any superheat above that figure was available
for the next cylinder. The difiFerence in the running of the
engines with superheated and saturated steam was very marked ;
directly the former was turned on all leakages of water at the
glands were stopped, and the engine ran quite dry. The oil used
for lubrication was a specially made pure hydro-carbon oil, having
a flash point of about 700° F., and it had given most satisfactory
results ; the amount used in an engine of about 1800 i.h.p. being
about two quarts per 24 hours, including that for swabbing all rods.
He had been much interested in Professor Watkinson's remarks re
the S.S. *• Yarmouth," and should be glad if he could give the
temperature of the steam at the engine stop-valve and the steam
pressure. The reason he asked was that the superheating surface
appeared to be very limited for 2000 i.h.p., and if the tubes were
so close together as described, he thought, judging from his experi-
ence, that they would soon soot up. He presumed, from the
ownership, that the vessel was on a trade requiring only a few
hours* run, and was supplied with Welsh coal, and if so, there
would perhaps hardly be time for much soot to deposit, but with
vessels running on long trades with poor coal, he was afraid that
the draught would very soon be entirely stopped. A njore scientific
5
66 SUPERHEATED STEAM
HrW. 8. Hide.
and accurate statement of economy might have been expected from
anyone of Professor Watkinson's reputation, than when he stated
that the "Yarmouth " showed 22 per cent, economy as compared
with a sister ship in a run from Dundee to Harwich. To those
familiar with ships the fallacy of such a comparison was apparent,
and they would not be misled; but there were others who might be,
and he would advise those not to base any calculations on obtaining
such an economy without a more detailed account of experiments
with and without superheat on the same vessel, all other conditions
being the same, more especially the quality of the coal and the
firemen. Perhaps Professor Watkinson could supply these figures.
If Mr Doddrell would give some few details of the two vessels he
mentioned, it would no doubt be of interest to compare them with
those he had given particulars of. In conclusion, he might say
that his experience taught him that triple- and quadruple-expansion
marine engines could be safely worked without trouble when using
superheated steam up to 520"* F.; that a considerable economy was
attained, and that the installation paid On vessels making voyages
occupjdng any considerable time, or running any considerable
distance. He also thought it would be worth while for the
Admiralty to consider the use of superheated steam when running
at the low powers usually required at cruising speeds in battleships
and cruisers, as he felt certain the economy would be quite worth
the small expenditure involved and the space occupied.
Mr H. Cruse (Manchester) observed that this phase of steam
engineering, although it had been the subject of experiment and
discussion for upwards of a century and a half, was still indiffer-
ently followed by the average engineer. From the historical point
of view, he wouJd suggest that Joseph Hately was one of the first
in this country to advocate the cause of superheating. It was
believed that he had been experimenting upon superheated steam
prior to 1780; certainly he patented in 1786 an. improved boiler,
and claimed great economy from '* surcharging'' or " rarefying *'
the steam. Concerning the use of superheated steam, and the
higher efficiency obtained from it in the cylinder, it was now
SUPERHEATED STEAM 67
Mr H. Cruae.
becoming generally recognised that the chief advantage, if not the
whole, of superheating was derived from the following effects,
obtained by and in the process of superheating : —
1. The '* wet " steam from the boiler was thoroughly dried;
it was fully saturated with heat and subsequently super-
heated.
2. Condensation between boiler and engine was eliminated.
3. When sufficient superheat had been added, the steam was
carried at full saturation to cut-off in the cylinder.
During these three periods the superheat would have performed its
natural functions of diminishing the rate of heat radiation in the
pipes ; of sacrificing itself, instead of the latent heat in the steam,
to give out whatever heat might pass in such radiation ; and of
yielding itself to reheating and drying the valves, ports, and
cylinder metals, etc., until by the time cut-off had been reached
the superheat would have vanished and left the steam at its fullest
power, saturated according to the pressure and in corresponding
volume. Incidentally, superheat also reduced leakage in the
reciprocating engine. Loss by leakage appeared to increase in
ratio with the wetness fraction of the steam. Might not both
Talve and cylinder leakage be attributed to purely mechanical
action ? Might it not be that in both cases it arose from creeping
and over-carriage by the slide-valve and piston, of the film of water
on which they both ride, and which was deposited by condensation
and continuously replenished ? He, therefore, suggested that the
thermodynamic equation should not enter into the consideration of
superheat. The functions stated above would seem to be the only
really valuable ones which it performed. It did not add to the
intrinsic power of the steam ; on the contrary, the steam was
expanded by it and contained less heat in a given volume. In the
cylinder the higher temperature limit of the range should be taken
as the temperature of the saturated steam and not of the super-
heat ; the power exerted behind the piston during admission was
that of displacement by the steam forming in the boiler, and the
68 SUPERHEATED STEAM
Mr H. Cruse.
work efifected during expansion was effective from the pressure and
volume of steam at cut-off. It might be advanced that super-
heating could be advantageously carried through expansion. He
doubted whether under actual working conditions this could
be done on a large scale, and, if possible, he questioned the
advantage to \>e gained from doing it. Certainly, some engineers
had remarked that the efficiency curve ceased to all intents and
purposes to rise after a temperature of superheat of 250° P. had
been reached in steam supplied directly to the cylinder, t.c.,
working without re-heating arrangements. Could the increase in
volume or expansion by superheating be considered an advantage ?
Was it not rather a necessary outcome of the increase in tempera-
ture without rise in pressure ? If the superheat did not disappear
by reason of the special functions performed, and with the super-
heat the excess volume : Would not the size of the cylinder require
to be increased to effect a given work? He ventured to think
Fig. 45 supplied an answer to these queries. It should always be
remembered that **heat" was the "power-giver," and steam
merely the medium of transmission from the furnace to the motor.
Concerning the specific heat of superheat, the value generally
adopted no longer stood unquestioned for the higher reaches of
temperature. Between 150° F. and 300° F. of superheat, with
steam at 180 lbs. working pressure, the specific heat should be
placed somewhere near, if not above, 0*550. If he remembered
rightly Regnault fixed this specific heat at 0*4805 for saturated
steam and steam superheated to low temperatures only ; he also
found that not until he had added some 18° F. of superheat had
he finally overcome the moisture in suspension. Berthelot, on the
other hand, stated that the specific heat of the gases rose with
the temperature. Treating superheated steam in the higher
temperatures as a gas or compound of gases, it would be interest-
ing if scientists worked out the grades of specific heats, say to
500° F. of superheat.
P V Diagram showing : —
1st. For saturated steam at 150 lbs. working pressure.
SUPERHEATED STEAM 69
MrH. CroM.
2nd.^For steam at same pressure, superheated 300* F, the points
at which cut-off would be necessary to allow admission of
that volume of steam in each state to supply, in both caseSi
an equal value of heat to the engine cylinder — assuming, in
both cases, no heat-loss during admission.
Cylinder — Diameter, 24 inches.
Net length of stroke, 4 feet.
Clearances neglected.
Pressure A
«
in
£
O
(0 375) B C (0 454;
(■ - Sar"* Sream -
(- 2075 6 B.Th U. ->\
e- 4 71 Cud Peer - - -^
^- I 73 lbs - •->!
f~ Superheated 300
f--- 2075-6 B Th.U ^
- - 5 7P Cub Peer -\
I 54 lbs -
ISTS.
o
k Lenqrh
oF Srroke - 4 Peer
Fig. 45.
Steam— 1st, 150 lbs. boiler pressure (165 lbs. absolute) = 366* F.
2nd, 150 „ „ „ superheated 300° F. = 666' F.
„ One cubic foot, saturated = 0*369 lb. Heat value = 440-4
B.Th.U.
M One cubic foot, superheated = 0-268 lb. Heat value
363-2 B-Th.U.
(Assuming mean specific heat for this range
of superheat to be = 0-525.)
Heat value admitted = 2075*o B.Th.U.
6
70 SUPERHEATED StEAM
MrH. GnM.
Steam — Saturated steam admitted = 4-713 cubic feet.
„ Superheated „ „ = 5.72 „ „
4-713 c.f.
Admission— A B, saturated, , , "* '^?^'''-.. — = cut-off at 0375
4 ft. -f- 24 m. diam.
of stroke.
5'72 c f
„ A C, superheated, .-=- ,, . ' ' = cut-off atO'454
4 ft. -f-24in. diam.
of stroke.
Steam— Cubic feet per lb. weight, saturated = 2-72 = 1-733 lb.
supplied.
„ Cubic feet per lb. weight, superheated = 3*72 = 1*538 lb.
supplied.
The outstanding feature of the Cruse system of superheating, as
illustrated in Figs. 46, 47, 48, and 49, was the method devised for
Fig. 46. — Thirty-two Pipe Superheater.
SUPERHEATED STEAM 71
HrH. Craae.
controlling the temperature of the superheat. The same device also
served to preserve the tubes from being overheated at critical
periods, say, when the volume of steam passing through them was
greatly reduced, or when steam was being raised after lighting up.
The controlling element consisted of a stream of water circulating
Hfi-
H
I^^^^^^^^HV
"^K
^^^H
m: -
• -^ ^k -
Fig. 47. — Sixteen Pipe Superheater.
from one end to the other of the superheater through copper pipes
inside the steel superheater tubes. As would be seen from the
illustrations, the weldless steel superheater tubes were of large
bore, 6 inches in diameter ; they were assembled to form semi-
independent elements, each element containing from 6 to 16 pipes,
and the number of elements would vary according to the import-
ance of the apparatus. The elements were built to form spirals,
72 SUPERHEATED STEAM
MrH. CruBe.
and this gave to the steam a fair length of travel in the super-
heater. The internal water or controlling pipes were of solid
drawn copper, and followed the form and course of the steam
superheating system. In the flue-fired superheater, as constructed
to operate with the Lancashire boiler, the steam entered the super-
Aj»A '.
Fig. 48. — Superheater combined with Feed-Water Heater.
heater at the back and travelled zig-zag, in counter current to the
heating gases, to the front. The controlling water travelled con-
currently with the steam from back to front, and was taken firstly,
from the boiler water space ; secondly ^ from the economizers ; thirdly,
from the hotwell or cold main ; and after travelling the various
elements of the apparatus, was collected into one stream, and
entered, or re-entered, the water space of the boiler, always below
;ipe Mze.
SUPERHEATED STEAM 73
MrH.CrttM.
low water level. The factors determining the use and proportion
of any one or of all these different waters were the
heaviness of the firing, the weight of steam to be passed, and
especially the maximum temperature of superheat required to be
added to the steam. Where high temperatures were wanted the
circulating water taken from and returned to the water space
of the boiler was used alone, and the flow was regulated or
governed by a steam jet connected to the superheated steam
collector. The steam jet was initially set as might be required to
give such flow of water as would allow of a given average tempera-
ture of superheat, after which the governing effect became auto-
matic, balancing the water flow with the increase and fall of
velocity and kinetic energy of the superheated steam. In the
independently-fired apparatus the superheater proper was built on
lines similar to the flue-fired type, with this essential difference, that
the pipes were placed horizontally, and the steam and water travelled
from the collectors and distributers, at the bottom, to the collector and
drum at the top of the apparatus, in counter current to the heating
gases. The controlling medium in this kind of apparatus was the
feed- water, primarily that from the economizers, which, intercepted
m its travel to the boilers, was passed through the water drums at
the side, on top and at the back of the furnace, as also through
the internal pipes of the superheater, and was therein re-heated
from tbe^ temperature at which it was delivered from the
economizers to that of the pressure of the steam in the boilers*
Further circulation was obtained by independent downcomer
pipes, which carried water from the top storage drums, or last link
of the reheating chain, to the bottom receiver drums. This flow
was regulated by steam jets. A third, and perhaps the most
powerful, element of control consisted in auxiliary feed pipes to
the bottom water collector of the superheater, and these might be
connected to the economizers, to the[hotwell, and to the cold mains.
It would be readily seen that the quicker the flow of water
through the pipes and the lower its initial temperature, the greater
would be the reducing effect upon the temperature of the super-
8
74 SUPERHEATED STEAM
Mr H. Cruse.
heated steam. The elements of control described there might be
operated in parallel with regulation of draught and of firing. The
temperature of the gases from the superheater furnaces might be
placed at about 2,800° F.— too high for safe application to super-
heater tubes. In most superheaters the necessary reduction of
gas temperature was obtained by an elaborate system of baffling,
and by extensive air dilution. This was wasteful, and as a conse-
quenr»e the coal efficiency of the superheater was brought down to
a low percentage. In the Cruse superheater the excess heat
in the gases was absorbed by the water system, and usefully
employed in reheating the feed-water, and the general coal
efficiency of the apparatus was maintained at a high standard.
This apparatus was especially designed for use with batteries of
water-tube boilers, and to them it proved not merely a steam
superheater but also a useful evaporative auxiliary and standby,
ever ready to meet overload with an ample supply of feed- water
heated to the steam temperature. The water drums had a
containing capacity equal to, approximately, one hour's feed for
the battery of boilers with which the superheater operated.
Herr Hans Keisert (Cologne) considered that some accoimt of
the superheater of Szamatolski was necessary to complete Mr
Eowan's paper. This superheater consisted primarily of two
chief parts, a system of U -shaped tubes and a wrought iron steam
chest, into which all the superheating tubes opened, as illustrated
in Fig, 50. The steam issuing from the boiler entered through the
Fig. 60.
SUPERHEATED STEAM 75
Herr Hans Beiaert.
pipe A into the steam chest, D. It then flowed through the
U-shaped tubes, 1, 2, and 3, and was, at their outlets, 1^ 2^, 3^
guided through the cap K^ into tubes 4 and 5, from which it issued
into the cap K^, and entered tubes 6 and 7, and from thence
through cap K3 into tube 8, whence again it issued into cap K^,
and entered tube 9, from which it was conveyed in a super-
heated state through the transmission cap B to the outlet pipe B,
and onward to the place of consumption. The caps were inside
the steam chest, and were therefore under working pressure on
all sides, so that they had consequently no pressure to resist.
There was, therefore, the special advantage that, notwithstanding
forced circulation in a required direction, there was no need for
flanges or flanged curves and caps under pressure, such as were
found in some water-tube boilers. The steam, in the first instance,
passed simultaneously through three distinct superheating tubes,
then through two tubes only, and finally through a single tube.
In order to get the steam through in this way, the steam velocities
must increase in ratio with the interdependent tube cross sections.
Assuming that the steam passed through the first three tubes with
a velocity of 15 metres per second, it would rush through the next
two at a velocity of 22^ metres, and at a velocity of 45 metres
through the last single tube. The velocities increased, therefore,
with the superheating temperatures, and this could be effected at
once, because the steam, as superheated, assumed the properties
of a gas and showed hardly any trace of frictional loss, so that
there could be no danger of throttling or choking. With saturated
steam, on the other hand, extensive throttling was set up as soon
as the speed exceeded a certain limit. A longer steam passage
^as secured with increasing velocity of the steam in the super-
heating tubes, and, in consequence of its accelerated motion, the
steam took up more heat units from the combustion gases, which
effected better cooling of the tube-heating surface, and made for
efficiency and durability of the apparatus. As superheated steam
was a bad conductor of heat, in ordinary superheater tubes there
were different degrees of temperature at the tube walls and in the
76 SUPERHEATED STEAM
Herr Hans Reiaert.
centre. The tube surfaces were, therefore, not fully utilized, and
in order to overcome this defect a simple device had been intro-
duced in this superheater to cause mixing of the steam. This was
shown in Fig. 61. As would be seen from the illustration, the
Fig. 51.
outside layer of steam, in passing along the tube walls, was caught
up by the ring R, without throttling the flow of steam, and was
carried into the centre of the tube through four channels which
opened into the inner tub^ r, whilst the steam flowed along the
centre and was conveyed through four other channels to the
surface of the tube. After a certain distance the same process was
repeated by the next steam mixer, and thus any degree of mixing
could be attained and the coolest portions of the steam always
brought in contact with the tube surfaces. This ensured the
greatest amount of superheating, because the heat receptivity of
the steam was in direct proportion to the difference between its
temperature and that of the combustion gases. In other respects
this superheater was constructed on the lines of good water-tube
boilers, with metal to metal joints, and it could be applied to any
kind of boiler, or arranged for independent firing.
Professor Storm Bull (University of Wisconsin) observed that
the subject was at the present time of such great importance, that
it deserved the closest attention of all engineers interested in the
steam engine. It was not too much to say that the only hope for
fairly successful competition of the steam engine with the gas
engine, rested in the use of highly superheated steam. Without
such use the battle was already lost, as evidenced from recent
performances of gas engines in connection with producer plants.
SUPERHEATED STEAM 77
Prof* Btonn BnlL
And it was also fairly possible that the steam turbine, also
by means of superheated steam, would in the long run, in a ^eat
many instances, prove to be the most economical steam motor.
Fortunately for the steam engine and for the manufacturers of the
same, there would always, it seemed to him, be a large field open
to them, provided the designers kept up with the best and most
progressive ideas with respect to the use of superheated steam.
For ocean going steamers, he doubted very much whether for
a long time to come at least, either the steam turbine or the gas
engine would become a real competitor of the reciprocating
steam engine. It was therefore probable that the great ship
building industry of Scotland, which the Institution so ably
represented, would not feel the competition of the gas engine
so keenly as the designers of the stationary steam engine. The
very rapid increase in the case of superheated steam during the
last few years, was in itself the very best answer to the question,
so often repeated in technical papers, whether there really was an
economy in its use. With many thousand installations all of
which cost a good deal of money, it would, it seemed, be foolhardy
to question the economy of the investment as a general thing.
When to this were added the results of a very large number
of accurate tests, anybody with competent insight must be
convinced that the superheater had come to stay. The question
whether one had the right to expect a gain in economy on
theoretical grounds, seemed to be a secondary one. It was very
likely true that one had no right to do so, neither could any gain be
expected from the compound engine as compared with the single-
expansion engine on theoretical grounds, but nevertheless, the
gam was real, and it was on that side that the practising engineer
was looking. The reason why one had [the right to expect
an increase in economy by superheated steam, was, as was
well known, the reduction of cylinder condensation, especially
during the admission period, and not during expansion as stated
by Bankine, and quoted by Mr Eowan. The other two reasons
given by Bankine were not valid at the present time at least.
78 SUPERHEATED STEAM
Prof. Stonn Ball.
Superheated steam was certainly not used at present in order
to raise the temperature at which the fluid received heat, as
everybody knew that one of the most serious objections to its use
had been the high temperature. From theoretical reasons
Bankine's reason had of course its validity. Another reason given
by Eankine to diminish the density of the steam, seemed now
entirely unimportant. It might have been noticed by a good
many that in various editorials in technical papers, it was stated
as a fact that a separately heated superheater could never be a
paying investment, that the only manner in which it could be made
to pay, was to instal it in such a manner that the temperature of the
flue gases might be reduced before reaching the smoke stack.
Both of these statements were wrong, as proved by various tests
of separately heated superheater plants with boilers and engines.
The trouble was that these editors did not thoroughly understand
why the superheated steam showed a gain in practice. The
cylinder condensation depended especially on the temperature
of the saturated steam, and of the condenser, as well as the cut-off.
Theoretically it would be profitable to use steam of very high
pressure, and an early cut-off. But because of the condensation,
this cutoff could not in practice be made so short as to get the
full benefit of the steam pressure. This was true whether it was a
single cylinder, compound, or triple-expansion engine. What one
gained by the increased expansion was more than lost by the
increased condensation. When the question of the installation of
a superheater arose, it would have to be decided whether the
increased cost of producing a sufiiciently superheated steam was
less than the waste occasioned by the cylinder condensation. As
was well known, this cylinder condensation might almost
entirely be done away with by means of highly superheated steam,
and various accurate tests had shown that a considerable amount
of fuel might be spent to produce this superheat in order to reduce
the cylinder condensation, and that there still would be left quite
a margin of economy in favour of the plant using superheated
steam. Very frequently the temperature of the fuel gases leaving
SUPERHEATED STEAM 79
Prof. Btoim Ball.
the boiler could not be lowered without impairing the draught.
In such a case the installation of a superheater in the boiler
setting, or between the boiler and the smoke stack, would be
worse than useless. But he was free to state that he was fully
convinced that a separately heated superheater would be a paying
investment, provided that economy was desired and that the cost
of coal was not very low. Attention .had already been called in
the discussion to the fact that the specific heat for superheated
steam, as computed by Eegnault, had too low a value for steam
superheated to the extent as now practised. From recent
investigations, it seemed that there could not be any doubt what-
soever, that this value was not constant, but increased with the
degree of superheat. A good deal more work was needed in this
direction before one would know as much about the properties of
superheated steam as one now knew about saturated steam ; but,
to judge from the amount of work which was now being done in
this direction, especially in Germany, it would not be so very long
to wait before the whole subject would be thoroughly cleared up.
Before concluding, he desired to state that he had read with a
great deal of interest both the excellent paper and the valuable
discussion. He was very certain that no timelier subject could be
taken up for discussion.
Mr EowAN in reply said he must thank the Members
for the favourable reception they had given to his paper, which
was intended more as an introduction to the subject than as an
exposition of it ; and he thought the Institution was to be
congratulated upon the amount of interesting information which
had been communicated in the discussion. The description of the
Cruse system, and the valuable particulars contributed by
Professor Jamieson, would probably be considered as by no means
the least interesting part of that information. He was in the
fortunate position of having no special interest in any superheater,
80 that he endeavoured to give effect to the desire that all should
be fairly represented and discussed, Mr. Constantine would find
at page 12 of the paper, that mention of the superheaters having
80 SUPERHEATED STEAM
MrBowan.
** Field," or more properly "Perkins," tubes had not been omitted.
He was glad that Mr Judd had expanded the comparison between
the engines using superheated and those using saturated steam,
referred to in the paper, because in it the object was not to demonstrate
the value of superheated steam over saturated steam, but was
only to show that statements had been made both for and against
that contention. A demonstration would have required a much
longer paper. The remarks of Professor Watkinson as to the
scoring of piston rods, and other parts, showed the advance that
had been made in the use of superheated steam, because that
which used to be one of the great evils charged against it was
now not only overcome, but was actually reversed in its favour.
No doubt in early days there were chemical actions entering into
the problem, but it was satisfactory to see that these had been
comprehended, and that their cause had been removed. Professor
Watkinson disagreed with the quotation from Professor Thurston ;
but Professor Watkinson had omitted to notice the way in which
the case was put on page 19 of the paper. Professor Thurston
merely said that ''if steam at the pressures and temperatures
quoted, were worked in a Carnot cycle," the result would be
so and so. The application of the Carnot cycle of reasoning
to engines using superheated steam had, however, also been made
by Professor Kipper, and Professor W. C, Unwin said of it
that " he did not sensibly differ from the use made by Professor
Ripper, of the Carnot measure of efficiency." So that apparently,
as of old, ** doctors differ." Mr Cleghom also challenged some
of the statements made in the paper, but all he could say was
that he had quoted the actual words of Professor Eipper, in
describing his temperature-entropy diagram, and before doing
so, he had read the criticism in the discussion on his paper.
That criticism] was not so severe as Mr. Cleghom imagined,
because, although Professor Unwin objected to the introduction
of the term "mean-temperature," yet he said **no doubt the
term was used in a sense which involved no error ; but there were
all sorts of ' means '. The mean temperature intended was not.
SUPERHEATED STEAM 81
MrBowan.
418 might be supposed, the mean of the initial and final
temperatures, which would be wrong." In replying, Professor
Bipper said that *' he did not think that his use of ' mean
temperature * would be misunderstood, as suggested by Professor
Unvrin: besides if it were, the error would be extremely small
within ordinary ranges of temperature. * ' Under these circumstances
he decided to retain Professor Eipper's explanation of the diagram,
but he would have been glad if Mr. Cleghorn had seen his way
to contribute a more accurate description. With regard to the
figures on page 18, the calculation was originally Eankine's, but
the form given to the expression of thermodynamic efficiency
in Professor Thurston's paper seemed to be slightly more simple,
than that in Eankine's " Steam Engine," and therefore, he made
use of it in preference to taking Eankine's figures. The
•calculation was not expressed in precisely the same way in both
works. Mr. Eiekie in his interesting remarks, referred to several
important subjects, which were allied to that with which the
paper was more directly concerned. With regard to the forms of
. superheaters, while it might be difficult to-day, to suggest any-
thing very novel, yet new methods of working might be proposed,
as the various problems connected with superheated steam became
better understood. The ingenious system of Mr. Cruse, was
an illustration of this, as Were also some points in Professor
Watkinson's and Mr. Eeisert's designs, which dealt with the
-conditions of heat transmission. These conditions really explained
why Mr. Eiekie did not obtain a better result from the water-tubes
across the fire-box of his locomotive. These tubes were badly placed
for the generation of dry steam, and any steam which was formed
in them was exposed to the cooling action of the tie rods conducting
heat from it, or from the water in the tube, to the outside shell of
the boiler, after the analogy of the inner tube in the Cruse
superheater, the steam being also delivered against the outside
plates, as well as under the water there. Moreover, any heat
iwhich was taken up by these water tubes diminished the power
*of the hot gases to transmit heat efficiently in their subsequent
82 SUPERHEATED STEAM
Hr Bowinn.
passage through the smoke tubes. These water-tubes, therefore,
really acted in the opposite way to the blocking up of some of the
smoke tubes which had been found in several experiments to
increase the efficiency of the surface of the remaining tubes.
He hoped that the note sounded in Mr. Constantine's remarks,
would not be forgotten, and that interest in the various questions,
connected with superheated steam would increase. Little had
been done as yet to determine the exact specific heat, the effect
of augmented volume, and other fundamental matters. In
his recent **»Tames Forrest" lecture, Mr. W. H. Maw remarked,
that ** A serious defect in a very large number of the experiments
on superheated steam hitherto carried out, is that they have been
made on the use of such steam in more or less defective engines
of ordinary design, primarily intended to be worked with saturated
steam. No doubt the results so obtained are of interest, but
to determine the full economic value of superheated steam it must
be employed in engines specially constructed for its use, both
as regards the materials employed, and the design of many
important details. And in connection with this matter, we .
are much in want of a thorough determination of the physical
properties of superheated steam extending over the range of
temperatures and pressures likely to be employed in practice.
. . . Equally desirable also, is the thorough investigation of the
action of steam, in the various t3rpes of turbine-motors ; a matter
which has, as yet, been by no means dealt with so exhaustively at
its great, and rapidly growing practical importance deserves,
and respecting which many lessons undoubtedly remain to be
learnt." It was satisfactory to learn that an investigation into
the specific heat of superheated steam, was being carried out by
Mr. H. Cruse, and that some careful tests with a special steam
engine, carried out independently by Professor Schroter and by Mr
Vingotte, were recorded in a recent bulletin of the Belgian Elec-
trical Society, and some also in a paper read by Professor Jacobus,
to the American Society of Mechanical Engineers, and it was to be
hoped that such investigations would speedily be multiplied.*
SUPERHEATED STEAM 83
MrBowan.
Professor Storm Bull's interesting communication also showed
that the subject was attracting investigation amongst American
engineers and men of science. In connection with this subject,
much importance attached to the introduction of nickel steel
tubes, containing from 23 to 30 per cent, of nickel, which
had been found to have nearly 3 times the life of mild carbon
steel tubes, under the actions likely to be met with in superheaters
and boilers. These tubes were made in France, Germany, and
America, but as yet, not in Britain, although their advantages had
been pointed out by Mr. A. F. Yarrow in a paper read to the
institution of Naval Architects (Vol. 41, pp, 333-346), and by Mr.
A. L. Colby in a paper read to the American Society of Naval
Architects and Engineers at their 11th Annual Meeting.
The Chairman, Mr E. Hall-Bbown, Vice-President, felt sure
that all present would join in according a vote of thanks to Mr
Bowan for his paper, which was a valuable one not only for the
information it contained, but for the illustrations accompanying
it, and also for the additional information which it had brought
out in the discussion
The vote of thanks was carried by acclamation.
• Messrs. Careis of Ghent, Belgium, now guarantee a consumption of 8 8
lbs. per H.p. at a prevure of 160 lbs. and a temperature of 350° C. on
entering the high-pressure cylinder, or 370° C. on leaving the superheater.
The engine was a triple-expansion one of 1200 H.P. the intermediate and
low-pressure cylinders being steam jacketed.
IMPROVEMENTS IN VALVE-GEABS.
By Mr John Eiekie (Member).
(SEE PLATES V. AND VI.)
Bead 27th October, 1903.
The author desires to emphasize the point that this paper is not
presented in the light of an historical treatment of the subject, in
fact such a treatment would, in his opinion, be of less interest to
the majority of those present than it is hoped the method selected
may be.
The numerous attempts which have been made to introduce an
improved valve-gear, superior to any other already in use, are in
themselves proof that there still exists room for further improve-
ment and scope for new ideas, which, although in a great measure
springing from principles well known, may still retain in a more
or less degree the essence of novelty, and so have the effect of
advancing the objects in view by all who set themselves the task
of designing a new valve-gear.
Practically speaking, there are on the market only two kinds of
valve-gear, of the class in which only one valve is used, which may
be said to be generally adopted as standard types, viz., the
Stephenson and the Gooch link type. This latter appears to have
received the most attention from inventors of the many various
forms of radial valve-gears. It is, moreover, supposed by some to
be in its best form when a separate lever is used to control the lap
and lead, as it then gives a somewhat longer dwelling motion to
the valve at certain parts of the stroke. In practice, however,
this dwelling movement appears to be of no advantage whatever,
indeed, the Stephenson link motion is still able to hold its own
against the best gears on the market, and is still by a great
number of engineers preferred to that of the best radial gears, such
as the "Joy " and " Walschaert," &c., for locomotive work.
A little consideration will perhaps make clear why it is that no
IMPROVEMENTS IN VALVE-GEARS 85
particular t3rpe of gear has a decided advantage as regards economy
in steam consumption over that of any other.
It is well known that the movement conveyed to the valve
of a horizontal engine is the resultant of two movements,
viz., a horizontal one, giving a movement to the valve equal
to twice the lap plus the total lead, and a vertical one
to give the port opening. These movements can be con-
veyed to the valve either in combination or separately.
The movement, when combined, can be used either with a
Stephenson or Gooch link, rocking the same about its centre to
give the port opening, and at the same time giving it a backward
and forward motion to control the lap and lead. These move-
ments can be had from the use of one or two eccentrics or from
the connecting-rod or crank-pin or any other part of the engine
which will give a combined vertical and horizontal movement.
Similarly the movement can be actuated separately, using a
separate lever to control the lap and lead. The results, however,
are practically the same as regards economy in steam consumption.
Were models of all the numerous gears placed side by side, and
the levers of each placed in mid-position, it would be found that
every one would give a movement to the valve equal to the lap
and lead only. Placing the lever forward to cut off at 20 per cent,
of the stroke of the piston, would give a slight advantage in favour
of the radial type of gear, owing to the longer dwelling motion
claimed. This, however, is of no practical value, as the port
opening is only slightly in excess of the lead, in fact, the advantage
of the dwelling movement is balanced by the increased port
opening of the Stephenson link, which has a greater lead than the
radial type when linked up. Generally speaking, therefore, there
is practically no advantage in using any particular type of gear,
except from its suitability for any special design of engine. In this
connection a good deal of importance is often attached to the
number of pins and working parts when selecting a valve-gear.
Curiously enough, in actual practice this is of minor importance as
regards wear and tear of machinery. A valve-motion having twelve
86 IMPROVEMENTS IN VALVE-GEARS
or more pins, if properly designed and made from the best material,
will practically last quite as long and give no more trouble than
one with six or even a less number of pins. The chief object to be
aimed at in selecting a valve-gear should, therefore, be to get one
that will give the best possible distribution of steam in the cylinders,
so as to effect a decided gain in economy in steam consumption ;
plainly speaking to get the greatest possible amount of work out of
the steam before exhaust takes place.
The object of this paper is to represent the advantage to be gained
by a method of securing a long dwelling movement to the valve,
not at the ends of the stroke, but at half-stroke of the valve.
Before describing the gear in question, it may not be out of place
to say tbat similar to most improvements, the old adage of
** Necessity being the Mother of Invention " applies in this case.
The necessity for improvements in valve-gears was forcibly brought
to the notice of the author when conducting experiments with his
continuous expansion system as applied to compound locomotives,
which requires that steam should be cut ofiF very early in two high
pressure cylinders as against the existing practice of cutting off
late in one high pressure cylinder. It was found from actual
results, when using both the Stephenson and radial type of gear,
that the benefit which might have been expected from the use of a
wide range of expansion due to the very early cut-off was not
realised, owing to the exhaust passages of the high pressure
cylinders being closed too early, thereby boxing up the steam in
the high pressure cylinders instead of allowing the same to expand
freely to do work on a large low pressure piston. It was this
defect in valve-gears that induced the author to go carefully into
the problem of devising some means of improving not any one
particular type, but all forms of valve-gears.
From Fig. 1 it will be noted that a separate lever is made use
of to control the lap and lead. At first sight one would naturally
take it to be a combination of the ''Joy" and *• Walschaert "
form of gear, but this is not the case, for the improvement can be
applied to the Stephenson link motion and to many others. The
IMPROVEMENTS IN VALVE-GEARS 87
improvement claimed is attained by varying the length of the
short arm of the lap and lead lever during the stroke. It vnll be
noted that this is accomplished by allowing the short arm to slide
in a slipper block rocking in a bracket, the latter being a fixture.
This has virtually the effect of reducing the length of the short
arm to a minimum when the piston is at half-stroke. Thus a long
dwelling motion is given to the valve, which allows the steam to
do work on the piston during a greater length of the stroke, and
also keeps the exhaust passage open later at the opposite side of
the piston. Any delay in the movement at half- stroke has to be
made good when nearing'each end of the stroke, and this arrange*
ment results in accelerating the movement of the valve to steam
admission and exhaust, so that it becomes practicable to have a
large port opening, giving at the same time a rapid cut-off when
the gear is linked up. These points can clearly be seen by
following the movements of the model. Fig. 2 shows the
improvement applied to the "Walschaert" form of gear; Fig. 3
that to the Stephenson link ; Fig. 4 shows how the lever can be
actuated from the use of an eccentric ; Fig. 5 shows the paths of
pins A, B, and C in mid-gear, with 20, 40, 70, and 80 per cent,
cut-off; Fig. 6 illustrates diagrams taken with full sized models ;
the broken lines were obtained from the Walschaert motion with
20^ per cent, cut-off and full gear, the plain lines were obtained
after the gear was modified, as shown in Fig. 2 ; and Fig. 7 shows
the enhanced port opening and early cut-off resulting from raising
the bracket, which virtually lengthens the short arm of the lap and
lead.
A novel feature in the invention is that the lead can be varied
while the engine is at work. This is achieved by making the slipper-
block bracket movable vertically by a screw or other means. For
instance, moving the bracket upwards virtually has the effect of
lengthening the short arm of the lever, and so correspondingly
increasing the lead. One of the chief benefits to be derived from
this is that a greater volume of steam can be got into the cylinders
when the engine is running linked up. It is needless to point out
88 IMPROVEMENTS IN VALVE-GEARS
Mr E. Hall-Brown.
that any increase of power is due not only to the increased amount
of steam entering the cylinders, but also from the extra work that
can be got out of the same before exhaust takes place plus the gain
from a reduction in compression.
The advantage this gear has over that of the Corliss or Tripp type
is that neither the range of cut-off nor number of revolutions
require to be limited.
In conclusion, the author would like to point out that this improve-^
ment in valve-gear, in conjunction with his continuous expansion
system, opens up a field for greatly improving all multiple-expan-
sion engines, and will enable his compound system to compete
favourably against any triple-expansion engine.
Discussian.
Mr E. Hall-Brown (Vice-President) said that long ago he
thought he had finished discussing the merits of radial valve-
gears. There were those present, no doubt, who had gone
through the period of valve-gear invention which raged in
engineering circles about 20 years ago, and who then had as much
to do with radial valve-gears as to last them quite a lifetime. His
feeling, so far as marine engines were concerned, was that no one
valve-gear gave any better results than another, and the adoption
of any special gear was merely a matter of convenience of arrange-
ment in relation to the general design of the engines. Unfor-
tunately, he had not the pleasure of hearing Mr Riekie's paper
read, and he found considerable diflBculty in following the most
interesting part ; he referred to the diagram that Mr Riekie gave of
the valve-motion. He had no doubt that it would have been much
clearer had he heard it explained by Mr Riekie, but in the state in
which they found it in the Transactions he was afraid that very
few of them would find the diagram easy to follow. He was not
at all certain that he followed Mr Riekie's meaning, and it seemed
to him that if his interpretation of the diagram was correct, Mr
Riekie had got a very much larger port opening when working
with an early cut-off than was given by the ** Walschaert " gear.
IMPROVEMENTS IN VALVE-GEARS 89^
Mr E. Hall-Bnwa.
That might be a matter of great moment to Mr Biekie for looomo-
tive work, but he did not know that it was to those who Were-
engaged in other branches of steam engineering ; and upon the-
value of this increased port opening, alone, would depend the*
success or otherwise of that gear. If by means of getting a very
much larger opening when working with an early cut-off, and a*
correspondingly late compression point during the exhaust stroke^
Mr Biekie could gain something substantial in steam economy,
then he thought that the valve-gear would be a success, but on
that point he was just a little sceptical. In view of the amount of
valve-gear research which had previously taken place, it was
interesting to note that Mr Biekie had undoubtedly struck out in.
quite a new direction. He did not know that anybody had*
attempted to alter the length of the lever which one usually
regarded as giving the lap and lead motion in a radial valve-gear,,
and he thought that Mr Biekie was to be congratulated in having,
done something quite fresh in this direction. Finally, he trusted
that the merits of the gear were greater than in the meantime he^
considered them to be.
Mr AiiEXANDEB Cleohobn (Member of Council) said that the*
previous speaker had drawn their attention to the diversity of valve-
gears which were adopted for marine work some 20 years ago.
That period was simuUaneous with the introduction of the triple-
expansion engine, and engineers were then finding their way
towards the best arrangement of engine. As the triple-expansion
engine, with cylinders along side of each other, occupied a longer
fore and aft space than the compound engine of the same power^
in order to reduce this length as much as possible, advantage wa&
taken of the facility afforded by one or other forms of radial
valve - gear to arrange the valve-centres on the athwartship
sides of the cylinders instead of between the cylinders, which
was the position most suitable for '* Stephenson's " gear, then
ahnost universally fitted. He had at that time designed engines
fitted with various forms of radial gear, and of these,
he believed the *' Walschaert " gear to be one of the best. That
9
90 IMPROVEMENTS IN VALVE-GEARS
Mr Alexander Cleghom.
gear he had applied to some sets of twin-screw triple-expansion
horizontal engines for gunboats, and had subsequently sailed with
the vessels. The gear received a considerable amount of care in its
design, and theparts were strongly proportioned. It wasfound torun
well, although the revolutions of the engines varied from 180 to 200
per minute, their aggregate i.h.p. being 2,500 In addition to the
shorter engine, a radial valve-gear generally secured an almost
constant amount of " lead of valve," irrespective of the point of
cut-off, and this feature was a most important one in the case
of war vessels, which spent the greater part of their time in
cruising at reduced power. The conditional modification
which Mr Kiekie had brought before them came, there-
fore, as an agreeable surprise, and he was of opinion
that considerable advantage could be taken of the adapt-
ability of the motion of the valve, which the varying length
of the **lap and lead" lever secured. Although the proposed
modification gave a large port opening and a rapid cut-off, it
combined this with a late compression, which was of great value
in a locomotive engine, exhausting, as it did, to the atmosphere.
But in a multiple-expansion condensing engine, the result of a late
compression might be quite the reverse, and it was, therefore, with
considerable interest and anticipation that he listened to the last
paragraph of Mr Eiekie's paper, which ran as follows :—** In
conclusion, the author would like to point out that this improve-
ment in valve-gear, in conjunction with his continuous-expansion
system, opens up a field for greatly improving all multiple-
expansion engines, and will enable his compound system to compete
favourably against any triple-expansion engine." He thought that
if Mr Eiekie was able to fulfil his promises there would be ample
scope for his gear.
Mr James Andrews (Member) thought that Mr Kiekie might
have extended his paper to the advantage of the subject,
more particularly with reference to the steam openings of a valve
operated by his gear as compared with the same valve operated by
the ordinary link motion. It seemed to him, after having
IMPROVEMENTS IN VALVE-GEARS 91
Mr James Andrews.
eiamined the model, that the mean or average steam opening
wonld be considerably greater v^rith the Biekie gear than with the
Stephenson link motion, v^hen working at the same maximum
^team opening ; and, if that were the case, it appeared that a
smaller valve might be used with the Biekie gear. He would have
preferred to have seen diagrams illustrating this point embodied in
the paper. Another important element which had been over-
looked was the mechanics of the gear. Mr Biekie had stated that
"The number of pins or working parts in a valve-gear was of
miDor importance as regards wear and tear of machinery," which
was no doubt true to some extent ; but much depended upon the
load exerted upon the various pins or working parts of the gear.
He would have liked to have seen this branch of the subject more
fully dealt with in the paper, because it was generally the
mechanics of a gear which determined its success or failure, and
there were two features in the Biekie gear, which, according to his
experience, were not altogether satisfactory. First, the sliding
block, with its rocking motion, which he thought was originally
adopted in the Hackworth gear, was very difficult to keep
properly adjusted and well lubricated. Those defects led to the
introduction of what was known as the Marshall valve-gear, in
which a pendulum link was substituted for the sliding block.
Now, it so happened that the history of that gear admirably
illustrated the point that the number of pins or moving parts
was of far less importance than the loads exerted upon those
parts. The Marshall valve-gear might be made in two forms,
with five pins in both cases. On the earliest cruisers, havinpj
horizontal engines, to which this gear was applied, the pendulum
link was placed between the eccentric and the connecting-rod to
the valve-spindle, as shown in outline on Fig. 8 ; and it would
be observed that the load on the pendulum link and its pins
would be approximately double that on the valve-spindle. This
form of the gear gave a great amount of trouble, and during one
of the trials which he attended it broke down, notwith-
standing that it was driving piston-valves, which at that time
92 IMPROVEMENTS IN VALVE-GEARS
Mr Junes Andrews.
(1885) were supposed to be practically balanced. At a later date
Mr Marshall described this gear as the " unfortunate form."
Ultimately the design shown in outline on Fig. 9 was adopted,
having the valve-spindle connection between the pendulum link
Fig. 8
A8TERN
Fig. 9.
and the eccentric, so that the load on the pendulum link, its pins,
and the eccentric were reduced to about a half of that on the
valve-spindle. This gear has been very successful, and he
believed was still being fitted. Keverfcing to the Kiekie gear, it
would be seen that the load on the pin B, Fig. 1 , was practically
IMPROVEMENTS IN VALVE-GEARS 93
Mr James Andrews.
double that on the valve-spindle, and consequently this increased
load must be carried by the remainder of the gear in a direct line
to the eccentric, for a similar reason to that in the Marshall gear
OD ^g. 8. He thought that if Mr Biekie could introduce the
pendulum link in place of the sliding block, and re-arrange the
levers so as to reduce the loads on the gear, as was done with the
Marshall gear, a considerable improvement would be effected by
reducing the wear and tear.
Correspondence.
Mr Charles S. Lake ( London) was firmly of the opinion that
Mr Biekie's improvement was a step in the right direction, and
that it constituted a real improvement in this very important
branch of engine construction. Many people had, as everyone
knew, essayed to improve valve-gears, and he had closely followed
the course of events in that direction, and had been much struck
with the fact that most of the inventors had ignored — at any rate,
very considerably — the principle involved in Mr Eiekie's plan,
which seemed to him to embody the true key to improvement,
vi2., that of accelerating the movement of the valve at those
portions of its travel where rapidity of movement was desirable
and advantageous, that was when nearing the points of admission
and exhaust, and retarding the movement during the expansion
period. That system was adopted, only of course in a somewhat
different manner, in machine tools — especially those of American
manufacture — in which the movement of the tool-holder was
accelerated during the return, or "no work," period, while on the
outward, or ** work," period, whilst machining, it was very much
slower.
Mr KiEKiE, in reply, said he was pleased to learn from Mr
Cleghorn that a late compression in locomotive work was
<x)n8idered of great value. In the multiple-expansion marine
engine the compression was also late, due to the late cut-off used ;
he, therefore,' failed to see why the adoption of the improved gear
should give reverse results to that oif the locomotive, especially
94 IMPROVSMENT3 IN VALVE-GEARS
MrBiekie.
when there was the possibility of being able to cut-oflf earlier with
this gear and so increase the number of expansions in the multiple-
expansion engine. Eegarding the improved compound system
referred to, he would be pleased to read a short paper, entitled
** Compound verstui Triple-Expaqsion Engines." In his opinion,
the triple-expansion engine had a threefold advantage over that of
the compound system as now made, viz., a higher boiler pressure,
larger piston surface, and the use of three cranks. The improved
compound system he advocated had similar advantages to the
triple-expansion engine ; it, moreover, had two advantages which
the latter did not possess, viz., continuous expansion of steam,
thus requiring no receiver — and in being able to, at all times,
expand the steam to the end of the stroke of the low-pressure
. cylinder, no matter what the boiler pressm-e might be. There
appeared, therefore, no reason why the system he advocated should
not only equal, but probably surpass, the triple-expansion engine
in economy in steam consumption. Eegarding the very large port
opening referred to by Mr Hall -Brown, the want for this in high
speed engines, such as locomotives, was at the present moment
greatly felt, and it considerably handicapped this type of
engine from attaining high speeds with heavy loads. Small port
openings might be good enough for the long-stroke, slow-running
marine engine as now designed. He felt convinced that the day
was near at hand when marine engineers would be forced to turn
their attention to the designing of high speed engines, otherwise
the turbine would in all likelihood replace the reciprocating engine
in marine work. To make the high speed reciprocating engine a
success it was very important that very large port openings should
be used, both to steam and exhaust. As this could be obtained from
the use of the improved valve-gear, it would probably go a long
way towards enabling the quick-acting reciprocating engine to
more than hold its own against the turbine type of engine. With
reference to the gain in power from the use of a late compression^
he produced a set of indicator cards taken from* a compound
locomotive, the high pressure cylinders of which were fitted with
IMPROVEMENTS IN VALVE-GEARS 95
ICrBiekie.
the Stephenson link motion, as also a card taken from a locomotive
fitted with the improved gear, showing how the latter was fattened
without any increase in steam consumption, and made clear the
gain that was derived from a late compression. With respect to
Mr Andrews* objection to the sliding movement, he did not
anticipate the slightest trouble with this. An engfine working at
the high speed of 70 miles an hour showed no signs
of heating or giving trouble; moreover, a similar objection
had been raised to the "Joy" gear when first brought
oat, but this disappeared when the working parts were
well designed. Respecting the load on the pin B, Fig. 1,
this could be obviated by placing the lap and lead lever
direct in the crosshead of the valve-spindle, and so dispense with
the levers and pins shown in the model, which were designed to
suit a special case in locomotive work. He had tried hard to
substitute a pendulum lever for that of the sliding movement, but
had to give it up as impossible. When the lap and lead lever was
at half-stroke it ceased to act as a lever, so that it was impracti-
cable to get a lever with a given ratio to meet the case. He
desired to thank the Members who had taken part in the
discussion.
The Chairman (Prof. J. H. Biles, LL.D., Vice-President) said he
was sure that Mr Riekie's proposed paper on Compound versus
Triple-Expansion Engines would create a good discussion, as it
would embody views entirely different to those held by all
engineers during the last twenty years. Mr Riekie's paper on
Valve-Gears was a most interesting one, but he (the Chairman)
felt that the real test of the improved gear would be to submit
it to an extensive series of trials. He asked the members present
to award a vote of thanks to Mr Riekie for his paper.
The vote of thanks was unanimously agreed to.
MARINE PROPELLERS WITH NON-REVERSIBLE
ENGINES
AND
INTERNAL COMBUSTION ENGINES.
By Mr. Rankin Kennedy (Member).
(see plates VII., VIII., AND XI.)
Bead 24:th November, 1903.
'The introduction of internal combustion engines and steam
turbines for marine propulsion requires the careful consideration
of the fact that without some special contrivance these motors are
not reversible.
The steam turbine when applied to larger vessels requires an
.auxiliary turbine for backing the vessel, and the high velocity of
the screw propeller has been a matter for considerable experiment
and one which has introduced new problems for solution.
This paper may, therefore, serve to direct attention to the
consideration of other propellers than the screw, and to bring
together various methods of employing the screw propeller, for
examination.
There are five systems whereby a vessel may be propelled and
controlled when driven by a non-reversible motor : —
1. By means of a screw propeller, with movable reversible
blades operated by a sliding rod through a hollow shaft.
This is a favourite method for small craft.
2. By means of a screw propeller, and mechanical reversing
gear, usually in the form of friction clutches and ^spur
wheels.
S. By two screws, a right and a left-handed screw, connected
by a sliding rod through a hollow shaft, whereby either
screw may be loose, and the other locked and driven, or
both locked or loose.
MARINE PROPELLERS 97
4. By electrical control, the engine driving a d3mamo and
a motor driving the screw.
5. By water-jet propellers.
I shall not refer to all the systems for starting oil engines on
board vessels, for that is a question worthy of a paper in itself.
It may be observed that there are no starting difficulties with the
steam turbine, nor with an oil engine coupled to a dynamo, for a
starting accumulator is a small affair, and quite effective to
set the engine in motion
The first system referred to can be very well shown by a
diagram, Eig. 1, made, from the propelling gear of small vessels
built by Messrs. Vosper, of Portsmouth, and driven by o^l engines
using ordinary paraffin oil. The blades are reversible by the
lever and screw worked by a hand-wheel as shown. In the mid-
position of the lever the propeller may run with the blades set
to thrust equally fore and aft, the one thrust annulling the
other, or a clutch may preferably be used to disconnect the
propellers in the stop position. A similar method is also
adopted by the Mitcham Motor Company, of Cowes, Fig. 2,
who make little marine oil engines for launches and small yachts,
and by many others. It is perfectly satisfactory for very small
powers, with screws up to about 2 feet in diameter.
The second method is often used for larger powers, and when well
designed and well made works satisfactorily. One form of reversing
gear. Fig. 3, may suffice to show the general application. It consists
of three bevel wheels, A, B, C, with two friction clutches working
inside the wheels A and B. A lever is applied to throw either clutch
in or out of gear. In the middle position both clutches are out of
gear and the engine runs free, the screw being at rest. The
engine shaft does not extend beyond the first bevel wheel A, which
is either keyed to it or forms part of the engine fly-wheel. When
gomg ahead the propeller shaft is clutched direct to the engine
shaft so that the gear wheels C and B simply run idle, and trans-
mit no power. But when going astern the bevel wheel B is
clutched to the propeller shaft which is then driven through the
»b MARINE PROPELLERS
gearing. This is one of many forms of reversing gear possible,
and has been found suooessful with considerable powers.
The third method has been adopted by the ** GrifBn " oil launch
and boat builders, Fig. 4. This arrangement consists of two
ordinary screw propellers of right and left handed pitch re-
spectively, the forward propeller being mounted on the end of
a hollow shaft which extends into the interior of the boat.
Through this hollow shaft a second shaft passes, and on the
end of the latter is mounted the sternmost propeller. Both
propellers are thus free to revolve independently of each other.
A double friction-clutch attached to the engine shaft, and
actuated by a hand lever, is connected with the ends of these
shafts in the interior of the boat, the arrangement being such
that either of the propellers may be engaged with the engine,
or both may be simultaneously disengaged. It will thus be seen
that by the simple movement of the hand lever the whole opera-
tions of starting, stopping, and reversing the boat, are effected
without stopping or reversing either the engine, propeller shaft,
propellers, or any part of the driving mechanism ; while owing to
the entire absence of toothed gearing or racks of any kind, its
action is absolutely noiseless and free from jerk or shock.
The advantages claimed for this arrangement are many. There
is no shock when the propellers are disconnected or put in
motion. There are no cogs, racks, or gearing of any kind to
get out of order. There is stated to be no obstruction to the
movement of the boat when the propellers are out of action, which
is said to render the bo^.t so fitted specially suitable for canals.
The operations of starting, stopping, reversing, and steering can
be controlled by one man seated at the stern. With regard to
the claim that there is no obstruction to the movement of the boat
when one of the propellers is out of action ; experiments have been
made, and no difference either in speed or oil consumption could
be detected over a measured distance with an idle propeller free
to revolve, or with the propeller removed.
These, then, are the three methods proposed and used with
WITH NON-REVERSIBLE ENGINES 99
screw propellers driven as nearly direct as possible from the
engine.
The fourth system also employs the screw propeller, but the
engine is not connected to the propeller by any shafts or gearing and
may be placed anywhere convenient, while its power is transmitted
electrically to a motor on the propeller shaft. This system has
been used on road vehicles with some success, and may be more
successful on boats of larger powers. Vessels fitted with the first
and second systems have not been built of larger sizes, say, than 50
horse power, and only for moderate speeds of from 7 to 10 knots,
with a few exceptions to be referred to later. For larger powers
and higher speeds something different is required. Clutches, and
gearing, and loose screw blades, or two loose screws, are all very
well as far as they go, but when the use of large internal combustion
engines and high speeds are contemplated, something more reliable
mechanically and of greater strength is necessary. In a large
vessel the addition of the dead weight of the motor and dynamo
required to operate the fourth system is not a serious matter,
while it offers several distinct advantages. The propeller shaft
may be short and the motor astern as far as possible while the
engines and dynamo can be placed forward. The vessel can be
controlled from the bridge, or lookout, both as to speed and stop-
ping and starting. A small auxiliary engine and dynamo for
electric lighting of the ship can be used to start the large engines,
after which all reversing and manoeuvring should be done by
switches. This system also offers advantages to small steam
tarbine engines like the de Laval, in which the engine and
dynamos are, due to the high velocities, small, light in weight, and
take up little space, a 300 horse power de Laval turbine dynamo
complete weighing only about 11 tons.
Of course, with the steam turbine must be included the boiler, a
weight which is not necessary with internal combustion engines*
And although I am aware of the fact that internal combustion
turbines run by oil fuel have been brought to a considerable degree
of perfection, yet they are not quite in a position to compete with
100 MARINE PROPELLERS
reciprocating oil engines. I submit that if the screw propeller is
to be retained with non-reversible engines the power must be
transmitted by some more flexible system easily controlled by
simple means, and that many advantages are offered by electric
transmission from the engine to the propeller in larger units.
The fifth and last system is not new, but has been used in
vessels with some success, In this system the water jet propeller
is adopted. This type of propeller has been discussed before
in this Institution* and perhaps prematurely condemned, but
things have changed since then, and it may now be looked
at from the non-reversible engine point of view, or with
the high speed turbine as its motive power. In the early
jet propelled vessels the centrifugals employed to throw the
jet were slow in speed, hence large in size, and not efficient.
It may at once be admitted that the jet propeller has some well-
defined limitations which will prevent it ever becoming a better
propeller than a screw, in large steam driven ships employing
reciprocating or other reversible engines. The column of water
set in motion to produce the jet is limited in sectional area. In
Ruthven's " Waterwitch," built in 1867, the area of the jets com-
bined was 6*28 square feet, equal to -po of the midship section of
the vessel, and the efficiency was O'lS. In Thorneycroft's
hydraulic vessel, built in 1883, the area of the jets combined was
about one square foot, equal to v^ of the midship section, and
the efficiency was 0*254. Efficiency depends to a large extent
upon the sectional area of the jet being a very large fraction of the
midship section.
The presence of a large volume of water on board the vessel is the
chief drawback to the jet propeller. But by good design this volume
can, however, be much reduced, for although the water must leave
the vessel at a slow velocity in a large volume, it may pass along
inside the vessel at a high velocity in a smaller column, and that
• Vol. XXXV., p. 16.
WITH NON-REVERSIBLE ENGINES 101
is one feature to which I beg to draw your attention. A second
point to which more attention should be paid is to the intake of
water, for the vessel can be propelled by the suction of the pump
as well as by the pressure.
In Thomeycroft's hydraulic vessels, Figs. 5 and 6, the suction
intake B, H, faces forward, so that the water enters freely with the
motion of the vessel, and if the suction pipe were merely continued
and led astern to an outlet, the vessel being towed, the water
would flow with the speed of the vessel through the pipe, but the
water would have no velocity relative to the still water outside the
vessel. In Fig. 7, a diagram of a jet propeller, there is a clear
passage for the water fore and aft through A, C, B. By means of a
steam jet acting as in Morton's water lifter, the column of water
can be set in motion, and by tapering the pipes it may pass quickly
through the vessel as a small column, although it enters and
leaves as a large column. Again, by arranging the proper size of
the intake and outlet orifices, we might have a partial vacuum or
saction at A and a pressure at B, both due to the impeller at C ;
and the thrust would be the sum of the forces acting at the suction
and pressure prifices. It may be pointed out that in using a steam
jet impeller at C, there would also be a reactive impulse due to
the steam itself in the steam nozzle, for if the area of the steam
jet orifice equalled 1 square inch, and the pressure of steam was 160
Ihs., a useful effect or thrust of 150 lbs. would accrue — which under
ordinary circumstances is lost, and this in addition to the thrust
due to the water. With some slight modifications this presents
an ideal propeller, in which no engine with moving machinery is
required. Although the jet propeller driven by a steam jet is not
highly efficient, it may in some cases have counteracting advan-
tages. It has one drawback when used at sea, and that is the
condensed steam is lost. I need not dwell on the subject of steam
jets (their inefficiency is too well known), but will pass on to the
further consideration of the water jet propeller. Whatever
impeller is used at C, there are some further points to observe.
In this simple arrangement the propulsion would be at A,
102 MARINE PROPELLERS
due to suction ; at C, due to the reaction of the steam, plus that
due to the momentum of the water flowing away through B, outside
of the vessel. To obtain the thrust of the pump due to its
pressure, the water should be arrested somewhere between the
pump and the outlet, so that it might flow away with the proper
velocity, and produce an unbalanced pressure in the direction the
vessel is to move.
The impeller was therefore made, in a recent case, to deliver
the water into a pressure chamber, where its momentum was
converted into pressure gradually, through cones, in the well-known
manner of injectors. The water was discharged from the side of
this chamber opposite in direction to the motion of the vessel.
This gave good results, and is still under experiment.
The impeller hitherto used has been a centrifugal pump. A
diagram of this arrangement is shown in Fig. 8. The
pump P delivers into a cylinder V, wbich, besides acting as a
pressure receiver, also acts as a valve regulator whereby the vessel
may be stopped, started, slowed, accelerated, or reversed by one
lever without regard to the engine, which may run steadily on
under a governor all the time. The valve V is made so that
when it opens the forward nozzle N it closes the aft nozzle N|,
and when in the mid-position both nozzles are half open. By
this means the flow of water is never violently checked, and high
velocities of flow through the pumps can therefore be used.
When the vessel has to stop for any considerable time, the engines
are of course stopped.
This arrangement, it will be observed, is one suitable for internal
combustion, and steam turbine engines which are not conveniently
reversible.
As to the question of efiiciencies, I am unable to give practically
ascertained results of the five methods on any sufficient scale, but
the theoretical results may be of interest together with the practical
tests available.
In theThorneycroft hydraulic vessel of 1883, the engine efficiency,
i.e., the brake horse divided by the indicated horse power, was
WITH NON-REVERSIBLE ENGINES 103
B flP
/g'p'= 0-77, the pump efficiency was 0*46, and the jet efficiency
0-71, which gives a total efficiency of 0-251. The remarkably low
pump efficiency is surprising, and no less the engine efficiency.
These figures were given as results of tests by Mr S. W. Barnaby
before the Institution of Civil Engineers.
Engines and pumps can now be obtained to give better
results. Last year Mr Konrad Andersson read a paper
before this Institution, in which he stated (Table III.) the
efficiency of the de Laval turbine pumps to be as high as -75 and
'8. In the same paper the pounds of steam per brake horse power
are given, and in Table YI. the pounds of steam consumed per
water horse power are stated to be from 29 to 34*2 per hour
Taking the efficiency of the pump and engine at 0*75, and the
efficiency of the jet at 0*66, then a total efficiency of 0*498 is quite
possible on a consumption of steam upon the jet equal to 31 lbs. per
horse-power hour.
The jet propeller obeys the same law of efficiency as the screw
propeller, namely —
V
where V = the velocity of the ship in feet per second and s the
slip.
Assuming a speed of 20 feet per second for the ship and the
20
same for the slip s, we get 20+20 = 0.66 efficiency of the jet.
~2
The thrust would be equal to the area of the throat multiplied by
the water pressure. The total reactive pressure would be that due
to the velocities added, t.e., 40 feet per second, and the head H would
ya 402
be o— = gTTJ = 24*8 feet, and the pressure due to this head
= 10 lbs., nearly, per square inch« Hence an area of one square
foot of nozzle would give a thrust of 1,440 lbs., and the quantity
104 MARINE PROPELLERS
of water to be delivered would be equal to the velocity multiplied
by the area of the nozzle in feet, 40 x 1 = 40 cubic feet per
second = 2,500 lbs. of water. This conclusion demonstrates the
large volume of water required.
By an easy calculation the horse-power in the water in this case
would be 90, and the engine indicated horse-power probably
about 200.
Figs. 9 and 10 illustrate in elevation and plan a form of jet
propeller connected to an oil engine. The pump P delivers into
a vertical cylinder called the pressure chamber, shown in Figs,
9, 10, and 11. In Fig, 9 the centrifugal pump, P, is shown in
elevation coupled direct to the engine E, with the pressure
chamber C on top. Fig. 10 is a plan showing the deliver}^
nozzles, N, N^, N^, N3, two for going astern and two for going
ahead. The pipes on one side of the boat are crossed in order
to obtain a simple balanced valve for controlling the jets. This
valve is shown in Fig. 11. It will be seen that either pair of
tubes or jets may be opened or closed at will, and that the whole
four nozzles could never be closed at once, the flow of water from
the chamber being constant.
By making the valve in C double, the nozzles can be closed as
desired and the boat steered by this same valve, and the pipes to
the nozzles need not be in this case crossed as at H. Whatever
the pressure in the chamber may be the pipes are expanded
towards the discharge, so that at the nozzle the absolute velocity of
outflow does not exceed the maximum speed of the vessel.
I have not shown any diagrams of the electrical system, as it
only differs from the common direct drive by screw, but with an
electric generator and motor interposed. With high speed steam
turbo-generators it is worthy of notice, and some of our electrical
friends may discuss that system further.
Having now surveyed the various propellers for available non-
reversing engines, there remains of course the possibility of
working internal combustion engines reversible. This can be
done with success by the three-cylinder Bertheau engine and with
WITH NON-REVERSIBLE ENGINES 105
one or two other designs of oil engines. The Bertheau Engine is
made and used by Thomeycroft for powers of 10, 15, and 30 b.h.p.
and upwards.
In these reversing internal combustion engines compressed air
or compressed burnt gases are stored in order to be drawn upon
for starting, and the engine valves are adjustable by levers and
cams so that they run normally as four-cycle engines, but start*
with compressed air or gases as two-cycle compressed-air engines.
The principal advantages of the Thorneycroft Bertheau Engine
are claimed to be as follows : —
1. It can be started in any position of the cranks without the
use of hand gear, and that instantaneously.
2. It can be reversed instantaneously.
3. The speed can be varied as required.
4. The crank shaft is connected rigidly and directly to the screw
shafting.
5. The motor is quite as handy for manceuvring as a steam
engine.
The facility in starting and reversing is effected by means of aa
ingenious valve mechanism, and a reservoir for compressed gases,
the gases being forced into it automatically during the explo-
sion in the engine, thus dispensing with a pump. The pressure
in the reservoir is generally about 90 lbs. per square inch,
and even if the motor is not in use this pressure can be
maintained for several weeks. If the motor is in disuse for a long
period and the pressure in the reservoir becomes reduced from any
cause it is replenished with compressed air by means of a hand-
pump before starting, but the necessity for this is of rare occur-
rence.
On one occasion a motor was laid by for four months, and tho
pressure was found to have fallen 2 lbs. per square inch only.
The most important novelty aboiit the Bertheau oil engine is.
10
106 MARINE PROPELLERS
that it is reversible, that is to say, the engine itself runs either way,
and so can be connected rigidly to a screw propeller or other
shafting without the complication of reversing clutches. This is
-effected by means of a double set of cams, which can be shifted by
simply moving a reversing lever, as in the case of a steam engine.
The engine is fitted with a reservoir containing burnt gases at a
pressure of about 100 lbs. per square inch, for the purpose of
starting and manoeuvring. These gases come from the cylinder,
«.nd are admitted by means of a relief valve arranged to open
at a pressure slightly below that of explosion. The reservoir is
replenished by letting burnt gases enter for a few revolutions after
starting. It is then shut off.
The engine has three cylinders, so that there are no deadpoints,
it can therefore be started, stopped, and reversed instantaneously.
The oil used is heavy petroleum, having a specific gravity from
•82 upwards, with a flash point of 86° F. or above. The consump-
tion of oil is about 1 lb. per b.h.p. per hour.
The engine is made in the following stock sizes : —
r» IT i> RevoIutioDB per
^■^•^- I Minute.
10 I 500
I
15 325
30 I 276
Weight, includiDg Automatic
Starting Keservoir.
11 J CWts.
25 „
40 „
yote. — The weights given — which include reservoirs — are subject to
-alight modification, as they are somewhat dependent on the convenient
disposition of the reservoirs.
This engine fitted to a 27-feet boat is illustrated and described
fully in ** Engineering," November 6th, 1903.
A two-cycle gas engine made some years ago under Day's
patents would run in whichever direction it was started. It had
no valves except a suction-valve on the crank chamber for air and
WITH NON-REVERSIBLE ENGINES 107
gas inlet. This type of engine was first patented by Mr H. P.
Holt in 1884. In small sizes it may be stopped and started in the
reverse direction by throwing the fly-wheel round in the direction
it is desired to run. In larger sizes made with three cylinders it
is started by compressed air, and cam levers ; being a two-cycle
engme, no matter at what part of a revolution it is stopped, one of
the cylinders will be in a position to start if compressed air or gases
are admitted. A cam shaft works the air inlet-valve for two or
three revolutions, the gas and air charging-valve being shut. As
soon as the engine is fairly started the cam shaft is thrown out of
gear, the compressed air shut off, and the oil-charging valve
opened.
Pig. 12 is a diagram of one cylinder of such an engine. The
air and oil enter by a valve at the side of the crank chamber (if
the oil is heavy a vaporiser is used), and the mixture is slightly
compressed in the crank chamber until the piston reaches its
lowest point ; when the exhaust has been uncovered by the piston
the burnt gases escape at the exhaust ports and the compressed
gases flow in at the intake. It has been found that in this simpler
form the gases in the crank chamber are apt in time to escape by
leaking through the shaft bearings. At present these engines are
made with a vaporiser on the top of the cylinder, and only fresh
air is drawn into and compressed in the crank chamber.
Oil engines are not so bulky and heavy, for the power given off,
as a steam plant, due to the fact that they require no boilei^.
They are, however, at best single acting, and mostly four -stroke
cycles are used. Lately there has been a large increase in the
number of motor boats driven by oil engines, and this fact may
forecast the adoption of this type in large vessels of the future.
In the description given in "Engineering" of the Thomey croft
motor boat, the following comparison is made with a steam cutter
as supplied to the Eoyal Navy. It may be of interest : —
108
MARINE PROPELLERS
1 Steam Cutter,
Motor Cntter.
Length,
27 ft.
27 ft.
Beam, moulded,
6 ft. 9 m.
6 ft. 10 in.
Depth,
3 ft 11 in.
3 ft. 9 in.
Draught,
2 ft. 6 in.
2 ft. 3 in.
Displacement, ..
4-29 tons.
3-42 tons.
Speed, in miles,
9 miles.
8 miles.
Power
15 I.H.p. or
13 B.H.P.
10 B.H.P,
Fuel,
5 cwt. for 12
3 cwt. for 30
hours.
hours.
Length of Machinery, ...
9 ft.
4 ft. 6 in.
Weight, ...
27 cwt.
13 cwt.
Fuel per hour,
0-4 cwt.
015 cwt.
Fuel per horse power hour,
3-7 lbs.
11 lbs.
The results of the Harmsworth cup trials at Cork on 16th July,
1903, proved that small boats can carry sufficient oil engine power
to run over a nine-mile course at the rate of about 20 knots. The
largest boat was 40 feet long, and, it is said, carried engines of 75
horse power. The second boat was 30 feet long with engines
of 50 horse power. And the third a Thomeycroft boat also 30 feet
long with propelling machinery of 20 horse power.
The speeds were for : —
No. 1 21-7 knots.
„ 2 19-5 „
n 3 17-7 „
To sum up I find it is generally conceded that the movable
screw blades is only acceptable on the smaller launches and
dingheys probably up to 5 horse power.
The mechanical clutch gear is more efficient and less Uable to
accident, and is reliable up to about 10 horse power, and may be
tolerable in even larger powers up to 25 horse power.
WITH NON-REVERSIBLE ENGINES 109
For larger powers there is little experience to go upon ; but
there is the choice between —
1st. The oil engine, manoeuvred and controlled as a com-
pressed air engine when starting and reversing.
2nd. The water jet propeller and pump.
3rd. The electric motor with a dynamo on the engine and a
motor on the propeller.
The subject has in this paper been considered not with any
intention of raising any questions of fast speeds, these may be
obtained for sporting purposes, without much regard to good
engineering. The boat contemplated in this paper should be a
safe comfortable und durable vessel with machinery designed to
run for years, with little trouble and expense. A breakdown in a
boat is a far more serious affair than a failure on a road vehicle ;
in the former case we cannot climb down and walk, nor can
assistance be so readily obtained.
Dt8C2iSlti07l.
Mr T. Blackwood Murray, B.Sc. (Member), said that as a maker
of high-speed internal combustion engines he was naturally interest-
ed in their application to the propulsion of vessels, and he thought
there was comparatively little doubt that within a very few years the
internal combustion engine would entirely replace the steam engine
for the propulsion of small craft up to, say, sizes of 100 horse power.
The fact that internal combustion engines could be started
within a few seconds, and that they could run automatically in
every respect for at least periods of 24 hours, gave them
tremendous advantages over steam engines with their attendant
boilers, which required practically constant attention. He had an
opportunity the other day of seeing a very good collection of the
latest marine type of internal-combustion motors at the Paris
Automobile Exhibition, and he noticed that while for the small
sizes, up to say 5 horse power, the feathering blade propeller still
held its own in connection with the two-stroke cycle engines,
11
110 MARINE PROPELLERS
Mr T. Blackwood Murray.
mostly of American make, for larger powers the makers were
generally adopting the four-stroke cycle engine and a type of
reversing gear rather different from what Mr Kennedy had shown
in his paper. In fact, advantage had been taken of the experience
gained in motor car work, and in most cases the power was
transmitted from the engine fly-wheel by a leather- faced conical
friction clutch. That clutch was held normally in contact by a
spring. The fly-wheel formed the one-half of the clutch, and the
other half slid, and rotated freely on the extension of the engine
shaft, and formed a gear box containing an epicyclic train of spur
wheels or balance gear, of which the forward centre wheel was
keyed direct to the engine shaft, and the rear centre wheel was
keyed to the propeller shaft, while the epicyclic pinions were carried
on pins mounted in the sliding portion of the clutch. The clutch
was withdrawn by a hand lever, and this same lever tightened a
band brake round the sliding portion of the clutch as it was drawn
out of engagement In the central position of this lever the clutcli
was free, as was also the band brake, consequently the sliding
portion of the clutch rotated in the same direction as the engine
at one-half its speed, and the propeller remained practically at
rest. When the hand lever was drawn right back, the band brake
brought the sliding portion of the clutch to re^t, and the propeller was
then driven in the reverse direction to the engine. Figs 13 and 14
w^ere illustrated views of a 24 horse-po\v*er Delahaye four-cylinder
motor fitted with such a speed change gear, and it might be taken as
typical of the latest and best French practice. That gear seemed
to leave nothing to be desired, as under normal conditions —
namely, when running ahead — the whole gearing revolved solidly,
and there was consequently no wear or tear on the spur gearing,
as the spur wheels were at rest relatively to each other. The
change to reverse was made without shock, as it was earned out
by a leather-faced band brake, which brought the sliding portion
gradually to rest. By varying the pressure on the friction clutch
wath the hand lever, any desired revolutions could be transmitted
to the propeller with the engine running at normal speed, and
Fig. 13.
Fig. 14.
112 MARINE PROPELLERS
Hr. T. Blackwood Marray.
owing to the mass of metal in the rim of the fly-wheel forming the
outer portion of the clutch it would take quite a considerable
time to overheat it. He saw no reason why a similar design of
gearing to this should not be successfully used up to at least 100
horse power, and he imagined it would be cheaper, lighter, and
probably more eflQcient than a water-jet propeller. The largest
engine of this type for marine purposes which he saw was of the
four-cylinder type, capable of developing 180 horse power. To
him, it was a wonder that in this district more attention had not
been paid to such craft, because there was every facility to build
and equip them, and there was certainly a very great market
for them
The Chairman (Mr E. Hall- Brown, Vice-President) — When the
vessel was running astern, and the pressure on the spring kept
the clutch and gear on the rubbing surface, he presumed there
would be some trouble.
Mr Blackwood Mubray— No trouble arose from this cause, as
the pressure of the spring was taken up by a ball thrust bearing
which would run for practically any length of time with the full
load of the spring upon it.
The Chairman said that he had hoped that someone would
have given some details as to the working of friction clutches
for the purpose discussed in the paper. A most interesting example
was the clutch invented by Professor Hele-Shaw, which got rid of
the pressure of the spring when the one clutch or the other was
out of gear. There was no end thrust when the clutch was out of
gear and no necessity to hold the spring back. A large number
of such devices was coming into the market, because the demand
had arisen for them. It would be a pity to close the discussion on
such an interesting subject, as it was one that was coming into great
prominence at the present time. He did not know that the ship-
builders of the Clyde were aware of it, but it was a fact that there
was a demand for small craft driven by internal combustion engines,
and if they did not take the matter up, others would.
WITH NON-REVERSIBLE ENGINES 113^
XrS.Gt1An.
Correspondence,
Mr S. G BIFFIN (Bath) noted that Mr Kennedy had referred
to the system of " Bi-unial " screw propulsion, which had (until
quite recently) been the standard system of his firm. It had all
the various points of novelty and adaptability to its purpose with
which Mr Kennedy credited it. Its success had been very marked
in the barge " Eoyal Daylight," working on the Mersey at Liver-
pool, to which it had been fitted, together with '' Duplex " Hydro
Oil Engines of 60 i.h.p. The reversible bladed propeller referred
to was, of course, suitable only for very small craft, in which
efficiency and mechanical stability were of secondary importance ;-
its consideration might therefore be neglected in dealing with craft
of any size for commercial purposes. He considered that Mr
Kennedy was very unfortunate in his illustration of a typical
reversing gear for use with a single propeller. This arrangement
was crude in the extreme, and he had never seen it in practice
applied to a boat. It was described as a friction clutch, but,
as illustrated, it was evidently only an ordinary male and female
jaw clutch. He could well imagine what the shock would be
when thrown into gear at full speed ahead, with a propeller
running at, say 300 revolutions per minute, to say nothing of wear
and tear. Again, the continuously revolving gear wheels would
be, Iq his opinion, a constant source of trouble and annoyance,
while, owing to the fact that (having regard to the necessarily
small diameter of the wheels) the whole driving strain was trans-
mitted from the driver to the driven at one point of the circum-
ference only, great wear and tear and loss of power would result.
He tried a similar arrangement of wheels many years ago, fitted
with friction (not solid) clutches, but discarded it as utterly unsuit-
able for its purpose. The essential points of an efficient reversing
gear of this class for marine work were : —
1. The working strain should be transmitted from the driver
to the driven at two diametrically opposite points of
their circumference, so that all lateral strain might be
removed from the shafts and bearings.
12
114 MARINE PROPELLERS
Mr 8. OrifBn.
2. The wheels should be locked together during forward
running, there being no movement of the transmitting or
idle wheels on their axis ; the whole combination acting
virtually as a solid clutch.
3. The motion should be transmitted by means of adjustable
friction clutches, which should be of considerably larger
diameter than the wheels themselves, thus allowing the
power to be transmitted without undue strain on the
friction rings.
His firm had recently introduced a new reversing gear embodying
the above points, which worked well in practice, and they were at
present making an oil engine of 120 h.p. fitted with this system
for the Junin Bail way Co., Chili. With regard to the system of
reversing the engine itself, he had given considerable attention to
such an arrangement, but had long since abandoned it as being far
too complicated and uncertain in practice, to say nothing of the cost
of the installation. A good system of reversing clutch mechanism
was, in his opinion, infinitely more simple and reliable. Such an
engine did not even reverse in the generally accepted meaning of
the term It was dependable on a working medium altogether
outside its own legitimate fuel, and whether this medium was
compressed air or burnt gases, the conditions were the same ; the
energy of the engine must be continually drawn upon to maintain
it. During a succession of quick and continuous reversals, such as
were often necessary in crowded water-ways, he fancied the engine
would have some difficulty in maintaining an efficient pressure in
the reservoir, and if not maintained : What would happen ? Again,
the question of leaking ofif during any considerable period of
inactivity was one of vital importance, as had too often been
experienced with this system, even when employed in stationary
work for starting only. It was all very well in expert hands when
new and in good condition, but the rough and tumble duty of daily
continuous work had to be considered, with unskilled attendance,
etc. It was under such conditions that the true test had to be
taken. And, after all, even assuming that a successfully reversing
WITH NON-REVERSIBLE ENGINES 115
ICr 8. Griffin.
engine had been made at the expense of complication and delicacy:
What was the practical gain ? A well designed and constructed
reyersing gear was simple, comparatively cheap, easily understood
by any ordinary mechanic, and was perfectly adapted to every shade
of manoeuvre which the boat might be called upon to perform ;
while as far as the transmission of power was concerned, it was
certainly equal to every requirement. The friction clutch
employed on the "Eoyal Daylight" was only 20 inches in
diameter, and although nominally transmitting at full load only
45 H.P., it was capable of transmitting at 240 revolutions per
minute (the normal speed of the engine) no less than 130 b.h.p. as
tested by a dynamometer. The clutch which his firm were apply-
ing to 120 H.p. marine engines was of 24 inches outside diameter, and
capable of easily transmitting 300 h.p. at the above speed. For
similar reasons he should certainly take exception to the employ-
ment of electrical transmission. Its first cost would be very high.
Then there was the question of the employment of two distinct
motors and the consequent degradation of power (probably some
30 per cent.) between the prime mover and the propeller, while to
be efficient high speeds must be employed. This meant that
either a further reducing gear must be introduced between the
motor and the propeller, or the latter must be run at a very high
speed with the further loss and disadvantage of cavitation and
centrifugal displacement — and all this just to obtain a ready means
of reversing the propeller, for the question of flexibility must
certainly be left out of the reckoning. The half-speed gear of the oil
motor, together with a slight slip of the friction rings, when desired,
was all that was necessary to give a perfect graduation of speed
from dead slow up to full speed ahead or astern, every possible
movement being instantly and with dead certainty effected by a
hand-wheel, which could be fixed at any convenient point on deck or
below. For the continuous work of ordinary full speed running,
direct coupling of the propeller with the engine was, of course,
desirable, any intermediary, such as dynamo, motor, etc., being
only so much added complication and loss of efficiency.
116 MARINE PROPELLERS.
MrC.A.MAttfae7.
Mr C. A. Matthey (Member) considered that Mr Kennedy had
stated his case very clearly and very fairly. He agreed with Mr
Kennedy that the first three systems mentioned in the paper were
only applicable to small craft. The fourth was quite feasible^
though one grudged the loss of power in the two electric trans-
formations. Still, it might very well be that the superior economy
of the power-gas engine over the steam engine would more than
outweigh the loss in the dynamo and motor. The fifth plan, that
of water jet propulsion, was, in his opinion, the most promising of
all. This system had never had a fair trial, and the subject was
very generally entirely misunderstood. The jet itself as a propeller
was equal or superior to the screw ; the poor figure that jet pro-
pelled vessels had hitherto cut was due to the means of producing
the jet. It was quite true that the larger the column of water
thrown astern the greater, ccsteris paribus^ would be the efficiency ;
but it did not follow that for an equal efficiency with the screw the
area of jet should be anything approaching the area of the screw
disc ; because there were losses in connection with the screw which
had no existence in the jet. Mr Kennedy said : — " In Ruthven's
* Waterwitch,' built in 1867, the area of the jets combined was 6*28
square feet, equal to -^ of the midship section of the vessel, and
the eflBciency was 0*18. In Thornycroft's hydraulic vessel, built
in 1883, the area of the jets combined was about one square foot^
equal to -- of the midship section, and the efficiency was 0*254. ''^
If this meant, as it appeared to mean, that Mr Kennedy attributed
the superior net coefficient of the Thornycroft vessel to the fact
that the jet area was a larger fraction of the midship section, the
reasoning was entirely fallacious. In the case of the *' Waterwitch*'
the speed of the ship was 15-6 feet per second, and that of the jet,,
relative to still water, was 13-5 feet per second ; the efficiency was
therefore 0-696. In Thornycroft's vessel the speed of the vessel was
21 feet and that of the jet 16*2 feet per second, the efficiency being^
0*72. There was, therefore, little to choose between the two
WITH NON-REVERSIBLE ENGINES 117
MrC.A.Hat(aifl7.
Tessels on this head. The advantage the Thomycroft vessel had
over the '' Waterwitch " was in the manner of taking the water
into the ship : in the former the speed of the water, relative to the
ship, as it entered the intake was conserved, in the latter it was
destroyed and had to be reimparted at the expense of the engine.
The reason that the jet area had to be so large in the former
was that the vessel was being propelled at an extremely dis-
advantageous speed, having regard to her length. To get an
approximate idea as to the size of jet required in merchant ships,
take an imaginary case, that of a tramp steamer steaming at 10
knots, say 17 feet per second, with 1000 i.h.p., the beam being
about 40 feet and draught loaded 20 feet. The net efficiency of
the machinery probably did not exceed Fronde's original figure
of 0-4, so that the thrust or reaction of the jet would be
33,000 X 400 H.P. ..^„
1020 ft. per minute- "^^'^^ *^^-
Assuming the ''slip" or real sternward speed of jet as being
equal to the speed of ship, which gave an efficiency of two-
thirds, the quantity of water dealt with per second would be found
thus, calling W the weight of that water : —
W X 17
32
80
= 13,000 lbs.
^ ^ 32 X 13,000
It
the volume of this water, taking sea water at 64 lbs. per cubic
foot, would be
32 -f 13,000
17 X 64
and the area of intake (facing forwards as in the Thornycroft
vessel) such that the water would enter it without disturbance,
would be
,M^^^ n = 22-6 square feet.
17 X 17 X 2 ^
118 MARINE PROPELLERS
MrC.A.Matthey.
The area of jet woald be one-half of this, because the speed
of the jet was twice the speed of the ship. Therefore
such a ship would be propelled by two jets of about 32 inches
diameter; and if there were two pumps with horizontal shafts
standing athwartship, each pump taking water from two intakes,
one on each side, the four intakes would also be 32 inches in
diameter, or an equivalent rectangle. That did not seem very
formidable. Such a ship would require a screw propeller some
16 or 17 feet in diameter ; and he thought it was the mental image
of such a large screw which had led to so much misconception of
the subject of jet propulsion. Taking the midship section at 800
square feet, and the area of a 16 feet screw disc at 200 feet, there
was a proportion of 1 to 4 ; "while with the jet the proportion was
1 to 71. A juster comparison would be to take the area of intake,
instead of area of jet, and compare it with the area of the screw
disc ; because in both systems that gave the section of the column
of water entering the propelling instrument. The jet produced
by the screw was of smaller section than the screw disc, there
being a sort of vena cantrada behind the screw. But even on that
basis, the column treated by the screw was nearly nine times
greater than that dealt with by the jet. And the efl&ciency was
the same in both. In the above example of the jet the efficiency
was 0*666, while Mr Sydney Bamaby, in his book on marine
propellers, gave the efficiency of the screw as varying from 0*63
in bad examples to 069 in the best. It would be seen from the
above calculation of the area of jet that, so long as the slip was
kept the same as the speed of ship, which gave an efficiency about
equal to that of the screw, the area of jet in square feet was equal
to the thrust, or resistance of the ship in pounds, divided by four
times the square of the speed of the ship in feet per second.
Although, however, the efficiency of the jet itself could be easily
made equal to that of the screw, it seemed hopeless to attempt to
defeat the screw with the jet in smooth water and with the ship
in her best trim, the motive power being the same in each case ;
because, to arrive at the net efficiency, or tow-line horse power
WITH NON-REVERSIBLE ENGINES 119
MrC. A,Matthe7.
divided by i.h.p., there were in the case of the jet three factors to
be moltiplied together — namely, the efficiency of engine, that
of pump, and that of jet ; while in the case of the screw there was
only two — ^namely, that of engine and that of screw. Fronde had
given from 37 to 40 per cent, only as the net efficiency of screw
machinery; and though that was doubtless true of the ships
observed by that masterly investigator, things had changed very
much since his time. The '* friction of load," for instance, which
figured in Froude's researches, seemed to have no existence in
modem engines. Not long ago Sir William White had given
50 per cent, as a fair estimate of the efficiency of the machinery in
the navy, the form, size, and position of screws being the outcome
of tank trials ; but quite recently he (Mr Matthey) had been
informed by Messrs. William Denny & Bros, that 60 per cent, had
been considerably surpassed. The net efficiency vdth the jet
would probably be from 40 to 44 per cent., which meant that the
combined efficiency of engine and pump would be 066. There
were firms, whose names would at once occur to members, which
would guarantee that performance ; and, the efficiency of the jet
itself being 0-66, the net efficiency would be 0*44. Perhaps
there would be a further deduction on account of friction in the
pipes and bends, but even if that amounted to 10 per cent of the
whole, which seemed unlikely, the net efficiency would be 40 per
cent, which was as good as that of a large number of tramp steamers
stiU working. While, therefore, a jet-propelled vessel could hold her
own against these, she would be defeated by a new ship con-
structed in the light of tank experiments. If the modem screw
ship steamed 10 knots, the jet-propelled ship with the same
indicated power would probably go about 9 knots. In rough water,
however, or in light trim, the speeds might be equal : while the
security from breakage of shafts, and the fact that the jet-propelled
ship could sail well, would justify a shipowner in very seriously
considering whether on the whole the jet was not the better
system. And when it came to comparing a steam-propelled screw
ship with a gas-propelled jet ship (for that really was the question),
the advantage seemed to be entirely on the side of the jet. The
120 MARINE PROPELLERS
Mr C. A. Matthey.
triple-expansion steam engine consumed about one-and-a-half
pounds of coal per horse power per hour, and the gas engine
about three-quarters of a pound ; so, supposing that with similar
ships the jet required more power than the screw, for equal speeds,
in the ratio of three to four, the jet ship would still only consume
two-thirds of the coal burned by the other. He would venture to
criticise Mr Kennedy's method of computing the reaction of jets.
In connection with Fig. 7, Mr Kennedy said : — ** In this simple
arrangement the propulsion would be at A, due to suction ; at G,
due to the reaction of the steam, plus that due to the momentum
of the water flowing away through B, outside of the vessel."
Mr Kennedy was counting his xshickens twice over. There was
one, and one only, safe method of estimating reactions, and that
was by calculating the momentum of the stress sent astern. Any
other method was beset by pitfalls. If it were desu*ed to split
hairs and distinguish between the water (in Fig. 7) which had
entered by the intake and tbat which came from the condensed
steam, then it must be taken into account that the intake water
had had impressed upon it a speed which was the speed of jet
(relative to ship) minus the speed of ship, while the condensed
steam had had imparted the whole speed of the jet. As an
example of the pitfalls to which he had referred, he would take
Mr Kennedy's estimate of the thrust of a jet of one square foot,
the water issuing at 40 feet per second, and the speed of the ship
being 20 feet per second. Mr Kennedy said the thrust was equal
to the area of the throat multiplied by the water pressure, and
arrived at 1440 lbs. as the thrust. According to his (Mr Matthey's)
rule given above, that the area in feet was equal to the thrust
divided by four times the speed of the ship in feet per second, the
thrust was 1600 lbs. But the pitfall did not lie in this discrepancy,
which was due to Mr Kennedy taking fresh water instead of salt,
as he had a perfect right to do, and had made a rough estimate of
10 lbs pressure for a head 24*8 feet, as he also had a perfect right
to do. So his estimate of the thrust was right ; but this was only
by a fluke, because the speed of the ship happened to be one-half
WITH NON-REVERSIBLE ENGINES 121
the speed of jet in this instance. If the ship were placed with her
stem against a quay wall, and the water made to issue at 40 feet
per second, the reaction of the jet, or pressure of the stem against
the wall, would be twice, not once, the area of jet multiplied by
the static pressure necessary to impart that velocity. If the ship
were now allowed to move forward at any speed, say — th that of
n
the jet, the thrust would be diminished in the ratio
1 to 1 - — th.
n
Thus if the speed of the ship were 10 feet per second, the thrust
would be three-quarters of twice the static pressure; if the speed were
20 feet per second, as assumed by Mr Kennedy, the thrust would
be one-half of twice the static pressure, i,e,, it would be equal to it.
At a speed of ship of 40 feet per second the thrust would be nil.
As to reducing the weight of water carried in the ship, by making
the speed through the ship greater than the jet velocity, and
diminishing it before the nozzle was reached, he did not think that
was consistent with economy. In all the modern centrifugal
pumps which had given high efficiencies the speed of water enter-
mg the eye of the pump was very moderate, say 8 or 10 feet per
second ; and, of course, the friction in the pipes was less, the less
the speed. He had a few months ago patented an arrangement
which was exactly the contrary of Mr Kennedy's; he placed a
tapering or Venturi pipe between the intake and the eye of the
pump, so that the speed with which the water eAtered the intake
was gradually diminished, and was only 10 feet or so per second
when it reached the eye of the pump. He also made the pipe
leading from the pump to the nozzle larger than the intake, only
reducing it by a gradual taper as the nozzle was approached. The
penalty to be paid was, of course, the greater weight of water
carried, and the larger and heavier pump and engine; but he
thought it was worth while in view of the greater efficiency
obtained. To see how it came out in practice, one might take the
case of the ten-knot tramp steamer already considered, having
122 MARINE PROPELLERS
Mr P. F. Maccallum.
four intakes, each of 32 inches diameter, and two jets of the same
size. The eyes of the centrifugal pumps, for the speed to be 10
feet per second, would be, say 42 inches in diameter, the fans
about 7 feet in diameter, and the casings from 12 to 14 feet in
diameter. He thought that bulk and weight of machinery was not
prohibitive. He presumed Mr Kennedy contemplated taking the
gas producer to sea, although be had not gone into that part of the
question. No doubt modifications would have to be made in the
producer plant to fit it to the new conditions, but he was quite sure
that any difficulties that arose could be overcome. Before closing
his remarks he could not refrain from alluding once more to the
two historical jet-propelled vessels already discussed. The net
efficiency of the "Waterwitch" was only 018. The work done
by the pump was, taking 11,650 pounds of water per second, at
rest relatively to the pump, and impressing on it a velocity of 29
feet per second. That was 278 water b.p., the i.h.p. being 760 ;
therefore the efficiency of engine and pump combined was 0-365.
Again, with respect to the loss from the faulty mode of receiving the
water into the ship ; omitting constants, the power actually spent
might be expressed by the square of 29, while all that was needed,
if the speed of approach had been conserved, was the difference
between the square of 29 and the square of 15-5, so the power
spent was greater than it need have been in the ratio of 600 to 840,
If, then, this ship had had a proper intake, while retaining her
wasteful pump, her net efficiency would have risen from 0-18 to
0-252 ; and if, further, the pump had been replaced by one of a
combined efficiency (pump and engine) of 0*66, instead of 0*365,
the efficiency would have been no less than 0-46, a figure probably
greater than that of any screw ship afloat at that time. The
Thomycroft vessel lost nothing at the intake, but the combined
efficiency of pump and engine was even worse than that of the
" Waterwitch," being 0-355. Had this been 0-66, the net efficiency
would have been 0-466.
Mr P. F. Maccallum (Member) considered that in the discus-
sion of a paper dealing with internal combustion engines and jet
WITH NON-REVERSIBLE ENGINES 123
Mr P. F. MMeaUam.
propolsioD, which, as Mr Kennedy said, had perhaps been pre-
maturely condemned, it might be of some interest to recall a mode
of ship propulsion patented by the writer in 1886, combining in
one apparatus the internal combustion engine and the water jet
propeller, the arrangement being shown in Fig. 15. The feed in-
take C faced forward, and when the vessel was in motion the water
Fig. 15.
passed in a fairly constant stream to one or other of the two large
cylinders, A, A. The momentum of the feed in the cylinder which
was being filled was utilized in compressing a volume of air into
which, at about the instant of greatest compression, a charge
of liquid or solid pulverised fuel was injected and ignited.
The resultant combustion and expansion drove the water out
through the nozzle D while the other cylinder was being filled,
124 MARINE PROPELLERS
HrB. T.Napier.
and so on. The removal of the combustion products was
facilitated by a scavenging charge of air or by a steam jet. The
nozzles, D, D, might be operated from the deck, and turned in any
desired direction. The small hydraulic engine P, received a
reciprocating motion from the explosions in the large cylinders,
and might be used to drive a fan or air pump. The apparatus was
only tried on a very small scale, but the action was obviously of
the most direct kind possible. Becent trials of Herr Vogt's fluid
piston engine pointed to the probability of a very high thermo-
dynamic efficiency in this type of engine.
Mr E. T. Nafieb (Member) observed that the author was
enamoured of jet propellers, and that the unsatisfactory results
which had attended past attempts to use them were attributed
by him to inefficiency in the pumping machinery used, and
lack of ideas on the part of the designers. The facts of the case
with regard to the " Water witch'* and the Thomeycroft boat
might as well be restated. Shortly after the close of the American
war of secession the British Admiralty placed in hands the design
for an armoured gun-boat, suitable for passing locks on a certain
canal. The length was limited to 162 feet, and the necessary
displacement was obtained by making the beam 32 feet. The speed
aimed at was 9 knots, and three vessels were built. They were
clearly of such a character as to require extravagant power to drive
them. Through the influence of friends of Mr Euthven, one of the
three vessels was placed at his disposal so that he might design
machinery for jet propulsion. The other two vessels were fitted
with twin screws. On trial the *' Viper" — a twin screw vessel —
steamed 9'68 knots with 696 lh.p. ; the *' Waterwitch" came next
with 9'3 knots and rather more power; while the ** Vixen" — also
a twin screw steamer — did worse than either. This was not bad
for the jet propeller, but later experience showed that the "Viper"
turned a circle in half the time required by the " Waterwitch" ;
and further that the latter vessel, in rough weather, lost most of
her propelling power, and had to be assisted. From this trial the
Admiralty decided that the jet was not a rival to the screw pro-
WITH NON-REVERSIBLE ENGINES 125
Ut R. T. Napier.
peller, and this decision was endorsed by marine engineers
generally. The Thorneycroft boat was built as an experiment by
the Admiralty — through the recommendation of a committee on
ship design — to see if the jet could be substituted for the screw
in cases where the latter would be liable to foul or would be other-
wise objectionable. The boat was 66 feet 4 inches long by 7 feet 6
inches beam; being made just so much longer than a torpedo
boat as to carry the extra weight of the pumping machinery. On
trial the jet propelled boat, with engines indicating 167 h.p., ran at
12-6 knots ; a speed which the competing screw boat attained
with 70 I H.P., the highest speed of the latter, while indicating 170
H.P., being 17'3 knots. Mr Kennedy ,took exception to the
efficiency of the engines and the centrifugal pumps. As the
engines were not tested by brake, and as there was no ground
for supposing that they were less efficient than those of the screw
boat, Mr Bamaby's assumption of an efficiency of -77 might be
accepted. On the trial the jets delivered, when the vessel was
rmming, 2210 lbs. of water per second at a velocity of 37*2 feet per
WV2
aecond. The formula -^^ gave, with the above figures, 86*5
ooU
Water h.p. 86'5 ^^ i. i. i. i « •
water h.p. ^r-r. — :-^ = :r?7=-= 52 per cent. total efficiencv,on
Indicated h.p. 167
the assumption that the pumps did all the work ; but Mr Bamaby
assumed that the pumps received water at the velocity due to tho
boat's motion, and passed this on vnthout loss. According to hia
calculation the water h.p. added by the pumps was only 58, or as
nearly as might be, the same as the observed h.p. in the jets when
driven while the boat was moored. As the water inlet was a scoop,,
designed solely with a view to admitting water while the boai
was running, and evidently not the most suitable for use in a
stationery pump ; and as efficiency in transmitting energy
should be considered as well as efficiency in imparting addi-
tional energy ; the above method of accounting was not fair to
126 MARINE PROPELLERS
HrR.T.N^rfer.
the pumps. If the work done by the pumps were taken as a
mean between the water h.p. in the jets with the boat moored,
72
and when running free, then the total eflBciency would be -^-= '^3.
167
Messrs. Drysdale & Co., the well known makers of centrifugal
pumps, kindly advised that a pump with the size of fan as in the
Thomeycroft boat, and delivering a like quantity of water at a
like velocity, should, in an ordinary land installation, have an
efficiency of *7. Taking this value, and Mr Barnaby's assumption
of -77 for the engines, the power to give 72 water h.p., in
72
the jets would be -^ ^==- or 134 i.h.p. With an engine
efficiency of -85, this cotdd be reduced to 121 i.h.p. The screw
boat would do the same work with 70 i.h.p., or 58 per cent, of
the amount. The author said : " The vessel can be propelled by
the suction of the pump as well as by the pressure.'' In the
Thomeycroft boat the water entered the inlet at a velocity of 1*9
feet per second greater than the velocity of the boat. This was a
suction of negligible amount; the object of the designers being
clearly to just avoid pressure. It would be open to the designer
of the next jet propelled vessel to get — subject to atmospheric
conditions — any desired amount of suction, and that by the simple
device of restricting the water inlet. Probably a few days after
the trial he would dock the boat and increase the area of the inlet
to something proportionate to that in the boat which had just
been considered. There was no promise in the jet propeller for
use in any case where a screw propeller was possible, and, as the
Thomeycroft boat would hardly go astern at all, and refused
altogether to steer when going to the extent she did, there seemed
little scope for the system. The true solution to the problem of
adopting the internal combustion engine to marine purposes
admittedly lay in producing a workable engine which would reverse.
With all the brain power now being devoted to this end, such an
engine should yet be realised.
Mr Kennedy, in answer to the observations of Mr Murray and
WITH NON-REVERSIBLE ENGINES 127
Mr Kennedy.
Mr GrifSn, said he would point out that the clutch question was
not made much of in the paper. The clutch illustrated was
perhaps not the best reversible clutch, in fact he knew it was not so.
It was to the method and not to the means for carrying it out that
he wished to direct attention. The Hele-Shaw clutch, as a clutch for
reversing and regulating speed, left little to be desired ; but still
the depeindance upon a clutch system was one which marine
engineers would consider a very weak spot in the transmission of
power. Hele-Shaw clutches had been designed up to 1,000
horse power. As to the internal combustion engine, the motor-
car type of engine might satisfy the amateur and the sporting
marine engineer, but few practical marine engineers would care
to risk going to sea with a four-cycle engine, with all its vital
parts inaccessible and bound up out of sight. The marine
internal combustion engine, for serious business, would certainly
not follow the practice of motor car design or construction. If it
were not to be a turbine, it would be an engine differing not much
in appearance and design from a vertical marine compound steam
engine, with two double-acting cylinders giving four impulses per
revolution to the crank shaft. This was necessary to bring the
engine within reasonable weight and size, and also to avoid the
necessity for a heavy fly-wheel. Figs. 16 and 17 (Plate XI.) showed
a design for a marine internal combustion engine. It was con-
structed much on the same lines as the Korting horizontal engine,
many of which, up to 2,000 horse power, were in use every day. The
engine shown was designed for 1,000 hoi^e power, at a speed of
150 revolutions per minute- It differed from the Korting in
having a steam boiler through which the exhaust gases were
drawn by a gas exhauster, so that there was actually no exhaust
valve on the engine. The suction of the gas exhauster also drew
in the fresh charge of fuel and air to be compressed and fired
again. Engines like these worked quiet and smoothly, the com-
pression of the charge at each end of the cylinder acted as a
cushion at the reversal of the motion, and so did away with the
knocking common in uncushioned engines. There were two
128 MARINE PROPELLERS.
Mr Kennedy.
cranks at right angles, and the engine was started by steam from
the small boiler utilising the waste heat of the producer gases and
exhaust gases, so that there was no difficulty whatever in working
the ship— stopping, starting, and reversing, or going at half, or
quarter speed. The waste heat, however, was not available for
steaming when starting with everything cold ; but this difficulty was-
overcome by constructing the steam boiler so that it could be fired
by coal for a start, and afterwards, when the engine and producers-
were at work the heat from the engine exhaust might be utilised.
The same boiler blew in the air and steam for the producer, and
worked the gas exhauster by jet injectors and ejectors. This com-
bination was as near as possible the gas marine engine plant at the
present moment. The engine could be, of course, single acting, int
which case four cylinders on two pairs of cranks at right angles
were used, giving an even turning moment. Only a small fly-wheel
effort was necessary. He had collected a considerable amomit of
information regarding internal combustion engines and gas pro-
ducers suitable for marine propulsion for practical commercial
purposes, and, with the permission of the Institution, he proposed
to embody it in a separate paper, apart from the question of the
propeller. For mercantile or naval purposes, petrol or oil engines
were not worth considering ; the only fuel possible was coal in a-
gas producer ; anthracite for small powers up to 250 or 300 horse
power, and common non-caking bituminous slack coal for higher
powers. The alarm felt in some quarters about the rapid
consumption of steam coal of high quality was, therefore, ground-
less, for it would be unnecessary to use this high-class steam coal
in any ship gas driven. The common slack would be equally as-
good as the best Welsh steam coal, and the ship would be smokeless.
However, neither the clutches nor the engines formed the main
theme of the paper. Taking all things into account, the question
really was whether the screw propeller, which required the
introduction of clutches or electric transmission, could not with
advantage be superseded by the water jet propeller, thus doing
away with two weak spots in screw propulsion, namely, the
WITH NON-REVERSIBLE ENGINES 129
Mr Kennedy.
! propeller outside the vessel, and the propeller shaft inside the
I vessel. Mr Matthey's remarks were confined to the real question^
namely, whether a screw propeller with a reversing device or a
reversing engine should he used, or a jet propeller with an
unreversihle engine. If the jet propeller could not in practice be
brought into agreement with theory, the gas engine with a screw
propeller still would offer advantages over the steam engine. The
question, he trusted, had been interesting, and Mr Matthey had
advanced the knowledge of the jet propeller by his brief contri-
bution to the subject. He was glad to find that Mr Matthey was
rather inclined to favour the jet propeller, and assumed that he
(Mr Kennedy) would use gas producers at sea instead of boilers ;
that was quite correct. The engine just briefly alluded to was
designed specially to draw its fuel gas from a producer working
on the suction principle. Mr Matthey seemed to differ in his
calculations of the thrust of a water jet from the method he
(Mr Kennedy) employed. In both cases the result was the
same. Mr Matthey started from the weight of water acce-
lerated and the acceleration given to it. He preferred to
take the static pressure given to the water by the impeller
or fan of the centrifugal, and his statement, that the thrust
was equal to the area of the throat multiplied by the static
pressure due to the velocity or acceleration impressed on the
column of water by the impeller, as Mr Matthey pointed out,
should have been — ** The thrust was equal to the area of the
throat multiplied by twice the static pressure equivalent to the
slip velocity." Theoretically that might be correct, but in
practice it could only be obtained when the intake was so arranged
that the water entered freely without change of motion, and
would be nearly accomplished in practice by drawing in from
the bow of the vessel, but that was not practicable. In his
example the slip was 20 feet per second, hence 20 x 2 = 40, and
^ = 24 feet head, or 10 lbs. pressure per square inch, and similarly
any other thrust could be calculated for any other slip. Experi-
13
130 MARINE PROPELLERS
Hr Kennedy.
ments, however, were required to elucidate the effects of
different intakes, and also to settle finally whether his system of
placing the throat near the pump, and using a diverging discharge
pipe, or Mr Matthey's system of using converging pipes, and
placing the discharge throat right astern, was the better plan.
The question : Where does the thrust act ? must be considered.
It acted by pressure on the pump casing or pump dehvery pipe.
Hence he placed the throats on an extension of the pump delivery
with the necessary valves, and arranged the thrust to act fore and
aft opposite the throats, the water then passed away through the
diverging pipe, and issued finally at a velocity not much greater
than that due to the vessel's speed. Then its final efflux velocity
would be nearly zero compared with still water outside, when it
actually left the vessel. To Mr Macallum's contribution on the
subject, he might say that the method proposed in his specifica-
tion had been carefully considered before, and a boat, working
upon the same principles, but employing steam, was built in
Germany from designs by Dr Fleischer, regarding which vessel no
results were published. The diflSculty in applying gas explosion
or combustion on this principle was that of the necessity for
working at a very low pressure in the cylinders. This pressure
was calculated to be the pressure of the head of water required
to give the jet the correct velocity. Thus, if the vessel
were moored, and the jet velocity 40 feet per second, the
head would be — or a pressure of about 10 lbs. per square inch ;
and this pressure, multiplied by the area of the discharge-nozzle,
would give the thrust, as in the case of a Barker's mill water turbine.
If the pressure were such that the resulting velocity was much
greater than twice the velocity of the ship, the efficiency would
fall off exactly as it did in a reaction turbine wheel of the Hero or
Barker's mill type, in which the angular velocity of the wheel orifice
must be a large fraction of the velocity of the outflowing
water.* The jet propeller in a ship was simply a modification of
* See Professor Rankine'a ** Steam Engine and Prime Movers," pagea
197, 199, and 206.
WITH NON-REVERSIBLE ENGINES 131
Hr Kennedy.
Heroes or Barker's jet turbine, and must obey the same laws, and,
if properly designed, would give the same efficiency, which, in the
case of the turbine, was certainly very high if the speeds were
properly chosen. It was difficult to bum the gases in an
apparatus like Mr Macallum*s, at a sufficiently low and steady
pressure, to get efficiency. He had considered it here fully, as it
threw some light on his ideas of jet propellers which, after all,
should be treated more from the reaction turbine jet point of
view, Mr E. T, Napier's standpoint on the question of the jet
propeller was the common one, for the reasons given at length in
his remarks. The quoted results of jet propelled boats were
generally well known ', but instances of failures, in engineering
schemes and inventions, which afterwards turn out successful,
had not been imcommon in the past. The early steam turbines
all failed to compete with reciprocating engines, but, neverthe-
less, the turbine had superseded the piston engine at last.
Similarly with the jet propeller, if treated from a static pressure
point of view, as in the case of the water jet turbine of the Hero
type, very different results would be obtained from those recorded
in the previous attempts to work them by simply whirling the water
off the blades of a fan, and out of the ship at a high velocity.
Mr Napier made a mistake in saying that any amount of suction
could be obtained by simply contracting the intake. The suction
per square inch of intake area could be so increased, but as the
total suction P, equalled the suction S per square inch multiplied
by the Area of intake A, then P = S x A. But S decreased as
A increased and vice versa, therefore it was not possible to *' get
any desired amount of suction " by restricting the intake. Referring
to the tests on the Ruthven and on the Thomeycroft jet
ships, which were always quoted as conclusive proofs of the
inefficiency of jet propulsion, he ventured to question their
value in that respect, as no scientific tests were ever made.
The only attempt at a test was that vecorded by Mr S. W. Bamaby,
who measured by a proof plane (a small metal sheet l^*' square
inserted in the jet, and hung on a balance) the pressure
132 IfARINE PROPELLERS
Mr Kennedy.
of efflux at the nozzle outlet in Thorneycroft's vesael, and
thereby found the final quantity and velocity of the water after
ail losses had occurred. For his purpose that result was
sufficient. In investigating the whole question^ the method
he (Mr Kennedy) had adopted was to use pressure guages
on the centrifugal casing, on the valve chambers, and on pipes,,
right up to the outlet. Only by actually measuring the fall of
pressure and noting the direction could any real information be
obtained of the design of the jet propeller. This had never been
done in any tests recorded, and the results of the previous attempts-
could not by any means be regarded as conclusive scientific proofs-
one way or another. Fig. 18, showed the idea of measurement. In.
this system there were two pressures. The centrifugal pressure^
which would be recorded on the gauge shown, if all outlet for the
water were closed and the centrifugal run at normal speed, and the
working pressure. By opening the nozzle N the pressure would fall in
the pump case, and generally the fall of pressure in working pumps,
was allowed to be about 26 per cent, of the centrifugal pressure, the-
remaining pressure was working pressure. In the diagram shown
the water escaped directly by the expanding pipe, so that no further
gauging was necessary ; but if valves and bends intervene d then
gauge pressure readings must be made to find the fall of pressure
due to them. It seemed to him that to get the best results, the-
centrifugal pressure, the working pressure, and the power delivered
to the pump, should bear some relation to each other which ought to-
be ascertained in order to get the best effect. Also that-
the location of the thrust might be as near to the pump as>
possible. The subsequent ejection of the water could be effected
without loss. The relative values of the working pressure and
centrifug-al pressures could be varied by using various sized
nozzles. The speed of the water passing the nozzle should not
exceed twice the speed of the vessel; this fixed the working;
pressure and centrifugal pressm-e . Calculations based upon the
results of failure were not of much value, unless the cause of the
failure could be ascertained. It was surprising that no notice had
WITH NON-REVERSIBLE ENGINES 133
Mr Kennedy^
been taken of the result of an actual test of a De Laval turbine
pump giving one horse power in the water jet for 31 lbs. of steam
per hour, as stated in the paper, This was equal to a jet of 1*4
cubic feet of water per second, at a velocity of 20 feet per second.
For 31 lbs. of steam consumed per hour the area of the jet in inches
1*4
per horse power would be __ = -07 square feet, or 10 square inches.
The pressure due to this velocity of 20 feet per second was 2*7
pounds per square inch, giving a thrust of 2 x 10 x 2 • 7 = 64 lbs. with
efficiency of jet unity ; but if the jet efficiency was only -07, the
actual thrust would be 37-8 lbs. With a consumption of 15,000
lbs. of steam per hour the thrust would, therefore, be about 18,000
lbs. The De Laval turbine pump would, so far as these calcula-
tions showed, make an excellent marine engine with a jet propeller.
The steam turbine had given steam power a prolonged supremacy
that would not now be doubted, but in the end internal combustion
engines must prevail, either as turbines or piston engines. He
had no special preference for the jet propeller, but believed it
would in many cases be adopted, and he hoped to demonstrate his
views in some practical shape on a sufficiently large scale to prove
its capabiUties. If for no other reason than the facility of using
cheap coal instead of special steam coal on board a ship, and that
without smoke. The subject of ship propulsion by gas producers
and engines was of great commercial and scientific importance,
whatever propeller might be used. He trusted that his some-
what imperfect and incomplete paper might have had some
effect in directing attention to a subject yet in its infancy.
On the motion of the Chairman (Mr E. Hall-Brown, Vice-
President) Mr Bankin Kennedy was awarded a vote of thanks
for his paper.
AN INQUIRY REGARDING THE MARINE PROPELLER.
By J. MUiLBN Adam (Member).
SEE PLATES IX. AND X.
Bead 22nd December, 1903.
An endeavour is made in the following paper to concentrate
attention on the propeller and the fluid which passes through it^
as a conservative system in the sense indicated by an illustratioa
from the art of ropemaking.
To form the strands of a hempen cable many yarns converge to
pass through a fixed block, from which the resultant strand
emerges a rotating cylinder ; on the other hand, in laying a wire
rope it is the wire spools which rotate within the machine while
the strand recedes without rotation. The result, however, is
similar, all motion being relative. Incidentally it is to be noted
for future reference that the dynamic grasp of the block on a
plane at right angles to motion is essential to the result.
For our present purpose, therefore, let us consider a rotating
column of water and its impact on the propeller, or vice versa
without reference to the surrounding element, or in other words
the term ** rotation" will be used in its relation only to the
propeller and its column as defined, and energy and inertia will
be used as convertible terms.
Some elementary observations are made to explain the point of
view of the succeeding inquiry into the reactions produced in a
fluid by and upon a rotating screw, which may be defined as an
instrument to produce axial acceleration of a homogeneous current
passing through its disc, distinct from the surrounding element,
and to receive from that acceleration corresponding reaction.
Much misconception and confusion of thought may arise from
AN INQUIRY REGARDING THE MARINE PROPELLER 135
failing to discriminate between the substanoe of the water and its
contained energy or relative inertia.
The theory that *' The action of the propeller on the water is
principally to accumulate pressure, which has the effect of
increasing the velocity of the race after contact with the blade
surfaces has ceased," is rejected for the following reasons, which
to this audience will be merely mentioned, not elaborated : —
j 1st. Ten atmospheres on the volume of a steam boiler under
I test fails when released to spill the volume of a
! pint measure. Therefore, in free water, movement
I must be simultaneous with pressure.
2nd. Although the apparent movement of a body of water is
relatively slow, the transmission of energy by impact,
through water, may be instantaneous. Such impact
is probably conveyed to the nearest free surface, and
there dissipated in vibratory or undulating motion, and
partly in the production of heat, e.g,y the difiference
between the air on the pressure side and on the suction
side of centrifugal fans is measurable by an ordinary
thermometer.
In a tank of still water, having a pipe from a force pump some
distance under and directed towards the surface, the surge due to
a stroke of the pump piston, however sharp, will not disturb the
surface for a measurable time, but tap the outside of the tank
with a hammer, and instantly, in places over the whole surface
the light will be seen to shimmer.
The Helical Screw Propeller.
The last-named fact indicates a thin and sharp-edged blade to
avoid loss by percussion, as the angular velocity of tip is frequently
about 100 feet per second. Given a blade of proper form, ihe
water would never be called upon to follow up that angular
Telocity, but only the axial velocity of acceleration of the stream.
186 AN INQUIRY REGARDING THE MARINE PROPELLER
which velocity seldom exceeds 6 feet per second* ; so that unless
a powerful centrifugal-pump action exists no cavitation should
occur in practice.
No propulsive power can be expended on the so-called "race,"
forward of the propeller, as water is supplied in full measure, and
therefore in full weight by gravitation, and the instant such is
not supplied, there occurs rupture of the column. In this respect,
and perhaps in this only, does the behaviour of water in
relation to a propeller differ from air, which, within a suction pipe,
rarifies as it approaches — the speed gradually increasing to carry
the same mass within the time. The whole mass of water con-
tained in a pipe of given section must take simultaneous acceleration,
and to depict the natural movement the area of the cylinder,
F^ Fig. 1, afterwards described, would be constricted slightly just
above the propeller.
Let a piston. Fig. 1, lift water from P to Q, it is evident
that the whole work is represented by the weight of the column
P Q, expressed in terms of speed. There is no work done by
the piston upon the feed column F, whose pressure upon the
under side of the piston is not less, and is opposite to, the atmos-
pheric pressure upon the surface within the cylinder at Q. In
event of the pipe F being obstructed, and failing to supply a
column of sufficient speed or height, then will the work of the
piston be instantly increased by the whole atmospheric pressure
acting on Q, and uncompensated at F save by the elastic pressure
of the vapour of water at the given temperature. This is the case
of cavitation.
Since this paper was handed to the Secretary, the writer has
seen, by courtesy of the latter, an article published in " Traction
and Transmission," part 30, which explains the manner of
producing the very interesting and beautiful photographs and the
cavitation effects therein depicted, which illustrations were first
♦ 30 knots = 66 feet per second, of which about 10 per cent, is
momentarily oontribnted by the screw, viz., what is called slip.
AN INQUIRY REGARDING THE MARINE PROPEI.LER 137
published in the Transactions of this Institution three years
^g'o (Vol. 44, Plate 4) in connection with Hon. C. A. Parson*s
paper on the steam turbine. These explanations go to show that
these photographs depict what does not occur in marine practice.
Mr Dunell, the writer of that article, says : — ** Mr Parsons, in
order to get certain data on the subject, made some very interesting
and ingenious experiments. Model screws, which were made to
revolve with great rapidity, were placed in a bath of water brought
to a temperature just short of *lx)iling point. The immersion of
the screw was proportionate to that of an actual working screw
propeller. The ratio of depth beneath the surface of the water
was a necessary factor in the experiment. ... A close
resemblance in these respects to the actual working conditions of
the screw being thus obtained, Mr Parsons proceeded to show the
phenomenon that occurred.**
Eegarding this revelation, three observations may be made : —
Ist. Although a propeller is occasionally required to start from
rest, its real work cannot be imitated by creating a current in still
water. 2nd. The true hydraulic effect could not be studied with
a ratio of depth beneath the surface unless the factor taken were
the angular velocity. It is improbable that this is the ratio meant,
and the point ceases to be of any real consequence in view of the
fact : — 3rd. That the experiments were made at such a tempera-
ture that the elastic pressure of the water vapour entirely
neutralised the atmospheric pressure equivalent to 30 feet
immersion.
It may be assumed that all attempts had failed to produce
cavitation of that kind in cold water.
A high authority on the marine propeller has said, in discussing
the value of blades having gaining pitch :— ''It is probable that
the water will look after this for itself, and will refuse to be ac-
celerated suddenly; and all that is required of the screw is that
its surface shall accommodate itself to the rate of the flow through
U, tohiek rate is determined by the mean pitch of the screw surface.
What the variation on each side of the mean should be is very
138 AN INQUIRY REGARDING THE MARINE PROPELLER
difficult to say, as it has not yet been determined at what distance
ahead of the screw acceleration of the water commences, or at
what distance astern it is completed, and the full velocity of the
race attained/'
The above rather confusing quotation — part of which has been
italicised by the present writer — clearly indicates the difficulty of
lucid reasoning upon the screw propeller. It is not an instrument
of precision but only of approximations.
The italicised dictum might read: **The water is compelled to
look after this for itself in refusing to be accelerated suddenly, for
all that the helical screw is capable of is that its surface shall
approximate to the mean rate of the flow, etc."
These approximations will be more fully referred to later.
The usually accepted diagram of the vefia covtrada type of race.
Fig. 2 — which is taken from a standard work- is much exag-
gerated, for the difference between the feed and the effluent cannot
exceed the proportion of a 10-inch to a 9-inch pipe. What is of
more importance is that it appears to be quite wrong in indicating
a definite axial acceleration of the race forward of the propeller.
Hydraulic pressure bears equally in every direction, and therefore
thejentire forward hemisphere is moved to contribute to the zone
of reduced pressure, as shown in Fig. 3 ; and — taking the converse
analogy of the action of a mushroom valve in which the area of a
pipe is vented by^a. peripheral opening one- fourth of its diameter —
the bulk of the extra water required would naturally be supplied
by inflow on the plane of the disc. A flame test with the model
on the table illustrates this movement very clearly — this pro-
peller creating no radial dispersion — radial dispersion might be
expected to counteract this movement, and ultimately cause
cavitation by restricting the natural supply, but such cavitation
would not start at the tips, as indicated by Mr Parson's photo-
graphs.
A screw rotating in running water without gripping it, is
analagous to a disc rotating in still water, or to our piston in Fig. 1
standing idle.
AN INQUIRY REGARDING THE MARINE PROPELLER 139
If the evolution be followed, then the piston might be raised and
its work accomplished by making a screw thread on the piston rod
and rotating it in a fixed nut, and similarly the same work might
be done by modifying the piston itself into a screw. The latter
form would be appropriate in the case illustrated to the right of the
figure, where it is required, not to raise still water, but to accelerate
p
a stream. Let p^ have head sufficient to yield 100 gallons per
minute by gravitation, the screw piston being independently rotated
at 100 revolutions per minute without '*grip" neither impelling nor
retarding. If mcrease in delivery be required, then a screw of 10
per cent, coarser pitch might be chosen, with 109 gallons as the
result, 1 gallon being lost by leakage or true slip of the water.
The 10 per cent, extra pitch — not the full pitch of the screw — is
thus seen to represent the stroke of our typical piston, and it
includes a variable allowance for slip. Again, if it is required
instead of increasing the quantity, to raise 100 gallons of water to
a level 10 units higher, Q^ the first propeller might now be appro-
priate with 101 revolutions per^minute, the reduction of the head
and the extra revolution providing the necessary angle of
incidence to perform the work, P^ Q^, as before. The screw is there-
fore a piston, whose stroke or lift is not described by its " pitch," P,
but by the subtense of the angle PO Q, its angle of incidence in Fig.
4. As already noted, there is leakage or slip of the water escaping
between the blades and otherwise, the screw being like the piston,
really intermittent in action blade by blade. The analogous losses
in the case of the piston are in two directions — the loss on the
return stroke and that due to leakage through the piston rings.
"Grip," therefore, cannot be wholly dissociated in fact from its
attendant slip, but the distinction between grip and slip should
never be lost sight of mentally.
The problem of the propeller to the marine engineer is — having
fixed a type — to determine in each case a relationship of speed,
diameter, pitch, and surface best suited to minimise leakage
through and around the propeller.
140 AN INQUIRY REGARDING THE MARINE PROPELLER
The primary aim of the present paper is to inquire whether the
existing type is well calculated to make this problem easy, or this
•object attainable, and to propose an improved type, for reasons
given in the text.
Applied to a ship, the difference between the travel of the screw
in relation to the wake in which the propeller is found and the
speed of the ship, provides the angle of incidence, P O Q, Fig. 4,
without which no energy would be usefully employed. Let a ship
be towed at a uniform speed, having her screw rotated — without
gripping the water either to propel or retard— by a motor designed
for constant speed at any power. If the tow-rope be cast off, her speed
will fall away until the angle of incidence on the propeller blades
•develops just enough resistance to drive her at a uniform speed
somewhat less than the first. The term slip, applied to the
quantity so defined, tends to mislead. That quantity might more
aptly be called **grip/* which includes, as we have seen, a percent-
:age of leakage. When a ship is retarded by head winds this angle
may become excessive, with leakage to correspond, and to run the
propeller more slowly would actually increase its efficiency.
There is to be determined then for every screw a highest
efficiency angle of mean incidence, irrespective of its gross
pitch, and experimental research devoted to this narrow
field would yield valuable results. In the helical screw
the whole " grip " is taken immediately by the leading
•edge, where the particles in proximity to the face are retarded and
robbed of all relative kinetic energy before being shed from the
following edge. In his paper on ship resistance Mr R. E. Froude
has described this action, although not in the same connection.
This inert fluid — ^accumulating to some extent -would give the
•effect of a coarser pitch to the active stream, by producing
practically a false reactive surface. If this be so it would account
for so-called negative slip. Observation of the behaviour of water
towards a boulder in mid-stream will show that the actual work
of getting past the obstruction is at a definite small distance from
the stone. A small pebble seems to make a bigger relative
AN INQUIRY REGARDING THE MARINE PROPELLER HI.
disturbance than a larger one. The absolute thickness of inert fluid
does not vary much, and — by inference — any variation in pitch so
caused would be more pronounced on a model, or near the tips, or-
over a finely pitched propeller.
Having noted some of the physical features involved, the*
geometry of the screw propeller in relation thereto, may now
be considered.
A particle or mass escaping from the impact of a narrow inclined
vane — moving uniformly in a straight line at right angles to its-
length — will take, according to Newton's second law, a straight-
line with a direction due to the angle of incidence in relation to*
its movement before contact, the change indicating the resultant
direction of the oblique force The change is opposed by resist-
ances which may be resolved into two component forces, A, Fig. 4,.
at right angles to the path of the vane, represented in reaction
by deflection (or effective work for our present purpose) and B-
parallel to the path represented by inertia, or what has been*
erroneously called useless resistance. By taking account of the-
length of the vane a conception might be formed of two planes of
force characterised as above, constant in magnitude and direction.
Fig. 5 is an attempt at a delineation of this extended figure of
forces in perspective, the tip of the vane being depicted as receding
at an angle of 45" from the plane of the paper. This is merely to
connect the idea to Fig. 6, where the vane is shown inclined edge-
wise at 45*^. Let the vane be pivoted on one end and the free end
moved through an arc, the component plane A now lies parallel to-
the axis of rotation and perpendicular to the plane of the diagram,
and the component B now becomes a system of tangential forces-
of magnitude, falling to nil at the axis. The simple system of
A and B resistances fails to satisfy the conditions, and a new
component, D, Fig. 7, in the same plane as B, is introduced, for, to-
compel a mass to describe a curved path, C, it must be acted on
by a force directed towards the centre of the curvature. If this-
resistance, D, is supplied by matter outside the system as
defined, then is energy being expended beyond the reactive-
142 AN INQUIRY REGARDING THE MARINE PROPELLER
column, and therefore wasted so far as propulsion is concerned,
"whereas no power would be absorbed by this necessary centri-
petal component were it contained within the system — if, in other
words, the form of the propeller itself supplied it. Such a vane,
however, does not form a segment of a screw ; to make it so it
must be twisted. Fig. 7, in such a manner that every angle of
incidence from root to tip shall be so co-related to its radius as
to form a consistent pitch. This twisting further modifies the
diagram of forces, and increases the magnitude of the com-
ponent D, because every arc traversing the surface of the
vane is now bounded by an arc of lesser gradient, offering a path
of reduced resistance. The effect will be graphically shown by Figs.
8 and 9. Fig. 8 is the contour of an ordinary propeller blade upon a
helix of uniform pitch, and Fig. 9 is a projected view of the same.
Let stream K take a tangential path across the blade, then it is to
be proved that the gradient is no longer a straight line, but a
convex mound of rapidly losing pitch. In Fig. 10 the horizontal
base of each rectangle is the developed length of an arc of 15°, and
the vertical spaces are the axial travel or pitch advance within
the same angles of rotation, then the pitch angle of the blade, or
the gradient the water has to climb, is indicated by the hypo-
thenuse — a diagonal straight line passing through their inter-
sections ; but a tangent struck from the first radial in Fig. 9 and
subtending the same angle is longer than the corresponding arc.
The dotted verticals denote the augmented base, and their inter-
sections with the pitch lines define the dotted convex curve T,
which graphically expresses the loss of. resistance at once resulting
from and inviting radial dispersion.
Mr S. W. Bamaby points out that no dispersal of water is visible
in phosphorescent seas, but, as has been already stated, energy is
transmitted by concussion as surely as by translation, and the
phosphorescent visibility may be limited to the latter disturbance.
Although the substance of the water of the race may not disperse
much, because there is nothing to take its place, an instantaneous
deflection or tendency to deflect is all that must be shown to prove
AN INQUIRY REGARDING THE MARINE PROPELLER l;t3
loss of energy, for propulsive thrust is upon the propeller face aaid
nowhere else, and the direction of the resistances hearing thereon
is of primary importance. The behaviour of the water afterwards
is notable only as indicating work already done, and the turbulent
wake is an evidence of misdirected energy.
In the discussion of one of this year's papers, read by Mr Yarrow
before the Institution of Naval Architects, the following observa*
tions were made by Mr Rigg : — ** A curved propeller looks very
well theoretically, but is wrong in practice ; a flat blade gives the
better result of the two ; the movement of a stream of water on
the blade of a screw propeller is not a sliding action, but like that
of a billiard ball against the cushion. It is a reflected action, and
the efliect of it is that the resultant pressure is always perpendicular
to the surface of the blade."
The above has already been answered by anticipation. Kecalling
the distinction between substance and quality, the duty of the
propeller is to abstract the energy and to get rid of the water. Did
water condense, as steam does in the act of delivering up its energy
to the De Laval turbine, the problem would be different, but it
subsists and has to be disposed of, and this disposal may be
accomplished economically or the reverse. This depends on the
shape of the propeller blade — the shape not of its outline, but of
its surface. In other words, the treatment of the water by the
propeller should not presuppose instant deflection like a billiard
bally but a gradual though rapid change of momentum and direction,
and an ideal blade must in its form follow the change and bear
with constant and equal pressure upon the fleeting fluid in transit
over its surface.
When waves roll on sand or shelving rocks at low angles, they
immediately break in impotent foam, but on several places on our
coasts, owing to a different formation of rock, the water with
similar impulse is deflected in an almost unbroken column high
mto the air at right angles to the impulse.
A little consideration leads us to deduce that the form of
surface most favourable to the latter result is a curve. Fig. 11,
144 AN INQUIRY REGARDING THE MARINE PROPELLER
whose lower tangent is parallel to the attack^ rising on
vertical equidistant ordinates, whose successive lengths are as the
squares of the abscissae values, giving, in fact, equal accelera-
tion, at right angles to the force, in unit of time.
Attempts to adopt gaining pitches have not been successful, prob-
ably because the radial component D, Fig. 7. is thereby further
Increased, and also because an acceleration, uniform from tip to
boss, is not possible in the helical vane, in which by construction
the tip subtends a much smaller angle of rotation than the root.
This will readily be seen with reference to Figs. 8 and 9, in
which the radii divide the screw ribband or path into spaces, each
representing 16° of rotation. Now, in a propeller of gaining
pitch, each of these equal spaces would contain an equal amount
of gain, say 6 inches. If 10 feet mean pitch were required, let
the blade have a pitch of 10 feet on its medial line marked 150*
on the diagram. It would then be 10 feet 6 inches pitch at ISd"*^
and 9 feet 6 inches pitch at IGS"". Then, by construction, th&
stream line K, which comes into contact with the blade at 175''
and leaves about 125°, is accelerated from 9 feet 2 inches pitch on
entering, to 10 feet 10 inches pitch on leaving, viz., 20 inches
gain of pitch ; while stream N would escape with but half that
gain, viz., 10 inches, as it only gets contact at 162*", and is
discharged at 138*. Now, a chief object aimed at is to enter the
water without shock, and we can get an approximation only to
that ideal here also if, choosing an intermediate stream, M is to
enter the water with precision, Fig. 12, then the tip would not
enter without shock, and, on the other hand, near the root, the
blade would offer a positive obstruction to the water passing through
the propeller where the angle of incidence would actually fall on the
reverse side of the leading edge. It is not surprising, therefore,
that the consensus of opinion among practical men is that a flat
blade gives better results.
It may now be taken as demonstrated, geometrically and
physically, that non-gaining pitch is an essential feature of the
helical screw.
AN iNQtnftV ftE6AftDlK6 THE UAkWE PROPELLER 145
The Comic Pbopellbb.
Lei an immersed hollow cone, Fig. IS, be rotated on its own axis .
It IS obvious that no energy will be expended beyond overcoming skin
friction. It is an idle piston. But let the cone be divided, and on
tlie plane of division let the axis of rotation be inclined to the cone
axis, crossing it at the apex ; let the apogee be the leading edge,
and a reactive surface will emerge having several remarkable
features. The potential pitch ratio increases as the angle of
mclination imtil the perigee edge approaches the shaft axis;
yet the apogee or leading edge remains through every " phase "
nil pitch, having a tangent which is common to an arc of gyration.
By paring away the apogee edge, any required pitch of leading
edge or of angle of incidence may be found, and measuring along
any generating line of the cone the magnitude of the pitch is
proportional to the distance from the apex.
¥^8. 19 and 14 are side and end elevations of such a
half-cone with the locus of a possible working propeller blade,
indieated in black. Fig, 14 has on the right-hand side the
haif«oone repeated in its elliptic aspect only for clearness,
and to assist a demonstration which shall follow. Fig.
16 is the same conic surface developed; and Fig. 15 is the
** pitch " angle diagram for the same figure, the construction of
which does not differ materially from that of a helical screw. The
pitch angle diagram of a helical screw is usually defined as the
hypothenuse of a right angled triangle, whose sides are respectively
the length of the pitch of the screw, and 2 ir r. It can also be
described as the development of a hollow cylinder of the given
diameter, where it is intersected by the screw thread, and it is a
straight line, Fig. 10. Fig. 15 shows, in contrast, the peculiar
curve which characterises the conic pitch-angle line. Each of
these curves is, similarly, the intersection of a concentric cylinder
with the surface of an inclined cone, and they appear
J.K.L., &c., in all the Figures. They denote the path of a fluid
particle in transit from apogee to perigee upon any vane of this
geometric form, and it is to be proved that such is the path and no
14
146 AN INQUIRY REGARDING THE MARINE PROPELLER
other. If the inevitable path of the fluid is properly so defined,
then will the thrust be wholly and purely parallel to the axis.
Stream J shows a complete cycle from apogee ISO"" to perigee
0°, and is seen to be a symmetrical curve reaching a maximum
potential near the perigee, where it reverts and falls back to zero.
The locus of the maximum potential pitch, which falls about the
45*^ generating line on this phase, is common to every stream, and
will form the nominal root of every blade. Any propeller boss
must, therefore, reach it or enclose it.
Stream E on the same Figure, which is shown from apogee to
this point or line of osculation and no further, will be found
to correspond closely with Fig. LI, the ideal curve already
described giving equal acceleration per angle of rotation, or, what
is the same thing, equal acceleration per unit of time. As every
pitch curve is identical in form, differing only in scale of magni-
tude, a fluid moved by a vane of this form is homogeneous in
direction, and equal in pressure over the whole surface in contact.
The most remarkable feature, however, of the relationship of
these respective pitch curves is that every arc is bounded on its
outer edge by an arc, whose gradient or angle of incidence is much
higher, so that the path of least resistance to a fluid escaping from
the impact of this vane is not tangential as in the screw, but
strongly centripetal.
In Fig. 13, three equidistant planes, alpha, beta, and gamma, are
represented by cutting the figure at right angles to the axis of
rotation. On the right of Fig. 14 the intersections of these planes,
with the cone, are plotted as ellipses. Let the spaces between
these planes represent units of work, viz. — in the concrete, to carry
a volume axially from alpha to beta, or the same volume from beta
to gamma in imit of time, or, what in this case is the same thing,
in unit of angular movement.
From the axis in Fig. 14, produce two radials, the first B
to the intersection of the stream L with alpha, and the second r
to its intersection with beta ; the angle formed is the time unit.
Now, to describe the pitch angle as before, let the length of the arc
AN INQUIRY REGARDING THE MARINE PROPELLER 147
be the base of a right angle, the pitch advanoe, cUpha-beta, be the
height, and the reactive surface along the stream-line will
represent the hypothenuse or gradient to be scaled. Now,
assume a tangential escape from the point B. The line T is seen to
diverge, and long before it subtends the same angle it approaches
and passes the plane btta^ thus completing its first unit of work,
and invades the plane gamma.
The increase of gradient thus demanded by a tangential escape
in the cone and phase depicted is, in fact, about 15 per cent. If
the pitch angle at a given diameter were 1 in 10, the path of a
tangential escape across a blade would be about 1 in 8*5. In fact,
tangential escape at any practical angular velocity is impossible.
This empirical tangent is also plotted in relation to the same
stream L in Fig. 13, and for a more graphic comparison is developed
in Fig. 15, L, where the magnitude of the increase of gradient
implied by a tangential escape is made manifest, L being the pitch
curve for the arc, and T for the tangent.
Every one, of course^ has observed the curious irruptions at
the surface of the water in the wake of a screw propeller,
as if rotating eddies of water were being constantly made
and spurned from the blades, these vortices, of course,
are being thrown o& on all sides, downwards and sideways
as well as upwards, presumably in the general form of
an expanding cone or the unwinding of a spiral from the reced-
ing propeller. It is here contended that this phenomenon is due
to the radial component of every angle of incidence of the screw
surface already geometrically demonstrated. It was to be expected
therefore that the centripetal component of the conic vane which
replaces it would extirpate the turbulent wake, and this is in fact the
case. On ^ two trials of the steam yacht *' Greta" with conic
propellers carried out by the courtesy of the late Col. John Scott,
C.B., of Halkshill, this expectation was realised. The vessel's
wake was quite like that of a ship under sail.
Experiments with air currents indicate the same effect, and
demonstrate particularly that the induction is equally strong near
148 AN INQUIRY REGARDING THE MARINE PROPELLER
the tips, and that there are praotically no reverse currents or short-
circuiting. The approaching converging currents flow apparently
equally through the disc, and recede as a very slightly attenuated
and vortex-like column.
The only real analogy in nature to the marine propeller is the
bird's wing when the quills are closed on the downward stroke,
and it appears to have been designed on a conoidal basis. So far
as a limited observation goes, a cone with much more obtuse
generating angle is used, and the '' phase " is probably variable*
but the inclined cone and the position of the wing in relation to
the apogee edge are similar to that shown in the figures.
On Fig. 15 in M is plotted the curve from apogee to the locus
of a vane or blade proportional to the cone illustrated, and the
proposed section of a blade is attached. The reverse is shown
parallel to the obverse, but washed away to a fine leading edge
from the reverse, and to a following edge on the obverse.
Such a blade must be narrow owing to its rapid acceleration,
and the leading edge should be at or under the apparent pitch of
the entering water. The forward body is filled with water at high
relative velocity to be retarded and yield its energy toward and
upon the following edge, becoming inert and leaving the blade
with minimum momentum in relation to still water.
To sum up — A conic vane seems to possess as distinctive and
native features, several advantages separately aimed at in various
modifications and distortions of the helix, viz —
Ist A gaining pitch yielding equal acceleration in unit of time.
2nd Equal acceleration between nearly parallel edges giving
constant width from root to tip.
Srd A constant centripetal component on every angle of
incidence from tip to root.
4th Great flexibility of design without deviation from type,
the generating angle as well as the phase of inclination
from the axis of rotation being variable, and
AN INQUIRY REGARDING THE MARINE PROPELLER. 149
MrJohnBleUe.
5th Those elements once determined and tabulated— -a great
simplicity of all other calculations, owing to the geome-
trical purity of the figure and that its surface is
developable.
The curves in Fig. 15, were determined by projecting the actual
sections on the paper and finding the pitch of the tangents with an
ordinary pitch scale.
Mr B. E. Froude kindly pointed out a more elegant mode for
the " Determination of pitch on the proposition that the generating
lines of the cone must be loci of uniform pitch ratio — The pitch
ratio for each generating angle can be expressed algebraically in terms
of the angle of cone, angle of inclination of cone to shaft axis, and
angle of generation. The distances along the generating lines from
the apex to points of given radial distance from the shaft, are also
expressible mathematically in similar terms and then the pitch is
given by the pitch ratio into the radius.''
This done, for any cone and phase, the results can be tabulated for
easy reference. Foundry work need not differ much from ordinary
practice. To mould a ship propeller in loam, the mould may be
swept up by a rod guided over the corresponding surface of a
small cone fixed in position at the apex, and shifted round into
position for each blade. Where patterns must be used these may
be accurately and cheaply formed by cutting a thin metal sheet or
sheets to the proper shape for one or both faces, curving them to
position upon a rigid cone and using it or them for facing, filling
up thereupon the required thickness with any plastic material.
Discusbion,
Mr John Sibsib (Member) remarked that the author stated in
the opening sentence of his paper that an endeavour was made to
concentrate attention on the propeller and fluid which passed
through it. He was of opinion that the great waste in power in
marine engines was entirely due to the designing of propellers so
that the water might pass freely through the bli^es. The c^uthQi:
150 AN INQUIRY REGARDING THE MARINE PROPELLER
Mr John Biekfe.
also referred to the manufaoture of a hempen cable and a wire
rope where the block and machine were fixed. It was only
necessary to assume a case where the block and machine with
spool could be made to partly recede from the cable and the wire
rope while undergoing manufacture, to illustrate the waste of
power in steamship propulsion. The experiment, carried out at
the previous meeting, with a small propeller appeared to him to
clearly demonstrate that this waste was entirely due to centripetal
action, and pointed to the necessity of dividing the propellers into
two classes, namely, one where the air or fluid was forced away
from the propeller, and the other where the propeller was forced
through the fluid. Centripetal action was desirable in a fan, but
for a marinejpropeller it was the very reverse of what was wanted.
Every endeavour should be made in a marine propeller to get the
blade to grip the water, and so allow a minimum flow of water to
pass through it. In fact, water should take the place of the block
and machine with spool, so that the maximum of efficiency could
be had from the marine engine. Not only did centripetal action
in a marine propeller convert it into an efficient force pump, to
force the water away from the stem of the vessel, and so do
wasteful work whilst putting it in motion, but it was the sole
cause of cavitation, which was so detrimental to high speed after
the vessel had got into motion. Centripetal action and its con-
comitant evil, cavitation, appeared to him to be entirely due to
placing the propeller blades in the same plane. The obvious
remedy, therefore, would be to place each blade in a separate
plane. This arrangement, if adopted, would be following in
the footsteps of Nature, which provided fish with only one
tail to work in undisturbed water at all speeds. There
was a point in connection with the propeller which he failed
to understand, and that was the necessity of providing a
variable pitch. So far as he could understand there should be
only one standard pitch, and that the coarsest possible at all times.
If the blades were placed at 90 degrees to the line of shafting they
would act as a disc and have no resistance to force the vessel
AN iNQUUtY REGARDING tH£ MARINE PROt>£LLER l51
Mr B. T.Napier.
ahead. On the other hand when placed at 180 degrees there
would again be no tendency to produce forward motion. The
mean of these should therefore be the correct pitch, and anything
less would reduce the propulsive effect.
Mr B. T. Napier (Member) said that the main object of the screw
propeller proposed by the author was to direct the whole column
of water right aft. The patent records abounded with specifications
of propellers designed to this same end, and it was strange if the
simple geometric surface now proposed had not already been tried.
There was, some thirty years ago, a fancy for propellers of this
nature, but, so far as he was aware, few with driving faces other
than helical were now made. " Expanding pitch '* was quite a
seperate matter and could be got quite easily with a helical sur-
face. A. propeller with the blades curving aft, whatever might be
claimed for it for driving the ship ahead, was a bad propeller for
going astern; a fact which, no doubt accounted partly for the
existing preference for radial blades.
Mr Ebemezeb Hall-Bbown (Vice-President), desired to
thank Mi Adam for his paper, to which he had listened with very
great pleasure. He also wished to express his admiration for the
novel manner in which Mr Adam had designed a propeller of
increasing pitch. The question of screw propellers had always
been and would always continue to be a very fascinating one.
Although previous attempts to produce a propeller with axially
increasing pitch had not proved very successful, he hardly thought
that was a sufficient reason for dismissing any proposal without
careful consideration, more especially when the proposal took such
a novel form as Mr Adam's, and evinced an amount of study and
forethought as this one did. While he had thought very highly
of the matter in the paper, he had found considerable difficulty in
following Mr Adam's language. That might be, and no doubt
was, due to the fact that Mr Adam was so familiar with his subject
that he went on instinctively from beginning to end without
taking the intermediate steps, and consequently when anyone
endeavoured to follow him at a fair distance the difficulties were
152 AN INQUIRY REGARDING tH£ ACARINE PROPELLER
Mr E. HaU-Brown.
somewhat great. If Mr Adam again favoured the Institution
with a paper, he would ask him not to put forward such posers as
the term *' dynamic grasp" and that terrible flight of jumps on
page 136 where he said "the whole work is represented by the
weight of the column P Q, expressed in terms of speed." He had
no doubt that Mr Adam's ideas were absolutely dear, but these
phrases conveyed nothing whatever to him. Dealing with the sub-
ject matter of the paper he differed from the writer at the start, and
consequently all through. He felt that the whole paper was based
on Fig. 1 , which, for the purpose of studying the action of a screw
propeller was, he thought, a most unhappy one. As far as he could
understand, Mr Adam seemed to think that the whole of the
work done by the piston in the cylinder F, in a given time, might
be measured by the weight of the column P Q, multiplied into the
distance through which the piston moved in that time. He
wished to emphasise the fact that that was only part of the work
which was being done, and it was the part which did not in
the slightest degree resemble the work done by a screw propeller.
Mr Adam had neglected to consider the work required to cause
the water to enter the cylinder at F. In other words the water
had no tendency to move there, and would not move but for the
fact that the piston was moving, and if the piston was in a state
of uniform motion, then the water from the main vessel was
being accelerated through the opening at F. That acceleration
was not caused by gravity. Gravity did nothing for nothing.
The acceleration was caused by the motion of the piston, and a
corresponding pressure must be exerted on the piston to produce
the acceleration, this was in addition to the pressure due to
the head P Q. This might be more clearly seen if, first of all,
the piston was considered to be at rest ; the pressure on its upper
side would then exactly balance that on the under side. When
however, the piston moved, the pressure on the under side must
be reduced, otherwise the state of equilibrium which previously
existed would not be disturbed, and no flow of water would take
place. The reduction of pressure on the under side was of course
AN INQUIRY REGARDING THE MARINE PROPELLER 153
]CrS.Ha]l-BK>wii.
equivalent to added pressure on the upper side. This additional
pressure required to accelerate the water entering a pump, was
usually a small matter in oomparison to the work done in the
actual lifting of the water, and was therefore usually neglected.
The evidence of the work done was the accumulated energy
in the moving water. This became proportionately greater when
the speed of discharge was great relatively to the height of
lift; and in the case ot the screw propeller where there was
no lift, it was the cause of the whole expenditure of energy,
neglecting, of course, friction. This would be seen more clearly
bom Mg. 17, where the cylinder Fi Fs was shown immersed in the
Fig. 17.
vessel P, the latter being of relatively, large size, when compared
with the cylinder. In this case it was quite clear that when the
piston moved with uniform velocity, the whole of the water in the
cylinder was also caused to move with uniform velocity, con-
sequently no work was done upon the water while in the cylinder,
the whole of the work accumulated in the water in the cylinder
FxFs, was imparted to it before it entered at Fi. In other
words, the water was accelerated before it entered at Fi, that was,
before it touched the piston X. It would also be the case if the
piston X were replaced by a screw propeller revolving at a
uniform velocity. *The water would still pass through the
cylinder with imiform velocity, the whole of which had been
imparted to it before it touched the propeller, the action of the
15
154 AN INQUIRY REGARDING THX MARINE PROPELLER
Mr B. Han-Brown.
propeller being simply to drive the water through the tube at
a uniform rate. This would be true however short the tube was,
and consequently when the tube was infinitely short, the action
would be precisely the same. His contention then was that the
propeller should be capable of dealing with water in uniform
motion, water which had been accelerated from a zero speed
to practically the speed of the propeller before it came into
contact with the propeller, and that only a screw of uniform
or true helical pitch could deal with such a stream with maximum
efficiency. This was a point upon which Mr Adam and he
would not agree. He understood Mr Adam's contention to be
that the leading edge of the propeller blades should have a pitch
corresponding to " no slip," while the pitch of the following edge
should be increased by an amount corresponding to the real slip
of the propeller. In other words, that the speed of the water
passing through the propeller should be increased while in contact
with the propeller, by the amount of real slip. He would en-
deavour to show that that was impossible. In this connection he
had to point out that Mr Adam's statement, that the slip seldom
exceeded 6 feet per second was an under-estimate, and seemed to
refer to apparent slip only. The real shp might, and often would
be much greater than that, and would very seldom be less than
20 per cent, of the speed of the propeller, indeed it might easily
amount to 30 per cent, or 40 per cent. Assuming an apparent slip
of propeller of 10 per cent, with a real slip of 20 per cent,
in a vessel of 20 knots speed. That would be a very moderate
allowance for slip, and at the speed named it amounted to 6*75
feet per second. Assuming further that the engine made 80
revolutions per minute, and the arc subtended by each propeller
blade was one sixteenth of the circumference, then the time
in which a particle of water would cross one of the blades
was ^ of {^ of one second, or ^\ of one second. In that time the
water had imparted to it a real slip of 6*75. feet per second.
In other words, an additional velocity of 6*75 feet per second was
to be imparted in ^ of a second. That corresponded to an
AN INQinRY REGARDING TH£ MARINE PROPELLER 155
lir B. HaU-BrowB.
aoceleraiion of 144 feet per second, an acceleration which it was
impossible to imagine the entering water could follow. The
result would be the formation of a series of eddies. In other
words, the water flowing through the propeller, would take a
mean velocity which was somewhat greater than the velocity
of the entering edge, and less than the velocity of the following
edge. The velocity of the water passing through the propeller
would be the mean velocity of the propeller, and the leading edge
being under the mean pitch would be a positive obstruction
against which the water would dash, while the following edge
would have too great a pitch and tend to cause eddies from that
cause. As only part of the water passing through the propeller
actually came into contact with the blades, it was evident that
imless eddies were to be produced the propeller must have a pitch
corresponding to the mean velocity of the stream, and this pitch
must be uniform or very nearly sa In other words he believed
that only a true screw could give maximum efficiency as a pro-
peUer. He could not expect that Mr Adam would agree with him,
bnt if he had expressed at all clearly what he meant to say the
reasons were perfectly convincing. He had said already that he
considered that the acceleration of the race must take place before
the water touched the propeller. That was not quite right, but as
the length of propeller was short in relation to the pitch, it was
practically so : the leading edge ought to have a slightly lesser
pitch than the mean pitch. The difference would probably not
exceed one per cent. With regard to the diagram which Mr
Adam considered so misleading, Fig. 2, he also felt it was mis-
leading because the stream contracted after passing through the
propeller. There could be no contraction of the stream after it
had passed the propeller. There could be no further work done
upon it, and it would tend to diffuse and not to contract,
Mr John G. Johnstone, B.Sc. (Associate Member), said the
theory of propellers could be classed under two heads : — Firstly,
treating the propeller as a whole ; and Secondly, treating an
elemental part of the face of the blade as a small plane. The
166 AN INQUIRY REGARDING THE MARINE PROPELLER
Kr John O. Jobnstone.
efficiency could be determined according to either of these two
theories. The paper took up the theory of the propeller by
treating it as a whole, and he thought the illustration of the
rope-making machine was a very good one, inasmuch as the cords
or strands which formed the rope, roughly represented the stream
line motion in the region of the propeller. The theory on page 135
was, he thought, similar to Bankings theory. The author rejected
that theory for two reasons, but these reasons were insufficient
It was generally acknowledged that Bankings theory was im-
perfect, because of the assumption that had to be made
regarding the race. The imperfection lay in the assumption that
the velocity of the race was equal to the velocity of slip. An
interesting point was raised on page 140, when the author said
''There is to be determined then for every screw, a highest
efficiency angle of mean incidence, irrespective of its gross pitch,
and experimental research devpted to this narrow field would yield
valuable results." A similar conclusion to that was arrived at by
the late Mr Froude, in a paper read before the Institution of
Naval Architects on *' The relation between slip, pitch, and
propulsive efficiency." In that paper an important deduction
was made, namely, that for maximum efficiency the pitch angle
should be 45*^ with the line of ship's motion ; and that, '' If the
slip angle exceeds that which gives the maximum efficiency, the
pitch angle must also be increased : if the excess be small, the
pitch angle must be increased by the same amount; if the excess
be large, the increment of the pitch angle must be still greater."
He thought that Mr Adam's statement was contained in this
deduction of Mr Froude's. He was not quite clear as to the
distinction which the author made between " grip " and <* slip,"
and he would like to ask him if he intended leakage to mean
slip. He understood slip merely as a velocity obtained by sub-
tracting from the theoretical velocity of the propeller, which was
the pitch multiplied by the number of revolutions per minute,
the actual speed of the ship. He would like to ask Mr Adam
if he could give any other reason than that stated in the
AN INQUIRY REGARDING THE MARINE PROPELLER '16^
paper for negative slip. In one oi^ two' passages the'autl^o^
lidvooated a gaining pitch, which appeared to be the 6hief
feature of the new propeller. The advantages of the bonoidal
jpropeller could probably only be detertnined by exj>driment,' and
it was hardly possible to treat the quesl^on theoretically so as to
be able to say with certainty that this propeller was more efficient
than a propeller with the ordinary shape of blade, or a propeller
whose surface was approximately a helix. One disadvantage that
occurred to him was that the conoidal propeller would give, in
comparison with a helical propeller of the same projected area,
a larger developed surface, and therefore there would be a pro-
portionately larger edgewise friction.
Mr Adam, in reply, said he was not surprised that Mr Napier
should think it strange if "the simple geometric surface now
proposed had not already been tried. '* He himself deemed it almost
incredible until the German and United States letters patent were
sealed* It seemed that it had not before occurred to any one to
select a surface by measurement of its pitch ratios from a simple
half-cone inclined to its own axis. These simple circumstances
formed his preliminary claim to consideration for the design,
notwithstanding all that had been done during the last thirty
years or more. It was true that '' expanding pitch could be got
quite readily by distortion of a helical surface." The question was
that it was admittedly of no advantage. Perhaps, because of a
certain obscurity in the language of the paper that some one else
referred to — Mr Napier failed to note that one section of the paper,
page 144, was devoted to showing why attempts to adopt gaining
pitches had been unsuccessful with the helical screw, because of
the absence of properties apparently possessed by the conical
surface. He was sorry that nobody had thought it worth while
to take up any of these alleged demonstrations of his, and either
eonfirm or confute them on their merits. In that respect he was
a good deal disappointed, and it was more difficult to answer that
which was implied by silence than anything that had been said.
Of the speakers in the discussion on the paper, Mr Biekie, who
158 AN INQUIRY REGARDING THK MARINE PROPELLER
lirAdMa.
did him the honour to open the discussion, did not attack any of
his propositions. He, however, made some propositions of his
own, which he (Mr Adam) was sorry he could not quite compre-
hend, perhaps because Mr Biekie did not have time to fully
develop them. After all, the paper was only a condensation, or
rather, a somewhat disconnected precis of a more extended argu-
ment, which he was now precluded from expanding, because of
the inability of the paper to command a critical response from many
members interested in this subject. He thanked Mr Hail-Brown,
for his whole-hearted and vigorous criticism, and he would almost
require to take the black board to reply to him. Mr Hall-Brown
chose for his battle ground Fig. 1, and although he would have
preferred another, he accepted that with pleasure, but would first
make an observation with regard to Fig. 17, illustrating Mr Hall-
Brown's remarks. He assumed uniform motion for his piston X,
and the whole contents of the cylinder, and deduced that the
greater part of the work of the piston moving in the direction
of the arrow was expended on the induction side F^ This
would be true of a pump-piston raising water from a well. The
condition, however, of the piston X was, that it was subject to
hydraulic pressure on both sides equal and opposite, say 20 lbs.
per square inch, assuming an immersion of 10 feet. By moving
in the direction of the arrow, the piston yielded to the pressure
Fj, and opposed the pressure F^. It, therefore, did mechanical
work upon Fj, but no work upon Fj, for if there were no water in
F^ the energy required to move the piston would be greater.
He preferred, however, his own Fig, 1, which was merely a
subsidiary diagram to illustrate a point of view, but, being of an
introductory character, it had apparently attracted more attention
than the proper subject matter of the paper. Supposing one
did not raise the piston, but drained off the water '' Q " above
the piston : Did Mr Hall-Brown contend that the water in
F would not tend to force the piston up toward the level P?
Instead of requiring to borrow energy from the piston, it im-
parted energy to it. But this was very elementary. How
AN. INQUIRY REGARDING TH£ HCARINE FROPSLLSR 159
UxJkOaau
did it affect the screw? His contention was that the pro-
peller was analagous to a piston, merely modified in form to
enable it to deal uniformly with and increase the speed of a cmrrent,
and that the equivalent of the piston stroke was what was called
the true slip, or what he had called the angle of incidence upon
the blade surface, P O Q, Fig. 4. The original current was
supplied by the speed of the ship, or more correctly by the speed
of the wake, relatively to the ship. The energy of the screw
^vas expended on imparting an increased sternward speed on that
part of the current which passed through the cross section of its
disc, namely, F^ on Fig. 1, where the speed of the wake was
assumed to be 100 gallons per minute, due to the head P P^,
the screw being rotated without assisting or retarding. Let
P be a river of constant level, and P^ a tank gradually filling up
to the level Q^ ; then to maintain a constant feed of 100 gallons at
all levels, there would be no increase of speed in the feed F^ but
aa increase of resistance and of energy expended by the screw.
That increased energy was entirely represented by the increased
head Q^ P^, and no part of it upon the feed F^ ; and this case
was quite analogous to the case given on page 140, namely, that of a
propeller gradually accepting the increasing burden of propelling
a ship on the tow rope being thrown off. Mr Hall-Brown further
objected that an almost instantaneous acceleration which would
work out at 1 44 feet per second if continuous, was impossible. What
was the rate of acceleration of a golf ball at the moment of impact?
Md further : What became of his particle of water if it were not
accelerated? It did not go through the blade, and if it eddied
round to the back its linear speed must be greatly increased.
The publication of such diagrams as Fig. 2 led to misimderstand-
ing of what reaUy happened. An important aim of his paper
was to direct attention to the relative movement of the propeller
parts, and the water. That could best be expressed by a diagram,
Fig. 18, similar to the plan view of a row of vanes in Parsons'
steam turbine advancing in procession, each interblade stream being
very slightly deflected, so that from this point of view the linear
160 AN INQUIRY REGARDING THE lilARINE PROPELLER
^ / / / /
Fig. 18,
acceleration of the whole stream was incidental to a slight angulaf
acceleration of each interblade stream.
Mr HAiiL-BBOWN asked if Mr Adam disputed the actual amount
bf acceleration he (Mr Hall-Brown) had indicated* His difficulty
Was with the water which did not come into actual contact with
the working face of the propeller. If this water attained the
isame velocity in the same time, as it must if no cavity were
formed, and there was no previous acceleration of the water, then
it also must have an acceleration of 144 feet per second per
second Such an acceleration could not, so far as he knew, be
produced by gravity.
Mr Adam — Undoubtedly his contention was that the force of
gravity performed the work on that side, but he was aware of no
record of the speed at which gravity would accelerate free water
in vacuo, which was the virtual condition here, because a failure
to supply would create a vacuum. The value of surface
tension was not known, nor of local attraction at infinitely small
distances, all of which forces came into play in the case under
review. The suggestion that acceleration took place at some
distance away did not explain matters, it only shifted the venue
unless elasticity could be claimed for water. There was no
divorcing volume and weight in water. There was neither
expansion nor contraction. But besides these, the argument
based on Fig. 3 was being forgotten. On page 138 it was stated
that " Hydraulic pressure bears equally in every direction, and
therefore the entire forward hemisphere is moved to contribute
AN INQUIRY REGARDING THE MARINE PROPELLER 161
VxAOmaL
lo the zone of reduced presstire." How did this affect the very
nAtnral difficulty raised by Mr Hall-Brown? Assume an arc of
♦ o ♦ *■ o ♦
Fig. 19. Fig. 20,
vacuo "O/' Fig 19, of unit volume, within a closed tube containing
water and immersed in water. Let the tube be opened at one
end a, and the arc will be closed in unit time | by hydraulic
force acting in a linear direction by gravity, and this was Mr
Hall-Brown's assumption. If the tube be opened at both
ends, the same force acting in two linear directions would
close the arc in half the tima If opened to a full
hemisphere of fluid : In what time would it close ? This
also might be calculable. Fluid filaments converging on a
vanishing point, Fig. 20, were conical, not cyhndrical, as in the
first assumption, and the cubic capacity of a cone being but one-
third that of a cylinder of equal base and height, the feed at the
base of any cone required to fill it in unit time, would be one-third
the velocity required to fill a corresponding cylinder ; but oppos-
ing cylinders by contributing their quota in two directions reduced
the feed velocity of each to half the apparent linear escape.
Similarly conical filaments converging in every direction must
effect a similar reduction. On this assumption the actual velocity
demanded of each contributing filament around the hemisphere
toward " O,*' Fig. 20, would appear to be ^ x | = ^, and Mr Hall-
Brown's 144 feet per second of linear escape would demand
144
-^ = 24 feet per second of feed, varying inversely as the square
of the distance, for, of course, the water must approach and fill
the^demand. He only denied that it approached in an axial or any
162 AN INQUIRY REGARDING THE UARINE PROPELLER
XrAdun.
other linear direotion. Now factors of Mr Hall-Brown's figures
were, tip speed and width of blade at tip, whioh latter measure-'
ment was not very generous, namely, ^^ of the ciroumferenoe
of the diso, and could well be increased, if necessary, to
avoid cavitation.* He thanked Mr Johnstone for his sym-
pathetic remarks and criticism, and thought a study of Figs.
10 and 15, with the arguments based on them, would remove
the fear of increased friction by the adoption of such sur-
faces. He had described a form of blade whioh would
accomplish the required deflection with the least sudden
acceleration, and therefore with least tendency to eddy-making,
and which, placing a certain centripetal pressure on the column,
treated the whole volume from root to tip as a homogeneous
current. Some such form only needed time and experience to be
ultimately adopted, although he had almost given up thonght of
living to see its general adoption.
The Chairman (Prof. J. H. Biles LL.D., Vice-President) said
that before asking the Members of the Institution to accord a
hearty vote of thanks to Mr Millen Adam, he would like to say
that there were many of them who had a great interest in the
propeller question and it surely would not be very difficult to try a
propeller of Mr Adam's design on a small boat, against an ordinary
propeller, with a view to obtaining a comparison. He was sure thai
Mr Adam would find a sympathetic experimenter from some one
in the district of Glasgow. He did not happen to have a steam
launch at present; otherwise he would have been delighted to
place it at Mr Adam's disposal. He proposed a hearty vote of
thanks to Mr Adam for the trouble he had taken in putting this
paper before them.
The vote of thanks was carried by acclamation.
LBCTUEE ON RADIUM AND ITS PROPERTIES.
By Dr. John Magimttbe, F.R.S.E.
Bead 26th January, 1904.
Db Maginttre Baid he was not quite prepared for the nature of
the meeting or the large audience that he saw before him. He
had determined to make the lecture somewhat popular, and if,
therefore, he did not quite please the more scientific section of the
Members present, they must excuse [him. As the amount
of radium was limited, he was not prepared to show large
specimens of its salts. It was exceedingly difficult to show
specimens even to a 'limited number of people, and before
such a large audience one was only able to demonstrate the effects
of the salts of radium while describing the properties of the same.
Mrst of all, he would refer to the state of science at the time
ladio-actiyity was discovered. After explaining the difference
between things material which could be acted upon by magnetio
forces, and others, such as light, which could not be so acted upon,
he threw a series of diagrammatic representations of varioua
spectra on the screen showing the relationships of the different
rays or waves from electricity, heat, light, and on in succession
to the Rontgen rays. Otapa there were in plenty in these diagrams ;
and great attempts were being made to complete the series*
During the past year Blondlot had described the order of waves
known as the N rays, which would probably be placed in the gap
occurring between the electric and heat waves, and since hi&
discovery Professor Charpentier of Nancy had stated that he had
found emanations of rays resembling the Blondlot rays which
were emitted from the human body. Without attempting to
confirm these statements, Dr Macintyre simply offered them a»
164 LECTURE ON RADIUM AND ITS PROPERTIES
an example of what was being done to fill in the gaps in the
series which was yet far from complete. Stokes, by his great
researches, had, previous to Bontgen's day, explained the meaning
of such terms as phosphorescence, and in 1895 the great discovery
of the X rays was made. No sooner was this done than men
began to ask if similar rays did not exist outside the Crookes'
tube, and this was not to be wondered at, because Crookes himself,
in his early experiments, had described the conditions inside the
tube as being matter in a fourth state, and a world which we
Wotild, in all probability, always have to view from the out-
ride. This was not now the case, because since Becquerel's dis-
covery the existence had been made known of emanations
resembling the cathodal stream inside the tube and waves com-
parable in every way, as far as one could see, with the X rays.
The history of the discovery began with the experiments of
Henri, who found that certain rays which came from zinc sul-
phide could pass through paper. Becquerel proved that similar
rays were obtained from double salts of uranium and potassium,
and that these rays were not got by absorption during daylight ;
therefore, the substances were radio-active. He found that they
passed through wood and less dense metals, and discharged an
electric condenser with ease. Crookes found that this activity
was due to an impurity, not to uranium itself. Monsieur and
If adame Curie, beginning at this point, took pitch-blend, which
tontained many different elements, and they found that after
Extracting the uranium, something even more active than uranium
itself was left behind, which gave all the tests of penetration and
the discharge of electric condensers above referred to. By a long
process they gradually separated out other substances from pitch-
blend, and each time the residue was more radio-active than
anything that they had previously extracted. In consequence,
polonium and actinium were discovered, and lastly, radium.
' Dr Macintyre then showed a number of specimens of the salts
bf radium from the lowest to the greatest radio-activity at present
known. He showed screens fluorescing under their action, and
LECTURE ON KADIUM AND ITS PROPERTIES 165
the passing of the rays through such substances as wo6d and
aluminium. He also showed the discharge of an electric conr
denser in air, the experiment being demonstrated oti the screen
by means of the magic lantern. He next described one of th^
most extraordinary properties yet attributed to radium, namely:,
the fact that it was constantly giving off heat, and that it was
claimed for it that it was able to maintain itself at 1*5 degrees Centi-
grade above the temperature of surrounding objects. So far, the
lecturer said, he had only shown that something was given off
radium, and now came the question : What was that something?
To begin with, there were certain rays called the alpha rays, which
might result from particles of helium, weighing probably 1 per cent,
of the radium atom, and which travelled at a tremendous velocity,
probably 20 million metres per second. They were easily stopped by
air or thin paper, and could discharge an electric condenser. They
were charged positively, a fact which could be shown by means of a
powerful magnet In the second place, it had been shown that the
bda rays, a second set, were given off by radium. These rays, which
travelled with tremendous velocity, probably 100 million metres
per second, were now believed to be the electrons which constituted
the cathodal stream in a Crookes' tube. They were possessed of
great penetration, were negatively charged, and were easily deflected
by a magnet. They also made air a conductor, and their mass
was probably one thousandth part of the hydrogen atom. Dr
Macintyre here paid a great tribute to the work of Larmor and
J. J. Thomson to whom the world was indebted for much that had
lately been discovered. In the third place, the gamma rays were
being given off. Most observers described them as resembling X
rays, and they were possibly produced by the beta rays striking on
parts of the radium itself or on the surrounding objects. They
were exceedingly penetrating, much more so than the other two
and were not deviable by a magnet. They carried no electrical
discharge. The beta and gamma rays, if the above were correct,
had been known before, therefore, the alpha rays were the only
new ones.
166 LXCTURX ON RADIUM AND ITS PROPKRTIX8
Butherford and Sody found that radium was constantly giving
off something luminous, and that that something could be condensed
by liquid air. Helium had been discovered by means of the
Bpectroscope as existing in stellar bodies before it was found on
earth ; and Bamsay found it in pitch-blend. Bamsay and Sody
oollected the gases which came from radium, and it was to be
noted at this stage that helium was not one of them. Oxygen and
hydrogen were removed chemically, and the carbon was frozen out.
After watching the process for some time it was discovered that
the gas helium made its appearance when examined by the
spectroscope. As helium existed in pitch-blend, but not in the
radium bromide taken from it, and in as much as it again made its
appearance some time afterwards, it led to the conclusion that the
radium which was a dense element (for its atomic weight was esti-
mated at at least 225) was splitting up into simpler elements ; hence
the theory of disintegration. Other substances had since been
shown to be undergoing the same process — ^thorium, for example —
and it was not impossible that everything was going through that
same process of disintegration. The tendency would thus seem to
be a reversion to the old idea of unification of matter. This theory
of disintegration had led to all the nonsensical and exaggerated
statements about transmutation of metals which had appeared in
the press of late, and the realization of the alchemist's dream, that
the baser metals could now be changed into the higher, and all the
lead in the world into gold. It was one thing to show that dense
elements might be split up into simpler ones, and another to
reconstruct or change one thing into another.
There was another property, or set of properties, of radium with
which he had not yet dealt, namely, the action on living tissues.
It possessed the power of stimulation when applied carefully in
small quantities and for short periods, but if left in contact with
living tissues for a time it produced death. Ten milligrammes of
one of the salts placed on the arm, with a layer of mica interven-
ing, had, as the result of one hour's application, resulted in one
case in a bum which lasted for four months, and evidently had
LECTURE ON RADIUM AND ITS PROPERTIES . 167
permanently destroyed the superficial epithelial stmotnres. Many
sneh bums had been recorded. It oaased an excitement in the
retina when brought near the forehead, and experiments on small
itnimals, snoh as mice, had shown that it conld produce death. A
large quantity of radium would be an exceedingly dangerous thing
to approach, and even a comparatively small amount, such as an
ounce, if it could be obtained, not to speak of half-a-pound, would
be a very dangerous thing to work with. Of course, the amount
of radium was exceedingly small at present. Experimenters
differed in their views as to the results on the growth of plants,
and with respect to the effects of the radium rays on bacteria.
This brought him to the surgical question, but on that point he
preferred to say nothing. Owing to the exaggerated statements in
the papers, too much had been anticipated of what might yet
come, and consequently much suffering had been caused by false
expectations having been raised in the minds of those afflicted
with serious affections. This he could say, however, that radium
bromide did possess a therapeutic value, but what the ultimate
result would be was for the future.
In conclusion, Dr. Macintyre said that he wished the audience
to remember that much of what he had been dealing with that
night was speculative. The very statement at the beginning of
the lecture about the difference between matter and force might
have to be reconsidered in view of recent discoveries, because now
that the borderland had been reached where matter and so-called
force seemed to merge into each other, it was difficult to say
whether a thing possessed mass or not. Further, he was aware
that many great authorities were by no means disposed to accept
the view of disintegration. Nevertheless, those who had been
experimenting most with the salts in question believed the
reductions referred to, to be fair and reasonable. The new dis-
coveries were not so important for what they had taught yet as for
the possibilities that lay in the future. Many things might have
to be reconsidered, such as the age of the sun, the age of the
earth, and other questions too numerous'to mention; but the most
168 LSCTUU ON RADIUM. AND ITS PROPERTISS
important ohang^e in our ideas was being brought aboat by this new
view of the primal elements. Eyen twenty-five years ago Clerk-
Maxwell believed that the chemist might change a oompomid salt
into some other salt, bnt that each of the elements was a some-
thing definite, fixed, indestructible, and unwearable» The elements
were, indeed, the bricks out of which the whole universe was made.
It had been shown that atoms were, relatively speaking, very
large structures, and that they were composed of much smaller
particles which most observers, like J. J. Thomson, Sir Oliver
Lodge, and others, believed to be the electrons. A number of
these occupied the space of the atom, and by rearranging them
and increasing the numbers different elements might be produced.
In other words, probably there was only one kind of matter which
went to form all atoms. Indeed, it was doubtful, as he had said,
if it was matter at all. The idea of building up a universe by a
process of evolution was not new to the world. Sir Norman
Lockyer had taught this as the result of his observations upon
stellar bodies when examining the spectrum of each. To a large
extent, of course, this was merely theoretical. Everything in this
world pointed to a beginning, a culmination, and then decay, and
the same arrangement seemed to be present everywhere in the
universe. The story of radium showed that it was not impossible
that the so-called process of disintegration was what corresponded
to the period of decay. Science had not yet shown the other
side of the question, namely, the buUding up. It was reasonable
enough to expect, however, that some day this knowledge would
be obtained, and then probably it would be seen that although the
building up of a star, its culminating point, and process of decay
might take millions upon millions of years, yet, that nothing was
at rest, constant change was everywhere present, and finally one
might obtain a glimpse of the cycle of events referred to.
The GHAiBiiAN (Mr James Gilchrist, Vice-President) said he
was surprised at the wonderful story which Dr. Macintyre had
unfolded, and he felt sure that those present had been deeply
interested in the experiments and explanations which they had
LECTURE ON RADIUM AND ITS PROPERTIES 169
seen and heard. He would ask them to award Dr. Maomtyre a
hearty vote of thanks for so kindly consenting to give this lecture,
and he hoped that Dr. Macintyre would be long spared to carry
out his researches with radium.
The vote of thanks was carried by acclamation.
Dr. Macinttbe, in reply, said he was grateful to the audience
for listening to him with such attention. He had a little doubt in
his mind as to why he was asked to come and address a body of
engineers and shipbuilders, because, although he knew they were
sdentifio men, they were also practical men. He knew that they were
all interested in this new source of energy, and it would be impressed
upon them when he stated that it had been calculated that 14 lbs.
of radium would keep a 60,000 horse-power engine working for a
year. That was simply a theoretical statement ; but as at present
this amount of radium would cost about £1,200,000, and would be
rather a dangerous thing to have in a ship, he thought it would
be better for engineers to continue to concentrate their thoughts
on the economy of coal.
16
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS.
By Mr Chaklbb Day (Member).
(B^E plate XII.)
Bead 23rd February, 1904.
DuBiNQ the past two years a series of tests of tool steels has
beeh carried out in Manchestei: by a oommittee appointed jointly,
by the Manchester Association of Engineers and by the Man-
chester City OouncU, and as these tests form the most complete
investigation yet made into the speeds practicable with the new
tool steels, and were made by a quite impartial committee, it
is of the first importance that the results obtained, and the
lessons to be deduced therefrom should be widely known
amongst engineers.
A report giving the whole of the figures relating to the tests
has been published by the Manchester Association of Engineers,
hence it is hardly necessary to give here every detail, but an
abstract is given showing some of the principal results of the
tests.
NATUBE OF TESTS.
Very careful consideration was given by the joint committee
just mentioned to the manner of carrying the tests out, and to the
nature of the tests which it was desirable should be made ; the
primary object being to ascertain what results could be obtained on
lathes by means of the new tool steels which have been introduced
during the past few years. Bearing in mind the various require-
ments of engineering shops, it was decided to make trials when
taking heavy cuts, also when taking medium and light cuts, and
these trials were made on forged steel, and on cast iron of various
degrees of hardness*
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 171
MATEBIAIi OPERATED UPON.
The greatest possible care was taken to ensure that each class
of material operated upon was uniform in hardness, and hardness
tests were made by drilling ; particulars of these tests are given
in the full report. It can be accepted that the material for each
set of tests was of practically uniform hardness.
Three grades of hardness of steel and of cast iron were tested :
the soft steel contained 0*2 per cent, of carbon, the medium steel
contained 0*3 per cent., and the hard steel contained 0*5 per cent.
The cast iron was similarly classified as soft, medium, and hard,
and the medium quality may be taken as corresponding to average
castings of medium weight.
SIZE OF CUTS.
In all cases a cut was first taken over the surface of the
material to remove the skin, and to give a uniform surface, so that
the depths of the cuts might be reliably measured. After careful
consideration it was decided to make tests with the following
depths of out and traverse : —
Depth of Cut iXrayene.
i8t r V
2na, ^' Y
3rd ^' ^'
4th, ... ... ... YB TO
In regard to the dimensions decided upon for the first test, it
may be well to mention here that a greater weight of material
might have been removed per minute with a heavier cut than
¥ ^ V* b^^ ^^ 0^^ ^&s decided upon as being satisfactorily
within the power of the lathe, and as being more likely to give
information which could frequently be utilized in ordinary shops
than (if a heavier cut had been adopted. The other tests were
selected as representing conditions often appearing in engineering
shops.
Each tool steel maker was invited to state the speeds at which
his steel could be tested under the various conditions. This course
172 BXPBRIMXNTS WITH RAPID CUTTING STEEL TOOLS
was oonsidered to be preferable to that of having the speeds fixed
by the oommittee, as by adopting it, benefit was obtained of the
tool steel makers' experience.
DURATION OF TBIAL8.
The duration of the trials was as follows : —
n of trials of soft steel,
20 minutes.
Do. medium steel, ...
30
do.
Do. hard steel,
30
do.
Do. soft cast iron, ...
30
do.
Do. medium oast iron.
30
do.
Do. hard cast iron, ...
60
do. for A' xj* cuts,
Do. do.
30
do. forallotherouts,
DB8CBIPTI0N OF LATHB.
The lathe on whioh all the tests were made was loaned by
Messrs Armstrong, Whitworth & Ca, and was one of their 15^
centre screw-cutting lathes, taking in 9' 6' between the centres,
bat for these experiments 1&' headstocks were fitted. The fast
headstock had both double and treble back gears, the gear ratios
being 14*9 to 1 and 42*5 to 1. The headstock was specially
fitted with a 3-step cone suitable for a 6" belt. The lathe was
driven by a direct current shunt- wound motor of 120 s.h.p., and
a large air-cooled rheostat was connected. The speed of the
motor could be varied between 160 and 300 revolutions per
minute at no load on the lathe, and from 60 to 300 revolutions
with heavy cuts, by means of the rheostat. The lathe was driven
by two intermediate countershafts having 10* belts.
CONDITION OF TOOLS.
After the trials the condition of each tool was carefully
examined, and a number indicating the condition was assessed to
each tool.
RESULTS.
The full report gives the detailed results of each trial, also
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 173
diagrams are given showing the maximnm cutting speeds sncoess-
fnllj used in each trial, and, in [addition, curves are given showing
the average speeds during each set of trials. Believing, however,
that it would be better to take the average of those tools which
finished in fair condition rather than the average of all the tools, the
average curves have been re-drawn. Figs. 1 and 2 show the average
results obtained from those tools which finished in such condition
as to warrant mark 4, or something better, whilst the dotted lines
in the figures show the maximum results obtained with any tool
which finished in a satisfactory condition.
No single make of steel proved to be superior to all others
in every respect, and as it is hardly practicable in engineering
shops to have different makes of steel for different outs and
materials, it would appear that the average curves are those which
can safely be taken as standards of all round comparison for use
in our shops. From the trials, formulsB were deduced to give
approximately the cutting speeds which may be adopted for
different areas of out and different materials and curves, but owing
to the modifications adopted in preparing the tables and curves for
this paper, the writer has found it necessary to re-arrange the
formolsB. The following are now suggested : —
For soft steel 8 = ^^^^ + 12
„ med. „ ^= ax OO16 + °
„ soft cast uron 8 = tt-tt^ + 20
a X 0*02
II Died. „ „ S =
a X 0-23
174 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
Where S = Gutting speed in feet per minute, and
a = Area of section of cut, i.^., traverse x depth.
Very careful records were taken of the power used | at the
various cuts and speeds, also data was obtained enabling the force
brought to bear on the tools to be determined.
Table I. gives the average results obtained from the tools which
finished in a condition warranting mark 4, or better. The
figures given for horse power were calculated from the readings
of electrical instruments attached to the motor ; they, therefore,
include the motor losses and countershaft friction. In the full
report the figures for net horse power required to overcome the
resistance to cutting are given, but as these are mainly required
for determining the cutting force on the tool point, they have not
been included in the Tables given here.
On the completion of the main series of trials a further set of
experiments was carried out to ascertain whether lengthened runs
could be made with the new steels at speeds approaching those
adopted with the shorter runs. The tests were made on soft
forged steel and on medium cast iron. The average of the results
obtained from those trials, which maintained their average cutting
edge in fair condition for 60 minutes or longer, is given in
Table II.
For the purposes of comparing results which may be obtained
with the new steels against those obtainable with ordinary Mushet
steel and ordinary water-hardened steel, tools made of these
materials were also tested, and the average results are given in the
Table. It will be noted that the new steels give decidedly
improved results, and that with them the cutting speed can be
about twice as fast as with ordinary Mushet steel, and three or
four times as fast as with ordinary water-hardened steel.
An item of interest which may be mentioned here is that
ordinary Mushet steel can be very greatly improved by treating it
in the same manner as the new steels when tempering ; this is a
point of value, as it enables greatly improved results to be obtained
from existing tools.
KXPESIMENTS WTTH RAPID CUTTING STEEL TOOLS
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EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 177
A point very clearly seen by a glanoe at Table I. is that
where much metal has to be removed it will be taken off not
only much more quickly, but also with a less expenditure of
power per lb. of material removed, if a heavy cut is taken at a
comparatively low speed in preference to a lighter one at a
high speed.
The figures showing the cutting force on tool points should
prove of service to machine tool designers.
The information regarding horse power is worthy of special
attention, for it is the power element which perhaps will form the
greatest difficulty in the way of using existing lathes efficiently
with the new high-speed cutting tools. A lathe on which a cut of
V X Y can be taken is by no means an abnormal one, and this
duty can be carried out on most good lathes of, say, 12'" centres ;
but the driving cones, the countershaft, and the belts connected
with few such lathes would be suitable for 24 h.p. Further than
this, the line shafts in most engineering shops are too light to
drive many lathes using 20 h.p. each, or anything approaching
that figure.
The writer believes that the problem of improving the output
from existing lathes will in many cases need to start with the
engines, main-shafting, and countershafts, and from them go to
the cones and back gear of the lathes themselves.
Whilst on the question of lathes, one point of importance may
be noted from Table II., viz., that when cutting mild steel the
force on the tool point increases as the cutting speed falls. Hence,
so for as the lathe proper is concerned, irrespective of its driving
gear, it would appear to be less severely tried when cutting at a
high speed than when cutting at a low speed. From this the
deduction naturally follows that, lathes satisfactory for the old
steels will be equally satisfactory for the new steels if the gearing
end can be altered to meet the new power requirements.
One point which attention to cutting speeds has forced on the
writer, is that the speed variation for most lathes moves in steps
which are too coarse, often causing the actual cutting speed to be
much below the speed which the tool can stand.
178 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
With many lathes the rise in speed, when the belt is moved to
the next smaller cone, is aboat 40 per cent. ; thas, with a job on
which a surface speed of 80 feet can be cut, and one cone step
gives, say, a speed of 85 feet per minute, then the next lower step
would give only 60 feet, which is equivalent to a 30 per cent loss
of output, as the belt would have to be put on the latter step.
The new requirement of powerful drives is likely to exaggerate
this difficulty, as in many cases it is likely that cones having
5 steps will be replaced by cones having 3 or even 2 steps, so as to
permit of wider belts. The remedy is to drive by motors having*
considerable speed range, or to drive the lathe by a mechanical
speed device, such as the Beeves' cone arrangement. The next
alternative is to vary the traverse or the cut, so as to give an area
of cut which suits the speed obtainable from the belt*
The Manchester tests form a valuable record, and should be
widely studied It is to be hoped that they will be carried further,
so as to include cutting on cast steel and brass, also to include
tests with drills and milling cutters.
Discussion,
Mr E. G. CoNSTANTiNE (Member) said be had had no oppor-
tunity of studying Mr Day's paper, but he would just make
one or two remarks, and then, if permitted, he would be pleased
to take further part in the discussion later on. Mr Day, with hia
usual modesty, had omitted to state what his connection had been
with these tests, but, as a matter of fact, he was the one who
suggested them to the Council of the Manchester Association of
Engineers, and the credit of the tests was due to him entirely.
Another point which he would desire to emphasize was the im-
partiality with which the tests were conducted. It was felt when
Mr Day made his suggestions that it would be very desirable to
dissociate them from any possible contention that they had beei^
afflicted by any personal interest whatever, and therefore on
approaching the Technical Instruction Committee of the Manchester
Corporation, of which Mr Day was a member, arrangements wer^
EXPERIBCENTS WITH RAPID CUTTING STEEL TOOLS 179
McE.e.Ooiuteii.tliie.
made that the tests shonld be carried out at the Municipal School
of Technology, under the personal supervision of Dr. Nioolson^
the professor of engineering, and during all the tests one of the
members of the Manchester Association Committee, appointed for
this purpose, was invariably present. The object of the tests was,
as Mr Day had pointed out, not to ascertain the superiority of any
particular make of steel, but to ascertain what could be done with
the new high speed steels, so that engineers would be able to com-
pare the results they were getting in their own factories, and to
see at a glance whether they were getting as much as they could
reasonably expect from the tools they were using. In addition to
the chemical analyses, physical tests were made of all the bars
operated upon, and full results of these were contained in the
report. In passing, he might note an interesting point. There
was a critical speed up to which the tools would go, and if they
exceeded that, only to the slightest extent^ almost immediate
failure in some instances occurred. Then, as bearing upon Mr
Day's remark regarding the speed variation moving in too coarse
grades, as a matter of fact, it was found that by increasing the
speed only as much as from five to six feet per minute, or even less
than that, a tool which would otherwise run without apparent
distress at the lower speed failed almost instantly. Another rather
peculiar feature was that the tools in some instances appeared tp
fail and then recover themselves. They seemed to get what one
might term their ''second wind" and another cutting edge, and
they went through the tests without failure. The curious point
which Mr Day had drawn attention to was somewhat surprising,
that of there being a less expenditure of power with a heavy cut ab
a comparatively low speed than with a lighter out at a compara-
tively high speed, and it was somewhat remarkable that in many
of the tests the pressure on the tool apparently diminished, or aft
all events the horse power required to drive the lathe was less i^
the tool had been working for some time than immediately, or
shortly after, cutting commenced. He did not quite agree wilih
Mr Day's suggestion that strengthening the gearhead of the Jathes
180 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
MrKe.OoMtMtiae.
would be in some oases sufficient for using a high-speed steel io
obtain the maximum results. What had been found was that, in
addition to requiring a very strong headstock, a heavy saddle was
also necessary, otherwise the vibration was so great that it would
be impossible to take any considerable depth of cut. On the first
lathe tested that was apparent, and a stronger saddle was fitted,
so that the conclusion he had arrived at was that, unless a lathe
had a very strong bed, and a very strong saddle, and a very strong
headstock, the maximum results could not be obtained with a high
speed. He might say that the full report of the tests, with the
discussion on it, was now in the press, and when any further dis-
cussion took place on Mr Day's contribution he hoped to have an
opportunity of presenting a copy to the Institution.
At a meeting of the Institution held on 22nd March, 1904,
Mr Constantiue remarked that he did not propose to say very
much more on this subject, because he had with him his
friend Mr Adamson, who was the Hon. Secretary of the Tool
Steel Committee of the Manchester Association of Engineers, and
who had done more than any other person towards the carrying
out of the tests in the School of Technology in Manchester; but
there were one or two points which he might allude to without
taking the wind out of Mr Adamson's sails,-— one was with regard to
the finish which was obtainable with high speed cutting steel tools.
Some doubt had been expressed on that point, which was one not
tested in the experiments carried out in Manchester; but he under-
stood that, from experiments which had since been made, there was
no doubt that an equally good finish could be obtained with high
speed cutting steel tools as with ordinary steel tools. Another
^int, was the lubrication of the cutting edge. That also was not
tried ; and he would suggest that any gentleman who was interested
in the subject might with advantage try that method of cutting with
high speed steels, and probably find some advantage from it.
With regard to the chatter which took place in some of the tests
in Manchester, when a very heavy cut was being taken, that was
proved to the satisfaction of the Committee to be due to the
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 181
lfrS.G.Coute&tiiiA.
synohroiiisation of the spring of the lathe with the speed of th^
gearing of the headstock, and that when the speed was varied
slightly chattering ceased. An important revelation was made
with the excessive vibration. It was thought that, when the
biggest oat, namely, fths by ^th of an inch, was taken, and severe
chattering took place, the cutting edge of the tool would be damaged,
but nothing of the kind occurred, and when the vibration ceased
owing to an alteration in speed, the cutting was quite good and the
edge of the tool was not at all injured. Some very interesting experi-
ments were being carried out by Dr Nicolson to ascertain the best
shape and angle of tools, and in order to enable him to do this,' he
had attached no less than four dynamometers to the lathe saddle
from which he could ascertain the pressure forcing the tool from
the work, the downward pressure, and also the side pressure; and
a peculiarity noticed was that when taking a light cut, namely, yV^h
by -^th of an inch, the tool in some instances overran the travelling
screw, the pressure on the side of the tool next the loose head-
stock being relieved and transferred to the leading side of the tool;
but when it was put on the heavier cut, the pressure was restored
to the trailing side of the tool. Another feature of which a
further investigation was required, was, as to the cause and
failure of the tools. When tools reached a certain temperature —
which was particularly noticeable in cutting cast-iron — ^the cutting
edge failed almost instantaneously, and the cuttings or rubbings
were of a dull red heat. Better results might be obtained with
larger sections of tool steels. In fact, Mr Wicksteed, President of the
Institution of Mechanical Engineers^ who had been carrying out
tests, found that he got better results by having heavier tools.
He (Mr Constantine) supposed that was explainable by*the greater
mass of metal conveying the heat away from the cutting edge.
One somewhat curious result of the tests which had been con-
ducted, was the improvement that had taken place in the quality
of self-hardening steels. It was stated that self-hardening steels
were now made of such a quality that existing lathes, while not of
sufficient power to utilize the high speed steels, could be speeded
182 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
2IrE.6.C(»fltaiitilie.
tip very considerably, and improved self-hardening steels used
with advantage. Another factor which had resulted from the
introduction of these high speed steels was in the making of heavy
forgings. Everyone knew that it had been the pride of those
forge masters who took the greatest interest in their work, to turn
out heavy forgings, such as crank shafts, with a '* fancy finish," so
that very little machining was required. This ' * fancy fi nish ' ' natur-
ally took time and very considerable skill, and it was found that it
was cheaper to take off a little more metal in the lathe
than formerly, and save the time of the forgers. He would like
to draw special attention to the cordial co-operation which had
existed between the Municipal Authorities and the Manchester
Association of Engineers, in the conduct of these tests, and
he would suggest that that was an example which might be
followed with advantage in other communities, — that union of
Municipal Authorities, who had plenty of money to spend, and
facilities at their disposal for carrying out experiments, with
Cotmcils of Institutions sach as he was addressing, from which
the practical experience and knowledge essential to securing the
best results could always be obtained.
Mr Daniel Adamson (Hyde), after expressing the pleasure he had
felt in coming to the Institution, said he had hoped to hear some
local speakers on this most interesting subject. In his paper Mr
Day had given a diagram of the average results of the various
experiments, including practically all the good tools. The
corresponding diagram in the original report included all the
tools — those that failed as well as those that had succeeded. Mr
Day had left out those that failed, the speed of which was higher
than the rest, and therefore his average curve was lower, and he
(Mr Adamson) was of opinion that it was too low, because amongst
those that succeeded there were several tools which had been run
at speeds much too low. For the purpose of the investigation,
however, the curve showing the maximum result was what ought
to be paid attention to, because the curve for maximum results
included tests all upon the same basis — that was, each test was
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 183
Mr Daniel AcUnucnfe
tiie best in its paxticular class; whereas, if results were oonsidered
which did not succeed it would not be a ^ood relative comparison.
The value of the general direction of the curve was to indicate the
change in speed necessitated by a change in the cut or traverse.
Mr Day had taken the gross horse power but that was somewhat
misleading, as there were more shafts and belts in use than was
generally the case in workshops. It would have been better to
have taken the nett E.H.F., as given in the report. Mr Day had
remarked on the condition of the tools at the end of the experi-
ments, but perhaps that was not very clear to the Members. The
«even or eight tools which had been tried on each cut were
iucranged in what was considered to be the order of damage done
to the cutting edge. The work the tools had done was fully
described in the report, and the numbers .given indicated the
amount of harm done to the tool while doing that work ; but even
this required some modification, because in a few instances the
tools were run longer than would be done in ordinary workshop
practice, in order to fully satisfy the tool steel representatives that
the tool was really done up, the result being to do more damage
to the cutting edge than was comparable with the result
accomplished. In the technical papers there had been a certain
iunount of correspondence and criticism to the effect that one or
two firms had come out better than others, and some were
disappointed because they were not invited to participate in the
trials. He would jdke to point out that the committee had
avoided making any comparisons, but every maker, whose tools
were tried, was r^presented in a table showing the best results
obtained. If one maker appeared more often than another it was
mote a matter of good luck than any difference in the quality of
the steel. One interesting point in the complete report was that,
h great difference was shown in power absorbed if one make of
tool was compared with another make of tool in removing ascertain
amount of material. It could not have any connection with the
quality of the steel, bnt showed that the shape of the tool favoured
by, a particular maker ^hbd advantages over other shapes.. For
184 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
Mr Duiiel AduDMii.
instance, the power required per lb. of steel removed per minute
varied from 2^ to 3 h.p. and from 1^ to 2^ h.p. witH cast-iron.
That showed a considerable variation on the same material, so far
as the average results were a guide, and it showed that there waa
still a large field for investigation left in regard to the best shape
of took. He might say that the field seemed to be open for very
many further investigations based upon that report as a founda-
tion. Dr Nicolson was at the present time engaged in a series
of investigations in this line, and the results were expected to be
ready for the Summer Meeting of the Institution of Mechanical
Engineers. Another point he would like to refer to was that he
had found out that the medium cast iron, which was intended to
represent the average quality of cast iron in commercial use, was
really much harder than that usually obtained in their own shops.
For example, a tool which failed at 56 feet per minute, but ran
satisfactorily for half-an-hour at 48 feet per minute in the speaker's
own works, when sent down to the Manchester Technical School
and tried on the sample bar failed at this speed in less than
one minute. In making comparisons with the reports given in,
some people had been disappointed with the amount of material
removed per minute and the speed, but he would like to draw
attention to the length of the runs (from twenty minutes to two
hours), as compared with those of only a few minutes duration
which was usually the case when good results were published,
especially of unofScial experiments. Again, the cuttings were
weighed as they left the lathe, which was a very different matter
from calculating the weight. If at a speed of, say, 50 feet per
minute the weight being removed was calculated, one need not be
surprised to find the actual weight of the cuttings to be only about
70 per cent, of the expected weight, due apparently to the spring of
the lathe or slowing down of speed. The complete report would
be ready very soon, and it could be obtained from the Secretary of
the Manchester Association of Engineers, if any one was sufficiently
interested to study it. One very interesting feature, he con*
sidered, was that it contained sheets of diagrams of the shapes o£
all the tools which had been experimented with.
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 185
Mr F. J. Rowan.
Correspandencfi.
Mr F. J. EowAN (Member of Council) considered Mr Day's paper
remarkable, as showing how much interest and instruction might be
yielded by systematic observation of even the simplest and most
ordinary operations in engineering. The full report of the Man-
chester experiments, as foreshadowed by Mr Constantine, would be
of much value as a mine of information on this subject. Perhaps
some portions of that report, such as those showing the effect of
different forms of cutting edge, were needed to explain some
apparent discrepancies in Mr Day's Table I. between some of the
results of cutting, and also the ** curious point " referred to by Mr
Constantine. In Table I., for instance, in three experiments,
with as nearly as possible the same actual cutting speed
in feet per minute, namely : — In soft steel, 45-6 ; in medium
steel, 37*8 ; and in soft cast iron, 51*1 ; with the same depth and
traverse of actual cut, and practically the same area machined in
square feet per minute, and pretty nearly the same weight removed
in lbs. per minute, the horse power at the moter varied from
24-68, and 19-84 to 1275 (or nearly as 2 to 1 in the first and last
<5ases), and the cutting force on the point of the tool in tons per
square inch varied from 122 and 109 to 40. Another instance of
similar discrepancy was shown by taking the first experiment in
soft steel, actual cutting speed 128-4 feet per minute, and the
first in soft cast iron, speed 105*2 feet, the depth and traverse of
cut and the area machined per minute being practically the same
in both instances, as well as the weight removed per minute ; but
the horse power at the motor was 14-24 in the one case, and only
9-50 in the other, while the cutting force on the point of the tool
was 108 tons per square inch in the first, and only 55 tons per
square inch in the second case. Similar apparent anomalies
cropped up in the other parts of the Table when cutting speed,
horse power employed, and cutting force on the tool were compared ;
but it was not unlikely that these would be found to throw some
light upon the suitability of form of cutting edge which had
been used.
17
186 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
Mr Robert Lang.
Mr BoBEBT Lang (Member) had pleasure in congratulating
the Institution on securing such valuable data so carefully pre-
pared in tables, etc., by the committee associated with Mr Day in
these experiments, and he felt sure the Members of the Institution
would find the information given of very great use in comparing the
results with those obtained in the various works with which they
were connected. One very practical and important point brought
out by these experiments was that, for high speed cutting the
lathes presently in use were not sufficiently powerful in gear unless
for very light cuts. Fortunately, however, in the majority of
engineering works high speed in combination with heavy cutting
was not required for general work, otherwise considerable expense
would be incurred in providing new and suitable lathes. During
the last two or three years in which the evolution of the high-
speed tool had taken place, it had been found convenient in many
workshops to increase the speed of countershafts to double, and in
some cases to treble their former speed. This plan was adopted
by the wi-iter's firm some years ago with excellent results. By
adopting this system the output of each lathe was considerably
increased. One slight disadvantage occurred, however, owing to
the lathes so treated not being suitable for taking finishing cut&
unless when working with small diameters. Naturally this draw-
back did not affect the larger firms who had other lathes to fall
back on such work. One feature worthy of special notice in Mr
Day's paper, and emphasized by him, was the loss sustained by the
difference of speed in moving the belt from one step of cone to the
other. In ordinary double-geared lathes the average variation in
changing from one step of cone to the next one was about 50 per
cent. This fault was accentuated in many high speed lathes^
owing to the wddth of belt necessitating fewer steps in the
cone. Many high speed lathes were now made in which the
variation of speed in changing from one step of cone to the other
amounted to 68 per cent. The difficulty was partly overcome by
having a double-speed countershaft reducing the variation to 34
per cent. Realizing the great loss incurred on general work when
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 187
MrBobeitLang.
using the double-geared type of headstock having large variation
or jump at each change of step, the writer's firm, some time ago
designed a special headstock for use with high speed lathes. In
this headstock the cone was made of extraordinary large size as^
compared with height of centres, the cone was placed on the side
shaft and was geared to the spindle at a ratio of six to one. The
variation of speed in changing from one step to the other was only
30 per cent., and with a double-speed countershaft this was
reduced to 15 per cent. Owing to the large diameter of cone, a high
belt velocity was obtained without unduly increasing the speed of
the countershaft. Besides the six to one ratio of gears in this
headstock a further reduction was added at three to one ratio, so
that the headstock could be used with a 6 to 1 or 18 to 1 reduction
at pleasure. The advantage secured by this design was that two
speeds could be quickly secured — one for high-speed cutting and
the other for finishing — ^without changing the belt on the cone or
countershaft. For example, on a 13-inch centre lathe of this,
type, a medium hard steel bar 6 inches in diameter could be put
between the centres, and a cut ^-inch deep with ^-inch advance
could be taken at 50 feet per minute cutting speed, and by con-
venient change of gear the speed could be reduced to 20 feet per
minute for finishing without interfering with any belts w^hatever.
An illustration of this lathe was shown in Fig. 3. In discussing
the problem of what a lathe should be, Mr. Day emphasized the
necessity of correct speeds for all diameters to be obtained either
by electrical or mechanical means. Probably Mr. Day would be
interested to learn that he (Mr. Lang) had designed a mechanical
arrangement for giving a correct gradation of speeds from the
highest to the lowest on a lathe headstock, the arrangement being
such that no countershaft was required, Mr Constantine, in his
interesting remarks, mentioned, amongst other things, the necessity
of a very heavy saddle for high-speed lathes, and instanced the
failure of the first saddle in the lathe used for the Manchester
experiments. He did not quite agree with him in his finding,
however, as the design had probably a good deal to answer for in
188 EXPERIlhiENTS WITH RAPID CUTTING STEEL TOOLS
lir Bobert Lang.
^
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 189
its want of rigidity and weakness in the saddle referred to. In
the usual standard bed and saddle, such as was used in the lathe
on which the experiments were made, the length of longitudinal
guide for the saddle would probably be not more than twice its
width. In all high-speed cutting, as well as other lathes, it had
been found of very great importance to use a type of bed in which
the longitudinal guide for the saddle was from eight to twelve
times its width. This system ensured much greater rigidity as
well as freedom of movement, and assisted to a considerable extent
the duration or life of the tool.
Mr Day, in reply, said that while Mr Constantine had mentioned
that a good finish could be obtained at high speeds of cutting, his
experience, so far, was that a good finish at high speeds could not
be obtained, and one had to finish with ordinary tools at quite slow
speeds. It would be a great point for the Members of the
Institution to know the particulars regarding finish at high-cutting
speeds. His experience was that it was better to lubricate the
tools freely. Mr Constantine said that at Manchester, it was
found that much of the vibration was due to a synchronisation
of the movements in the slide rest and the movements tend-
ing to be produced by the gear. Although that was possible,
it somewhat contradicted the statement he, Mr Constantine, made
last month to the effect that in order to remedy this defect,
excessive strength was necessary. His own experience was that
certainly with good lathes, even if some years old, nothing very
special was necessary to obtain results nearly equal to those recorded
at Manchester, and much better than were usually obtained.
The great bogey that was brought before most people in connec-
tion with high speed steels, was that if good results were to
be obtained, then new machinery would be required. As he had
said before he did not believe it, and if the paper impressed
the fact that greatly improved results could be obtained from
existing tools, it would have done one service he intended it to do.
Mr Adamson had criticised the basis of his average curves and
he would defend them a little. He had given two sets of curves
18
190 EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS
Prof. J- H. BOes.
in the paper, one shovring the maximum results obtained in each
series of tests, and in every day work maximum results ought to
be aimed at as the ideal, but by adopting the average results they
would be able to say to their foremen, ** Here is a series of curves
shewing cutting speeds which I know can be got," and then
insist on getting similar results; believing it was better to
have a rule that could be generally kept than to lay down a law
which would frequently be broken. He had given the gross horse
powers rather than the nett powers for the purpose of indicating
the power that was necessarily involved in driving a lathe.
Mr Adamson had made a correction to a remark in the paper and it
was well to remember this correction. The paper stated that the
medium cast iron would correspond with the average cast iron
used in works, but Mr Adamson pointed out that the medium cast
iron used in the trials was decidedly harder than the cast iron
usually adopted in works, consequently the speeds given for
medium cast iron should be easily attained. In the shops he was
connected with he found that with cast iron the results shown by
the curves were consistently beaten, which confirmed Mr Adamson's
remark. It was most important to remember that the Manchester
trials were not show trials, but were of a very practical nature,
and gave figures which should be made use of and put into service
in shops generally. In answer to Mr Bowan he thought that,
the difference in horse power under like conditions of speed and
cut would, on closer examination of the tables, be found to be
mainly due to the description of the material being cut and it
\70uld be seen that less power was required to cut cast iron than
steel. He was pleased to find that Mr Lang endorsed many of
the points mentioned in the paper in regard to facilities for adjust*
ment of speed. He (Mr Day) was well aware of Mr Lang's
arrangement for varying the speed of lathes, but did not refer
specially to it as he had no actual experience of its use.
The Ghaibman (Prof. J. H. Biles LL.D., Vice-President) observed
that this was a subject which had a very important money-making
bearing. The Institution should be gratified that gentlemen had
EXPERIMENTS WITH RAPID CUTTING STEEL TOOLS 191
Prof. J. H. Biles.
come from Manchester to take part in this discussion. It showed
that the subject was of wide interest, and it showed the good
feeling that existed between the engineers of Manchester and
Glasgow. He asked those present to accord a hearty vote of
thanks to Mr Day for his interesting paper.
The vote of thanks was carried by acclamation.
THE HEWITT MEECURY VAPOUR LAMP.
By Professor Magnus Maclean, M.A., D.Sc. (Member).
(SBE PLATE XIII.)
Read 22nd MarcJi, 1904,
INTRODUCTION.
The first to investigate the arc between mercury electrodes was
Thomas Way who performed experiments from 1857 to 1861 on a
mercury arc in air of atmospheric pressure. These were described
in **Dingler*s Polytechnic Journal*' for 1860 and 186 L The
next important advance was by Rapiefifin 1879, who started the arc
in a closed vessel by bringing the two electrodes together and
then separating them. He noted that it was desirable to have an
exhausted space, and had a chamber in which to condense the
vaporised mercxiry. But the most exhaustive study of the
mercury vapour lamp in a partial vacuum was made by Arons, in
1892, who published his results in 1892 and 1896. The difficulty
was, and is, to get the arc started, because the resistance of
mercury vapour and especially the resistance between the cathode
and the vapour, was very considerable even at moderate tempera-
tures. The difficulty was overcome by Arons in two ways, and
his were the methods also used by P. Cooper- Hewitt. The first
consisted in bringing the electrodes together, and then separat-
ing them; and the second in using a very high inductive
voltage to break down the initial resistance. A third and
ingenious method was described by Dr Weintraub in the ** Philo-
sophical Magazine" for Februarj'. Indeed, any one interested
in the subject of arcs in metallic vapours in an exhausted space,
should carefully read that paper.
description of HEWITT LAMP.
Cooper-Hewitt first brought his lamp to the notice of the
public in April, 1901, nearly three years ago. The extreme length
TH£ HEWITT MERCURY VAPOUA LAMP 19S
of the lamp exhibited was 25 inches and diameter 1 inch. It
was a 50- volt lamp, took from 3 to 3-5 amperes, and it was intended
to be suspended at an angle of 30 degrees from the horizontal,
Fig. 1. The method of starting it was by tilting it so as to cause
a stream of mercury to flow in the tube. This connected the twd
electrodes metallically, and the incandescent lamps in parallel were
automatically cut out 6( the circuit, Fig. 2. The voltage had to
overcome three resistances (1) that between the anode and the
vapour ; (2) that of the column of vapour ; and (3) that between
the vapour and the cathode. This last was high before the lamp
started, and the main cause of the difSculty in starting the
lamp was due to it. The resistance of mercury vapour at different
pressures and at different current densities had been very fully
investigated by Hewitt. He found that for a pressure of 2 mm.
of mercury, there was a fall of potential of '64 volt per cm. in a
tube of 38 cm. diameter with a current of 3 amperes. Fig. 3. He
also found that the resistance of the mercury vapour varied directly
as its length and inversely as its diameter. Platinum wires were
used in the usual way for leading the current from the leads into
the mercury terminals of the lamps. Above the cathode a cooling
chamber for condensing the vaporised mercury was attached, by
means of which the pressure of the mercury vapour inside was
controlled while the lamp was burning. This pressure was
given as 2 mm. of mercury, and if there were no residual gases
left, the temperature of mercury vapour would be about 200
degrees C, according to the experiments of Eamsay and Young.
The glass got somewhat hotter than the globes of ordinary incan-
descent carbon lamps. The size of the cooling chamber depended
on the length and cross section of the lamp, for Hewitt held that
he had experimentally proved that the highest light efficiency was
got from a mercury vapour lamp when the vapour density and
. the current had a definite relation.
CHABACTERISTIC AND EPPICIBNCY.
The characteristic curve of the lamp, that was the relation
194 THE HEWITT liiERCURY VAPOUR LAMP
between volts and amperes, was shown in Fig. 4. From this
figure it would be seen that within the limits of the proper
efficiency of the lamp, large variations in current showed but
small variations in the voltage at its terminals. But when it
was pushed beyond its proper limits as to amperage, the volts at its
terminals rose very rapidly. This was a characteristic of almost all
arc lamps. As to its efficiency, it was claimed that at the best part
of the curve it gave a candle power per 0-4 watt. The writer tested
this particular lamp in his own laboratory with 43 volts and 3 5
amperes, and the mean candle power, as ascertained by himself and
four of his senior students, in a horizontal direction from its middle,
was 235. This gave 0*64 watt per candle power,
COLOUR.
The lamp hsul no red rays, and therefore was unsuitable as a
source of light where colours had to be determined. On the
other hand it was not so fatiguing to the eyes as lights which were
rich iu red rays, and it cast no sharp shadows on account of the
large surface of illumination it had. It was rich in chemical rays,
and therefore suitable for photographic purposes.
LIFE.
Lamps had been run for over 4000 hours, but 1500 hours
might be taken as an average. The blackening of the walls, due
perhaps to deterioration of the vacuum, was probably the main
cause of the gradual decrease of its candle power and inefficiency.
The Chairman (Prof. J. H. Biles, LL.D., Vice-President)
remarked that the only drawback to the Cooper-Hewitt lamp was
that under its light every one present looked so much changed,
and the change was not pleasant. He hswi pleasure in moving a
vote of thanks to Dr Maclean for his interesting paper.
The vote of thanks was carried by acclamation.
THE USES OP THE INTEGRAPH IN SHIP
CALCULATIONS.
By Mb John G. Johnstone, B.Sc. (Associate Member).
(see plates XIV., XV., AND XVI.)
Held as read 22nd March, 1904,
Having bad some experience in tbe use of this machine in
connection with some special calculation work recently done for
the Admiralty Committee on Torpedo-boat Destroyers, I have had
the opportunity of judging of its capabiliti'is as compared with
those of other instruments — the integrator and the planimeter —
which are ordinarily used in ship calculations.
The integraph has been in existence for about twenty years.
A special form of it for calculation work in connection with the
strength of ships was made by M. Coradi for the Naval Architec-
ture class of Glasgow University about ten years ago. This kind
of instrument was very extensively employed in the work for the
above-named Committee for many developments of the ordinary
strength calculations, but it has not, so far as I am aware, been
used in connection with calculations relating to the form of the
vessel, such as displacement, centre of buoyancy, stability, &c.
Professor Biles suggested that I should make the integraph the
subject of a short paper, with the object of bringing it to the
notice of the Members of this Institution. The intention of writing
the paper has been to give a short description of the nature of
the work of the integraph, and how it can be applied to calcula-
tions relating to a vessel's form.
In order to make the paper more complete, a short description
of the machine and the properties of integral curves have been
added, as an appendix.
196 THE USES OF THE INTEGRAPH
The majority* of ship calculations are in the nature of an
integration. The integration is ordinarily performed hy the aid of
graphical rules, or such instruments as the integrator and the
planimeter. These instruments, however, only give a definite
integral for one complete operation. For instance, the planimeter
or the integrator, after having been towed round the boundary of a
given area, records only one result, the area, moment, or moment
of inertia of the whole curve which has been traced over. The
integraph, on the other hand, traces out graphically the integral
of the curve, point by point, from the beginning to the end of the
operation. This graphic integral curve can only be obtained by
a series of operations of the integrator or the planimeter, and
setting oflF the readings obtained at the end of each operation, as
ordinates to form the curve.
The machine, in its latest type, is illustrated in simple diagram-
matic form in Fig. 1.
This type will integrate in one operation a curve whose maxim
ordinate on either side of the axis does not exceed 10 inches, and
it will integrate an area not exceeding 120 square inches.
As shown in Appendix B, the first integral curve gives the area
of the given curve up to any ordinate. By tracing over the first
integral curve, a second integral or moment curve is obtained,
which gives the moment of the area of the given curve, and by
tracing over this curve the third integral or moment of inertia
curve is obtained, which gives the moment of inertia of the given
curve about any axis. Fig. 2. From the second integral curve the
position of the C.G. of any part of the curve may also be
ascertained.
APPLICATION TO SHIP CALCULATIONS.
The ordinary ship calculations of displacement and position of
centre of buoyancy are much simplified by majting use of
Tchebycheflf's rules for the spacing of ordinates. In the examples
which have been worked out in connection with this paper, Pig. 3
shows a body plan with sections spaced to the rule for three
IN SHIP CALCULATIONS 197
ordinates ; and in the body plan, in Fig. 9, the sections are spaced
to the rule for two ordinates.
Curves of Integrated Sections. — The machine is set so that it
runs along the vertical middle line of the body plan as axis. The
sections are then separately traced over with the pointer, and
corresponding integrated sections are thereby quickly and con-
veniently obtained, Fig. 4.
Comparing the body plans of ordinary and integrated sections,
corresponding points are at the same height above the base line
through the keel. Any ordinate of an integrated section gives the
area of the corresponding section up to that ordinate. Therefore,
if the ordinates of the integrated sections at any water-line be
added, the sum is a function of the displacement. This enables a
displacement curve to be set ofif.
Displacement Curve, — There is a quicker method than that
described in the preceding paragraph for obtaining a displacement
curve. If the ordinates at any water-line of the sections in the body
plan, Fig. 3, are added, the sum measures the area of the water-
plane. It is easy to set ofif a curve of ** areas of water-planes,"
and this when integrated gives the displacement curve.
In Fig. 5, K A is a curve of water-plane areas, and K D is the
integral curve which is the displacement curve.
Ctnire of Buuyancy Curve, — The displacement curve, when
integrated, gives a moment of displacement curve. (See Pro-
perties of Integral Curves). The ratio of the corresponding
ordinates of these two curves fixes the position of the centre of
buoyancy. Thus, in Fig. 5, K M is the moment of displacement
curve, the displacement curve being KD. The corresponding
ordinates at the 7 feet 6 inches water-line are v m and v d
respectively. The distance of the centre of buoyancy t for the
7 feet 6 inches water-line is given by v t" = ^^-^ x 6" for scale.
V d
Similarly at draught 17 feet 6 inches, the centre of buoyancy, T
18 given by V T" = y-j^ x 6".
198 THE USES OF THE INTEGRAPH
If, then, the heights Kt and KT are plotted^ in terms of the
draughts, then a centre of buoyancy curve is the result, which in
this case is shown by K 6 B.
Many calculations can be simplified by using the body plan
of integrated sections. For instance, the displacement at any
given trim can be easily obtained, and, therefore, the moment to
change trim one inch can be determined. The ordinates at any
water-Hne of the integrated sections, set off in terms of the length,
give a curve of sectional areas. These curves, when integrated
twice along the length, will give the longitudinal positions of the
centres of buoyancy in a manner similar to that described for
obtaining the vertical centre of buoyancy. Areas of water-
planes, when integrated twice along the length, give the positions
of the centres of gravity of water-planes.
The integrated midship section is a curve of midship areas, and
from this curve and the displacement curve th^ prismatic co-
efficient curve can be obtained.
Longitudinal metacentric height can be roughly obtained from
the moment to change trim one inch.
Moment to change trim one inch = —^ =~ . The transverse
12 X L
B M = T=^. The value of I, the transverse moment of inertia of
the water-plane, can be obtained by the machine in three opera-
tions, but the water-plane first requires to be plotted to a
convenient scale. It would seem that the ordinary arithmetical
method of calculating I is slightly quicker in this special case.
The following curves are usually obtained by the methods
framed in the displacement sheets. They can be readily obtained
by using the integraph as already described : —
Displacement curve.
Block coefficient curve,
Water-line areas or tons per inch.
Vertical centres of buoyancy,
Longitudinal centres of buoyancy.
IN SHIP CALCULATIONS 199
Locus of C. G/s of water-planes,
Moment to change trim one inch,
Midship areas and coefficients,
Prismatic coefficient curve,
Longitudinal metacentres ;
and for Transverse metacentres the calculation is simplified.
The scales used in the integrations for obtaining the above
curves are fixed by the scope of the machine. It is found that the
curves can be worked very conveniently to standardised scales, so
that the results can be traced on to the 10-inch standardised
diagram.*
Strength Catctdaiions, — The Figs. 6 to 12 illustrate an example
of the ordinary strength calculation, the vessel in this case being
a torpedo-boat destroyer, supported in the hollow of a wave.
In a strength calculation the first thing to do is to set up a
weight curve from a given list of weights. It is necessary to
determine accurately the centre of gravity of this curve, and, as
the area of a weight curve is not usually within the scope of an
integrator or a planimeter, this operation is rather long and
troublesome. The centre of gravity can be determined by the
integraph by integrating the curve twice, and drawing the tangent
to the second integral curve at its final ordinate. The longitudinal
position of the centre of gravity of the weight curve is where this
tangent cuts the base line, as shown in Fig. 7. This tangent can
be accurately drawn by the integraph. The final ordinate of the
first integral of the weight curve represents the total weight.
Suppose the buoyancy curve to be constructed, then it satisfies the
following two conditions : —
(1) The area of buoyancy curve equals the area of the weight
curve.
* See paper on " Standardisation of Ship Caleolations/' by Professor J.
H. Biles, read before the Institution of Naval Architects in 1901.
300 THE USES OF THE INTEGRAPH
(2) The centre of gravity of the buoyancy curve is in the
same longitudinal position as the centre of gravity of
the weight curve.
Therefore, on Fig. 7 —
(1) The final ordinates of the first integrals of the weight and
the buoyancy curves are equal.
(2) The final ordinates of the second integrals are equal, and
the tangents are coincident.
The quickest way to obtain the buoyancy curve is to draw the
integrated sections in their corresponding position on a profile of
the vessel. Then, placing the water-line over this, the buoyancy
per foot of length at each section can be read off, Fig. 6. This
method saves the necessity of transferring the vertical heights of
the intersections of the wave-line to the body plan, and then taking
the areas of the submerged parts of each section. It is also easy
by this method to get the correct position of the wave-line rela-
tively to the ship by a trial and error process.
Having obtained the weight and buoyancy curves, the load
curve can bs next constructed, and this curve when integrated
gives the curve of shearing forces for the first integral, and the
bending moment curve for the second integral. Fig. 6.
In Fig. 7 it has not been necessary to draw out the load curve.
In this figure the weight and the buoyancy curves have been inte-
grated twice. The difference of the ordinates of the first integrals
gives the shearing force, and the difference of the ordinates of the
second integrals gives the bending moment. The scales for the
shearing force and bending moment in the method illustrated by
Fig. 7 are necessarily smaller than those for Fig. 6.
If the maximum bending moment only is required, the method of
Fig. 7 can be followed, and the area of the difference of the
first integrals to one side of their intersection gives the maximum
bending moment. If the buoyancy curve has been hurriedly
constructed, and the position of the centre of buoyancy is in conse-
quence only approximately correct, a sufficient approximation to
IN SHIP CALCULATIONS 201
the true maximum bending moment will be found by taking a
mean of the areas of the difference of the integral curves on either
side of their intersection.
Moment oj Inertia 'Calculation, — The calculation for the moment
of inertia of the cross section of a ship is generally done arithmeti-
cally by calculating the moment of inertia of the cross sectional
area of each item that contributes directly to the longitudinal
strength. If, however, the ** equivalent girder" is set up by the
usual method, and integrated three times, the result is a curve of
moment of inertia about any axis; the correct position of the
centre of gravity can also be found, and hence the neutral axis*
If it can be said that the labour of constructing the '^equivalent
girder " is less than the labour of calculating arithmetically the
moment of inertia, then this method is to be recommended. It
has the further advantage that if it is desirable to plot a shearing
stress curve, the second integral curve gives the value of A ^ in
the expression for shearing stress, namely, a = . -^. Pig. 8 illus-
61
trates an example of a moment of inertia calculation for a small
one-decked vessel with light scantlings.
Deflection of a Ship. — ^The deflection of a ship due to the change
in bending moment from one condition of load to another, can be
estimated by the method outlined in a paper read before the
Institute of Naval Architects, in 1890, by the late Mr Bead.
If M represents at any point of the length of the ship the change
in the bending moment, and I represents the moment of inertia of
the corresponding cross section, then the change of form or deflec-
tion y is given by (considering the ends fixed) —
Where E is the modulus of elasticity for the structure as a whole^
I the length of ship, and x the abscissa of the section along the
length.
202
THE USES OF THE INTEGRAPH
This integration can be very simply performed graphically All
M
that is necessary is to plot the ~j curve, and integrate it twice with
the integraph along the length.
The second integral curve is the curve which gives the change
of form, and is
='=j:j:"-^^-
When I is constant throughout the length, as in the case of a
beam of uniform cross section, the section becomes
EIy= [' {' }.L dx.dx.
and, therefore, the deflection can be obtained by integrating the
curve of change of bending moment twice. This calculation for
deflection has often to be made for beams and girder work, so that
the machine may possess some interest for engineers.
STABILITY CALCULATIONS.
The general problem in dealing with the question of stability is
to obtain a set of curves which will give the position of the centre
of buoyancy for any displacement and any angle of heel.
An " isovol" is the name generally given to the locus of the
the centre of buoyancy for a constant displacement and var3ring
angle of heel. An *' isocline" is the name of the locus of the
centre of buoyancy for a constant angle of heel and varying
displacement.
The following method gives an easy way to obtain the isovol
curves, Figs. 9-13.
First make the ordinary stability body plan. In Fig. 9, the body
plan sections are spaced according to TchebychefTs rule for two
ordinates. From the body plan construct a series of *' area of
water-planes " curve. Fig 10. The ** area of water-planes " curve
IN SHIP CALCULATIONS 203
at any inclination, can be obtained in the same way as has been
already described in obtaining the ordinary displacement curve.
This method is liable to give slight inaccuracies at water-planes
cutting off small displacements, but there seems to be sufficient
accuracy in order to obtain a good final result. ** Water-plane
area " curves have been set for angles of inclination 0°, 15**, 30',
45% 60°, 75°, 90% in Fig. 10. These curves when integrated, give
displacement curves as in Fig. 11.
The displacement for each inchnation varies from zero to
total submersion. A check on the accuracy of the curves is
afforded here, as the final ordinates of the curves are all equal.
Generally it is found that the maximum ordinates of the 0° and
•90° curves are exactly equal, and the others differ a little.
By integrating the displacement curves, ** moment of displace-
ment " curves are obtained, and then, by taking the ratio of
ordinates, the heights of the corresponding centres of buoyancy are
ascertained. These curves are shown in Fig. 12.
In Fig. 11 a series of lines can be drawn which give certain
percentages of displacement, so that for each percentage, the
height of the centre of buoyancy corresponding to any angle of
inclination can easily be determined. In the figures, percentages
have been taken from 20°/^ up to 907o- The heights of the centres
of buoyancy so found can be transferred to the body plan, and a
series of lines drawn, which, for the same percentage of displacement,
will be tangents to the corresponding isovols. It has been found
that the isovols can be drawn very accurately by this method.
The cross curve to the isovols — the isoclines — can be approxi-
mately constructed by drawing the line through the points where
the isovols touch the tangents which are parallel, but it has been
found that where the isovol curves are flat, an individual spot on
the isovol for an isocline cannot be determined with certainty. How-
ever, considering that the isocline should be a fair curve, this
method seems to be fairly accurate. In any case a check can be
made for a few spots on the isoclines by the integrator in the usual
way. The curves in the figure were drawn out by the means
204 THE USES or THE INTEGRAPH
already described, and it was found that the isocline curves corres-
ponded closely with the spots obtained by an independent series
of integrator readings.
Eegarding the reliability of the work done, the machine requires
careful handling to produce good results. Faults in the working of
it are very likely to occur to one not accustomed to its use, but with
experience these faults can be easily eliminated as they are gene-
rally due to careless adjustment or setting. For good working
it should be used on a strong level board, to which the paper
should be carefully pinned down.
There are many interesting and special problems in naval
architecture that can be greatly simplified by using the integraph,
but I think enough has already been described in order to present
an idea of its general utility in ship calculations.
APPENDIX A.
Description of the Integraph.*
Fig I. represents the latest type of this machine. The figure has for
simplicity been drawn in diagrammatic form.
The motion of the machine is governed by the two non-slipping
wheels W and W|, which are fixed about 22 inches apart on the spindle
A B. On this arrangement are suspended .two grooved bars a b and
a, dp each of which is grooved to carry an arrangement of travelling
wheels. These travellers are shown at ^^ and ff. The bars ab and
0, d, are fixed together at their ends and at the centre. In the centre
piece there is a pivot or hinge C through which a long radial bar can
slide. The radial bar can also revolve about C. A scale bar E P, on
which is measured inches, is supported at right angles to A B, and is
fixed to the traveller e e. At the end P of this scale bar there is a tracing
point.
A vernier arrangement, with a pivot joint attachment Q, slides along
E P, and can be fixed at any point on the bar along the scale. The
radial bar passes through the pivot Q, and can be fixed at Q so as to
♦For a more detailed description of the Integraph see a pamphlet ^
L'Integraphe Abdank-Abakanowicz par Henry Losbier, publie par G.
Coradi, Zurich (Suisse.)
IN SHIP CALCULATIONS 205
prevent it from sliding, but permits it to revolve about Q. The record-
ing pen P, is fitted into a bar FP, supported af right angles to the
bar a, A, from the traveller ff on <i^ h^.
P, records the movements of a small wheel w which has a sharp edge.
This wheel can be lowered on to the paper when the machine is to
integrate, and it is so fitted that it can revolve about a vertical axis
through its centre. The direction of this wheel is governed by the
parallel motion M N, the end M being free to travel on the radial bar
as shown. It will be seen that the wheel w is thus always kept parallel
to the radial bar.
Setting the Machine.
When the machine is stationary the tracing point can be moved
parallel to the bar a b. Before integrating a given curve, the machine
must be placed so that it runs parallel to the axis of the curve. When
the inclination of the radial bar is zero, i.e., when it is perpendicular to
A B, the tracing point P should trace out the axis of the given curve,
and should coincide with or be parallel to the axis of the integral cur\'e.
A small adjustment in the machine provides for bringing the radial bar
in the set position so as to test the direction of the motion of the
machine when moved along. The scale is fixed by adjusting the vernier
slide arrangement to the required number of inches along E P.
Principle of the Machine.
The operation of integrating a given curve such as O P consists in
merely tracing out O P, starting at O with the point P. The pen can be
set at first to any axis parallel to the axis of the curve. In Fig. I.
the pen is at Oi when the point P is at O, so that the axis of the
integral curve coincides with the axis of the given curve.
Wlien the radial bar is perpendicular to A B, as in the set position,
so also is the plane of the wheel w, no matter what the position of //
on a b may be, so that if the machine be moved, keeping the radial bar
in this position, the pen will trace out a line parallel to the axis of the
curve or to the radial bar. This is the method of drawing the axis to
the integral curve.
Suppose the point P to be kept fixed in the position in the figure and
the machine moved along, the radial bar will keep its position relatively
to A B and the direction of the wheel w will not change. Therefore the
wheel w will follow a line in the plane of its circumference or parallel to
the radial bar. If P be moved up or down during the time the machine
is moved along, the radial bar will rotate about C, and the wheel w at
any instant will be tangential to the curve traced out.
In the figure let O-i pi be the curve traced out by the pen as the
point P is moved from O to P. Then the wheel w is parallel to the
19
206 THE USES OF THE INTEGRAPH
tangent P| to the curve at P,. Let $ be the angle of inclination of
dy
this tangent. Then Tan d is the — of the curve P,T at P,
dx
But Tan ^ = Tangent of angle Q C ^
Q^ PR
■" Q ~ EQ
dy PR
" dx" Y,Q
Now E Q is the scale, say », and is constant.
dy
PR = «.
dx
i.e. the ordinate of the given curve is a measure of the first differential
coefficient of the curve traced out. Therefore, the curve 0,P, is the
integral of the curve OP.
APPENDIX B.
Properties of the First Three Integral Curves.
We have seen that any ordinate of the given curve is a measure of
the differential coefficient of the integral curve at a corresponding point,
i.e., at a point whose abscissa with reference to the origin of the integral
curve is equal to the abscissa of the ordinate of the given curve.
In Fig. I. PR and P|R| are corresponding ordinates of the given and
integral curves respectively. And
Let :k =PR and :Ki=P|R|
dy y
Then — = -
dx n
.-. y^=:— y^dx or ny^^ y.dx
.'. (1) The ordinate of the integral curve measured in inches and
multiplied in inches by the scale n, gives the number of square
inches in the area of the integrated part of the given curve.
Referring to Fig. II. let AA be the given curve y = f(x) with reference
to the axes OX and OY.
IN SHIP CALCULATIONS 207
Integrating AA along the axis of x then the first integral curve OX^, or
y\ :=^y.dx is obtained ; Integrating OAi in the same way the second
integral curve OAj or ^4= \y^dx is obtained; OA3 is the third integral
curve.
Take an elemental strip of AA between the parallel ordinates *B and
*, B, as shown. Then the area of elemental strip = ^.<te. This area is
represented by the horizontal distance between C and Ci the intersections
of the ordinates on the curve OA,.
Call OX = /
Then the moment of elemental strip about XA is equal to y,dx. (/— r).
This is equal to the area of strip CC, cc^.
Therefore the area of the first integral curve OA, represents the moment
of the area of the given curve O A A X about the axis of X A.
This property may therefore be expressed generally.
(2) Any ordinate of the second integral curve represents the
moment of the corresponding area of the given curve about that
ordinate as axis.
The second integral curve may therefore be called a moment curve
with reference to the given curve.
Then from the above property the ordinate h D represents the moment
of the area OAB^ about ^B as axis, and the ordinate ^| D, represents
the moment of the area O AB, 3, about h^ B, as axis. It can be easily
shown that if the tangents D/ and D, /, are drawn to meet the line XA
in / and /,, the ordinate X/ represents the moment of the area OABd
about X A as axis, and the ordinate X/J^ represents the moment of
OAB,^, about XA as axis. Therefore tt^ represents the moment of the
elemental area strip about X A as axis, i.e., m = (l-^xSy^dx,
Now the area enclosed between the tangents D / and D,/|, and the
line X A is equal to ^ tt^ (/— x) which is therefore =i {l—x)^yAx —
i moment of inertia of area strip about X A.
Therefore, the area of the triangular element of the curve O A^ is equal
to half the moment of inertia of area strip about the axis X A.
So that the area of the curve O A^ represents half the moment of
inertia of the area of the given curve about X A as axis. Therefore,
(3) Any ordinate of the third integral curve represents half the
moment of inertia of the corresponding area of the given curve
about that ordinate as axis.
Now, at Aa if the tangent to the curve Aj G T be drawn to meet the
axis OX in G.
208 THE USES OF THE INTEGRAPH
Then X G =
Tan^ XA
Moment of area OAAX about XA
Area OAAX
= Distance of C. G. of area of given curve from X
Therefore,
(4) If a tangent be drawn at any point in the moment curve,
it meets the axis in a point which gives the co-ordinate of the C. G.
of the corresponding area of the given curve.
Note. [This tangent can be accurately drawn by the machine, as for
instance A^ G T is traced out by the pen, when the pointer is made to
return along the line A parallel to the axis OX.]
Again the area of O X Aj represents half the amount of inertia of the
area OAAX about X A as axis. If the moment of inertia about any
other axis is required, then a deduction must be made of (A) {k^ — h *)
where (A) = area OAAX and A = distance of new axis from G.
Let A in this case be Gb.
Then (A2_A^J2)==GX?_*G2.
Now XA2 = (A) GX.
Triangle G X A^^i (A) G X«,
and triangle G d E = i (A) * G^.
.'.The correction (A) (A^ — A^') is twice the area of triangle G X A^
minus twice the area of triangle G ^ £. So that the area shown shaded
represents half the moment of inertia of the area OAAX about the
axis b B.
This shaded area can be represented by the ordinate of the curve A^ A4,
which is obtained by tracing the line A^T after having traced over OAf
Thus in the figure *^,=area 0 b Tf.
e^e^ =area D A^ E.
.-. b tf2 = i moment of inertia of O A A X about * D as
axis.
Therefore,
(5) A3 A^ is a moment of inertia curve, any ordinate of which
represents one half the moment of inertia of the wh)U of the given
area about that ordinate as axis.
Discusnon,
Mr C. S. Douglas, B.Sc. (Member) said he was familiar with
this instrument, and was pleased that Mr Johnstone had laid its
merits before the Institution. It was principally useful in ship
calculations, and although he did not think that it would ever
IN SHIP CALCULATIONS 209
MrC. 8 Doujflan.
entirely take the place of the planimeter and integrator, yet there
"were certain calculations to which it was specially applicable.
Generally speaking, these were calculations the results of which it
was desired to record in the form of curves. For a single
operation, he believed the planimeter or the integrator was of
greater use. In the pamphlet by M. Henry Lossier on the
integraph on which M. Coradi had worked, it was stated that the
first instrument of the kind was made in 1878 — 26 years ago.
There were certain ship calculations not specially referred to by
Mr Johnstone, but probably in his mind when he wrote the last
paragraph of his paper, in which the instrument was of special
use ; such as launching calculations, and calculations for finding
the sinkage and change of trim due to flooding, from which the
proper spacing of watertight bulkheads might be determined. In
these investigations it was of great use to have the area curve
for each section of the ship drawn at its particular section, as by
(his means it was easy, at any trim, to obtain the displacement of
each unit of length. A diagram prepared in accordance with the
profile in Fig. 6, was of the nature required to perform these
special calculations. He heartily agreed with what Mr Johnstone
said with respect to the special use of the integraph in strength
calculations. The labour of making a strength calculation was very
great, and it had been made much less by the use of this instru-
ment. The ordinary integrator in use in shipyards — No. I in Amsler's
list — ^was not sufficient in span to take in a 20-inch diagram at
one operation, and a 20-inch diagram was now very generally used
for plotting the curves of weight and buoyancy, after the manner
shown in the lower part of Fig. 6 ; of course, the integration would
be performed along the length of the 20-inch diagram, and the
distances between the wheels of the integraph should be such
that the maximum ordinate of the bending moment curve would
be on a sufficiently large scale. In making a strength calcula-
tion, the necessity for drawing down a load curve was entirely
obviated by the use of the integraph, and the shearing force curve
could be plotted if desired, after two operations. The integraph
210 THE USES OF THE INTEGRAPH
Mr C. 8. Douglas.
did not appear to him to be so useftd for stability calculations aa
Amsler's integrating planimeter, and the method given by Mr John-
stone seemed to him to be a roundabout one. Following this
method however, there was one part of it which he thought could
be improved. Mr Johnstone showed, on page 203, how to obtain the
heights of the centres of buoyancy for varying angles of heel, and
for various percentages of displacement. For example in Fig. 14,
Fig. 14.
the heights above the keel, or lowest point of the bilge of B,, B^,
B3, etc., were obtained each for its proper inclination of the ship^
and therefrom the values BRj, BR^, BR3, etc., were deduced by
drawing tangents at the known heights, sketching in the isovols,
and checking by the fairness of the isoclines, as shown in Fig. 13*
He (Mr Douglas) thought there was a liability to very great error
here. What was wanted finally was the values of the righting arm
of statical stability GZ. This was the difference of two quantities,
and in itself small, but what might be a small percentage error in
IN SHIP CALCULATIONS 211
Mr C. 8. DottglM
obtaining the value of BB|, BB^, BBg, etc., might be a large
percentage error in the corresponding value of GZ. He suggested
that the values of B^ B^ B^ B,, etc , in Fig. 14, should be plotted
in a curve for each percentage of displacement wanted, as in Fig.
16. One of the uses of the instrument, was to obtain the curve
of dynamical stability from a given curve of statical stability by
integraphing it, and if the reverse operation were performed, the
curve of statical stability would be obtained. The operation could
be performed by tracing over the dynamical curve with the
" recording " pen of the instrument and marking the statical curve
as obtained at the tracing point. Similarly, here, if the *' record-
ing " pen were taken along the curve of values of Bj Bj the
Fig. 15.
tracing point would follow a curve whose ordinates were values
of BBj, as shown in Fig. 15. This relation between these
curves was well known in the theory of stability. Then by means of
known rectangular co-ordinates the position of B^, Bg, Bj. etc.,
could be set oif from B for 20 per cent displacement, and by
repeating this work for the various percentages of displacement,
correct isoclines and isovols could be drawn. The earliest type
of integraph was somewhat different from the one illustrated in the
diagram, although the principle was the same. The former con-
sisted of a rectangular frame with four milled wheels, and he
212 THE USES OF THE INTEGRAPH
Mr C. 8. Douglas.
should like to remark that most of the integrators and instruments
of this kind made by M. Coradi depended upon the milled wheels for
rectilinear motion, whereas in the instruments of some other makers
this motion was obtained by the use of a long bar acting as a
guide rail. In this respect Coradi 's machines were very much
more compact. The latest types were as illustrated, and there
were two sizes. Some shipbuilding firms had been purchasing
these instruments lately, and he had been asked which was the
most useful for a shipbuilder to possess. He was of opinion that
the large size was the correct one, because it had a span of 52
centimeters, or 20*8 inches, while the smaller one had only a span
of 27 centimeters, or 10-8 inches. From the diagram of the
machine it would be seen that a long bar extended over the top
and carried a trolley arrangement That was called the radial
bar, and in one instrument which came under bis notice, it had
given some trouble by getting out of shape. At the lower end of
this bar, in the latest type of integraph, a balance weight had been
provided to counteract some of the weight of the mechanism, a
difference from the one illustrated in Fig. 1.
Mr W. H. KiDDLESwoRTH, M.Sc. (Associate Member), said
he should be glad to hear from Mr Johnstone about the
accuracy with which the moment to alter trim could be got by
the method that he indicated in the body of his paper. He
should also like to know generally regarding the accuracy with
which the integraph worked. It seemed to him that the scale on
which the result was read was very small. In the case of ship
calculations, a very short line would represent the whole displace-
ment, or whatever was being calculated, and the accuracy with
which that short line could be measured was, of course, limited.
Mr Johnstone in his paper said, '*If it can be said that the
labour of constructing an * equivalent girder ' is less than the
labour of calculating arithmetically the moment of inertia, then
this method is to be recommended." The crux of the whole
matter lay in the clause "If it can be said," In the course
of his remarks Mr Luke said he would have preferred to
IN SHIP CALCULATIONS 213
Hr W. H. mddjeewortlu
have seen a direct proof that the first derived curve was the
integral of the given curve. Such a proof could be built up in the
following manner (avoiding, too, incidentally, the notation of the
calculus) : — In Fig. 16,
Let Oj Pj Aj be the given curve, and O^ Nj its axis.
Og Pg A2 the first derived curve, and Og No its axis.
0,
N,
P.
0.
Q.
N.
Fig. 16.
Premising by the explanation that, the instrument caused a
pencil, constrained to lie on a line through P^ perpendicular to
the axis, to move in a direction parallel to Pj Qp where Qj N^ was
any convenient constant length — Then, if the abscissa 0^ N^,
increased by unity, whilst the ordinate P^ N^ remained constant,
the added area became P^ N^ x 1 ; or the rate of increase of the
area Oj Pj N^ was P^ Nj. Now, as the pencil at Pg moved in a
direction parallel to Pj Qj, the increase in the ordinate P^ N^ for
P N
unit increase in Oj Nj (or Og Ng) was 1 x j~^, or the rate of
increase of PjN^was equal to the rate of increase of the area
Oj Pj Nj -5- Qi Nj, so that Q^ N^ x difference of ordinates to Pg at
214 THE USES OF THE INTEGRAPH
Mr W. H. Biddlesworth.
any two positions was equal to the area between the original
curve and the axis lying between corresponding ordinates.
It might be noted that given a curve drawn on squared paper
(or even closely and accurately ruled paper)* it was by no means
difficult to draw the integral curve, using an instrument no more
complicated than a parallel ruler in its simplest form, namely, a
straight edge and a set square. In Fig. 17,
Let Oi Aj be the given curve.
Oj Ag the first derived curve.
Fig. 17.
The derived curve was drawn as a series of straight lines, each
spanning two of the spaces between the lines on the squared, or
ruled, paper. The direction of each of these straight lines was
obtained in the following manner: — Take P^Ni to be an ordi-
* The closely spaced lines at right angles to the axes of the curves were
merely indicated in Fig. 17.
IN SHIP CALCULATIONS 215
Mr W. H. Biddleswoxth.
nate of the given curve at the middle of one of these pairs
of spaces, and measure off N^ Qj any convenient length (this
became the scale constant) ; a double set of numberings along
the axis was most convenient for this. Join Pj Q^. The
short section of the derived curve belonging to that portion of
the original cxirve spanning the two spaces mentioned above was
drawn parallel to Pj Q^. Repeat for the adjacent pair of spaces
throughout the curve, drawing each straight line portion of the
derived curve from the end of the preceding one. In practice the
line Pj Qi was not drawn, the parallel ruler being merely set along
Pj Qj. He might mention the fact that a curve of loads of average
complexity had been integrated by this method, giving a result of
very satisfactory accuracy, and with an amount of labour by no
means excessive.
Mr W. J. Luke (Member) remarked that it was a long time
since he first became acquainted with the name of Abdank-
Abakanowicz, and those who were interested in mechanical inte-
grators would find a very interesting paper which was read before
the Institution of Civil Engineers by Professor Hele Shaw,*
in which all kinds of mechanical integrators were dealt
with, and the principles gone into with considerable detail.
M. Abdank-Abakanowicz, who was one of the contributors to the
discussion on that paper, exhibited a planimeter of his own design
and said that he had been engaged in making a machine to draw
the curve which was the integral of some fundamental curve on
which one wanted to operate. He also said that " since 1878 he had
constructed machines to solve this problem, and he had brought
them forward on various occasions." One great advantage of the
integraph over such an instrument as the planimeter was, that it
recorded continuously, and in that he fancied its greatest benefit
would ultimately be felt. Anyone with a planimeter obtained a
final result which he read perfectly or imperfectly from the wheel,
but if this result required checking the operator had to go over all
* Minutes gf Proceedings of Institution of Civil Engineers. Vol.
Ixxxii p 75.
216 THE USES OF THE INTEGRAPH
Mr W.J. Luke.
the work from the beginning ; whereas, with the integraph a more
or less continuous record of the work done could be preserved, and
anyone who had occasion afterwards to check, had his work con-
siderably eased. He quite agreed with Mr Douglas' recommenda-
tion that anyone who intended to buy an integraph should buy the
larger machine. The large machine was big enough for ordinary
use, and at the same time was not so large and heavy as to make
it unwieldy. As the paper stated, however, it was necessary to
have a good firm level table for operating upon. He had already
expressed his regret to Mr Johnstone that he had not exhibited
his integraph. If there was any desire on the part of the members
present to see the integraph, he would be very pleased to
show one at the next meeting. At page 196 it was stated
that " This type will integrate in one operation a curve whose
maximum ordinate on either side of the axis does not exceed 10
inches, and it will integrate an area not exceeding 120 square
inches." It seemed to him that that sentence ought to be a little
amplified, because it might be supposed that one could not do any-
thing more than integrate 10 inches on one or the other side of a
line as shown in Fig. 3 ; but if the machine was set a bit sideways the
whole 20 inches range could be taken upon one side of the datum line.
The datum line for the integral curve would in that case slant
more or less across the paper. For his own part, too, he should
be inclined to say that the area which could be measured was
something more nearly 150 square inches than 120. That, how-
ever, was simply a matter for individual judgment as to how far
any one would like to work the machine to its extreme limit. In
connection with the last sentence on page 196, he congratulated Mr
Johnstone upon the fact that he had not been perverted when he
used Tchebycheffs rule. When some years ago a paper was read
before the Institution upon the use of Tchebycheff s rules,* it was
shown, or was attempted to be shown, that good results were
obtained with very few ordinates. He observed that Mr John.
•On M. TchebychefE'8 Formula, by Prof. J. H. BUes. Vol. XLII.,
page 176.
IN SHIP CALCULATIONS 217
Mr W. J. Luke.
stone was not led astray in that direction. If any one studied
Figs. 3 and 4 he would see that the curves in Fig. 4 had been
rectified, if he might say so, because the curves of the fore body
were given on the right hand side of the axis, and the curves for
the after body sections were given on the left hand side of the axis,
but in taking them straight from the machine the reverse of that
was the case. He merely mentioned this because he thought he
had noticed that in the subsequent work in connection with
stability the curves were laid down one after the other as they
were taken off the machine, namely, alternately to the right and
left of the axis. He was inclined to agree with Mr Douglas that
the methods of attempting to get curves of statical stability from
dynamical curves would not give very good results. Perhaps he
ought to say that he had never succeeded in getting good results
from them, though others might succeed where he had failed.
Once he had been very much smitten with the attempts to per-
form stability work by means of a planimeter, a parallel case to
the work done in the paper, as he took the integraph as being only
a very good sort of planimeter. In such work, to determine the
value of the arm of dynamical stability, one quantity of substantial
magnitude was subtracted from another not greatly different.
The difference that was wanted was a small one, and if the per-
centage errors were trifling in the two initial quantities, and in
opposite directions, one could be considerably out, and have a
considerable percentage error in the difference. Whether or not^
as time went on, the integraph would be successfully used in the
way mentioned in the paper, or with the modification which
Mr Douglas had suggested, he did not know ; time alone would
tell . With regard to what Mr Johnstone said regarding the relia-
bility of the work done, the statement that the machine required
careful handling to produce good results should not be regarded
as being any discredit to the integraph. He had had the advantage
of working with no less than five different integrators, and his
experience was that they aJl required careful handling, as also did
the integraph. Quite recently he had seen some veiy remarkable
218 THE USES OF THE INTEGRAPH
Mr W.J.Lake.
results which had been got with an ordinary planimeter. Tracing
twice round a rectangle, successive results could not be obtained
within 5 per cent of each other. The machine worked well enough,
but had got out of adjustment in some way which was not easily
noticeable to the ordinary observer. With regard to what was
observed with respect to setting the machine, he had only to re-
mark that he had found it rather difficult to set it to his own
satisfaction, but that again might be a matter of personal opinion.
Kegarding its accuracy he might say that recently in drawing a
curve of sectional areas of a large ship, with which he was dealing,
he had taken off the displacement at one water-line and compared
it with the result that had been obtained by figures on a displace-
ment sheet. It was not a specially prepared curve got ofif by the
integraph, neither was there any special care taken in doing the
work on the displacement sheet, — no more care, that was to say,
than was ordinarily used — and the two were within -— - part of
600
each other. That was a degree of accuracy which he thought one
could not hope to better. Whether it was specially good or
specially bad he could not say, but it was just one particular case
which he had got. He was perfectly satisfied with the machine,
and felt he had done a right thing in acquiring one. He did
not think that it would displace the ordinary planimeter or the
integrator, but it was certainly a very useful machine to have and
a machine which did very good work. Eeferring to the opening
paragraph of the paper, Mr Johnstone might be asked whether he
would favour the Institution with his opinion on the utility of the
machine as compared with the integrator and the planimeter as
they were commonly known.
Prof. Archibald Babr, D.Sc. (Member of Council), was surprised
to hear what Mr Luke had said regarding the inaccuracy of the
planimeter. He was one of those who had always held that
it could be worked to an extreme degree of accuracy, and what
was wrong in Mr Luke's case he did not know. The planimeter
could be worked to something like one part in two thousand. How
IN SHIP CALCULATIONS 219
Prof. Archibald Barr.
Mr Luke could get anything like five per cent, wrong he had not
the slightest conception.
Mr Luke said in working the planimeter he had always insisted
that upon the drawing to be measured a large rectangle should be
drawn, and the constant found for a particular setting by actual
trial upon the same paper on which the drawing was made. It
was generally impressed upon the operator not to be content with
going round once, but to go round two or three times to make the
constant determination absolutely certain. It was in one of these
cases that the peculiar thing to which he had previously referred
was discovered. He could only suppose that the machine had
fallen, or that some such accident had taken place. Of course
the machine was at once sent away to be adjusted, and, so far as
he knew, they had not since had any peculiarities in its move-
ments.
Mr Johnstone (in reply) said he would like to thank the speakers
for the manner in which they had spoken about the instrument.
Those who had criticised the paper had had some experience in the
use of the machine and bethought their remarks would be useful and
would explain some parts of the paper which might have appeared
rather vague. A good many of the calculations had only been done
for the first time and the methods employed were perhaps capable
of improvement, but, as Mr Luke had said, time would prove what
the machine could do. Mr Douglas referred to certain other ship
calculations that could be simplified by using the integraph. A body
plan of integrated sections such as in Fig, 4. shortened the work of
launching and flooding calculations considerably. In flooding
calculations he had found it easier and quicker to get the position
of the new water-plane for the damaged condition of the vessel, by
a trial process,-(a diagram similar to the profile view of Fig. 6., had
to be used and buoyancy curves constructed for the arbitrarily
chosen position of the water-line), than to calculate by the ordinary
method the amount of sinkage and then the amount of change
of trim. The latter operation was rather involved as it necessitated
the determination of the moment of inertia of the damaged water-
220 THE USES OF THE INTEGRAPH
Hr Johnstone.
plane. Mr Douglas did not think the method of drawing tangents
to the isovols and then fairing up was sufficiently accurate, for
obtaining isoclines. He suggested a method which involved
differentiating the curves of B, B,^ values. He had not tried that
method but he was of opinion that the operation of differentiating
such curves was not likely to lead to more accurate results than
the method indicated in the paper. He had tried to differentiate
various kinds of curves by the machine and found that only verj-
fair curves gave successful results. The process of fairing up
isoclines which had been obtained from *' isovols/' (it did not
matter which method was used), eliminated small errors and
tended to make the curves more nearly correct. In comparing
two or three set of isoclines obtained by the above method, with
isocline spots from careful integrator readings, he found that the
curves agreed with most of the spots and those spots that were in
disagreement would have made unfair curves, and concluded that
the faired isoclines were correct enough for all practical purposes.
Had the integrator spots been faired they would have given*
identically the same curves. Mr Biddlesworth had given a short
proof of the derived curve being the integral of the given curve.
To anyone who understood the method of differentiation, the
principle of the machine would be seen at once. That led him to
give the proof as in the paper. Mr Biddlesworth called attention
to the statement viz., '*If it can be said that the labour of con-
structing an equivalent girder is less than the labour of calculating
arithmetically the moment of inertia, then this method is to be
recommended." This statement was one which should be pre>
ceded with aji *'if,*' as he had often heard the above point
disputed. He believed that it was quicker in the majority of cases
to calculate the value of the moment of inertia, but he preferred
to construct an equivalent girder for the purpose of judging the
effect of neglecting certain parts of, or adding more material to, the
longitudinal structure. An equivalent girder and a diagram of the
nature of that in Fig. 8. were also useful in a shearing stresa
calculation. The accuracy of the work, as Mr Biddlesworth
IN SHIP CALCULATIONS 221
Mr JohnttoiM.
mentioned, was limited by the final scale. In all the ship calcu-
lations he had made and seen made with this machine, the final
scale was quite large enough for all practical purposes. In dis-
placement calculation for instance, the ordinates could be measured
from a small scale body plan, and if the sections be traced over with
every care by an instrument then he should say that the work of the
machine was more correct than arithmetical rules for integration.
Of course, if the ordinates in the displacement sheet calculation
were taken from the full size measurements of the drawing loft
the arithmetical results might be more correct. It might have
been noticed that the displacement curve, constructed according
to the first method described in the paper, was not limited to any
final scale. Each ordinate was a function of the sum of the
corresponding ordinates of the integrated sections and therefore
had to be figured out. The accuracy therefore depended on the
accuracy of the integrated sections. Suppose the original body
plan to be drawn to a ^ inch scale and the sections integrated to a
scale of 6. Then one inch of ordinate of the integrated sections
represented 48 square feet (both sides of ship taken into account).
Supposing that the length of ordinate could be read correctly to a ^\y
part of an inch then the reading was reliable to one square foot,
approximately. Mr Luke referred to the value of the integraph as a
working machine compared with the planimeter and integrator,
and gave some of the results of his experience with the latter
machines. For many ship calculations such as those indicated^in
the paper, the integraph was a more suitable machine than the
planimeter or integrator, but for single operations such as finding
the area, or moment, or moment of inertia of a given curve, the
integrator could be more conveniently used. The integraph and
the integrator possessed the same accuracy because the operation
was the same in each, viz., tracing a line by guiding a movable
pointer over it. Mr Luke's experience with the integrator was
that it was liable to get out of order at times. Such was also his
experience and he had found the integraph also to get out of order,
but the cause of the error in the integraph was not far to seek and
20
222 THE USES OF THE INTEGRAPH
Hr Johnstoiie.
T^as easily remedied Granting, however, good working conditions
and the machines in good order the accuracy was the same for the
integraph as for the integrator. It was a necessity in using these
machines to have a means of testing them, or of checking the
result. The integraph was used generally to integrate a series of
curves and had thus to he driven backwards and forwards along
the axis. If the paper were loosely pinned to the drawing board
then some trouble might be experienced by the axis shifting.
Hence the necessity of having a level board to which the paper
could be firmly pinned down. He thanked those who had taken
part in the discussion for the favourable and helpful way they
had spoken.
The Chaibman (Mr James Gilchrist, Vice-President) said the
Institution was much indebted to Mr Johnstone for bringing
forward a paper on such an interesting instrument as the inte-
graph. He was not prepared to say anything particularly on the
merits of the integraph, as it was really an instrument with which
he was not familiar, but in reading over the paper he could see
that it must be a very valuable addition to the instruments that
were used by shipbuilders in their calculations. He would ask the
Members to accord a very hearty vote of thanks to Mr Johnstone
for his paper. He would just like to take Mr Luke at his word as
to exhibiting the instrument, and perhaps Mr Johnstone could
give some further explanations regarding its working.
The vote of thanks was carried by acclamation.
At a meeting of the Institution held on 3rd May, 1904,
Mr W. J. Luke, in the enforced absence of Mr Johnstone,
exhibited two integraphs and explained their properties and
action to the meeting. He said at the last meeting he was
asked concerning the accuracy of the machine, and he might now
say that he had not had a sufficiently wide experience of the inte-
graph to see whether or not its accuracy could be relied upon.
Mr Johnstone had told him that a machine of the form exhibited
IN SHIP CALCULATIONS 228
Mr W.J. Luke.
with which he (Mr Johnstone) had had experience gave considerable
trouble simply because the radial bar did not keep straight. He
would point out that if an apparatus of a rather delicate character
was not taken care of it could not be expected that it would do its
work properly. A question had been asked by one gentleman as
to whether the records got were sufficiently large to be of practical
use. As the machine was set, the area curve multiplied by 8
gaye the area integrated in square inches, and that, he thought,
was large enough for practical use, and on quite as large a scale as
area curves need be in anything short of very delicate work. The
second machine shewn was of the earlier type with which he was
not quite so familiar. Its range was not so wide as that of the later
type, but of course the general principles of its action were prac-
tically the same.
SOME MODEKN APPLIANCES CONNECTED WITH
KAILWAY CK0SSING8 AND POINTS.
By Mr Owen E. Williams, B.Sc. (Member).
(see plates XVII, XVIII, AND XIX.)
Bead 26th April, 1904,
Of late years great developments have been made in the various
branches of railway engineering, notably in locomotives, in
carriage building, and in signalling by pneumatic and other
powers; but in the permanent way, except in the strengthening
of the rails and their fastenings to meet the heavier loads, very
little change has taken place; and it is consequently intended
in this paper to describe and consider some appliances regarding
railway points and crossings, to state the reasons why these
appliances are wanted, the qualities they ought to possess, and to
show in how far they possess these necessary qualities.
Diamond Crossings.
When one line crosses another a diamond crossing is formed.
This complete crossing consists of two obtuse-angled crossings or
elbows, and two acute-angled, or, as they are usually called, V-
crossings. Fig. 1.
In the acute-angled crossing, Fig. 2, although the wheel is
unsupported for a short distance at one side, a complete guide and
support is provided at the other, and the crossing can conse-
quently be made strong enough to secure perfect safety and easy
maintenance.
In the obtuse-angled crossings. Fig. 3, however, there is a space
(varying with the angle of the crossing) during which the wheels
are only partially supported, and during which the flanges have
RAILWAY CROSSINGS AND POINTS
225
no rail by which they can exercise their guiding functions. Tiiis
space or gap in a 1 in 8 crossing, is 3' 3" ; and in a 1 in 10*5
croesing, is 4' 4". The following table shows the gaps of corrres-
ponding angles of crossings : —
Table op Gaps
Angle of
Crossing.
Length of
Gap.
1 in 7
2' lOi"
1 „ 8
3' 3'
1 „ 9
3' 8"
1 „ 10
4' r
1 „ 11
4' 5J"
1 „ 12
4' lOJ"
1 „ 15
6' ir
During the gap, as the flanges can give no guidance, the
criterion that the wheels will take the right side of the diamond
point is solely that the vehicles will continue to move in the same
direction as when entering the gap. In the case of a straight
road, they will undoubtedly do this, provided no other influences
are imposed ; but in the case of a diamond crossing on a curved
mad, it is difficult to be certain in what precise direction the
vehicles will continue to move, and consequently flat crossings,
especially on curved roads, are the most frequent causes of
accident on railways.
Let us suppose that any wheel of a train, say one of an oscil-
lating vehicle, after leaving the first diamond point, trespasses
only slightly out of the straight path, then it will inevitably hit the
wing rail's running edge, or the check rail at or before the elbow ;
:^26 SOBCE MODERN APPLIANCES CONNECTED WITH
this again alters the direotion in which the wheels will travel, and
will ill-conduce to their taking the correct side of the points.
The most frequent derailments are probably caused by goods
trains, consisting of wagons having wooden bufifers, being stopped on
a diamond crossing on a curved road, and then pushed back. Con-
sider a wagon actually at the obtuse angle. As the inside
buffers will touch first, the wagon will get a push from the one
comer, and therefore will tend to move in a direction at an angle
to the line of the road, and in consequence will probably take the
wrong side of the diamond points.
Beferring to Fig. 4, it will be readily seen that the gaps between
the diamond points A and A^ are the critical places of the crossing,
there being a rail at one side only to support the wheels between
the diamond points and the angle, and the possibility of accidents
may be attributed to the following causes : —
1. The guiding function of the flanges is greatly impaired, or
ceases entirely.
2. The treads of the wheels are provided with a full rail
head support at one side only ; consequently the
support is diminished.
3. As the clearance space between the points is wider than
in the ordinary case {^{^ instead of 1^"), the flanges
lose their guiding properties, as they cannot touch the
edge of the rails.
To eliminate these causes of uncertainty, and at the same time
provide a crossing strong enough to ensure easy maintenance, is
the object in view.
There are four possible methods of dealing with the case of a
troublesome diamond crossing. To substitute for the diamond
crossing : —
1. Two pairs of facing points.
Fig. 5 shows the substitution of facing points, which means a
complete relaying (to an existing crossing), and as the points
have to be detected and provided with lock-bars, special levers
RAILWAY CROSSINGS AND POINTS 227
are required in the Bigaal cabin. The arrangement oosts several
hundred pounds, and aometunes cannot be done on account of
confined space.
2. A "flying" crossing or junction.
Such a crossing is formed by one line passing under the other,
and is only done to allow of a quickened train service.
3. To alter the crossing to the New South Wales type.
The New South Wales system, Fig. 6, consists in putting in
the obtuse angles two pairs of short switches, working in opposite
directions and connected by one rod. The intention of this is to
provide a continuous running rail edge, and continuous support,
and therefore cures both causes, 1 and. 2. The apparatus, how-
ever, has the following disadvantages : —
a. Placing four finely planed switches such as are required
into such a confined space, renders the crossing very
weak, and is therefore against the object in view.
fc. As the switches come under the heading of *' facing
points," which have to be detected, and require special
levers in the cabin, this arrangement is very costly.
4. To equip the existing crossing, with the ** protectors "
invented by the late Henry Williams.
In the Williams' protector, four treadles are introduced into the
existing crossing which does not require to be relaid in anyway.
The action of these treadles is to reduce the undue clearance space
to the standard, and consequently to provide a true guidance to
the wheel flanges. This cures cause No. 3, and also provides for
cause No. 1, and as the crossing is not weakened in any way, but
left in the original solidity, cause No. 2 becomes negligible.
The four steel treadles. A, A^, B, and B^, Fig. 7, differ from all
other types, in that they are moved vertically instead of horizon-
tally; therefore, they do not come under the Board of Trade's
definition of a ** facing " point. They are fitted into the clearance
spaces between the check rail and the running rail. They are
228 SOME MODERN APPLIANCES CONNECTED WITH
fulcrummed on a speoial bolt, which is fixed to the oheok rail,
and in a sliding nut whioh fits olose to the web of the running
rail; this nut can move in the line of the rail, and there
fore, if one rail ** creeps '' ahead of the other, the fulcrum pin is
not broken. The four treadles are raised and lowered by a special
** arm " working in a slot in each treadle ; the arms are affixed to
two "rocking" shafts, which are revolved through about 90
degrees by a piece of point rod, this rod being part of or joined to
the rod which works the points controlling the way through the
crossing. No extra lever is required in the signal cabin.
The treadles are operated in the following manner : —
For the main line, A and A^ will be raised, and B and B^ will
be lowered.
For the branch line, B^ and B will be raised, and A and A^
will be lowered.
Consider a vehicle passing from right to left on the main line ;
the flanges, on arriving at YY^ pass over the top of the treadle
B, but do not touch it, as it is 2 inches down, but they are guided
on the other side by treadle A^ On arriving at XX^, treadle B^ is
down out of the way, and treadle A entirely blocks up the wrong
way, thus allowing the flanges no option as to which side they will
take, but forcing them to go to the desired side of the points.
It will be seen that the treadles do not support the weight of the
vehicles, as it would be impracticable to make a vertically moving
treadle strong enough to take the weight of a locomotive. On the
other hand, the crossing still has its original strength, and, there-
fore, no further support is necessary.
These protectors have the following advantages over other
systems : —
1. They are perfectly efficient, derailments being impossible
(this is borne out in practice).
2. They are less than /jth of the cost of other systems.
3. They can be fitted into existing crossings in about four
hours.
RAILWAY CROSSINGS AND POINTS 229
4. The crossing has not to be relaid or altered in any way.
The efficiency of the protectors is proved by the fact that there
are about 100 of them fitted, in all cases to ** troublesome " cross-
ings, where derailments were formerly as frequent as three per
week, and since the time of equipment (from three years) derail-
ments have entirely ceased. Should a driver, by disobeying the
signal, run an engine over the crossing when the protectors
are set for the opposite road, something will give way, and the
protectors (till repaired) will be put out of action ; this is important,
as if they did not give way the engine would run off the road, but
when set for the correct way a derailment is impossible.
These protectors have been fitted to crossings as flat as 1 in 16.
The rule of the Board of Trade is that in new work no crossings
flatter than 1 in 8 are allowed, but new crossings up to 1 in 10
have been sanctioned when fitted with these protectors. Engineers
having to plan crossings in confined spaces will appreciate this.
On examining a treadle from a set of protectors that have been
in use for some time, the following will usually be noticed : — ^The
points of the treadle and the working heel will be quite black ; but
there is a bright part on the side half way between the point and
heeL This brightness is caused by rubbing and knocks from the
flanges^ and as the flanges can only knock the treadle when they
begin to stray from the correct path, each knock (if unchecked)
would probably have been the means of a derailment. Some idea
of what these protectors have saved can, therefore, be judged.
Hand Levers for Points,
There are two classes of levers required for hand -worked
points : —
1. A lever that will hold the points for either way as
required ; this is the type generally used in shunting
and goods yards.
2. A lever that will hold the points always in the one
position for the main siding, and has to be held over
for the other road.
230 SOME MODERN APPLIANCES CONNECTED WITH
For both types any first-olass lever should possess the following
points : —
1. It should absolutely prevent the switches from " stioking"
when trailed or otherwise.
2. It should be reasonably easy to operate, so that shunting
may be done quickly.
3. It should have a still handle when the points are trailed,
as a moving handle is very dangerous to shunters.
4. It should give as little obstruction to the feet as possible*
6. As regards wear, it should be as *• easy " as possible on
the switches and connections.
6. It should be strong and durable.
The simplest form of hand point lever is the plain straight lever
handle fulcrummed in a cast-iron base fixed to the sleepers. This
lever generally has a large weight on the top end to make it fall to
the required side, at the same time pushing the switches into the
required position.
As an improvement on this type a crank or a cranking device
is put into the lever, which enables the motion of the handle to be
parallel to the line of the rails. This is now a Board of Trade
regulation, as when one of these levers is trailed the flanges cause
the weight and the handle to move up and down ; consequently,
if a shunter holds one of these handles which is moving at right
angles to the rails, it will tend to pull him under the train ; but if
the handle works parallel to the rails, it will only pull him along
side in the 6-foet way. Swinging handles of any kind, however,
are a great objection, as the shunter runs a great risk of getting
hit on the legs, and, as the moving weight is usually from 56 to 80
lbs., the effect is not inconsiderable.
When a vehicle trails a pair of points, that is to say, in going
from B to A, Figs. 8 and 9, at the point X the flanges of the wheel
have to force open the switch, and it is the duty of the lever to
close it again to the stock rail after the vehicle has passed. This
RAaWAY CROSSINGS AND POINTS
381
is the object of the weight, and if the weight does not properly
elose the switch, the points " stick " in a half-way position, and a
vehicle coming from A will go to neither B nor C, but will get
derailed. Such derailments happen in very large numbers, and as
the average cost of a derailment is £5, they are a great source
of expense, besides being very inconvenient at busy places.
There are many designs of weighted levers, but in all cases
wherein the trailing of the point moves the handle, the weight
cannot be made large enough to absolutely ensure the switches
from " sticking," as, if it is, no man can work the lever. The
nearer to the vertical that the weight is moved by the flange, the
effect of the weight (tending to close the switches) becomes the
less, and in the vertical position it has no effect whatever, so that
no matter how large the weight is, it cannot prevent the switch
" sticking/'* Moreover, as the flanges when trailing the points
keep the weight swinging about, there is an excessive amount of
wear in the lever connections, and, most important of all,
on the switches themselves.
Spring Design Switch Levebs.
The spring switch levers. Figs. 10 and 11, differ in
principle from all others in that, although the handle has full
control of the points, the points have no control over the handle.
When the points are trailed, the handle remains perfectly still,
and after each wheel has passed, the spring instantly forces the
switches back to the original position, as indicated by the handle.
This still handle means much greater safety to the shunter, as
with it he cannot get pulled under or alongside the train, nor can
he get hit by it.
In the **Eeversible*' Lever, Figs. 10 and 11, the handle moves
a malleable iron plate in which is a diagonal slot; in this slot
moves a ring fixed to a cradle containing a spring, the spring being
fixed to the rod which goes straight to the connection of the
• " Sticking " switches are most prevalent when the slide chairs are
dirty, or covered with sand and snow.
232 SOME MODERN APPLIANCES CONNECTED WITH
switches. The springs used in the levers are capable of being
compressed solid without taking any set, but their working range
is only about half of the full range. Fig. 12 shows a stress strain
diagram from tests made by the Great Western Railway Company
at Swindon. When the springs are fitted into the lever they are
compressed 1^", the compressing force being 2 cwts., and when
the switches are trailed the spring is compressed a further 1^"
when the flange is at the point end of the switch, and 2^' when
the wheel is at the heel end ; the spring is therefore compressed
2}" in the one case, and 3f " in the second, and the force tending
to close the switch varies from 4 to 6 cwts. As this force acts
directly on the switches, it is impossible for them to ''stick,"
and with these levers derailments from ** sticking switches"
are unknown.
Comparing this spring design lever with the weighted type
it has the following advantages : —
1. It is easier to work, there being no large weight to lift;
as a result, shunting can be done quicker.
2. It entirely prevents derailments from sticking switches.
3. When trailed the handle remains still.
4. It presents practically no obstruction by which shunters
may be tripped.
5. The cushioning action of the spring preserves the adjust-
ment of the connections, and greatly reduces the wear
on the switch blades. The maintenance is, therefore,
less, and as there is no swinging weight, the lever itself
lasts several times as long as the weighted type.
The general method a shunter adopts with a weighted lever is
to raise the weight, give it a push and pass on, trusting to the
weight to push the points over. This it will do, but as in falling
it gathers momentum, the weight generally comes down with such
a force as to cause it to rise up again once or twice before settling
down to the proper position. As the weight bumps up and down,
RAILWAY CROSSINGS AND POINTS 283
the switches open and close a small amount, and if a vehicle is
approaching ** facing ways " it is possible for a flange to get into
this opening and split the points. In the spring design the handle
is pushed over, and this opening and closing cannot occur ; also
there is a small half-lock at each end of the slot in the plate which
secures and locks the points in the correct position until moved
again by the handle.
For points which have to stand always set for one way, the
"one way" spring switch lever is used. Figs. 13 and 14.
In this lever the handle moves one end of a right-angled crank
against a tortional spring, the other end of the crank being con-
nected direct to the switches. This lever ensures that the points
stand set for the main line. If a train is to be sent into the siding
the handle is pulled over and held in this position till the train has
passed, when on loosing the handle the spring forces the points
back to the position for the main road. A curved handle is here
of advantage, as a shunter can pull the points over and either sit
on it or put his foot on it till the train has passed, thereby saving
bis muscles.
Figs. 15 and 16 show a combined switch lever and point
indicator. This appliance puts the points into the required position
and also indicates for which road they are set ; thus during the
day, the arrow points to the direction the train will proceed in, and
for night work the lights being of different colours, and also
having the number of the siding on them, amply show for which
way the points are set. Ag* a further object of safety, if the points
have not been put properly home, say due to some obstruction,
the arrow will show this by pointing in neither direction, and the
lamps will also indicate this by showing both colours.
Another design has a large red target standing up for the one
way and falling down for the other, the coloured light motion
being the same as before. This is on the lines of a standard
ground disc signal which the indicator supercedes when used as a
point indicator.
In some of the colonies signal cabins are dispensed with on
2S4 SOME MODERN APPLIANCES CONNECTED WITH
MrG«ozg«W.B«id.
branch lines, and a hand worked lever is used to move the points
for passenger trains, the lever being conneoted to a ground disc
signal The combined lever and indicator does the work of both,
takes less than half the fitting, saves connecting rods, and is much
cheaper in first cost. In principle it is better than the two single
appliances, as an indicator should be as near and as directly con-
nected as possible to what it indicates ; the indicator being actually
part of the ground lever fulfils this condition.
Discussion.
Mr Gbobge W. Eeid (Member) thought this paper one of con-
siderable interest to all Members of the Institution, either as
engineers or travellers by rail. It was certainly complimentary
to railway engineers that, as Mr Williams remarked at the
commencement of his paper, very little change had been
made on the permanent way since railways started, beyond
making the metals heavier, which, however, was a very
important point. It struck him as somewhat strange that
Mr Williams had not referred to the point blades as being
the source of danger. It had been his duty to investigate many
derailments, which necessitated passing over crossings on foot,
and all his experience went to show that if a train passed over
the point blades it was safe for the rest of the junction. The
diamond crossing which Mr Williams referred to did not obtain in
single line working. In single lines the crossing shown in Fig. 2
was adopted. Mr Williams did not s%y that there was any great
risk in running over it, although an element of danger did exist.
In practice all main lines were made straight and the branch lines
were taken ofif at an angle, and, as Mr Williams pointed out there
was no danger of leaving at the point, so long as a train ran on
the straight. Branch traffic was usually run at a slower rate of
speed, and the throw-ofif was always to the branch. If engineers
did not discover any difficulty there, he thought they were quite
right in not introducing anything additional. All good engineers
knew, the less the number of parts in any construction the better,
RAILWAY CROSSINGS AND POINTS 235
proyided always that they felt sufBciently safe with what they
had got. When a train went on to a branoh line it ran over
one crossing, Fig. 2, and one of those marked A, Fig. 4, pro-
vided it was going to the right hand side ; but if it went to the left
hand the train was not taken over the crossing marked A, so that
when a branch struck ofif a main line to the left there was none of
those objectionable crossings to pass over. There was one on the
right turn out rail, but it was a long line and there was sufficient
space always to make a long check rail. The long check rail
steadied the train before it could reach this particular point. He
thought the distance between the two points was 2 feet 8 inches.
One half of the 2 feet 8 inches was without a guide, and taking
the half at 1 foot 4 inches, there was an equivalent to a check rail
for about 2 inches in length, so that if there was any likelihood of
oscillation it must confine itself to something like 15 inches. Any-
one looking at the crossing would see the almost impossibility of a
wheel changing from a straight line to turn a comer in such a
short distance, and he had never found that derailment took place
at that portion of a main line. In saying this he did not speak of
sidings. Sidings were put into goods yards in the most profitable
positions. But engineers sometimes had not sufficient room, and
there might be several sidings put into a goods yard which were
objectionable, but that was only a matter of shunting and the
shunters seeing that special precautions were taken. He did not
know whether in that case it would be advisable to put in extra
"treadles," but if so it meant that they must either be connected
-with the point rod or there must be another rod to work by. If
there were two separate rods, the shunter would certainly object
to pull two handles instead of one, and if both rods were attached
to one lever it would perhaps be too heavy. One way by which
a solution could be arrived at would be to hear a yardsman's
opinion on it, — and he believed in having the opinion of a yards-
man on a practical question of this kind, With regard to levers,
the present lever was very convenient. When a shunter tipped up
the end of the lever, it went over to the reverse side. Nothing
236 SOM£ MODERN APPLIANCES CONNECTED WITH
Mr George W. Rdd.
could be quicker or smarter than that, and the turn over of the
weighted lever did not seem to incommode the shunter at all.
He did not like a spring. If the driver of an engine could be
assured that the point-blades were close he would go on ahead,
but if he was not sure he was timorous. The objection to
the spring was that it was not seen. It might be working all
right, but at the same time it might have lost some of its elasticity
or it might be broken. There was nothing that gave a driver more
confidence than to know that the thing was as represented, and if
the indicator as well as indicating that the line was clear indicated
whether the point blades were close or not they would be of great
service. He had not been fortunate enough to see the model shown
by Mr Williams, but if the indicator were connected with the handle,
it was connected with the wrong part. All indicators ought to be
connected with the point blades.
Mr John Bibkie, (Member) said his experience was pretty much
the same as Mr Eeid's. With respect to improvements in connec-
tion with railways, he would go further than Mr Reid. Mr Williams
said that improvements had been made '' notably in locomotives,''
but he knew of absolutely no improvement in the last thirty-six
years, except increasing the boiler pressure of locomotives and
making them very much heavier. He had been greatly surprised
to learn that derailments took place at crossings. Like Mr Beid
he had found that when the engine had passed safely over the
point rails it afterwards passed the crossing without giving any
more trouble. On the railways that he had been connected with
there were no wooden buffers, and that might account for the
absence of derailments. The treadle device for preventing accidents
appeared to be a very ingenious one, and also, apparently, a very
necessary one, where wooden buffers were used. The only
trouble he had experienced with crossings due to the gap was the
damage done to the nose of the crossing by the constant hammer-
ing of the tread of the wheel. To overcome this, when making
crossings, a distance piece was fitted between the rails, and
arranged so that the flange of the wheel could run on it supporting
RAILWAY CROSSINGS AND POINTS 237
MrJohnBeOde.
the wheel while passing the gap. This support also tended to
jl^de the flange, the bed of the block being grooved. Although
simple and effective, this might not, however, prevent derailments
where wooden buffers were used. Begarding weighted levers, he
had been very much astonished to learn that any trouble had been
experienced with them. They had been in extensive use in India
for many years, and he had never found them to give the slightest
trouble, provided the points were kept clean and in thorough
working order. The type must have been somewhat different to
that referred to by Mr Williams, for it was possible for the lever
to recoil without moving the tongue rail. This class of lever was
found to be extremely useful in shunting operations, allowing an
engine to go from one line to another without manning the points.
For instance, a driver could run his engine through a set of points,
and go back on the same line or on to an adjoining line. There
was no undue wear owing to the use of weights. The spring
used in connection with a lever appeared to him to be one that
would act more kindly in action than a weight. He should like
to ask Mr Williams if any provision had been made to guard
against the breaking of a spring when vehicles were passing over
the points. In other matters, Mr Beid's experience and his (>wn
seemed to be exactly similar,
Mr E. J. EowAN (Member of Council) said it might be interest-
ing if Mr Williams would make a comparison between the device
that he had introduced and one that was introduced some years
ago on the Wemyss Bay line. The latter was an invention of Mr
J. S. Williams, an American, by which the main line was really
never broken at all, and the diamond crossings were done away
with. This was for a single line, but the system had been
installed on several double hues on the Continent. He believed
it had been very highly spoken of by the inspecting officer of the
Board of Trade.
Mr Williams thanked those who had spoken for their criticisms,
and in reply to Mr Beid, said that a 2 feet 8 inches gap corres-
ponded to a 1 in 7 crossing. A 1 in 8 crossing was considered
21
SOME MODERN APPLIANCES CONNECTED WITH
Hr WflUamfi.
safe by the Board of Trade, but his paper had dealt with flatter
crossings than that, and a crossing of 1 in 15 was a very different
thing from 1 in 7 or 1 in 8. It had also been said that of the
2 feet 8 inches, only half was unguided. When the elbow was
passed the remaining 1 foot 4 inches was unguided. Beally the
whole distance was practically unguided except for the small
distance in the centre. Complications were of two kinds, those
which when they worked were of benefit and when they did not
work were of no harm, and those that were all right when they
worked but were dangerous when they did not work, and he
claimed that the protectors belonged to the first order of compli-
cation. Eegarding accidents, on one of their main lines in Glasgow
there were certain crossings which were never used, simply because
if carriages were put over them they ran off. Before these
crossings had been fitted with protectors nothing was ever put
through them, but since the date of equipment the crossings were
used regularly without trouble. Diamond crossings were frequently
found on goods' lines, but derailments on these lines might foul
the main line and this was very common. He could hardly agree
with Mr Beid that when the switch points were passed all was
safe. Some years ago there was an accident at Eglinton Street,
where the engine actually took the one side of the diamond points
and the tender the other. In that case, of course, the couplings
split, and there was a derailment Throwing over the weight of
weighted levers with a shunting pole was probably a very simple
way of doing it, but it also looked to him a very poor method, for
due to its momentum in falling, the weight would be sure to rebound
up and down several times with a consequent opening and closing
of the switch blades, and if a vehicle approached the facing-ways,
the flanges might get into the opening and split the points. With
regard to Mr Bowan's point, that was a through line form of
crossing, somewhat on the style of what he termed the New
South Wales system of frogs. These gave a continuous running
through the crossing. Ee had had no practical experience of them,
but he had been told that they were not considered strong enough
RAILWAY CROSSINGS AND POINTS 289
MrWiUiams.
to make their maintenance cheap enough to be put into regular
practice.
The Chairman (Mr E. Hall-Brown, Vioe-Preaident) thought Mr
Williams had put his subject in a very interesting manner, making
everything very clear to one who was not acquainted with railway
work There was one thing which interested him very much, and
that was the application of springs as shown in Fig. 11, which was
practically the same as that described by Mr Govan in connection
with his chain-speed gear. It seemed to be rather curious and
interesting that practically the same application should be used
for two such dissimilar purposes and dealt with in two papers read
daring the same evening. He thought Mr Williams deserved
and should receive a hearty vote of thanks for his paper.
The vote of thanks was carried by acclamation.
MOTOR CARS.
By Mr Albxandbb Gov an (Member).
(see plates XX, XXI, XXII, AND XXIII.)
Bead 26th April 1904,
The Motor Car has had a very chequered career, and, but for
popular prejudice, there is no doubt that the great bulk of the
road traction would have been conducted by motor wagons to-day.
Cugnot, about the year 1770, constructed a gun carriage pro-
pelled by steam, and between the years 1832 and 1840 very
promising vehicles were made by Trevthick, Gurney, and Walter
Hancock. Later, other constructors came into the field, and it
appears that many of the difficulties which they had to contend
with were being overcome when vested interest combined with
ignorance prevailed and stopped progress. The passing of what
is known as the '' Red Flag Act " put the development of road
traction back half-a-century in this country, and gave our friends
on the Continent an opportunity which they have taken advantage
of to the full.
Benz, of Manheim, was one of the first to put a commercial
vehicle on the road driven by an engine working on the Otto-
cycle principle. The engine was horizontal, and was placed in the
rear of the car, belted to a countershaft running across the centre,
the countershaft being fitted with differential gear, and having
chain sprockets on either end. Power was thus transmitted by
chains to the road wheels. In this vehicle will be perceived the
germ of the modem motor car. For earlier vehicles see Figs.
1 and 2.
To-day there are upwards of a hundred thousand workmen
employed in France, directly and indirectly, on the production of
motor cars, and during 1903 there were imported into this country
MOTOR CARS 241
motor cars to the value of £1,800,000. These facts should be
sufficient to create great interest in this industry, and to overcome
the prejudiced opposition which has been shown in the past.
I have no desire to make this a historical paper, but rather to
deal with the various parts of the motor car from the time that
it really commenced to show signs of being adopted for every day
use, and the deductions and theories advanced are rather those of
the mechanical engineer than of the scientific expert.
To make discussion easier, it might be better to deal with each
item in connection with the car separately, beginning with fuel : —
PBTBOL.
This is one of the light hydro-carbons, distilled from crude
petroleum. The two essential points of good spirit are correct
specific gravity and purity. The specific gravity should not be
less than -68 or over -70. At this density the spirit not only
vaporises freely, but it mixes readier with the air than would a
spirit of heavier specific gravity. The manufacture of petrol may
be explained in a few words : —
A large fire is kindled under a vat which contains thousands of
gallons of petroleum. The first vapour that passes off is the
petrol vapour. This is conducted through a worm surrounded by
cold running water, where it is condensed and afterwards run into
the washing tank. The washing process is to remove impurities.
Air is forced through a pipe at the bottom of the tank, and
sulphuric acid is forced into the petrol at the top. This is allowed
to go on until the petrol and sulphuric acid are thoroughly mixed,
when the process is stopped. The sulphuric acid then falls to the
bottom, taking with it the impurities. Any remaining sulphuric
acid is removed by an alkaline mixture, which, in its turn, is
allowed to precipitate, when the petrol is considered ready for
the market.
Should the process of distillation be hurried, or the temperature
raised too high, the spirit will contain a proportion of the heavier
hydro-carbons, and if not thoroughly washed it leaves a deposit of
pitchy matter on the valves and sparking plugs, which may be the
242 MOTOR CARS
oauge of much trouble to motorists. Temperature effects the
specific gravity of petrol in the inverse ratio of two to one ; that is
to say, if the temperature is raised two degrees, the specific
gravity is lowered -1. It will be seen that during the winter
months the specific gravity of the petrol may be from I'O to 1*5
greater than during the warmest part of the year.
CABBUBETTER.
The carburetter mostly in use is the Daimler type, Fig. 3.
This consists of two essential parts, namely, the float feed and the
mixing chamber. The petrol is either forced by air pressure into
the float chamber, or the petrol tank is placed higher than the
carburetter so as to ensure gravity feed. A constant height of
petrol is maintained in the float chamber by means of a needle
valve which passes through a tube in the float. The needle valve
is operated by a small link motion, so that as the float rises the
needle sinks, and so closes the opening to the petrol tank. The
valve is set to keep the height of the petrol about ^ of an inch
from the nose of the jet in the mixing chamber. The air opening
to the mixing chamber is below the jet, so that the inrushing air
carries with it the petrol spray from the jet on its way to the
engine. This is one of the simplest forms of carburetters. Many
devices have been introduced to insure the pulverization of the
petrol by impinging it against serrated cones and periorated
diaphragms, but they do not appear to give any better result than
the system just described, Pig. 4. To overcome the difficulty
arising from a variable atmosphere, it is usual to fit an air-,
regulating lever. This also is useful when a variation in the
quality of petrol takes place, and, as a rule, the motor will start
better on a rich mixture, this being obtained by partly closing the
air intake.
It has been found that the air opening should vary as the speed
varies, and although many attempts have been made in the past
to insure a variable air opening controlled by the speed of the
engine, the point does not appear to have had the attention it
deserved until the introduction of the *' Erebes " carburetter. In
MOTOR CARS 243
this device a oonstant air opening is fixed sufficient to run the
engine at about 200 revolutions per minute, and as the speed
is accelerated the area of the opening is increased by means of
a piston valve controlled by a spring of suitable tension. As the
speed increases, and more air is required by the engine, the piston
valve is pulled further and further through its cylinder, opening
suitable air ports on the cylinder walls ; thus the area of the air
supply is governed by the piston speed of the motor. This device
permits the engine to be run quietly at a very slow speed, and
insures the maximum power being given off at any speed between
the maximum and minimum, owing to the fact that approximately
the correct mixture of air and petrol is maintained. It will be
observed that the success of the device depends to a large extent
on the tension of the air-inlet valve-spring, Fig. 5.
Other devices are constructed on the theory that correct mixture
at all speeds can only be obtained by introducing an attachment
which will vary the petrol, supply as well as the air supply. This
is done in one way by fitting a needle valve into the petrol jet,
the air inlet being through annular ports surrounding the jet.
These ports are covered by a flat-faced valve of suitable shape to
allow the mixture to pass through it. The top end of the needle
valve is fixed to the air-inlet valve, and operates witb it. Fig. 6.
When the suction stroke takes place the air valve is forced from
its seat ; at the same time the needle valve in the jet is lifted.
When the piston reaches the end of the suction stroke, the
air-inlet valve immediately returns to its seat, bringing with it
the needle valve, and closing the petrol jet. This system has
something to recommend it, for when running at a slow speed with
reduced air-inlet area, there is a tendency for too much petrol to
be drawn from the jet, and this results in a deposit being left on
the sparking plugs and valves, showing a waste of petrol when the
area of the air inlet only is made variable.
Some carburetters are in use (chiefly in America) without a
float feed. Such a carburetter consists merely of a casting con-
taining a mushroom valve held on its seat by a spring of suitable
244 MOTOR CARS
tension. The inrushing air forces the valve open from the valve-
seat. A small hole is drilled through the valve-seat into a boss,
which is piped up to the petrol tank. This boss contains a small
screw valve for the purpose of regulating the supply of petrol.
This is perhaps the very simplest form of carburetter in use, and
certainly for launches it would appear to have advantages over
any other. The petrol cannot overflow the jet, as it may do in
the float-feed type should there be a sea running, Fig. 7.
All carburetters should have a heating jacket round the mixing
chamber, as the intense cold caused by evaporation freezes the
moisture in the air, and so chokes up the working parts of the
device as well as the air opening. As a rule, heated air obtained
from the vicinity of the exhaust pipe is taken into the intake pipe,
and this is a very good practice. On some carburetters the mouth
of the intake pipe is belled out, and covered with a fine wire gauze
for the purpose of straining the moisture from the air before
entering the carburetter.
IGNITION.
The system fitted on the large majority of cars is known as the
high-tension system. Many types of storage cells are in use.
Generally two cells are adopted, giving 4 volts and from 10 to 50
ampere hours. To obtain the spark at the firing plug, the current
is conducted through a make and break device fitted on the half-
time shaft of the motor. This device consists of a ring of wood
fibre into which metal strips are fitted, having terminals to which
storage cells are wired. The current is then conducted through
the induction coil fitted with trembler blades, and from it to the
sparking plug, the circuit being completed through the engine.
This system requires little attention beyond being kept clean.
The platinum points on the trembler blades require filling from
time to time. The metal plates in the make and break bum just
at the point of breaking contact. This can easily be remedied by
skimming up in the lathe. The cells can be recharged through a
16 C.P. lamp. The platinum tips of the sparking plugs also
require cleaning occasionally.
MOTOR CARS 245
Magneto ignition is often fitted, but in the majority of the
designs the moving mechanical parts are very small. This is a
source of trouble, and no doubt is the reason why the system has
not been more generally adopted. A shield, having slots cut in it,
is mounted between the magnet and the armature, and is made
to oscillate by means of a small crank or eccentric on the engine
shaft. The shield interrupts the magnetic lines from the magnet,
and as it oscillates the current is alternately made and broken,
the current being conducted to a make and break device in the
cylinder head, Figs. 8 and 9.
THE ENGINE.
Credit is due to the late Herr G. Daimler for the design of the
type of engine, which, in modified form, is fitted to the large
majority of modem motor cars. It belongs to the Otto-cycle
type. As placed on the market it was fitted with lamp ignition.
This is now practically discarded by makers, because, in the first
place, there was a danger of fire, and no doubt a number of cars
were burned through it ; and in the second plac9, the point of
firing in the cylinder was fixed. Electric ignition overcame both
these difficulties. To govern the engine, fly-weights were used
operating hit-and-miss pauls, which, in their tarn, operated the
exhaust valve. This system got out of order too easily, and was
very noisy. Greater reliability and quieter running was obtained
by transferring the cutting out of the engine to the induction pipe.
This was done by allowing the fly- weights to operate a butterfly
valve in the induction pipe. A great many manufacturers are
now controlling in this way. The difficulty of running the engine
slowly when the car is stationary, and the hunting of the governor,
are the chief objections to this system. Engine control is now
transferred to the carburetter, as has already been described. The
difficulty of preventing the engine from racing when the load is
suddenly taken off, is managed by fitting an attachment between
the clutch foot pedal and the control lever on the carburetter, so
that, as the clutch pedal is depressed, the gas supply of the
engine is cut down. To overcome this difficulty, governors are
246 MOTOR CARS
also fitted operating piston valves in the induction pipe, or
sometimes a variable lift is given to the inlet valves, which
may also be controlled by a governor.
The weight of the engine per horse power is perhaps the most
important factor in motor car design. In some quarters high
speed has been condemned, but if the engine has not been com-
plicated with two cycle devices, then acceleration of speed would
appear to be the only road open to increased efficiency per pound
weight. Already the lift and the area of the valves, also the best
position for them in the cylinder head, has had the mostt»reful
attention of designers.
To build high speed engines satisfactorily is merely a question
of design, material, and workmanship. At first protests were loud
and long against running at 1000 revolutions per minute by those
who ran their engine at 750 revolutions. Now the latter speed has
been accelerated to 1000, and the 1000 to 1500, so that what is con-
demned to-day by some to be a high speed, is accepted to-morrow
by others. Progress must not be trammelled by mere opinions.
High-speed engines have been running for years without any signs
of undue wear. They have been built by people who know their
business, and whose practice is based on experience.
A comparison of surface speed of the modern locomotive with a
petrol engine running at 1500 revolutions per minute will be
interesting. A locomotive running at 60 miles per hour, having a
26-inches stroke and a driving wheel 6 feet in diameter, has a
piston speed
60 X 5280 X 4^ 1 oi o o r i. -4.
= _^ TrTiT^ ^= 1213-3 feet per mmute.
bO X lo'oo
A petrol engine running at 1500 revolutions per minute, having
a stroke of 120 m/m, has a piston speed
^4-724x2x1500 ^ ^^^ ^^^ ^^
12 ^
It is thus seen that the piston speed of the high-speed petrol
engine is actually 33*3 feet per minute slower than that of the
modem locomotive.
MOTOR CARS 247
In oomparing the surface speed of the crank shaft bearings, it is
foand that when the locomotive engine is running at 280 revolu-
tions per minute, and the crank shaft is 6^ inches in diameter,
that the surface speed is
20-42 X 280
12
= 476*46 feet per minute.
The petrol engine having a IJ inch nickel-steel crank running at
1500 revolutions per minute, has a bearing surface speed
= 1'^^__^ >-59?. = 441-25 feet per minute.
12 ^
So that surface speed of the crank shaft bearings in high speed
petrol engines is 35*21 feet per minute slower than is found in
modem locomotive practice.
Objections are raised to the high speed engine on the ground of
excessive vibration. When the car is standing, and the engine is
not well governed, then vibration is excessive. But the latest
controlling devices, when the engine is running on light loads,
practically overcomes this objection. When the car is in motion
with the highest gear, the vibration from the engine transmitted
through the frame is practically nilf the speed of the car acting as
a fly-wheel ; but in hill-climbing, with the low gear, this action is
decreased and vibration is felt. The best remedy for this would
appear to be the multiplication of cylinders. Already some makers
have placed six cylinder cars on the market to meet the demand
of those who wish to drive under ideal circumstances, and who
can afford to pay for the luxury. Practice has proved that good
results are obtained when the stroke is one-fourth greater than the
bore. A slightly greater proportionate length of stroke may be
used with advantage, the speed of the engine being maintained by
opening the exhaust valves early. There is no exact data yet
to show if any gain results in making the stroke much longer than
the proportion indicated. No doubt this proportion shows greater
efficiency than when the bore and stroke are equal. As a general
rule, it way be taken that the longer the stroke in proportion
248 MOTOR CARS
to the bore, the earlier the exhaust-valves must be opened, bat,
as the stroke is increased within limits, greater advantage can be
taken of expansion.
If it is desired to run the engine up to 1500 revolutions per
minute, the exhaust-valve should be set to open early. An
ignition which can be advanced and retarded should be fitted, so
as to enable the engine to be started, which can only be done
with safety when the ignition is retarded. After the engine is
started the ignition can be gradually advanced, and when 1500
revolutions per minute is reached, it will be found that the contact
in the commutator is being made really before the piston arrives
at the top of the stroke. These points are shown on Fig. 10.
A two-cylinder engine, having a bore of 90 m/m and a stroke of
120 m/m will give 11 b,h.p, at 1500 revolutions per minute.
Taking the efficiency of the engine to be 80 per cent., its lh.p. is
13'75, which gives a mean pressure of 62 pounds per square inch.
The compression before ignition is 60 pounds per square inch,
which runs up to 150 pounds per square inch at the point of
firing. The weight of the engine is 194 pounds, or 17*7 pounds
per horse power.
It is well here to note that the motor is seldom accelerated to
the maximum speed under ordinary running conditions, and that
the speed continually varies according to the nature of the roads
and traffic. Figs. 11 and 12 show a 3-cylinder petrol motor of
the standard type. •
LUBRICATION.
Excellent results have been obtained from the splash system,
fed from a sight-feed lubricator fixed on the dashboard, which can
be set to give any number of drops per minute. Pipes are led to
the main bearings, and also to the bottom of the cylinder, so as to
drop on to the connecting-rod ends. Oil of sufficiently high
vaporosity and flash point can now easily be obtained. An
inspection door is usually fitted to the side of the crank chamber,
and the oil should be fed by the lubricator so as to compensate
MOTOJ^ CARS 249
for that used, keeping oil high enough in the crank-chamber to
touoh the connecting-rod ends. Catch pockets are fitted on all
bearings to ensure lubrication by the splasb.
COOLING AKBANOEMENTS.
At first water tanks were fitted holding from 10 to 20 gallons,
and the water was circulated through the cylinder jacket by means
of a pump, but satisfactory results were not obtained until a
radiator was fitted. This consists of a coil of copper pipe, having
radiating gills soldered to it about every ^ of an inch, and, as a
rule, from 4 to 6 feet of this pipe is used per horse power.
The type of radiator known as the honeycomb has now become
popular. This consists of a properly designed tank which forms
the front of the motor bonnet, into which is soldered a nest of
square tubes, held apart at either end by a square wire
about ^0 of an inch thick. The water runs through the spaces
between the tubes, and the cooling is assisted by a fan driven
off the engine shaft immediately behind the radiator. This
creates an air current through the square tubes. On the whole»
the system can be said to be very satisfactory, although at
first the tubes leaked very badly, but their manufacture has been
improved. The space round the outside of the nest of tubes forms
the water tank, so that a tank under the car is dispensed with.
Of course, objections can be taken to the fan on the ground of
increasing the working parts. A pump is also used in this system
to circulate water, Fig 13.
The Thermo-syphon system, although it has proved its efficiency
over and over again, has met with a deal of opposition. It
is alleged that when fitted the engine will overheat, and that the
water will boil away in a short journey ; and further, that the
engine will not develop so much power.
As the adoption of this system simplifies the motor car, it ia
worthy of full consideration. To ensure circulation the water tank
is placed above the cylinders. A water pipe or tank surrounds the
engine top and bottom, which also forms part of the engine bonnet.
The two pipes or tanks are joined by vertical cooling pipes about
250 MOTOR CARS
10 inches in length, and on a 10 h.p. engine there may be 48 pipes,
the bottom horizontal tank or pipes being connected to the bottom
of the engine water-jacket. This forms a complete circuit for the
water, which, as it becomes heated rises into the top tank and falls
through the vertical cooling tubes entering the engine-jacket again
at the bottom.
In the " Argyll " system, when the car is being hard driven, the
temperature in the top tank rises to about 130 degrees F., the
bottom tank will then register about 100 degrees F. Fifty-two
pounds of water is carried in the system, and at this variation of
temperature the water rises at the rate of 3*71 lbs. per minute,
therefore the whole of the water will be circulated in 14-18
minutes. There is 40 feet of f of an inch pipe or 4 feet per
horse-power. The cooling surface is 6*49 square feet.
The system depends on slow circulation through the vertical
pipes for efficiency* The quantity of water which rises into the
top tank due to the heat of the cylinder is practically constant,
and if this is allowed to fall through double the number of vertical
tubes of equal length, the water will pass through at half the speed
allowing double the time to cool, Fig. 14.
Public trials have demonstrated its efficiency beyond all doubt.
In the month of May last year, a car fitted with one of these
bonnets was driven in the Automobile Club's trial from Glasgow
to London, only making one stop at Leeds, without adding a drop
of water. Also in the Thousand Miles Reliability Trials, organised
by the Automobile Club and held round London, a car was driven
the total distance without adding water. This is probably the
longest distance ever yet accomplished by a motor car without
replenishing the water tank. Also it is to be noted that a French
car fitted with this system did the fastest time from Paris to
Vienna in the great race held in 1902. This answers in full the
arguments used against the system.
FRICTION CLUTCH.
The weight of the engine per horse-power and the speed at
which the horse-power is obtained practically determine the
MOTOR CARS 251
dimensions and weight of the whole of the remaining parts of the
car. Through a well-designed friction clutch of 11 inches
diameter 12 H.r. at 1,500 revolutions per minute can safely he
transmitted. The angle of the conical face of the clutch should
be 12 degrees, and the spring should exert a pressure of about 115
pounds. Clutches having this relation of diameter to power are found
to give very satisfactory results, and require little or no attention.
The rim of the fly-wheel is coned out to the required angle. The
male portion of the clutch faced with leather is held up to its work
by means of an open spring. An attachment to the foot pedal
overcomes the spring, and withdraws the clutch when the foot
pedal is depressed. The chief objections to this clutch are the
continual end thrust when the car is in motion which must absorb
power, and the difficulty of obtaining a flexible joint between the
clutch and the gear box. These are overcome when the clutch is
made self-contained, by boring the rim of the fly-wheel out parallel
and inserting a ring containing the leather-faced clutch coned in the
opposite direction. The ring is fixed in the rim of the fly-wheel
and the leather-faced male portion of the clutch is mounted on the
engine shaft. The open spiral spring is inside the fly-wheel forcing
the male portion outwards into the taper ring, so that the spring
is exerted between the boss of the fly-wheel and the male portion
of the clutch. Therefore no end thrust is transmitted to any
bearing when the car is in motion. When the foot pedal is
depcBSsed the male portion of the clutch is forced into the fly-wheel
against the spring, when, of course, end thrust takes place without
loss of driving power. A ball bearing is provided, in"yhich the
end of the spring is fixed and revolves with the fly-wheel, when
the motion of the male portion of the clutch ceases. The engine
shaft extends only to form the bearing for the clutch, and the
power is transmitted to the gear box by means of a universal
sliding-joint. This form of clutch gives excellent results when the
diameter is kept large enough, so that only a comparatively light
spring may be used, thus avoiding the danger of burning the clutch
leather, Fig. 15.
252 MOTOR CARS
GEAR BOX.
The system most commonly in use is known as the '* Panhard "^
type. It consists of a train of toothed wheels driven from the
engine through the friction clutch. Over this a square shaft is
mounted carrying another train of toothed wheels. These wheels
bear suitable ratios te one another, and are so placed that only one
pair can be in gear at a time. The row of wheels on the square
shaft are all mounted on a sleeve, which can be moved along the
square shaft, and is operated through mechanism by the change
speed lever placed convenient to the driver. The reverse is
obtained by means of an intermediate wheel driven from one of
the fixed wheels. One of the wheels in the sliding sleeve is made
of suitable size to gear with the intermediate when the reverse is
required. The whole is contained in an aluminium box and runs
in grease.
This system requires a very large gear box; the shafts are
usually so long that they spring under the load, especially when
starting, and so cause the teeth to chatter. Often a ratio in the
wheels of 4 to 1 is required, so that to keep down the overall size
of the box sometimes the driving wheel is made too small, Figs.
16 and 17. To overcome the difficulty of long shafts some
makers have adopted two sliding sleeves carrying gear wheels.
In this way it is possible to arrange the wheels closer together,
although a more complicated mechanism is required to operate
them. It is sometimes done with a cam movement.
Serious objection has been taken by many to the wheels sliding
into gear across the face of the teeth. It may not be considered
mechanical, but it enables a very simple change-gear mechanism
to be built, and when it is carefully handled much less damage is
done to the teeth of the wheels than one would suppose.
A change gear is made with all the wheels running in gear. A
deep slot is cut in the shaft on which the train of wheels run idle^
and into this a disappearing feather is fitted ; the feather being
forced up into the keyway, cut into the wheels to receive it, by
means of a spring. A washer is placed between each wheel to
MOTOR CARS 253
prevent the possibility of the feather engaging two wheels at the
same time. The chief objection to this gear appears to be the
load thrown on the moveable feather.
Change gears operated by friction clutches are also adopted by
some makers, but they have always been made too small in
diameter, and if made large enough the gears would be much too
bulky. To get the clutches to work sweetly and to take the grip
they really ought to be as big as the main clutch in the car. Other
makers are using square-jaw clutches. This overcomes the
objection of sliding the wheels across the face of the teeth, and as
the gear fitted to the ** Argyll " car is of this type, I am best
acquainted with it, and it might not be out of place to describe it
here.
This gear is designed to secure lightness, short shafts, and to
keep the wheels always in gear on the two speeds which are
continually being used. The slow speed which is only used for
extraordinary hills is made to slide across the face of the teeth as
in the ** Panhard" type. The size of the wheels are kept down
by mounting the slow speed on the countershaft, which runs at
half the speed of the engine, so that gear wheels of a ratio of 2
to 1 are only used, the fast speed being driven direct without
reduction. The countershaft runs at half -speed and drives the
medium-speed pinion, on which is cut the medium-speed clutch.
To avoid smashing the clutches when changing the gears a spring
lever is fitted which shoots the clutch in at the proper time.
Before changing gears the main friction clutch is withdrawn to
take off the driving strain. (This practice is followed in all
systems.) In this gear the coimtershaft is mounted alongside the
main shaft, enabling the lid to be easily detached and the gear
wheels taken out without crawling underneath the car. This
arrangement also allows the change-speed lever to be moved in a
T-slot, so that the lever goes to a full stop when engaging either
of the three speeds. This is an advantage when driving in the
dark. Figs. 18 and 19.
All gears now fitted to cars are contained in an aluminium box
22
254 MOTOR CARS
and run in grease, the bearings being provided with oil-conducting
grooves. Oil replenishment is either done through a hd on the top
of the gear box or from a reservoir on the dash board fitted with a
pump for forcing the thick oil into the box. Great trouble was at
first experienced in getting the gear wheels to stand, but steel
makers have overcome this difficulty by finding a mixture suitable
for the work. The shafts in the gear box are often made from
nickel steel.
There are now two systems for transmitting the power to the
driving wheels striving for supremacy. They are known as the
chain drive and live-axle drive. No actual tests have been made
to prove which is the more efficient, there being many difficulties
in the way of arriving at even an approximate result. In the chain
drive the power from the gear box is transmitted through a pair of
bevel wheels to a countershaft hung across the car. The counter-
shaft is fitted with a differential gear, and on either end is mounted
the chain sprockets. Chains transmit the power to the chain
wheels, which are bolted to the driving wheels of the car, Fig. 20.
In the live-axle drive power is transmitted by means of a universally
jointed propeller shaft to the driving bevel pinion mounted in the
case which surrounds the live axle. In fact, the live axle is
merely an enlarged countershaft made to serve as the rear axle,
the driving wheels being mounted on either end, Figs. 21 and 22.
It is claimed for the chain drive that being direct it is more
efficient, that it is a flexible drive, and that it can be made stronger
than the live axle.
Regarding efficiency ; in comparing two cars of equal power the
bevel gears which drive the countershaft on the chain-driven
system transmit an equal power, and therefore the same frictional
loss will take place, and whatever power is absorbed by the chains
will be in excess of the power lost in the live- axle drive.
With respect to strength, it has to be admitted that a greater
proportion of the failures up till recently occurred in the live axle.
Makers have now strengthened the weak parts, and in many
cases adopted nickel steel, with the result that they are now as
MOTOR CARS 255
reliable as solid axles. The claim that the chain is a more flexible
drive appears to be fallacious, as it is known that chains stretch.
They are not elastic, however, and stretch permanently. It must
be noted that the live axle being hung on long carriage springs much
of the shock from sudden starting is absorbed, and when a well-
designed friction-clutch is fitted there need be no shocks whatever
thrown on the driving gear when starting. Some makers, to over-
come this objection, have fitted a spring drive to the propeller
shaft, but this is an unnecessary complication.
Chains are never covered in as they sometimes break. If a
covered chain broke, in all likelihood it would get caught and tear
the cover right off the car. A car ran in the Thousand Miles
Reliability Trials, held last year, fitted with chain guards. They
appear to act very well, but it is not likely that a chain has ever
broken inside one of them yet. When not covered the chains get
into a filthy state, and the grit from the road soon grinds both the
teeth of the sprockets and the chains themselves. Tight places
and slack places are sure to result, causing a great deal of the
noise which is made by the modem chain-driven car. Live axles
are now made of ample strength. Some are run on ball bearings
while others run on roller bearings. The end thrust from the
bevel drive is always reduced to a minimum by fitting an end-
thrust ball bearing. The teeth of the bevel driving wheels are
planed from steel stampings, which are afterwards hardened. All
the bearings are of hardened steel, and the whole axle is encased
80 that not a particle of dust can get in. The case is filled with
thin grease, and the teeth being cut in a perfect manner run
noiselessly.
Three years ago it was said by many that live axles were only
suitable for very light cars to carry two people. To-day they are
being fitted to the largest pleasure cars built, and continue to gain
in popularity, Fig. 23.
FRAMES.
The heavier car frames were at first made of channel iron.
This gave place to the wood frame, with inside filch plates fixed to
256 MOTOR CARS
the side of the wood runners to stiffen them. A number of makers
used tubular frames, the tubes being led into malleable cast iron
joints and brazed together in the same manner as a bicycle frame.
The wood frame with steel filch plates makes a very satisfactory
job, and it has the advantage of being cheap to make, but makers
are gradually 'adopting hydraulic pressed-steel frames of Q section.
The w^eb is deep in the centre, and tapers off in a curve to
either end, where brackets are bolted to receive the spring ends.
Fig. 24. Another fmme is made in inverted \J section. The two
webs in this frame are also left deep in the centre, and the sheet
steel is cut of suitable shape, so that when it is bent over, pockets
to receive the springs are formed on the ends. This frame
overcomes the need for end brackets, and w^ill stand a greater dead
load than the channel section, Fig. 25.
Both the wood and tubular frames are apt to sag in the centre.
The pressed frame keeps straight, and it is also light. Objections
have been raised to it on the ground that if the car to which it is
fitted met with an accident, in all probability the frame would
become useless. Sometime ago I met with a bad accident on a
car fitted with a steel frame. The car, through a side slip, ran into
a w^all. The front extension which carries the front spring was
bent right in, the front axle being practically torn from the car.
Afterwards the frame was heated, and pulled out to the proper
shape in three-quarters of an hour. I am of opinion that had this
been a wood frame, the wood would have been splintered and one
of the runners at any rate rendered useless. The pleasure car is
now built wnth a long wheel base which allows long springs to be
fitted, so that a rough road may be covered at a high speed with a
degree of comfort which was impossible in the days of short wheel
bases and short springs. The springs should also be flexible.
The French manufacturers make a lighter and more flexible spring
to carry the same load, and this spring appears to keep shape
better than those of British make.
AXL£S.
The axles for the majority of cars built in this country are still
MOTOR CARS ' 257
jnade in France and Belgium. Special plant has been laid down
to meet the enormous demand for forged axles. Where the live-
axle drive is adopted, however, they are made in the home factory ;
the axle proper being made from nickel steel bars and the casings
from weldless steel tubes, the whole being a machine shop job.
SuflScient attention has not been given to the possibilities of the
tubular front axle. This is easy and cheap to make, and certainly
gives as good results as the solid forged axles ; it has also the
advantage of being lighter, Fig. 26.
WHEELS.
These are now exclusively of the artillery pattern. Wire wheels
have been fitted to many cars, but the lateral strain thrown on
them when turning corners at high speed has caused them to
collapse, and only very few makers are now fitting them. No doubt
they can be made to stand by keeping the hub flanges far enough
apart, and using a thick gauge of wire, but the one great objection
to them is the difficulty of keeping them clean.
TYRES.
There can be no doubt that pneumatic tyres have made it
possible to very considerably reduce the weight of the car, and
also have been one of the chief factors in attaining high speed, as
they reduce the resistance very materially. The chief objection,
of course, to their use is the liability to puncture. Buyers of cars
fitted with solid tyres use them because they wish to be absolutely
safe from punctures, and they do not wish to travel fast. With
pneumatic tyres punctures are of very rare occurrence at any
speed up to 18 miles per hour, and a great deal more comfort is
found in driving; besides, the car will run more economically,
will climb hills better, and the saving to the axles and mechanical
parts of the car is very great. Naturally the greatest gain can be
obtained from pneumatic tyres when the car is specially designed
for them, as the lighter the car is the longer the tyres will last,
besides being less liable to puncture.
A great mistake has been made in fitting tyres of too light a
section, and to nearly every type of car there is a marked tendency
25*8 MOTOR CARS
now to fit heavier tyres. This in a large measure will overcome
the objections that have been raised. There can be no doubt,
however, that the surface of some roads are very much harder on
tyres than others, but the road question appears to be absorbing
attention in the proper quarters, and there is every reason to
believe that the roads will be put into a better condition in the
near future, This is a matter for congratulation, as the road
question and mobor cars are very closely allied.
CONCLUSION.
Having given a brief description of the various parts of the
motor car it may be interesting now to deal with it from a
general point of view. Although the most of my remarks apply to
all petrol-driven vehicles, still they apply most particularly to the
pleasure cars. On many important points no reliable scientific
data can be found, and it may be said that the modern motor car
is the result of experience and experiment. For example, the
amount of vibration and shock that is absorbed by the springs and
pneumatic tyres can only be approximately ascertained ; further,
the road surface continually varies, and it is sometimes necessary
to run over very rough roads with depressions in them quite 4
inches deep. To be strong enough to stand this and to be also
light enough to carry four or five people at an average speed of 20
miles per hour is a marvel to many engineers. The secret is
found in the weight per horse-power. Many pleasure cars are
now built which only weigh 1 cwt. per horse -power of the motor.
As the power required to climb hills increases in a direct ratio to
the weight of the car and the load, an enormous advantage is
gained by keeping the car light. Of course the reliability must
not be sacrificed, but special materials of the most suitable quality
must be used ; aluminium wherever possible and steel of different
mixtures best suited for the various purposes. The speed at which
the engine shaft is running when giving off full power practically
determines the weight of the whole car. It is, therefore, of the
greatest importance that every encouragement and assistance
should be given to the development of the high-speed engine.
MOTOR CARS 269
The weight of the oar per horse-power determiues its efficiency as
a hill climber, and it also determines the cost of running per mile
for tyres. There can be no doubt that where the mechanism is
properly looked after the tyre bill is one of the biggest items.
At present improvements appear to lie along the line of
acceleration of engine speed and reduction of weight. These two
factors demand simplicity. Any of the known systems of two-
cycle engines with their complicated valve gear and compression
devices, require such heavy plant that there does not appear any
hope for them ever being adopted in motor cars. Mere weight
does not mean reliability, and it is certainly disastrous to efficiency.
A combination of reliability and efficiency can only be found when
every part is designed in the simplest possible manner, and the
metal distributed to the best possible advantage. A careful
selection of the most suitable material for the purpose must be
made ; and further, the car must be considered as a whole in order
to get a proper distribution of strain and vibration. On the top of
all this a very high standard of workmanship is absolutely required.
Engineers complain that motor cars are too light ; it is a very easy
matter indeed to make the parts heavy. In doing this, efficiency is
destroyed. All the experience of designers has been concentrated
in an effort to obtain reliability without sacrificing efficiency.
The gearing of the car is sometimes objected to, but when it is
remembered that four times the power is required to take a car up
hills met with, it would appear that the gearing is preferable to
such an increase in the size of the engine.
The advertised horse-power of cars is at the present time no
guide to the purchaser, While makers have arrived at this factor
in different ways, still, if only the brake horse power were given, it
would not be a reliable guide, as the efficiency of transmission
and the weight of the car would still require to be taken into account.
Besalts in public tests are also to some extent misleading, as
excellent cars sometimes perform badly through a minor temporary
defect. This fact was clearly demonstrated in the Thousand
Miles Reliability Trial recently held, where marks were lost for
260 MOTOR CARS
every minute occupied in cleaning or. making adjustments to the
car, with the result that many cars were not seen to the best
advantage, especially in the speed and hill-climbing tests.
If a quarter of an hour is given to the car before starting in the
morning, there is now very little fear of even a slight stoppage in
a day's run. Of course, cars that run through such public tests
w^ell deserve all the credit they get.
Through discussions in Institutions such as this, the science
of the motor car will be evolved, and one day written. The
industry has made very rapid strides. It is difficult to realise that
it is only from four to six years ago since the early types of the
well-known cars were built in this country. At first the public
sneered) and showed no belief whatever in the movement. As
cars became better, cries were heard that they should again be
abolished, but to-day we hear very little sneering at breakdowns,
and have the satisfaction of knowing that tiie majority of the
public recognise the fact that the motor car has come to stay.
Credit for this is due, in the first place, to the men who have
mastered the mechanical details, and placed the motor car as a
useful vehicle practically beyond reproach ; and, in the second
place, to the organisers in the Automobile Club, who have never
wearied in their endeavours to show its possibilities to the public.
The best augury for the future is the fact that all youths display
a passionate interest in motor cars. As a nation we are un-
doubtedly becoming more and more mechanical. Prejudice, so far
as automobiles are concerned, does not appear to exist in the
rising fi^eneration.
I have not referred to the delivery van, because, so far as the
petrol vehicle is concerned, no organised attempt has yet been
made to prove its efficiency. Tnals are to be held this year,
and no doubt in a short time a large percentage of the goods passing
through our streets will be earned by means of motor delivery vans
and wagons. For loads above two tons, doubtless steam will
be largely used, but not for the pleasure vehicle. Direct
application of fuel in the petrol car as now designed, where silent
MOTOR CARS
261
and steady running can be obtained, appears to be so simple and
easy to manage that the steam car as at present constructed
cannot compare favourably with it.
Glasgow is well equipped with all the necessary requirements to
take advantage of the possibilities of this new industry. In
Glasgow, perhaps better than any other centre in the world,
engineering practice is understood, and for these reasons I have
confidence and great pleasure in recommending to you a serious
study of the motor car.
Discussion.
Mr T. Blackwood Mubray, B.Sc. (Member), thought the title
of Mr Govan's paper was a little misleading. It might more
properly have been designated a paper on ** Internal Combustion
Petro Motor Cars," as it did not touch upon steam or electrically
propelled cars, in both of which fields a great deal of splendid
work had been done in the past few years. Already the subject
was so large, and so many types of cars were on the market that
the consideration of any one of the organs of a motor car would
provide ample material for a most interesting paper. Probably no
other piece of mechanism had proved more attractive to modern
engineers or had received more attention from designers in the
last few years. The subject was obviously a most interesting
one. On page 244 of the paper, it was stated that the wire gauze
over the inlet pipe strained the moisture from the air before
entering the carburetter, but he scarcely thought it could have
any appreciable drying effect on the air, as the velocity of the
entering air was cpnsiderable, and any moisture caught upon
the gauze during one stroke would be carried into the engine by
the succeeding suction stroke. The gauze screens, however,
prevented road-grit and the larger particles of dust being carried
into the engine. Eespecting the question of ignition, he thought
it would have been well if Mr Govati had pointed out that the
accumulators could only be charged off a continuous current
circuit through a lamp as a resistance ; further, the size of the
262 MOTOR CARS
Mr T. BlAckwuod Murmy.
lamp should be chosen Tvith due regard to the voltage, for a
16 G.P. lamp on a 100 volt circuit took 2} times the current
required by one on a 250 volt circuit, which meant that the
charging of the cells would take 2^ times as long with the latter
pressure. With high-tension ignition, as usually employed and
as described by Mr Govan, it was necessary to have an advancing
and retarding arrangement. The chief necessity for this arose
from the fact that, in this system of ignition there was a
considerable lag or lapse of time between the making of the
contact by the commutator in the primary circuit and the passing
of the spark in the secondary circuit which ignited the charge.
This lag was due to the time taken, after the primary circuit was
completed, to magnetise the coil and to attract the trembler and
break the primary circuit, whereupon the spark occurred in the
secondary circuit. It was to compensate for this lag that it was
necessary to advance the spark, or, as it should rather be
expressed, to complete the primary circuit earlier. Where
ignition was obtained by a make and break inside the cylinder,
as in magneto ignition, this time lag might be almost entireh'
eliminated and it was then found that a very small advance was
necessary to get the maximum results. Owing also to the fact
that it was necessar\' to have a certain angular velocity on the
engine to generate the current for ignition from the magneto, it
was quite permissible that the spark should take place, even
at starting, slightly before the dead centre. As the momentum
of the fly-wheel was ample to ensure that the crank would be
within the dead arc by the time ignition had taken place there
was therefore no possibility of a back kick. It was most important
that the ignition should take place at a proper period of the cycle,
and this point could best be determined in the test-shop, where
the B.H.P. of the engine could be accurately measured and
indicator diagrams taken at the same time. When this point had
been determined for the various speeds of the engine, it was
certainly desirable that maximum eflBciency should be secured by
arranging for the ignition to be automatically advanced and
MOTOR CARS 263
Mr T. Bkokwood Mturay.
retarded by a governor fitted to the engine itself, and this was
now being done by some leading makers. The advantages of
magneto ignition over the high tension system were very great.
The former did away at once, with the necessity for batteries or
accomalators, and instead of a multiplicity of high and low
tension circuits, only a single insulated conductor, leading from
the magneto to the sparking plugs, was required. It was easily
understood, as there were no electrical complications to puzzle
the layman, and if properly designed the moving parts need give
no trouble. In the type Mr Govan had described, a reciprocating
form of magneto was shown, and it was obviously a mistake to
introduce more reciprocating parts into a high-speed engine than
were absolutely necessary when the same results could be equally
well obtained by a rotating mechanism, and, as might be expected,
rotary magnetos were rapidly replacing those of the reciprocating
type. Indeed, had they been used all along, and proper attention
given to the design of the make and break gear, high tension
ignition would never have secured anything like the hold it had.
In designing a rotary magneto, it was of course desirable to have
a fixed armature, so that no brushes, commutators, or sHp rings
were required. In the hope that it might interest the members
he had shown in the accompanying three illustrations. Figs. 27,
28, and 29, a magneto of this type. It was a simple alternating
current generator having a fixed armature and rotary magnetic
field. The armature core A A consisted of a soft iron laminated
ring having a wide gap at the lower side, and a reduced portion
at the top side to accommodate the winding F, which consisted
of a coil of fine insulated copper wire, the one end of this coil
being earthed, and the other connected to the live terminal in the
engine cylinders. The field magnet system was keyed to an
extension of the crank shaft D D, and consisted of a phosphor
bronze spider H H, carrying upon it two mild steel pole pieces
G G, which were magnetised by a couple of bar permanent
magnets J J. As the field magnets rotated it was evident that
the magnetic flux would be first in the one direction and then
264
Mr T. Blackwood Munmy.
MOTOR CARS
Fig. 27.
Fig. 28.
Fig. 29.
in the other through the armature coil» thus generating in it
an alternating current. A make and break was inserted in
the combustion space controlled by a simple trip cam, and
the apparatus was so arranged that the break took place when the
current flowing through it was a maximum, and the resulting
spark ignited the charge. The magneto shown was one of the
improvements patented by the Albion Motor Car Co., Limited.
Mr Govan mentioned the difficulty of governors hunting when
the engine ran slowly, but this was purely owing to the fact
MOTOR CARS 265
Mr T. Blackwood Muiray.
that the governors fitted on most engines were quite unsuited
for low speeds, and were only designed to control the engine at,
or about, its maximum speed. This difficulty could be entirely
got over by a properly designed governor, and the engine run
smoothly and steadily with the governor at about 200 revolutions
per minute. Fig. 30 illustrated a new type of centrifugal
Fig. 30.
governor, which he had designed to meet the special requirements
of motor car work, where it was desired to have in the engine a
range of governed speeds from, say, 200 up to 1000 revolutions
per minute. At low speeds the governor acted against a light
spring, F, and as the speed increased it took up a stiffer
spring, H, and these were so proportioned as to give a fairly
straight characteristic between the speed limits for which the
governor was designed. While the centrifugal part of the governor
had a very long travel, the throttle valve was so arranged that a
very short travel sufficed to move it from full-open to closed.
266 MOTOR CARS
Mr T. Bkckwood Mnrmy.
The throttle valve was operated through the lever E, which
moved on a fixed fulcrum pin B. The speed at which the
governor acted was determined hy the relative position of the
throttle valve, and the roller L, and this was controlled by
the driver from the hand lever L by inserting or withdrawing the
wedge W. If the wedge was only slightly inserted the governor
would act at a low speed ; if further inserted, at a higher speed ;
if fully inserted, at the top speed for which the governor was
designed. Thus, the governor migBt be set to hold the car at any
desired speed, or in other words to follow up the desires of the
driver. He was afraid that Mr Govan, in page 247, had fallen into
the popular eiTor which was often seen in semi-technical motor
papers, that the longer the stroke in proportion to the bore the
greater was the advantage that could be taken of expansion.
The amount of expansion depended, of course, solely upon the
ratio of the clearance volume to the volume swept by the piston,
and was therefore independent of the ratio of bore to stroke.
Designers had been mainly guided in their choice of ratio of bore
to stroke by such considerations as making the ratio of the area
of the walls of the combustion space to the volume as small as
possible ; and on the one hand the choice of a large bore and a
short stroke made the frictional losses in the crank shaft
excessive, while on the other hand, a very long stroke was
undesirable, as the connecting rods might not exceed certain
dimensions, owing to overall dimensions being limited. The two-
cylinder engines described on page 247 would, according to his
calculations, with 62 lbs. mean eifective pressure, at 1500
revolutions per minute, only give 11 indicated horse power.
Taking an efficiency of 80%, this gave a b.h.p. of 8*8 instead of
11 B.H.P. as stated by Mr Govan. To give 11 b.h.p. it would
require a mean effective pressure of 77 lbs. per square inch.
With a compression pressure of 60 lbs. per square inch above
the atmosphere, there should be no difficulty in getting an
explosion pressure of 240 lbs. per square inch above the
atmosphere. The pressure of 150 lbs. which Mr Govan
MOTOR CARS 267
Mr T. Blackwood Muny.
mentioDed appeared to him to be very low. As to friction
clutches, it was of course quite possible to make a friction clutch
of the type in Fig. 16, which would exert no end of pressure
when in gear, and, as a matter of fact, this was done by a
number of makers. It was only necessary to insure that the
thrust of the spring was taken up on the crank shaft itself. It
made a much simpler arrangement than that shown in Fig. 15,
as the rim of the fly-wheel might be coned out to receive the
clutch, thus obviating the necessity for a loose ring. As to side
chains, they had had the very important advantage of permitting
the use of a very simple dead rear axle, and they could be quite
efficiently protected without completely covering them in.
Regarding frames, it seemed to him that there could be no doubt
that the channel section if properly stayed to prevent it from
buckling was very much stronger than the \J section. He had
made a rough calculation of two sections bent from the same
plate of steel. The channel gave a moment of resistance of 1*5,
whereas the \J section only gave 1*16. That was to say, the
channel section was 30% stronger than the (J .
Mr John Eiekik (Member) observed that while he could not
enter very much into the discussion of the internal combustion
engine (as he knew little about that class of engine;, he was an
enthusiast in all matters pertaining to steam and the steam
engine. He did not think the internal combustion engine would
carry everything before it. Mr Govan admitted that for heavy
vehicles steam would largely be used, but he should like to ask
him what would prevent steam being used when applied to lighter
vans and small pleasure cars ? It appeared to him that it would
be quite practicable to improve the steam car and make it still
more popular, and this appeared to be so when the comparison of
speed between the steam locomotive engine and the petrol engine
was considered. Steam showed most favourably in the case of
climbing a hill. With steam there would be no necessity for
friction clutches, nor for cutting down the strength of the material
to reduce the weight. Personally, he saw no reason why iron
2G8 MOTOR CARS
Mr T- Blackwood Murmy.
tyres should not be used in future for cheap cars which ran at
a reasonably slow speed, and so dispense with the enormous
expense of pneumatic tyres. It was only necessary for manufac-
turers to take up this branch of the motor car industry to ensure
it being made equally popular if not more popular than that of the
petrol engine.
Mr W. M*Whirter (Member) considered there were many
good points in Mr Govan's paper, and some that, no doubt, would
be considerably amended, or, at any rate, altered. A good deal
had been heard about electric motor cars made in America, but
while there was no difficulty about the cars themselves, there w^as
trouble with the batteries. He had had the pleasure for a good
many years of using a reciprocating steam engine running up to
1000 revolutions, and it was very successful, never giving trouble
of any kind. This was over a period of close on 20 years ago, and
there must have been considerable improvement made in that
time. One point that had a great deal to do with the question of
speed — a point about which Mr Govan said nothing at all — was
not so much a question of measuring the piston speed as of the
number of reciprocations per minute, which, in an electric motor,
was got over entirely. He believed that some day Mr Govan or
Mr MuiTay, or one of those gentlemen who were devoting so
much time to this subject, would produce a satisfactory battery,
when the petrol and the steam cars would be consigned to the
scrap heap. He really thought that the car of the future w^ould be
an electric car, and to bring that about was wholly and solely a
matter of the battery. Some day, no doubt, instead of proceeding
on the lines of reducing the voltage of the accumulator by one-
half, some one would make an accumulator of about 4 volts, and
then the problem would be much nearer solution than it was now.
Regarding ignition, those who had had experience with small
storage batteries knew what a nuisance they were. Mr Govan
dismissed this point very neatly ; he simply said that all one had
to do was to put it on in place of a 16 c.p. lamp, or in circuit with
a 16 c p. lamp. That was very nice ; the button was pressed, and
MOTOR CARS 269
MrW.M'Whirter.
electricity did the rest. Mr Murray hard not gone quite far
enough to tell them the difiference hetween the current required
for 100 volts 16 c.p. lamp and that for 250 volts, such as was
used in Glasgow. Motor car users — he hoped he would be excused
for saying it — were very ignorant concerning accumulators. They
had an idea that all they had to do was to charge an accumulator,
and if they were not charging it quick enough to charge it longer ;
that, however, was a great mistake. There was a certain current
below which any accumulator got very little benefit in the way of
charge, and there was the same danger if too much current were
used. Motor car users ought never to leave their cells uncharged,
although to leave the cells uncharged was a common practice. A
motorist out for a week end might, in returning, allow his car to lie
idle until the next Thursday or Friday, and if the cells were allowed
to run down they would be ruined. On recharging them the
motorist would say that they had come back out of order, and that
the damage had been done at the charging place. The subject of
motor cars was a very interesting one, and it was quite right that
more papers dealing with it should be brought before the Institution.
No doubt Mr Murray was willing and able to give one or two, and
he thought Mr Parker should look after that.
Mr Owen E, Williams B. Sc, (Member) said that at a meeting
of motorists held lately several gentlemen had given the total cost
of running their cars, exclusive of depreciation, to be about 3d
per mile. The cost of the tyres came out at about equal to the
cost of the petrol. Solid tyres meant the loss of a good deal of
comfort, and he did not think that to have solid tyres was
altogether economical. It was pleasure and comfort that motor-
ists seemed to think about. It had been stated in some of the papers
that, a car driven by an engine of 6 horse power, which revolved
at about 1500 revolutions per minute, had travelled 50,000 miles
without undue wear to the engine. He was sorry that nobody
had touched on the matter of Mr Govan's gear box. That
arrangement was considered to be one of the cleverest, as it
enabled three speeds to be obtained with the minimum amount of
23
270 MOTOR CARS
Mr Owen R. WiUiami.
sliding gear wheels. That gear box, he believed, had been awarded
a medal in a recent reliability trial.
Mr James Coats (Member) remarked that, in connection with
the friction clutch, Mr Govan at one part of his paper said : —
** Through a well-defined friction clutch of 11 inches diameter,
11 H.P. at 1500 revolutions can safely be transmitted. . . .
Clutches having this relation of diameter to power are found to give
very satisfactory results, and require little or no attention." At
another part of the paper, Mr Govan went on to say that change
gears operated by friction clutches were adopted by some makers.
He thought that was a very good method to operate the gear with,
because when hill climbing or reversing often the gear wheels got
worn down very quickly, and they had to be renewed. It would
be a good thing if motor builders gave more consideration to the
design of friction clutches. The author said that change gears
operated by friction clutches had always been made too small in
diameter, and if made large enough the gears would be much too
bulky. He understood that there were gears in the market that
did away with the whole of this group of gear wheels. For four
speeds there were eight pinions, and for reversing other two
wheels were required. It would be much better to do away with
Fig. 31.
MOTOR CARS
271
Mr James Cwt«i.
Pig. 32<
all tbese wheels, and the gear with which be was best acquainted
had a friction clutch by which a variation of speed of from 20
miles an hour to a foot an hour could he obtained. Figs. 31 and
32 illustrated this gear.
Mr G. C. Thomson (Member) obser\^ed that Mr Go van, at the
last meeting, in speaking about friction clutches mentioned one^
which, from the description, he took to be the old "Weston brake,
but he found no mention of it in the paper, and he would he glad
if Mr Go van could g'ive some information on that point. He had
found the Weston friction -clutch to give satisfaction in every
case where he had used it.
The Chaikman (Mr E. Hall-Brown, Vice-President) said he was
pretty well acquainted with Mr Go van's ideas on motor car work,
and he bad listened with great pleasure to what he had to say at
the last meeting with regard to his paper. A number of gentlemen
bad criticised the paper, and he thought that possibly some of
these criticisms were just. He did not, ho%vever, think that Mr
Murray was right in saying that the principal reason for having a
variable point at which the spark was passed into the machine was
the lag of the coiJ. This lag was practically constant and tbey
272 MOTOR CARS
Mr E. Hall-Brown.
all knew that in ordinary gas engine work, the speed of the engine
entered very largely into the question of the point at which the
spark should be passed into the mixture, a certain time being
required for the propagation of the flame into the mixture. When
an engine was running at 250 revolutions per minute, the time
occupied in inflaming the mixture bore a less proportion to the
time occupied by the working stroke than when the engine was
running at 500 revolutions per minute, and consequently the spark
would require to take place at an earlier point- of the revolution at
the higher speed. He did not say that the same result could not
be attained in other ways, but he thought that that was probably
one of the most important reasons for providing means for regu-
lating the point at which the spark passed into the mixture. Like
Mr Eiekie, he' did not quite think that Mr Govan's figures as to
speeds of piston and rubbing surfaces were conclusive ; but he
appreciated highly the results which had been attained by these
petrol engines which could be run at speeds of 1500 revolutions
per minute and even higher for very long periods with very little
wear. With regard to the influence of weight on motor car
design and efficiency,, if he did not quite agree with all Mr Govan
had said, he fully appreciated the fact that if a car weighing 15
cwt. could be made as reliable as one weighing 30 cwt. and capable
of carrying the same load, then the lighter car would be much
more efficient than the heavier one ; and he considered that high
class material and careful design had resulted in the production
of some light cars which were actually stronger and more reliable
than some cars of greater weight.
Correspondence.
Prof. Archibald Babr, D.Sc. (Member of Council) considered
that a paper dealing with motor cars in their present state of develop-
ment naturally raised many questions for discussion. The conditions
to be accomplished in the design of motor cars to meet various
needs were so diverse that, progress was necessarily made along
many divergent paths, and the questions as to which of a variety
MOTOR CARS 273
Prof. Archibald Barr.
of systems of providing for any one of the functions of the machine
was best, could only be answered for one type of car at a time,
and then only when all the conditions to be accomplished by the
car were kept in view. Broadly, he supposed cars might be
divided into (a) heavy freight carrying vehicles ; (b) pleasure and
business carriages ; and (c) racing machines. It was to the second
of these specially that Mr Govan's paper referred, namely, such
cars as were used in place of private carriages or cabs or traps.
Of these again the paper dealt more particularly with cars of
moderate size, and any observation of his upon the paper would
have reference only to cars of moderate size, power, and speed,
such, for example as might cost from £300 to ^500, according to
present rates. His experience of motor cars was very limited, but
he had studied the problems involved in their construction. On
page 246 the author raised the question of ** efficiency *' of the
engme *' per pound weight." He did not think that that was a
question of first importance to the purchaser or user of a car.
What the purchaser had to consider (assuming a certain average
weight to be carried, in the shape of passengers and luggage, and
a certain mileage per annum) was what details of construction
would lead to the greatest efficiency in terms of interest on original
cost, depreciation and cost of repairs on the one hand, and on the
other greatest comfort in travelling both with respect to smoothness
of running, and freedom from annoying breakdowns. When
considered in these connections, he could not see that the securing
of a minimum weight of engine per horse power should bulk
at all largely in the mind of an intending purchaser. Certainly
it was not as the author stated '' the most important factor in
motor car design." Taking the cost of a car at, say, £400, and
allowing interest at 5 per cent and a depreciation of 15 per cent,
exclusive of tyres (not an excessive allowance), then the annual
fixed charges would be £80, and even if no driver was kept the
cost of supplies and repairs could not be taken at less than, say,
£30. A very modest estimate of the annual cost of running a
moderate sized car was therefore £110. The weight of such an
274 MOTOR CARS
Prof. Axtthibald Barr.
empty car as was under consideration would be, say, 1800 Ibe, and
adding for tliree occupants other 400 lbs. gave a total weight of
2200 lbs, to carry. Now Mr Govan put the weight of the two-
cyclinder engines, running at fifteen hundred revolutions per
minute, at 194 lbs. say 200 lbs. If the engine were designed to
give the same power at one thousand revolutions per minute the
weight would not probably be more, than 300 lbs. or 6 per cent
extra on the total load to carry. To provide for this 5 per cent
extra power might be required which would hardly at all add to
the total weight. For the same efficiency of engine then the petrol
bill would be increased perhaps 5 per cent, and since the whole
bill for petrol for a year would probably not exceed £20, the extra
cost for carrying the slow running engine might be about £1 per
annum. He would be inclined to spend that extra to have an
engine running at one thousand revolutions per minute instead of
fifteen hundred, and would expect an excellent return in the
reduction of depreciation, and risk of breakdowns. In any case
the cost was very small compared with the total cost of keeping
and running a car. On page 258 the author stated that " The
speed at which the engine shaft is running when giving off full
power practically determines the weight of the whole car." He
failed to see that that was so. Certainly a high speed of engine
would not lighten the car body — a considerable part of the whole
weight — nor materially the weight of the frame, wheels, springs,
main axles, steering gear, and many other parts. It afifected the
transmission gear ; but when it was remembered that the speed,
even in the case of the slowest running engine must be greatly
reduced before the wheels were reached, he could not see that it
would greatly affect even the weights of the transmission gear.
The author should modify such a sweeping statement as that
quoted. Though the figures assumed might not be accepted as a
good average (they were he considered on the lenient side as a
criticism of the author's contention), they would suflice to show
that the weight of the engine per horse power was hardly the
most important question from the user's point of view. He should
MOTOR CARS 275
Prof. Archibald Barr.
therefore be disposed to choose a much slower engine speed than
the fifteen hundred revolutions per minute advocated in the paper.
The question of chain drive versus live axle opened up a large
question for discussion, and he thought it could not yet be definitely
decided. In making a rough estimate of the annual cost of a car,
he omitted the cost of tyres. The author correctly said that the
tyre bill was one of the biggest items in the running costs of a car.
It was the most important question when speaking of cars other-
wise of good sound construction. When one heard of anything
up to twenty punctures in a day, of burst tyres causing nasty
accidents, of long detentions on country roads in bad weather, of
appointments missed, and all the other ills that pneumatic tyres
were liable to bring to their owners, not to speak of something
like doubled cost of keeping and running a car, it should take a
great deal of persuasion to induce any one of the ''moderate
motorist " type to accept a car with pneumatic tyres. No doubt
pneumatic tyres have been greatly improved of late, and probably
country roads may be made better, and loose stones, broken
glass, nails, and other like objects, for which air tubes seem to
exercise a wonderful attraction, would be abolished ; but speaking
to-day of conditions as they were found, alike as regards economy
and comfort, solid tyres were greatly preferred. The chief objec-
tion to their use was that they undoubtedly involved a stronger
and heavier design of car in some features, such as wheels, springs,
frames, and so forth. But even if the car as a whole, would, for
the same security, require to be one-and-a-half times heavier than
a car for like duty fitted with pneumatic tyres, the extra cost of
the car, and of the more powerful engine required to drive it, and
the extra cost of petrol to run it, would only amount to a fraction
of the extra cost of maintenance of pneumatic tyres. From the
point of view of commercial efficiency, therefore, he was convinced
that for cars equally well designed for the two kinds of tyrea
respectfully, the solid tyres were to be preferred, No doubt, the
bicycle was responsible for the vogue of pneumatic tyres in a very
large measure ; but cars were mounted on springs while bicyles.
276 MOTOR CARS
Prof. Axchibftld Ban.
as a rule, were not, which made a vast difference ; and if motorists
looked into the cost of maintenence as well as the initial cost, they
would conclude in favour of solid tyres, even though they might
not have had the experience of what it meant to have a burst tyre
in a blizzard on a country road twenty miles from home. All
would-be motorists of moderate means should read the delightful
reminiscences of Major Watson, in his book on the Modest Man's
Motor. The Institution was fortunate in having a paper presented
on the subject of motor cars at this time, and Mr Govan deserved
the best thanks of the Members for bringing forward the subject
for discussion.
Mr A. S. BiGGART (Member of Council) was, over 30 years ago,
as a boy, deeply interested in a steam motor car made in a small
engineering shop for a friend in Ayrshire. The crude article of
those days had been replaced by the well designed and well made
car of the present day. So far as his observations went, he thought
there was a large field still open for pleasure cars, but the field
open to vehicles for commercial purposes was, in his opinion, very
much greater. The subject was a very wide one, and he trusted
that in the future other papers equally as good as Mr. Govan's,
would be read before the Institution. For some time he had been
directly interested in the work of a steam motor wagon. This had
been used for transporting material from a quarry to the railway
station and other centres. In a case of this kind the quantities
available for transport was large, so that full and regular loads
could be got. The result of the working of this wagon for a very
considerable time was that, the rate of carriage had been reduced
from one shilling to five pence per ton ; after allowing 10 per cent, for
depreciation, interest on capital, and an item for upkeep which more
than covered the cost of any little repair. The wagon had worked
to everyone's entire satisfaction, and he might almost add without
the slightest hitch since it began work some years ago. He quite
agreed with Mr Govan that the local road and other authorities
have to their own hurt, as well as that of the country, kept back
the development of all kinds of cars for many years, and had these
MOTOR CARS 277
, MrA.8.Biggart.
same bodies their own way still, there was little doubt that they
would inflict, on the country districts especially, further injury.
Objections had been raised to the wagon he had mentioned passing
over some of the roads and bridges. The local authorities main-
tained that some of the bridges were too light for its eight tons,
while at the same time they considered them strong enough for
their own fifteen ton road roller to pass regularly over. Further
they got an engineer to report on the matter, and suggested that
the loads should be limited to something like two tons and the
speed to that of a few miles an hour while passing over these
bridges; notwithstanding that very shortly before road metal
was rolled into the road of one of the bridges with a heavy road
roller weighing some fifteen tons. Given fair conditions there was
little doubt that many remote districts in the country might be
brought near to the centres of industry and even themselves be-
come more prosperous by the use of motor cars. As feeders for
railways and in the hundred and one services they were adapted
for, there was a great future before them, and if Mr Govan's advice
was taken to heart, there was little doubt that Glasgow would in
the future be one of the centres of the motor manufacturing
industry. The discussion would probably turn on the merits of
steam, petrol, and the probable great future field here for elec-
tricity. So far as his experience went he did not think there was
anything yet that had been found so reliable as the steam car, and
while it had many inconveniences he still thought there was a
great future for it.
Mr Bamkin Kennedy (Member) considered ' Mr Govan's paper
of interest as placing before the Institution the details of an up-to-
date auto car, with special reference to one particular type. It
was to be regretted that the author had not treated the subject in
a more general manner. The fashionable or conventional
auto cars were necessarily all much alike in details, so that a full
description of one sufficed to fmrnish pretty clear ideas of the
construction of others. It seemed a pity that a new industry
should be so much trammelled by ** fashion." There were no
278 MOTOR CARS
Mr Bsnkin Kennedy.
jess than fifteen debatable points in the construction of fashion-
able auto cars. He had no intention of referring to all these
points, but would allude briefly to the gear for the transmission of
power. The numerous parts of a motor car's gearing w^hen spread
out was striking in its complexity. First there was the clutch ;
then the gear box, to provide the different speeds and reverse
motions ; and finally, a differential gear box, in order to allow of
different road wheel speeds. Speaking of auto cars in general,
fitted with all these gears, it was plain that it was only a matter of
time when the wheels would wear loose in fit and become noisy ;
and he would like to draw attention to other systems of power
transmission on auto cars, which, although not fashionable, should
not detract from their interest to engineers, more particularly to
cars which had been called petro-electric-cars, having petrol motors
with electric transmission of the power. Instead of all this mass
of gear wheels, shafts, clutches, levers, and bearings, a dynamo
was fitted to the engine, the armature forming the fly-wheel, and
two electric motors fed by the dynamo were geared by single
reduction, or chain gear, to the driving wheels. A controller,
like that on an electric tram-car, controlled the speed and reversing,
and also performed the steering by varying the relative speeds of
the two driving motors. This system had been tried in practice
on road vehicles with qualified success, and the want of entire
success was not far to seek in the cars tried, as the crude design
of the electrical transmission was painfully obvious. The whole
result of electrical transmission depended upon absolutely correct
design and construction of the electrical machinery', and for motor
car purposes the common dynamo and motor was not well suited
for the work. It required a special design by an expert. This
had been properly carried out by the North-Eastem Bailway Com-
pany in the petro-electric-cars, now running over its system,
and clearly demonstrated in a ver}' practical manner that electric
transmission could be successfully applied. Of course, the
machinery for a large -powered car like that used on a railway was
not suitable for small road cars ; but by carefully considering
MOTOR CARS 279
Mr Bankixi Kennedy.
the conditions, dynamo-electric machinery for smaller cars could
be made to perform the work satisfactorily. Briefly, the dynamo
was multipolar, with an armature of the gramme ring slotted core
type, large in diameter, and running at a high angular velocity,
and taking the place of the usual fly-wheel and clutch. By a
special winding of the armature no separate commutator was
required, as the armature conductors formed the commutator.
The machine was thus reduced to its simplest elements. As the
power had not to be transmitted a distance of more than a yard
or two, very low electric pressure could be adopted — from 20 volts
to 30 volts, good substantial conductors, switches and fuses, and
other electric fittings being used. A few cells of a secondary
battery was provided for ignition, and also for starting the engine,
the dynamo acting as a motor for a few revolutions. The motors
were of the same design as the dynamos. The steering of the
Fig. 33.
280 MOTOR CARS
Mr Bankin Kennedy.
vehicle could be controlled by an electric switch, so that when
running straight both motors were of the same speed and power,
but to swerve or go round in a circle the outer motor was made to
run faster and the inner motor slower, or vice versa. Some
gearing was, of course, required, either side chains or spur-wheels,
between the motors and the driving wheels ; but the substitution
of electric for wheel transmission very obviously did away with, at
one sweep, all the gears — steering gear, diflFerential gear, speed
and reverse gears. Further, the engine and dynamo might be
supported on springs as well as the motors, as shown in Fig8.
33 and 34, a side view and plan respectively showing one motor.
h n
ro
^^/
Fig. 34.
MOTOR CARS 281
Mr Bukin Kennedy.
Now, if the engine and motors were properly borne on springs,
there was not the same necessity for pneumatic tyres on the
wheels of the car. It was due to the necessarily rigid connection
of the frames, the engines, and the gearing, that pneumatic tyres
were indispensible on mechanically-geared auto cars.
Mr GovAN (in reply) said it would be quite impossible for him
to deal with the whole of the points that had been raised, but he
would deal with them in the best manner possible in the time at
his disposal. The first of the correspondence read dealt with steam,
and it had been generally admitted by all the speakers that it was
quite impossible in one paper on motor cars to deal with the whole
of the different methods of power application to road vehicles.
His paper, as it stood, was merely an introduction of the subject
of motor cars to the Members of the Institution. Regarding the
application of steam, there had been many attempts at making
steam-propelled vehicles, but unfortunately none of them could
really be considered as commercial successes. There was the loco-
mobile which was in the ascendency three years ago, and to which
the judges at the trials which were made at the Glasgow Exhibi-
tion went out of their way to give two special gold medals because
of the possibilities which they thought were contained in the steam
vehicle. To-day such cars were no longer sold ; at least, if they
were sold it was in very small numbers and at a greatly reduced
price. Further, there was the fact that the Loco-Mobile Company
of America had continued to the best of its ability to try and
improve its system and had latterly adopted a petrol-driven
vehicle to manufacture at their works. He thought that more
would be obtained from practical fact than from going into all the
theory of the matter. The chief points Professor Barr seemed to
object to were the high speed engine and the pneumatic tyres. If
the paper were read carefully it would be seen that the whole
argument in favour of high speed in general was brought out in the
comparisons he gave, but he would like in passing to say that, the
statement that the speed at which the shaft was rotating when
giving the maximum power practically determined the weight of
282 MOTOR CARS
Mr GoTin.
the remaining parts of the chassis. It simply came about in this
way, that speed meant power, and if one kept down the weight of
the engine, the weight of the gearing and the wheels, and com-
hined that with pneumatic tyres — another point in motor cars that
was full of controversy — the whole combination was brought down
to a light weight. It was apparent that the lighter the car the less
would be the wear on the tyre, and to-day that was the biggest
cost item in running a vehicle on the roads. Another point he
would like to refer to was that an idea existed that 20 miles an
hour was fast enough. He thought it was almost out of place to
come before the Members of the Institution for the purpose of
trying to advocate high speeds. Everyone knew the price that
was being paid for high speeds both on the high seas, and on
railways. Speed was a matter that people got used to as time
advanced. With regard to statements about 20 punctures a day,
that, of course, was overdrawn. He might say that in the last 5000
miles he had driven he had not had one puncture. It would be
admitted that the pneumatic t3rre was gradually getting better and
means were being taken to try, as far as possible, to mitigate the
puncture evil. One of the methods was a leather tread vulcanised
to the rubber and filled with studs, and this promised in a large
measure to do away with the chance of a puncture. Vehicles to
which pneumatic tyres were fitted were as a rule capable — dropping
the legal limit — of travelling between 30 and 40 miles an hour,
and the fact that these cars were designed and run successfully
at that speed showed in the first place the possibilities of the pneu-
matic tyre. To run a machine at 20 miles an hour which was
capable of being driven at 30 or 40 miles an hour, magnified con-
siderably the factor of the safety of the vehicle. When vehicles
designed to run 20 miles an hour were fitted with solid tyres they
attained that speed but not more ; but if the car were made 25 per
cent lighter, fitted with pneumatic tyres, and run at the same rate
of speed the factor of safety was very materially increased. Further,
if the tyre were designed to stand the racket of running between
30 and 40 miles an hour, and the speed was reduced to 20 miles
MOTOR CARS 283
MrOoyan.
there was very little chanpe of puncture. He found that the hulk
of punctures were got after the rate passed 20 miles an hour. Mr
Murray had made some remarks concerning a carburetter which
was used with a gauze over the air opening to strain the moisture,
and he might say that this type of carburetter was that chosen by
the Committee of the French Auto-Mobile Club, as being the best
carburetter to test all others by. Begarding the charging of accumu-
lators, it was quite impossible for him to go into every detail of
that matter, and it was well enough known that car users very
rarely charged their own accumulators. They took them to their
Icx^al car man or electrician and had them charged. As to the
spark in the high tension ignition, it was admitted that an advance
attachment was put on to the magneto-ignition, and if any advance
was to be made at all, it might as well be made a little bit further.
He believed that the magneto-ignition would one day hold the
field. He had had very considerable experience in fitting the
magneto-ignition known as the Sims-Bosch, which was perhaps
the best known in the market, but this could not be considered
satisfactory in the opinion of the bulk of motor car users. Mr
Sims had been constantly in touch with Mr Bosch, the inventor of
the system, and these two gentlemen had been for years working
on a high tension ignition which did away with one objectionable
feature from which a great deal of trouble seemed to arise.
Governors could be made now to govern the engine practically at
any speed. Here again he might say, the paper was merely a
sketch and simply brought forward various points which had given
trouble within the last year or two. Eegarding side chains, it had
probably been noticed that during a test with a Napier car in which
an attempt was made to run 2,000 miles from John o' Groats
to Land's End and back, and over devious routes, the chain-
driven gear failed in climbing very steep and rough roads
in the Highlands, which he had known to be negotiated
with live axle cars to the satisfaction of the users of those cars
The question of iron tyres simply brought him back to what he
had already said. People desiring maximum comfort could only
284 MOTOR CARS
MrOovan.
obtain it from pneumatic tyres, not from iron or solid tyres.
Small batteries for cars could now be got that would run 1,000
miles without recharging, and when this could be done and a spare
battery could be carried, also if a car user could get in touch with
one who was able to charge the batteries properly, there did not
seem to be much objection on this score to high tension ignition.
Mr Coats raised the question of the application of friction clutches
to the gear. He scarcely followed what he meant, but he would
describe what he thought he meant. There was a disc on the
main shaft and an attachment which was made to slide along the
face of the disc. When this was moved the speed was accelerated
or slackened as the case might be. The difficulty appeared to be
that it required continual adjustment so as to get a sufficient grip
on the disc. He submitted that the device was not a practicable
one. It had been tried both on the Continent and in America^ but
without success. It was his opinion that the adoption of high
speeds and pneumatic tyres and the reduction of weight were the
only means of gaining greater economy and more efficiency, and,
further, probably a reduction in the price of the car to the public,
which was a thing it was crying out for. He thanked the Members
of the Institution present for the manner in which they had received
his paper,
The Chaikman (Mr E. Hall-Brown, Vice-President) said they
were all very much indebted to Mr Govan for his paper, which
had led to such an interesting discussion. The French, as Mr
Govan had remarked, had taken a lead in this matter. Frenchmen
had been at it for a long time and had made great strides, but now
that the industry in their own neighbourhood was assuming such
great proportions, he hoped the Institution might look upon this
paper as the first of a series on motor cars. He proposed a hearty
vote of thanks to Mr Govan.
The vote of thanks was carried by acclamation.
CONVERSAZIONE AND EXHIBITION.
On the evening of Friday, 16th October, 1904, a Conversazione
was held in the St. Andrew's Halls, Glasgow. About 800 ladies
and gentlemen attended, and, in the absence of the President,
were received by Mr James Gilchrist, Vice-President, Miss
Gilchrist, and the Members of the Council.
During the first part of the evening a promenade conceit
was given in the Grand Hall, and after nine o'clock dancing
commenced, the Kent Hall having been reserved for refresh-
ments. A cinematograph display took place at intervals during
the concert and between the dances.
A most interesting feature of the entertainment was the
exhibition of models and apparatus connected with engineering
and shipbuilding, displayed in the Berkeley Hall. An exhibit
of considerable interest was shown by Messrs Kelso & Co.,
Glasgow, who had on view a section of a modern battleship used
for instructional purposes on board H.M.S. ** Britannia," and
various models of boat-lowering apparatus and devices for housing
lifeboats. Messrs Kelvin & James White showed a varied
collection of their well-known electrical specialities for use on
board ship. These included electrical measuring and testing
instruments, and the latest form of Lord Kelvin's ship's compass^
in which the compass card is illuminated by electric light from
below. Messrs W. C. Martin & Co. illustrated, by model and other-
wise, the installation of electric light on board ship. Messrs John
Brown & Co., Clydebank, showed a model of the T.S.S ** Moskva,"
built by them for the Russian volunteer fleet ; and Messrs William
Denny & Bros., Dumbarton, exhibited a model of the T.S. yacht
" Lysistrata." Messrs Craig & Donald, Johnstone, showed a
shearing and notching machine ; while Messrs Schaffer & Buden-
berg had on view a large collection of their specialities. These
and other exhibits attracted considerable attention, and promoted
the success of the evening.
24
THE -JAMES WATT" ANNIVERSARY DINNER.
The ** James Watt " Anniversary Dinner under the auspices of
the Institution was held in the Windsor Hotel, St. Vincent Street,
Glasgow, on Saturday evening, 23rd January, 1904. There was a
large and representative gathering, the company numbering up-
wards of 320 gentlemen. Mr James Gilchrist, Vice-President of
the Institution, occupied the chair, and the croupiers were Mr
B. Hall-Brown, A. W. Sampson, and James Weir. The Chairman
was supported by The Hon. The Lord Provost, Sir John Ure
Primrose, Bart. ; The Right Hon. Lord Inverclyde; The Marquis
of Graham; Captain J. G. Heugh, R.N., D.S.O. ; Colonel A. B.
Grant, V.D.; Dr. John Macintyre ; Mr Robert K. Gray, President,
Institution of Electrical Engineers, London ; Provost Kennedy,
Partick ; Mr John Ward ; Deacon -Convener Goldie ; Mr Thomas
Kennedy; Mr John G. Kerr, LL.D, ; Mr Andrew Lamberton,
President, West of Scotland Iron and Steel Institute; Prof. A.
Barr, D.Sc. ; Dr. F. Gracie; Engineer-Commander W. E. Onyon,
R.N. ; Mr Alexander Gracie ; Mr Robert Harvey ; Mr R. T.
Moore, B.Sc. ; Mr George M*Farlane ; Provost M*Farlane, Dum-
barton; Mr J. E. Harrison, President, Glasgow Association of
Students I.C.E. ; Mr J. G. Dunlop ; Provost Findlay, Motherwell;
Mr W. A. Chamen, President, Glasgow Section Institution of
Electrical Engineers ; Mr Alexander Cleghorn ; Mr Richard
Ramage ; Mr A. C. Patrick ; and Mr Edgar W. Richards.
Apologies for Absence were intimated from The Duke of Argyll ;
Lord Blythswood ; Lord Overtoun ; Sir Digby Murray, Bart. ; Sir
William White, K.C.B.; Sir John Durston K.C.B.; Sir James
Williamson; Colonel J. M. Denny, M.P. ; Mr J. Parker Smith,
M.P. ; and Professor J. Hudson Beare.
After dinner the loyal toasts were given from the chair and duly
honoured.
ANNIVERSARY DINNER 287
Mr John Ward.
Mr John Wahd proposed ** The Imperial Forces." He re-
marked that Ihe necessity for the sufficiency and the efficiency of
the Imperial forces was now recognised as above and beyond all
party politics. The engineering branch of the Navy demanded
and deserved better treatment than it had hitherto received from
the Admiralty. In the fighting of the future this branch would
have to be more relied upon, and no grievance under which it
suffered should be left unremedied. The lessons of the South
African war, which had been learned at great cost, had revealed
defects in our Army system. These had been admitted, and he
regarded with satisfaction the determination of the new War
Minister to have them removed.
Captain J. G. Heugh, R.N., D.S.O., in replying, said that the
Navy had never been in so efi&cient a condition as it was at present.
The finest fighting machines that the world had ever seen had
been built on the Clyde. He thought that the Clyde shipyards
might go one better and give their assistance in manning the
Navy. Fully 400 men from the various shipyards and elsewhere
had already joined the Naval Volunteers. He hoped that the per-
sonnel of this branch of the Navy would be greatly increased by
men from the yards in which the ships were produced.
Colonel A. B. Grant, V.D., who also acknowledged the toast,
remarked that there was good reason to hope that what the War
Minister meant to do for army reform would be on thoroughly
practical lines.
The Chaibman (Mr James Gilchrist) said that for many years —
he might safely say for half-a-century — the toast of ** The Memory
of James Watt " had been given the position of greatest prominence
at the " James Watt " dinner. A few years ago it was thought
that the practice of making it the principal toast might be dis-
continued, and consequently, for several years, it was not included
in the list. But the committee in charge of the dinner arrange-
ments were of opinion that it was appropriate that the memory of
James Watt should be at least formally honoured. He was not
going to revive the custom of delivering an address upon the
288 THE " JAMES WATT "
The Marquis of Oraham.
character and the work of Watt ; he simply asked that his name
should onHhat occasion be remembered.
The toast was honoured in silence.
The Marquis of Graham proposed *'The City of Glasgow."
Alluding to the claim of Glasgow as the second city of the Empire,
his Lordship said he had been wondering what city came before
it, and he had come to the conclusion that if it were second at
all it was second to none. The character of the great municipal
institutions justified pride in their city.
Lord Provost Sir John Ure Primrose, Bart., acknowledged the
toast. He shared Lord Graham's view that in the main Glasgow
rightly claimed to occupy a very forward place among the muni-
cipalities of the Empire. He believed there was a strong and
sound civic spirit underlying the citizens. We had made many-
adventures and advances in municipal government, but it seemed
to him appropriate that on an occasion when they were celebrating
the memory of one who rendered great service to Glasgow, to the
world, and to humanity, he should suggest that there was a pro>
blem before them as a community which had arisen as the result of
the introduction of the steam engine. The smoke-laden atmos-
phere of Glasgow was a reproach. Steps were being taken to
purify the Clyde, and remove the reproach due to the condition of
the river. Surely science was not so barren, and intellects were
not so inept that something could not be done to remove the
smoke pall from an otherwise beautiful, and, he would add, stately
city. He confessed that as a manufacturer in the city he had
looked with dismay at the chimney stack attached to the works of
his firm, and as one who had tried to preach the gospel of purity
and beauty he had felt it incumbent upon him to avail himself of
the inventions of many inventors to mitigate that nuisance. He
confessed, further, that it had always been a restraining influence
upon the governing body of the city in adventuring upon drastic
legislation dealing with the matter, that it had to be borne in
mind that it was from the industrial undertakings that the citizens
derived their material well-being. About three weeks ago another
ANNIVERSARY DINNER 289
Lord FroTost Primvoae.
inventor, who claimed that he had discovered a means of annihi-
lating the smoke nuisance, came the way of his firm. After full
consideration they adapted to one of their marine type of boilers a
patent furnace, and it had worked for two or three weeks without
producing a vestige of smoke, with economy in full, and with the
possibihty of expansion in the production of power, ^o him these
results had been astounding, and if in every other detail equally
satisfactory results were realised, he claimed for the inventor that
he had inaugurated a new era alike as regarded the abatement of
smoke and consumption of coal for power production both on land
and sea. It remained for those who were interested in the in-
vention to carry it out in fullness ; but with a trial extending over
two or three weeks, working night and day, without smoke from a
chimney that was formerly an abomination, he thought there was
good ground for being extremely hopeful that a means could be
found of removing a foul blot from communal life.
Lord Invebcltde proposed " Engineering and Shipbuilding
Industries." Going back for only a comparatively brief period, it
was remarkable, he said, to note the developments that had taken
place in these industries. In Williamson's book dealing with the
memories of James Watt, it was pointed out as marvellous that in
1855 ships were being built of such a size that they cost from
£40,000 to £120,000. Now we had ships costing ten times the
smaller sum, and in many cases more than five times the larger
sum. One was almost inclined to wonder where this develop-
ment was going to stop. As a shipowner he was almost inclined
to say to the shipbuilders and the engineers — " Will you never
give us peace ; are we to have no rest ; is there to be no time
when we may feel that we have reached something like finality in
connection with our ships ? " One no sooner thought he had come
to the end in some particular direction, than some shipbuilder or
engineer came forward with a proposal that one must do some-
thing better than his neighbour. Standing almost at the threshold
of a new century, one could not help looking backwards and
forwards. Looking back, it was interesting to find that at one
290 THE " JAMES WATT "
Lord Inrerolyde.
time such a thing as a steamer with a brick funnel was built on
the Clyde. In connection with the question of propulsion, no less
an authority than Henry Bell came to the conclusion that the
best development of speed was to be got by having two paddle
wheels. We had now long got past the stage of paddles, and long
past the sta^^e of single screws. Engineers were now considering
whether they should be satisfied with twin screws. He had very
great doubt in his own mind whether, before long, they would not
find themselves with screws all round the ship. The develop-
ments of the past fifty years made one wonder as to what might
be accomplished within the next fifty years. One of the great
topics of the day was the question whether turbine machinery was
going to take the place of the reciprocating engine in marine work.
Many, no doubt, thought that that was bound to come. If so,
unfortunate shipowners would have to put away most of their
ships into the scrap heap, or they would find that they were out-
paced or out-classed. In connection with the question of turbines,
it was interesting to recognise how it was connected with the
three countries of England, Scotland, and Ireland. As they knew,
the practical adapter of turbine machinery was an Irishman, his
works were in England, while the practical carrying out of the
turbine engine as adapted to steamers was associated with the
Clyde. It was satisfactory to know that the first steamer of the
Transatlantic t}^e that was to be fitted with turbines was owned
by a well-known Scottish firm. But it was not only in connection
with marine engines that development was taking place. It was
to be found also in the matter of docks. No harbour in this
country or in other countries was standing still. The Clyde
Trustees had found that they had to extend their progress
in providing dock accommodation and in deepening the river.
As practical men, they would agree with him that the Clyde
Trustees could not stand still. They must be prepared for
even greater things in the future. Ever>' great port in the
country was increasing its dock accommodation. Only the
other day Liverpool voted a verj' large sum for building larger
ANNIVERSARY DINNER 291
Lord Inverdyde.
docks, and it already had more docks than any other port in this
country. On the other side of the Atlantic, New York was doing
exactly the same thing. The harbour authorities there were pre-
paring plans and were going ahead with docks to accommodate
vessels 800 feet in length. That showed that they were looking
forward in connection with the steamship trade of the future. In
connection with all engineering enterprises on shore, development
was also taking place. At the present time railway companies
were face to face with very great problems. Only quite lately
they thought that their developments in speed and in the accom-
modation of the public were to be upon former lines, but there was
no doubt now that they must be prepared to consider the question
of electrical traction. Electricity was apparently going to play a
very important part indeed in all developments of engineering
work. It was impossible to see where progress was to end in that
direction. An important question in the future was the consump-
tion of fuel. Whether as shipbuilders, engineers, shipowners, or
rail way men, they would have to consider this question, upon
which everything seemed to him to hang — whether they were to
get an increased power with a smaller consumption, or in what
direction they were to find economy. As a shipowner, there was
one other matter in connection with which it seemed to him there
must be great developments — namely, the question of stoking at
sea. It was quite impossible, he thought, for matters to go on as
at present on ships carrying such very large quantities of coal as
they had to do for long voyages. There was a great fortune in
store for the inventor who could produce a mechanical stoker
which would meet the requirements of the case.
The Chaibman, in replying, spoke of the great advances that
had been made in all departments of shipbuilding and engineering
science, and claimed a large share of the credit for the inventors
of the workshop plant, by which shipbuilders and engineers were
enabled to produce work of the highest class. Unfortunately a
large number of workmen were not so enthusiastic as their em-
ployers were to do everything in their power to keep work within
^92 ANNIVERSARY DINNER
Mr Jamei Gilchrist
our own shores. If they would put their shoulders to the wheel
with the same indomitable spirit that characterised their forebears,
one would hear far less about ships being built abroad at much
lower prices than they could be built at home. Speaking of
the large class of ships that were now being built, be
remarked that the Clyde Trustees knew pretty well what they
were about He felt quite satisfied that if Lord Inverclyde's
firm placed one of their huge floating palaces on the upper reaches
of the river, the Lord Provost would see his way to advise his
colleagues in the Trust to make a waterway that would carry her
to the sea.
During the evening an interesting programme of vocal and
instrumental music was submitted.
MINUTES OF PEOCEEDINGS.
FORTY-SKVENTH SESSION.
The First Genekal Meeting was held in the Hall of the
Institution, 207 Bath Street, Glasgow, on Tuesday, 27th October,
1903, at 8 p.m.
Mr James Gilchrist, Vice-President, occupied the chair.
After the Chairman's opening remarks, the Minutes of the
Annual General Meeting, held on 28th April, 1903, were read,
confirmed, and signed by the Chairman.
The new Members elected at the previous Meeting were duly
admitted.
ANNUAL report OF THE COUNCIL.
The Chairman said the Council had pleasure in submitting the
Annual Report and Treasurer's Statement, and called upon Mr
Thomas Kennedy, Hon. Treasurer, to move their adoption.
Mr Kennedy commented upon the financial result of the past
year, and suggested that the cost of future awards of Books
should be borne by the Medal Funds.
He moved the adoption of the Council Eeport and Treasurer's
Statement, and the motion was unanimously accepted.
LIBRARY AND READING ROOM.
Mr John Weir called attention to the limited hours during
which the Library and the Beading-room were available to Members
and considered that both should be kept open, during the winter
months, every lawful day till 10 p.m.
PREMIUMS OF BOOKS.
The awards made at the Annual General Meeting of 28th April,
1903, were presented as follows, viz. : —
1 To Mr William Brown, for his paper on " Dredging and
Modem Dredge Plant."
294 MINUTES OF PROCEEDINGS
2 To Mr A. Mabshall Downie, B.Sc, for his paper on *' The
Design and Construction of Fly-wheels for Slow-speed Engines for
Electric Lighting and Traction Purposes " ; and
3. To Mr J. FosTEK King, for his paper on •* Kudders."
Thereafter, a paper was read by Mr F. J. Eowan on " Super-
heated Steam."
A paper, by Mr John Eiekie. on '* Improvements in Valve-
Gears," was read by the Secretary.
The following Candidates were duly elected : —
AS MEMBERS.
Anderson, Alfred Walter, Foander, Blackness Foundry, Dandee.
Arrol, Thomas, Engineer, 23 Doune Terrace, Kelvinside, Glasgow.
Arrol, William, Engineer, 23 Doune Terrace, Kelvinside, Glasgow.
BURNSIDE, William, Engineer, 8 Armadale SStreet, Dennistoun, Glasgow.
Dron, Alexander, Engineer, 59 Elliot Street, Glasgow.
GouDiK, Robert, Engineer, 39 West Campbell Street, Glasgow.
Hynd, Alexander, Engineer, Federal Supply & Cold Storage Co., of
Soath Africa, Ltd., Durban, S.A.
Kelso, Matthew Glen, Engineer and Model maker, 47 Oxford Street,
Glasgow.
LowsoN, James, Electrical Engineer, 10 West Campbell Street, Glasgow.
Martin, William Crammond, Electrical Engineer, 10 West Campbell
Street, Glasgow.
MoYES, John Young, Engineer, 12 Rathven Street, Glasgow.
Whitehead, Alexander Cullen, Engineer, Messrs Whitehead Bros.,
Engineers, Johannesburg, S.A.
From Associate M ember b,
McLellan, Alexander, Civil Eninneer, 16 Robertson Street, Glasgow.
Smith, James A , Engineer, Union Bank House, Virginia Place, Glasgow.
From Students.
Anderson, George Carrick, Electrical Engineer, 13 Balmoral Drivf,
Cambuslang.
Black, John W., Electrical Engineer, IO^a West Regent Street, Glasgow.
Blair, Archibald, Chief Draughtsman, 21 Havelock Street, Dowanhill,
Glasgow.
Brown, David A., Engineer, 67 St. Vincent Crescent, Glasgow
C ALDER, John, Engineer, Manager, 18 St. Austin's Place, West New
Brighton, New York City, U.S.A.
MINUTES OF PROCEEDINGS 295
Cameron, Hugh, Engineer, 40 Camperdown Road, Scotstonn, Glasgow.
Campbell, Angus, Engineer Surveyor, 90 Soathgrove Road, Sheffield.
Cabslaw, William H. Jan., Engineer, Parkhead Boiler Works, Glasgow.
FiNDLAY, Louis, Consulting Engineer, 50 Wellington Street, Glasgow.
Fraser, J. IMBRIB, Founder, 13 Sandyford Place, Glasgow.
GOURLAT, Robert Cleland, Assistant Manager, Caledonia Engine Works,
Paisley.
Henderson, Charles A., Engineer, The British Westinghonse Manufac-
turing Co., Ltd., Trafford Park, Manchester.
Innes, William, Electrical Engineer, 11 Walmer Terrace, Glasgow.
Lauder, Thomas H„ Assistant Steel Works Manager, 38 Chappel
Terrace, Parkhead, Glasgow.
Leslie, John, Ship Draughtsman, Struan, Victoria Drive, Scotstounhill,
Glasgow.
LORIMER, Alexander Smith, Engineer, Glasgow Locomotive Works,
Poimadie, Glasgow.
Maccallum, Patrick F., Engineer, 93 Hope Street, Glasgow.
Macfarlane, Duncan, Eogiueer, 5S Hydepark Street, Glasgow.
McHouL, John Boyd, Engineering Draughtsman, 2 Windsor Terrace, Lang-
side, Glasgow,
McIntosh, John, Shipyard Manager, 5 Douglas Terrace, Paisley.
Millar, Thomas, Naval Architect, Walker Shipyard, Newcastle-on-Tyno.
Miller, Robert Faulds, Civil Engineer, 109 Bath Street, Glasgow.
Osborne, Hugh, Electrical fingineer, 31 Broomhill Terrace, Partick.
Paterson, Jambs V., Naval Architect, c/o International Mercantile Marine
Co., 8C5-307 Walnnt Street, Philadelphia, U.S.A.
Raphael, Robert Alexander, Engineer, Assistant Works Manager,
150 Renfrew Street, Glasgow.
Russell, James E., Engineer, 16 Roxburgh Street, Hillhead, Glasgow.
Ssath, William Young, Naval Architect, 121 St. Vincent Street, Glasgow.
Tod, Peter, Engineer, Messrs E. H. Williamson & Co., Lightbody Street,
Liverpool.
Turnbull, Campbell, Consulting Engineer, 190 West George Street,
Glssgow.
Turnbull, Jambs, Engineer, Basford House, Seymour Grove, Manchester.
Turnbull. William L., Consulting Engineer, 190 West George Street,
Glasgow.
Watt, R. D., Engineer, c/o Messrs Butteriield & ,Swire, French Bund,
Shanghai.
AS ASSOCIATE MEMBERS.
Cleghorn. George, Engineering Draughtsman. 2 Clelland Place, Ibrox,
Govan.
296 MINUTES OF PROCEEDINGS
Ferguson, Daniel, Enjiineer, 27 Oswald Street, Glasgow.
From, StMdenti.
Agnew .William Henry, Engineering Dranghtsman, Messrs Laird Bros.
Ltd., Birkenhead.
Arbuthnott, Donald 8., Civil Engineer, 65^Renfield Street, Glasgow.
Arundel, Arthur S. D., Mechanical Engineer, Penn Street Works,
Boston, London, N.
Bennett, Duncan, Marine Engineer, 9 Leslie Street, PoUokshields,
Glasgow.
Berry, Davidson, Electrical Eas^eer, 21 Grange Terrace, Langside,
Glasgow.
Dekkk, Kristian Stoltz, Shipyard Manager, Bergen, Norway.
DiACK, James A., Engineer, 4 Rosemonnt Terrace, Ibrox, Govan.
Edmiston, Alexander A., Engineer, Ibrox Hoase, Govan.
France, James, Master of Works, 8 Hanover Terrace, Kelvinsido, Glasgow.
Horn, Peter Allan, Engineering Draughtsman, 29 Kegent Moray Street,
Glasgow.
Hutchison, Robert, Structural Draughtsman, e/o Messrs Bums & Co.,
Ltd., Howrah, Bengal, India.
Irvine, Archibald B., Marine Engineer, 3 Newton Terrace, Glasgow.
Johnston, Robert, Engineering Draughtsman, c/o Mac Vicar, 20 Rothesay
Gardens, Partick.
Johnstone, Alexander C. , Structural Danghtsman, 167 Langside Road,
Croeshill, Glasgow.
Jones, Thomas C, Marine Engineer, 17 Kent Avenue, Jordanhill, Glasgow.
McGiLVRAY, John Alexander, Lecturer in Engineering, 565 Govan Road,
Govan.
MclNTYRE, James N., Stalheim, South Brae Drive, Scotstounhill, Glasgow*.
Mackintosh, R.D., Engineer, P.O. Box 6075, Johanueeburg, S. A«
Smith, James, Draughtsman, 23 Barrington Drive, Glasgow.
Steele, David John, Electrical Engineer, 41 Albert Drive, PoUokshields,
Glasgow.
Taylor, John F., Engineeiing Draughtsman, 28 Roslea Drive, Dennistoon,
Glasgow.
Whitelaw, Andrew H., B.Sc., Engineer, 74 Dundonald Road,
Kilmarnock.
Woods, Joseph, Civil Engineer, 58 Dudley Road, Bford, Essex.
associates.
Cayzer, Sir Charles W., M.P. Shipowner, Gartmore, Perthshire.
Dawson, David C, Shipowner, 12 York Street, Glasgow.
MINUTES OF PROCEEDINGS 297
Hope, Andrkw, Shipowner, 50 Wellington Street, Glasgow.
Oyertoun, The Kt Hon. Lord, Overtonn, Dambartonshire.
Sloan, Robert Bell, Shipowner, 60 Wellington Street, Glasgow.
STUDENTS.
Applxby, John Herbert, Apprentice Engineer, 183 Balshagray Avenue,
Partick.
Freer, Robert M'Donald, Electrical Engineer, 14 India Street, Glasgow.
Houston, David S., Engineer, 4 Abbotsford Place, Glasgow.
McCracken, William, Apprentice Engineer, 9 Danes Drive, Scotstonn,
Glasgow.
McMillan, Duncan, Engineer, 174 Paisley Road West, Glasgow.
MoRLVY, Thomas 6., B.Sc., Engineer, 5 Walmer Terrace, Ibrox, Glasgow.
Smith, James, Jud. , Engineer, Darley, MilDgavie.
Williamson, Edward H., Apprentice Engineer, 214 Langlands Road,
Sonth Go van.
The Second General Meeting was held in the Hall of the
the Institution, 207 Bath Street, Glasgow, on Tuesday, 24th
November, 1903, at 8 p.m.
Prof. J. H. Biles, LL.D., Vice-President, occupied the chair.
The Minutes of the First General Meeting, held on 27th
October, 1903, having been printed in the billet calling the
Meeting, were held as read, and signed by the Chairman.
The new Members elected at the previous Meeting were duly
admitted.
The Chairman said he occupied the chair that evening in the
absence of the President, who, he was glad to say, was improving
very much in health. He felt sure that all present were desirous
that their good wishes for a speedy recovery should be conveyed
to the President, and this he should have pleasure in doing.
Thereafter the discussion on Mr F. J. Rowan's paper on
** Superheated Steam " was begun and adjourned.
The discussion on Mr John Ribkie's paper on *• Improve-
ments in Valve-Gears " was begun and concluded.
On the motion of the Chairman, Mr Riekie was awarded a vote
of thanks for his paper.
298 ' MINUTES OF PROCEEDINGS
A paper by Mr Banein Kennedy on "Marine Propellers
with 'Non-reversible Engines and Internal Combustion Engines,"
was read by the Secretary.
The following candidates were duly elected : —
AS MEMBERS.
Anderson, Alexander, Locomotive Engineer, 176 Baigray Hill, Spring-
burn, Glasfifow.
Bryan, Matthew Reid, Locomotive Engineer, 1 Royal Terrace, Springbora,
Glasgow.
Day, Charles, Engineer, Manager, Hantly Lodge, Ibrdxbolm, Glasgow.
MclNTOSH, Thomas William, Engineer, Manager, 58 Hydepark Street.
Glasgow.
Niblson, Johs7 Frederick, Electrical Engineer, Messrs John Brown &
Co., Ltd., Clydebank.
Wii^ON, William Cheetham, Chief Draughtsman, 122 Baigray Hill,
Springbnrn, Glasgow.
From StuderU.
Bowman, William David Engineer, 21 Kersland Terrace, Billhead,
Glasgow.
AS associate members.
Mitchell, Alexander Robertson, Engineering Draughtsman, KillH>wie
Cottafres, Kibowie Hill, Clydebank.
Stephen. David Belford, Engineering Draughtsman, 14 Whitevale
Street, Dennistoun, Glasgow.
From Students,
Menzies, George, Engineer, 20 St. Vincent Crescent, Glasgow.
AS A student.
CoRMACK, Jambs Alexander, Engineer, 149 Hill Street, Gamethill,
Glasgow.
The Third General Meeting was held in the Hall of the
Institution, 207 Bath Street, Glasgow, on Tuesday, 22nd
December, 1903, at 8 p.m.
Mr E. Hall-Brown, Vice-President, occupied the chair.
The Minutes of the Second General Meeting, held on 24th
November, 1903, having been printed in the billet calling the
Meeting, were held as read, and signed by the Chairman.
MINUTES OF PROCEEDINGS 299
The new Members elected at the previous Meeting were duly
admitted.
Thereafter the discussion on Mr F. J. Rowan's paper on
** Superheated Steam " was resumed and again adjourned.
The discussion on Mr Rankin Kennedy's paper on '* Marine
Propellers with Non-Reversible Engines and Internal Combustion
Engines'* was begun and adjourned.
A paper by Mr J. Millen Adam on **An Inquiry Regarding
the Marine Propeller " was read
The following candidates were duly elected: —
AS MEMBERS.
Davie, William, Engineer, 50 Lennox Avenue, Scotstonn, Glasgow.
Perrier, Hugh, Chief^Enfrineering Dranghtaman, 48 Daisy Street, Govan-
hill, Glasgow.
Forrester, John, En^neer, 41 Bothwell Street, Glasgow.
Hendin. Alexander James, Asi^istant Chief Ship Draughtsman, 14
Hamilton Terraee, Partick, Glasgow.
MacDonald, William, Engineer, 48 Dalhonsie Street, Glasgow.
Wilson, John, Engineer, 256 Scotland Street, Glasgow.
From Associate Members,
Crighton, John, Assistant Shipyard Manager, Claes de Vrieselaan 137,
Rotterdam.
From Students.
Brown, John Pollock, Civil Engineer, 2 Parkgrove Terrace, Glasgow, W.
Cochrane, James. Chief Draughtsman, Engineer's Office, Dooks, Cape
Town.
McLean. John, Chief Mechanical Engineer, Lower Barraca, Valetta,
Malta.
Russell, Alexander C, Assistant Chief Draughtsman, 655 Hawthorn
Street, Springbum, Glasgow.
AS associate members.
Johnstone, John (^avin, B.Sc, Naval Architect, Condorrat Manse, Croy
Station.
Urb. Sebastian G. M., Engineer, 514 St Vincent Street, Glasgow.
ITtting, Samuel, Engineer, 29 Keir Street, Pollokshields, Glasgow.
From Students,
Knox, Alexander, Assistant Superintendent Engineer, 44 Garden Reach,
Calcutta.
300 MINUTES OF PROCEEDINGS
Millar, John Simpson, Chief Draughtsman, 22 Rothesay Gardens,
Pardck.
Mitchell, Robert Monteith, Engineer, 24 Howard Street, Bridgeton,
Glasgow.
Morgan. Andrew, Engineer, 20 Minerva Street, GLmkow.
Stirling, Andrew, Engineering Draughtsman, 3 Greenvale Terrace,
DnmhartoD.
AS students.
Clover, Mat^ Apprentice Ship Draaghtsman, 587 Sanchiehall Street,
Glasgow.
Hodoart, Matthew, Apprentice Engineer, Linnsbom, Paisley.
Johnston, Hector, Apprentice Engineer, 206 Lncania Place, Soath Grovan.
Kinross, Cecil Gibson, Apprentice Engineer, 4 Park Terrace, Goran.
McKean, J AMES, Apprentice Engineering Draughtsman, 3 Buchanan Terraoe»
Paisley.
The Fourth General Meeting was held in the Hall of the
Institution, 207 Bath Street, Glasgow, on Tuesday, 26th
January, 1904, at 8 p.m.
Mr James Gilchrist, Vice-President, occupied the chair.
The Minutes of the Third General Meeting, held on 22nd
December, 1903, having been printed in the billet calling the
Meeting, were held as read, and signed by the Chairman.
The Chairman introduced Dr. John Macintyre, F.R.S.E., who,
on the invitation of the Council, had consented to lecture on
** Radium and its Properties."
Thereafter Dr. Macintyre delivered his lecture, and on the
the motion of the Chairman was awarded a vote of thanks.
The following candidates were duly elected : —
as MEMBERS.
Booth, Robert, Engineer, Glengelder, Cowey Road, Durban, Natal.
Clark, William, Engineer, 23 Royal Exchange Square, GUsgow.
Gray, William, Naval Architect, 6 Lloyd's Avenue, London. E.G.
Monroe. Robert, Engineer, Eastbrook House, Dinas Powis, Glam.
Morton, Thomas M. G., Engineer, Errol Works, Errol, Perthshire.
Richardson, Andrew, Engineer, Soho Engine Works, Paisley.
MINUTES OF PROCEEDINGS 301
From S^udenU.
Stabk, James, CiTil Engineer, Penang, Straite Settlement
AS ASSOCIATE MRHBEBS.
Burns, William, Ship Dranghtenuuk, 10 Qaeen Sqaare, Glasgow,
TosTEE, Etbnor, Engineer, 3a Harvie Street, Paisley Road W., Glasgow.
From Studenti,
Ross, John Richmond, Engineer, Messrs Balfour, Lyon & Co., Valparaiso.
Symington, James R., Civil Engineer, Messrs Butterfieid & Swire, Hong»
Kong.
AS STUDENTS.
Baird, James, Mechanical Draughtsman, 30 St. Andrew's Drive, Pollok-
shields, Glasgow.
Fraser, John Alexander, Apprentice Engineer, 969 Govan Road, Govan.
The Fifth General Meeting of the Institution was held in the
Hall of the Institution, 207 Bath Street, Glasgow, on Tuesday,
23rd February, 1904, at 8 p.m.
Mr E. Hall-Brown, Vice-President, occupied the chair.
The Minutes of the Fourth General Meeting, held on 26th
January, 1904, having been printed in the billet calling the
Meeting, were held as read, and signed by the Chairman.
The new Members elected at the two previous meetings were
duly admitted.
Thereafter the discussion on Mr F. J. Rowan's paper was
resumed and concluded.
On the motion of the Chairman, Mr Bowan was awarded a
vote of thanks for his paper.
The Chairman moved a vote of thanks to Mr Rankin Kennedy
for his paper on " Marine Propellers with Non-Reversible Engines
and Internal Combustion Engines."
The discussion on Mr J. Millen Adam's paper, on ** An Inquiry
regarding the Marine Propeller," was begun and adjourned.
A paper by Mr Charles Day, on '* Experiments with Rapid
Cutting Steel Tools," was read.
25
S02 MINUTES OF PROCEEDINGS
The following candidates were duly elected : —
AS MEMBERS.
Gill, Wiluam Nelson» Engioeer, 11 Kenland Street, HiUhead, Glasgow.
McGallum, David Broadfoot, Engineer, Aldersyde, Radyr, near Cardiff.
Reid, William Paton, Looomotive Engineer, 35 Dnneam Street,
Glasgow, W.
Stewart, James, Engineer, Dnnolly, Holmfanldhead Drive, South Govan.
Fmm StvdenU,
Jackson, Wiluam Stenhouse, Naval Architect, 109 Hope Street, Glaegow.
Robertson, Alexander, Engineer and Shipbailder, 8 Damley Road,
PoUokshieldB, Glasgow.
ScoBiE, Alexander, Consnlting Engineer, 58 Weet Regent Street, Glasgow.
AS associate members.
Lowe, James, Engineer, 33 Nithsdale Road, Glasgow.
Lyons, Lewis James, Naval Architect, 4 St. James Terrace, HfUheed,
Glasgow.
From Students,
FiNDLATER, James, Enffineer, 124 Pollok Street, Glasgow, S.S.
Lamb, Stuart D. R., Civil Engineer, St. Enoch Station, Glasgow.
MuiR, Andrew A., Engineer, 189 Renfrew Street, Glasgow.
Ralston, Shirley Brooks, Ship Draaghtsman, 34 Gray Street, Glasgow.
as an associate.
Clark, Robert, Shipowner, 21 Bothwell Street, Glasgow.
The Sixth General Meeting of the Institution was held in
the Hall of the Institution, 207 Bath Street, Glasgow, on Tuesday,
22nd March, 1904, at 8 p.m.
Professor J. H. Biles, LL.D., Vice-President, occupied the
chair.
The Minutes of the Fifth General Meeting, held on 23rd
February, 1904, having been printed in the billet calling the
Meeting, were held as read, and signed by the Chairman.
The Secretary read a letter from the American Society of
Civil Engineers, as follows : —
MINUTES OF PROCEEDINGS 303'
Office of the Secretary,
220 West 57th Street, New York,
February loih, 1^04.
To the President and Secretary,
Institution of Engineers and Shipbuilders in Scotland,
207 Bath Street, Glasgow, Scotland.
Dear Sirs,
I am directed by the Committee in charge to extend a cordial
iiiTitation to the Members of the Institution of Engineers and Shipbuilders
in Scotland, to participate in an International Engineering Congress to
be held, under the auspices of the American Society of Civil Engineers,
at the Universal Exposition at St. Louis, Missouri, U.S.A., October 3rd
to 8th, 1904, the plan and scope of which are set forth in some detail
in the enclosed circular of "Preliminary Announcement."
The Committee hopes that the Members of your organisation will,
quite generally, become members of the Congress, and participate in its
proceedings, either in person, or by written communications, forwarded
to the undersigned, on any of the subjects which have been chosen for
consideration.
Yours respectfully,
CHAS. WARREN HUNT,
Secretary,
The Secretary read a petition in fayoiir of the adoption of
the Metric Weights and Measures from the Secretary of the
Decimal Association, Oxford Court, Cannon Street, London, E.G.
The new Members elected at the previous meeting were duly
admitted.
The following Nominations for Oiiice-Bearers (Sessions 1904-07
were then made : —
President, Mr Archibald Denny. Vice-Presidents, Messrs W. A.
Chamen, George McFarlane, F. J. Eowan, and John Ward.
Members oj Council from Class of Members, Messrs Andrew Fisher,
James Gilchrist, D. C. Hamilton, J. D. Harrison, J. Foster
304 MINUTES OF PROCEEDINGS
King, Fred. Lobnitz, David Mabshall, D. A. Matheson, Andeb-
SON RoDGEB, and James Weib. Memhera of Covndl frmn Assodaie
Class, Messrs W. A. Kinghobn and Thomas Whimsteb.
The discussion on Mr J. Millen Adam's paper on *' An Inquiry
regarding the Marine Propeller," was resumed and concluded.
On the motion of the Chairman, Mr Adam was awarded a vote
of thanks for his paper.
The discussion on Mr Chables Day's paper on '< Experiments
with Bapid Cutting Steel Tools," w^as resumed and concluded.
On the motion of the Chairman, Mr Day was awarded a vote
of thanks for his paper.
A paper by Professor Magnus Maclean, M.A., D.Sc, on '*The
Hewett Mercury Vapour Lamp," w^as read.
On the motion of the Chairman, Professor Maclean was
awarded a vote of thanks for his paper.
Thereafter a paper by Mr John G. Johnstone, B.Sc, on "The
Dses of the Integraph in Ship Calculations " was held as read.
The following Candidates were duly elected : —
AS membkbs.
Allo, Oscar Edward, Electrical Engineer, 100 Both well Street, Glasgow,
Cousins, John Booth, Engineer, 75 Bachanan Street, Glasgow.
Hamilton, Robert Smith, Engineer, Flemington, Maxwell Park Gardens,
Pollokshields, Glasgow.
Kbrr, John, Engineer, 10 Wellmeadow, Blairgowrie.
Yardlev, Robert William, Engineer, Lochinvar, Victoria DriTo, Soots-
tonnhill, Glasgow.
From Students,
Wannop, Charles H., Chief Dranghtsman, Messrs A. Stephen & Son,
LinthoQse, Glasgow.
as associate members.
Boyd, James, Engineer, 20 Albert Drive, Crossbill, Glasgow.
Johnson, Herbert August, Mechanical Engineer, 41 James Street^
Holdemess Road, Hull.
Wilson, Charles A., Mechanical Engi&eer, 36 Bank Street, Hillhead,
Glasgow.
From Students.
Spkrry, [Austin. Naval Architect, 2353 Larkin Street, San Francisco^
Cal., U.S.A.
MINUTES OF PROCEEDINGS 305
AS ASSOCIATES.
fiowMAN, Fbedrrick Gboroe, Machinery Merchant, 21 Kersland Terrace,
Hillhead, Glasgow.
GsAHAM, The Meet Honourable The Marquis of, Buchanan Castle, Glasgow.
Henderson, John, Assistant Secretary, Messrs John Brown & Co., Ltd.,
Clydebank.
Ikykecltde, The Kight Honourable Lord, Castle Wemyss, Wemyss Bay.
MacBratne, David Hope, Shipowner, 119 Hope Street, Glasgow.
At Students,
Bill, H. L. Ronald, Apprentice Engineer, Redargan, Drumoyne Drive,
GoTan.
Crichton, Jamks. B.Sc., Apprentice Engineer, c/o Granger, 24 St. Vincent
Crescent, Glasgow.
Dickie, David Walker, Student of Naval Architecture, 60 Sardinia
Terrace, HiUhead.
DoRNAN, John D., Apprentice Engineer, 21 Minerva Street, Glasgow.
Hallkt, Matthew White, Student of Naval Architecture, 43 Lawrence
Street, Partick, Glasgow.
Henderson, John Alexander, Student of Naval Architecture, IS
Rothesay Gardens, Partick, Glasgow.
HoTT, Charles S., B.A., Student of Naval Architecture, 6 Parkgrove
Terrace, Glasgow.
McClelland, Harold Robinson, Apprentice Engineer, 8 Park Terrace,
Govan.
McDonald, Claude Knox, Student of Naval Architecture, Lennozvale
Maryland Drive, Craigton, Glasgow.
Parr, Fredrik, Student of Naval Architecture, 16 Eton Place, Hillhead,
Glasgow.
Williamson, George Taylor, Student of Naval Architecture, Craig-
hamet, Greenock.
Work, John C, Student of Naval Architecture, 6 Parkgrove Terrace,
Glasgow.
The Annual General Meeting of the Institution was held in
the Hall of the Institution, 207 Bath Street, Glasgow, on Tues-
day 26th April, 1904, at 8 p.m.
Mr James Gilchrist, Vice-President, occupied the chair.
The minutes of the Sixth General Meeting, held on 22nd
306 MINUTES OF PROCEEDINGS
Maroh, 1904, having been printed in the billet calling the
Meeting, were held as read, and signed by the Chairman.
Messrs Angus Murray and William McWhirter were ap-
pointed to act as Scrutineers on the ballot for the appointment of
Office-Bearers; and Messrs James Coats, Sinclair Couper,
Alexander Kay, James Lano, James Richmond, and John Biekie
were appointed assistant Scrutineers.
The hew members elected at the previous meeting were duly
admitted.
Thereafter the question of signing a Petition in favour of the
adoption of the Metric Weights and Measures by this country
was considered. A motion that the Petition read at the previous
Meeting be signed, and an amendment that the words, *'a
Decimal System of," be substituted for the words, ** the Metric,"
were put to the Meeting, and on a show of hands the motion
was carried. A motion that the Petition be not signed was
put before the house and lost. The Petition, as follows, was
then signed in presence of the Meeting : -^
HOUSE OF LORDS. Session 1904.
TO the Right Honourable the Lords Spiritual and Temporal
in Parliament assembled.
THE PETITION of the Institution of Engineers and Ship-
builders in Scotland.
^^ttmbls ^httutth :—
THAT in the opinion of your Petitioners the adoption of the Metric
Weights and Measures by this Country is highly necessary : —
(ist.) BECAUSE it has already been adopted by nearly all
the civilised Countries.
(«nd.) BECAUSE it would materially assist Education by
facilitating the teaching of Arithmetic, and setting free a
considerable amount of time which could be devoted to
more useful subjects than the learning and practising of
our complicated and confused Tables of Weights and
Measures.
MINUTES OF PROCEEDINGS 307
(3rd.) BECAUSE, as our Consuls frequently reiterate, we
lose Trade in consequence of our Weights and Measures
not being understood in other Countries, and because the
adoption of the Metric Weights and Measures would
obviate the present necessity for manufacturing on
one basis for export trade and on another for home
trade.
(4th.) BECAUSE the Colonies desire the change, but feel
that the lead must, on account of inter-colonial trade,
be taken by the Mother Country.
(5th.) BECAUSE it would lead to the abolition of a large
number of anomalous, customary, or local, but illegal.
Weights and Measures, still largely used in various parts
of the Country. These irregular Weights and Measures
are chiefly objectionable because they give facilities to
dishonest traders to take advantage of purchasers who
are not acquainted with them.
THAT numerous demonstrations of the desire for the change have
been made by resolutions and petitions of Public Bodies, Insti-
tutions, Chambers of Commerce, Trades Unions, Retail Trade
Organisations, Manufacturers, Engineers, and Teachers.
THAT a Select Committee of the House of Conunons in 1895 re-
ported in favour of the compulsory adoption of the Metric
Weights and Measures within two years.
THAT your Petitioners are much disappointed that, although eight
years have elapsed since then, no steps have been taken to give
effect to this recommendation of the Committee.
THAT by reason of the fierce competition for foreign trade, the need
for the change is even more serious now than in 1895.
THAT there are indications that the Metric Weights and Measures
will before long be adopted by the United States, one of the
main arguments, likely to influence that result, being the facility
it Would give for successful competition with this country in trad-
ing with countrie3 using the Metric System, especially in the
Republics of South America.
308 MINUTES OF PROCEEDINGS
THAT the Colonial Premiers at the CoronaUon Conference
resolved : —
"That it is advisable to adopt the Metric Weights and
"Measures for use within the Empire and the Prime
"Ministers urge the Governments represented at this
" Conference to give consideration to its early adoption."
Sour l^ttitiimerjs ihtnfou ^ms '-—
That a Bill may be passed for the compulsory adoption of
Metric Weights and Measures as recommended by the
Select Committee of the House of Commons of 1896.
Jlnb Simr |9tiittx)ntr» toill ebtr Pntp.
Signed on behalf of the Members
of the Institution of Engineers
and Shipbuilders in Scotland.
James Gilchrist,
Chairman.
Edward H. Parker,
Secretary.
The discussion on Mr John G. Johnstone's paper, on "The
Uses of the Integraph in Ship Calculations/' was begun and con-
cluded.
On the motion of the Chairman, Mr Johnstone was awarded
a vote of thanks for his paper.
The following papers were read : — On •* Some Modem Appli-
ances Connected with Bailway Crossings and Points," by Mr
Owen R. Williams, B.Sc. ; and on " Motor Cars," by Mr
Alexander Govan.
The Scrutineers submitted their report, and the Chairman
announced that the following gentlemen had been duly elected : —
President — Mr Archibald Denny; Vice-Presidents — Mr W. A.
Chamen and Mr John Ward ; Members of Council from Class of
Members —Mr James Gilchrist, Mr D. C. Hamilton, Mr Fred.
LoBNiTz, Mr D. A. Matheson, and Mr James Weir ; Member of
CauncUfrom Class of Asmdates — Mr W. A. Kinghorn.
MINUTES OF PROCEEDINGS 309
The following candidates were duly elected :—
AS MEMBERS.
Arnot, William, Engineer, 21 Havelock Street, Partick, Glasgow.
GONSTANTiNB, EzEKiEL Grayson, Engineer, 53 Deansgate Arcade,
Bfaneheeter.
as an associate member.
Gilchrist, Jambs, B.Sc., Civil Engineer, Caledonian Kailway Company,
Boebanan Street, Glasgow.
AS students.
Cbisholm, James Albert, Engineer, Dranghtaman, 63 St George's Road,
Glasgow.
Gardner, Harold Thornbt, Apprentice Civil Engineer, Thomcliffe,
Skelmorlie.
Graham, John, Ship Dranghtsman, 16 Snmmerfield Cottages, Whiteinch.
KiRBY, William Hubert Tate, Apprentice Engineer, 36 Dnncan Avenae,
Scotstonn, Glasgow.
Sellers, Frederick Wreford Bragoe, Draughtsman, 34 Sardinia
Terraee, Hillhead, Glasgow.
Semple, John Scott, Dranghtsman, Coral Bank, Bertro-Hill Road,
Shettleaton.
Taylor, John Douglas, Draughtsman, Jeanieslea, Oxhill Road, Dum-
barton.
An Extraobdinaby General Meeting was held in the Hall of
of the Institution, 207 Bath Street, Glasgow, on Tuesday, 3rd
May, 1904, at 8 p.m.
Mb E. Hall-Brown, Vice-President, occupied the Chair. The
Minutes of the Annual General Meeting held on Tuesday, 26th
April, 1904, having been printed in the billet calling the Meeting,
was held as read, and signed by the Chairman.
The new Members elected at the previous Meeting were duly
elected.
The following awards were made for papers read during the
Session 1902-03 :—
(1) A Premium of Books to Mr Konbad Andebsson for his
810 MINUTES OF PROCEEDINGS
paper on Steam Turbines : With special reference to the de Laval
Type of Turbine."
(2) A Premium of Books to Dr J. Bkuhn for his paper on " Some
points in connection with the Riveted Attachments in Ships."
Mr W. J. Luke then exhibited two Integraphs and explained
their properties.
Thereafter the discussion on the paper by Mr Owen R. Williams*
B.Sc., on " Some Modern Appliances Connected with Railway
Crossings and Points/' was begun and concluded.
On the Motion of the Chairman, Mr Williams was awarded a
vote of thanks for his paper.
The discussion on Mr Alexander Govan's paper on *• Motor
Cars " was then proceeded with and concluded.
On the Motion of the Chairman, Mr Govan was awarded a vote
of thanks for his p^per.
The following Candidates were duly elected : —
AS a life member.
Maclean, Andrew, Shipbuilder, Messrs Barclay, Carle & Co., Whiteineh.
AS MEMBERS.
Hillhouse, Percy Archibald, B.Sc., Naval Architeor, Whitworth,
Bosby.
Kennedy, Rankin, Consulting Engineer, 20 Oakwood Drive, Ronndhay,
Leeds.
Rose, Joseph, Consulting Engineer, " Westoe," ScotBtounhill, Glasgow.
From atudents.
Cunningham, Peter Nisbet, Jun., Draughtsman, Easter Kennyhill
House, Cumbernauld Road, Glasgow.
Henderson, Harry Esdon, Chief Draughtsman, 82 Curzon Road,
Waterloo, near Liverpool.
Lorimer, Henry Dubs, Steel Manufacturer, Kirklinton, Langside,
Glasgow.
Neill, Hugh, Engineer Surveyor, 99 Clarence Drive, Hyndland, Glas^w.
Rodger, Anderson, Jun., Ship Draughtsman, Glenpark, Port-Glasgow.
Steven, John A., Engineer, 12 Royal Crescent, Glasgow.
AS AN associate MEMBER.
Coleman, Henry Charles, Assistant Superintendent Engineer, Isaac
Peral 25, Cadiz, Spain.
icNtrrES or proceedings Sll
JV*w» Stiidsntg,
Blatr, ARCHtBALu, Engineer, 25 Peel Street, Partick, Glasgov''
Butler, James S., 21 Hamilton Terrace, W., Partick, Glaflgow.
Pekqus, ALr-^XANDKR, 7 IbroiL Place, Ibrox, Glasgow.
McCULLOCH, John, EDgixteeritig Draughteman, 49 Arlington B treat,
Gla^ow.
Morrison, A., DratigbtamaB, AH- Na- Craig, Greeuock.
As Students.
Jenkins, Garnet Edward, Student of Engineering, N.B.R Station,
Bpringbum, Olaagow.
SlKPSONj Adam, Engineering Drangbtsraan, 13 Kapert Street, Glaagow/W.
REPOBT OF THE COUNCIL.
Session 1902-1903.
On the occasion of the Opening Meeting of the Forty-Seventh
Session, the Council has pleasure in presenting to the Members
the following report of the progress and work of the Institution
during the past twelve months.
The changes which have taken place in the Roll are shown in
the following statement : —
Session 190M902.
Honorary Members, 8
Session 1902-1903.
9
Members, ... 961 ; ... ... 962
Associate Members, — i ... ... 46
Associates, ... 90 \ ... ... 81
Graduates, ... 338 | ... ... —
Students, ... — ... ... 287
i
1397 I 1385
His Majesty the King conferred the honour of Knighthood upon
Mr John Shearer, a Member of the Institution.
The Council records with regret the deaths of the following
gentlemen : — Members — William Aitchison, Glasgow ; Thomas
Arthur Arrol, Glasgow ; Thomas Davison, Glasgow ; John
Dempster, Glasgow ; Charles E. Diibs, Glasgow ; William Foulis,
Glasgow; James M. Gale, Glasgow; William Hastie, Greenock;
John Hodgart, Paisley; Matthew Holmes, Lenzie; Guybon Hutson,
Glasgow ; Eobert M*Master, Glasgow ; James Neilson, C.B., Moss-
end ; Andrew Paul, Dumbarton ; Thomas B. Seath, Rutherglen ;
William Simons, Tighnabruaich ; James M. Thomson, Glasgow ;
John Turnbull, Jun., Glasgow ; and James Cowan Woodbum,
Glasgow. Associates — John Bryce, Dunoon ; James Eitchie, Glas-
REPORT OF COUNCIL 315
gow ; and Hugh Wallace, Glasgow. Graduate — Andrew M*Vitae,.
Glasgow.
rhe Meetings held during the Session were nine in number^
at which the following papers were read and discussed : —
"Steam Turbines: with Special Reference to the de Laval
Type of Turbine," by Mr Eonrad Andersson.
" Some Points in connection with the Riveted Attachments
m Ships," by Mr J. Bruhn, D.Sc.
"Circulation in Shell Boilers," by Mr William Thomson.
" The Dynamic Balance of the Connecting-Rod," by Mr C-
A. Matthey.
" Notes Relating to the de Laval Steam Turbine, the Wire-
drawing Calorimeter, and the Superheating of Steam by
Wiredrawing," by Professor W. H. Watkinson.
" Speed Control by Electric Motors when Driven from
Constant-Pressure Mains," by Mr W. B. Sayers.
" Tools and Gauges in the Modem Shop," by Mr H. F. L.
Orcutt.
" Experimental and Analytical Results of a Series of Tests
with a Pelton Wheel," by Mr Wm. Campbell Houston,
B.Sc,
"The Old Quay Walls of Glasgow Harbour, * by MrW. M.
Alston.
The Meetings held by the Students were five in number.
The Session was opened by an address from Mr A. J. Kay,
President of the Section, and at the subsequent meetings the
undermentioned papers were read and discussed: —
" Some Points in Corliss Gears," by Mr G. E. Windeler.
'* Steam-Ship Pipe Arrangements," by Mr A. Dunlop.
** The Balancing of Engines,", by Mr T. C. Jones.
The Silver Medal for the best paper read in this Section was
awarded to Mr T. C. Jones.
314 REPORT OF COUNCIL
Board of Trade Cotisultative Committee.
The Institution was represented on this Committee by Mr
James Denny, Mr John Duncan, Mr James Hamilton, and Mr
James Weir.
The Committee met in London in the months of February,
April, and July, and dealt with various matters put before it
by its Constituents; many of these were discussed with the
Board of Trade. Among the subjects submitted to the Board of
Trade by the Committee, and now under consideration of the
Board, and your Committee, are the following : —
Use of high tensile steel.
Uniformity of rules for shells of boilers.
Boiler fittings.
Testing of materials.
Use of corticine in lieu of thin planking for decks.
Measurement of engine-room spaces.
Verbal approval of boiler designs.
Several other points relating to measurement of tonnage.
It will be remembered that the Board of Trade have agreed to
the Committee's request '' That the incomplete declaration of the
surveyor at the port of building, so far as it goes, shall not be
called in question by a surveyor at another port to which the
vessel may be transferred before the certificate is completed,
except in respect to any defect showing up in the passage."
Lloyd's Technical Committee,
The Institution was represented on the Technical Committee of
Lloyd's Register of Shipping by Mr Sinclair Couper, Mr John
Incrlis, LL.D., Mr Richard Ramage, and Mr James Rowan.
The usual meetings of the Committee were held in London
during the months of November, 1902, and March, 1903, and the
Institution's representatives took part in the discussion and settle-
ment of the various matters in connection with the following
subjects : —
REPORT OF COUNCIL 315
1. Alterations of rules as regards face angles to web frames and
side stringers.
2. „ ,, ,, diamond'plate attachments of do.
3. „ ,, ,, riveting- of plate edges in large
steamers.
4. ,, „ ,, double bottom scantlings.
5. ,, ,, and tables for rivets and riveting.
6. New rules for burning and carrying of liquid fuel.
7. Tube plates of combustion chambers.
8. Complete new rules and tables for wood, composite, and
steel yachts.
9. Discussion of proposal for testing rivets and rivet material on
makers' premises.
10. Discussion of proposal for requiring steering* and derrick chains
to be tested at a proving house.
11. Discussion of proposal for testing all smiths' iron for classed
vessels.
Board of Governors of The Glasgoio School of Art,
The Institution was represented on the Board of Governors of the
Glasgow School of Art by Mr James MoUison, who reports that —
The Glasgow School of Art continues to progress apace. The
number of students who attended diu-ing the Session 1902-3 was
1,336, an increase of 338 on the previous session.
The benefits of this School as the central institution for higher
education in art for Glasgow and the surrounding districts, are
being largely taken advantage of, and numerous day school
teachers from the counties of Lanark, Eenfrew, Dumbarton,
Argyle, Stirling, and Ayr have been receiving instruction.
A graduated course of instruction has been mutually agie^El
upon between the Governors and School Board, and approved h\
the Scotch Education Department, whereby students commencing
in the day schools, and passing through the Evening Continuation
Classes, can enter the School of Art for higher instruction.
Special attention is given to the teaching of applied design and
the training of art craftsmen. The importance of this matter
[^
316 REPORT OF COUNCIL
cannot be too highly estimated, considering the foreign competi-
tion this country has now to face. Over 600 craftsmen,
representative of the various mechanical and manufacturing
industries throughout the district, received instruction during the
session.
The Governors are authorised by the Scotch Education Depart-
ment to grant certificates and diplomas for higher work. Special
prizes are also given by the Glasgow Institution of Architects and
other Glasgow societies.
Board of Governors of The Glasgow a/nd West of Scotland
Technical College,
The Institution was represented on the Board of Governors of
the Glasgow and West of Scotland Technical College by Mr
James Weir, who reports that —
No new feature of outstanding interest was introduced into the
programme of studies during the past year, as the Grovemors felt
that any important development should be deferred until they
were in possession of the new buildings now in course of erection.
The building operations have been carried on as rapidly as wa&
expected, and the first section is now considerably above foundation
level. It is estimated that the total expenditure, exclusive of
equipment, will be not less than £210,000, and, of this sum, pro-
mises of donations and grants amounting to £182,382 have been
received.
Eeference should be made to the visit of King Edward and
Queen Alexandra, which took place on 14th May last, on which
occasion the memorial stone of the new building was laid by His^
Majesty. Invitations to the ceremony were issued to all sub-
scribers to the building fund, and to representatives of public
bodies, including the Council and officers of the Institution.
The students of last session were as follows : — Day students,
652 ; evening students, 4,424 ; pupils of Allan Glen's School, 602
— a total of 5,678. Of this number, 1,283 of the evening students^
were employed in engineering or shipbuilding works. Of the
REPORT OF COUNCIL 317
day students, the large majority were those who intended to make
engineering their profession, and practically the whole of those
taking the full course of instruction in mechanical and electrical
engineering are studying under the so*called "sandwich"
system, the summer months being spent in the workshops
and the winter given to College classes.
The Oovemors have been gratified to note the increasing
mterest in this system taken by many of the large employers in
the neighbourhood. Several firms have sent selected apprentices
to the College, and are recognizing the time spent in College as
part of the period of apprenticeship. In some cases the wages of
the apprentices are being paid during their attendance at College,
subject, of course, to satisfactory reports upon their progress and
work.
During last session a special committee for the superintendence
of the Chemical and Metallurgical Departments of the College was
established, and certain representative manufacturers in the
difPerent branches of the chemical industry joined the committee
on the invitation of the Governors. A proposal to establish a
similar committee for the engineering side of the College is now
under consideration, and it is expected that, during the ensuing
session, this committee will be fully constituted. These com-
mittees, which will have full executive powers, subject to
the general control of the Governors, are intended to bring the
College into the closest possible contact with the employers, and
to provide a channel through which the employers may make
known their views regarding the manner in which the College can
best aid the industries concerned.
The Council desires to express the thanks of the Institution
to these gentlemen for their services on these bodies.
The "James Watt' Dinner was held in the Windsor Hotel,
Glasgow, on Saturday evening, 18th January, 1903, and was well
attended by members and their friends.
The surplus revenue for the Session ending 30th September,
1903, as shown by the Treasurer's Statement appended hereto, is
£133 lis 6d.
91S
TREASURER S STATEMENT
TREASURERS
INCOME AND EXPENDITURE ACCOUNT
GENERAL
ORDINARY INCOME.
I. AnnucU SubicnpHons received--
Members, £1621 10 0
AsaocUte Members, ... 14 0 0
Associates, ^. . . 112 10 0
Graduates, 140 10 0
II. Ari'ears ofSiibscripHona recovered, less est^tensest
III. Sales of Transactions, ...
IV. Interests and Jienis-
Interest on ClvdeTmst Mortgages
for £400, less Uz, .. ... £13 2 11
Stndents' Institution G.E., for use
of Library, ... ... 11 18 0
Interest on Deposit Receipts, less
Income Tax, ... ... 6 3 1
Interest on Glasgow Corporation
Loan, 7 9 0
1902-1903.
t901'190t
88 10
0
£2S38 10 0
42 1
1
S6 1 6
11 U
3
SO 21 0
11 8 10
11 16 0
5 e 6
38 13 0
[B8 ? 3]
£1980 18 4
£16BS 9 9
TREASURER S STATEMENT
319.
STATEMENT.
FOR YEAR ENDING 30th SEPTEMBER, 1903.
FUND.
' ORDINARY EXPENDITURR
1902-1908.
1901-1909,
I. GeHeral Esmetues^
Secretary's Salary £400 0 0
Clerk's Salary 60 0 0
Iiiatitntioii's proportion of net cost
ofniauiteDaDceofBni]dings,etc 213 7 3
. Interest on Medal Funds, ... * ' '
. Library Books, 29 2 1
BindinK Periodicals and Papers, 11 19 10
Stationery and Postages, etc., 54 5 0
Office Expenses, ... .. 32 1 0
Advertisinff, losurance, etc., ... 2 12 6
TravelliDg Expenses, ... 5 9 2
£806 16 10
711 13 7
16 1 7
£300 0 0
66 18 0
108 8 6
6 17 3
32 16 10
28 17 2
48 13 11
34 8 10
6 6 6
[623 6 11]
394 4 6
186 3 9
74 16 7
16 3 6
14 14 ^
[684 2 9]
6 2 6
11. "^ Transactions" ExpensM^
Printing and Binding, £429 4 3
Lithography, 169 6 3
Postages, 74 4 1
Reporting, ... ... ... 23 10 0
Delivery of Annual Volnme, ... 16 10 0
in. ^toordf— Premiums for Papers,
EXTRAORDINARV EXPENDITURE.
Honorarium to Secretary, ... £100 0 0
Library Catalogue 117 la 10
Articles of Association, 89 7 6
Sondriw, 4 11 6
311 14 10
133 11 6
1
70 8 9
240 9 10
Surplus carried to Balance Sheet,
1
£1980 18 4
£1623 9 9
320
treasurer's statement
BALANCE SHEET, AS AT
LIABILITIES.
L General Capital Ac-
count—
As at let Oct., 190S, ... £4588 8 3
. Entry money, 60 0 0
.Saiplos from Re-
venue, 133 11 6
II. Life Mwiber^
Subicriptions, ...
III. Sundn/ Creditors,
IV. SvbseriptioHs paid in advance,
V, Medal Funds^
Marine Engineering—
Balance as at
Ist Oct. 1902. £561 10 2
Interest received
during .year, 17 12 10
Railway Engineering —
Balance as at
Ist Oct., 1902, £344 16 9
Interest received
during year, 10 19 4
Graduated —
Balance as at
Ist Oct., 1902. £23 13 9
Cost of medal,
£17s6d; less
interest re-
ceived during
year, ISs 7d, 0 11 11
As atftOth
Sept,
1903.
4766 19 9
50 0 0
27 1 6
56 10 0
£569 3 0
355 16 1
23 1 10
AsatSOth
Sept.,
1909.
£U8S 8 S
(included in
0 10 0
£S2 10 0
651 10 i
S44 16 9
948 0 11
gS IS 9
[9fiO 0 8]
£5848 12 2
£5536 S 11
treasurer's statement
30th SEPTEMBEK, 1903.
321
ASSETS.
I. SeritabU Property—
Total Coet, £7(»4 16 3
Of which one-half belongs to the
Institution,
II. Funuturt and FiiUngs—
Valaed at, say
III. Books in Library—
Valaed at, say
IV. InveHmemU—
Clyde Trust Mort^;age,
Glasgow Corporation,...
V. Medal Fwida Investments—
Clyde Trast Mortgage,
400 0 0
200 0 0
£903 0 0
On Deposit Receipt and Interest, 17 7 8
VI. Arreaa-s of Subscriptions—
Session 1902.1903—
Members, ... £108 0 0
Associates, ... 4 10 0
Students, 5 0 0
£127 10 0
Previous sessions-
Members, £29 10 0
Associates, 2 0 0
Students, 8 0 0
39 10 0
Total, £166 0 0
Valued at, say
VII. Swndry Debtors—
VIII. Cash-
In Bank, on Deposit Receipt
and Interest,
On Current Account, ...
In Secretary's hands,
£130 19 8
13 4 0
20 2 9
As at
30th Sept.,
1903.
£3M7 8 1
65 10 0
500 0 0
600 0 0
920 7 8
As at
SOihSepU
1909.
£3647 8 1
es 10 0
500 0 0
400 0 0
90S 0 0
50 0 0
1 0 0
164 6 5
£5848 12 2
50
68 7 8
£5536 8 11
Glasgow, 21st October^ 1903,— An^Mi and certified correct.
David Black, C.A., Auditor.
3^2
TREASURER S STATEMENT
i
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H
o
o
o
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Q
a*
CO
O
P4
o
EH
O
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REPORT OF THE LIBRARY COMMITTEE.
The additions to the Library during the year include 53 volumes
by purchase ; 11 volumes and 1 pamphlet by donation ; while
148 volumes were received in exchange for the Transactions of
the Institution. Of the periodical publications received in ex-
change, 26 were weekly, and 24 monthly. Sixty-two volumes
were bound during the year.
The new Library Catalogue was completed in April, 1903, and
copies may be had, free of cost, on application to the Secretary
or Sub-Librarian.
As the proceedings of the most important engineering societies
are to be found in the Library of the Institution, the Committee
begs to draw the attention of Members to the existence of this
particular section.
The Institution possesses a complete set of the Abridgments of
Specifications of Patents dating from 1617, which is available for
reference purposes in the Library.
Donations to the Library.
Alexander, T. and Thomson, A. W. Elementary Applied Mechan-
ics, 1902. From the Authors.
County of Lanark — Report on the Administration of the Rivers
Pollution Prevention Acts. 1903. From the Medical Ofl&cer
of the County.
Index Key showing Abridgment Classes and Index headings to
which Inventions are assigned in the Official Publications
of the Patent Office. 1899. From the Patent Office.
Lloyd's Register of Shipping (2 vols.) ; and 1 volume of Rules and
Regulations. 1902-03. The same for 1903-04. From
Lloyd's Committee.
324 REPORT OF THE LIBRARY COMMITTEE
Manchester Steam-Users' Association. Memorandum by Chief
Engineer, 1902, Pamphlet. From the Association.
Sothem, J. W. Examination Drawing Cards for Marine En-
gineers. From the Author.
Books added to the Library by Purchase,
Arrhenius, Svante. Text-Book of Electro Chemistry. Translated
by John McCrae. 1902.
Atkinson, Philip. Power Transmitted by Electricity and Applied
by the Electric Motor. 3rd edition. 1902.
Bolland, Simpson. EncyclopsBdia of Founding and Dictionary of
Foundry Terms used in the Practice of Moulding. New
York. 1894.
Bolland, Simpson. The Iron Founder. New York. 1901.
Blount, B. Practical Electro Chemistry. Westminster. 1901.
Brannt, William T. (Editor). Metal Workers' Hand-Book of
Receipts and Processes. Philadelphia. 1900.
Brannt, William T. (Editor), Metallic Alloys. New Edition. 1896.
Brassey's Naval Annual, 1903.
Brearley, Harry and Ibbotson Fred. Analysis of Steel- Works
Material. 1902.
Christie, William Wallace. Chimney Design and Theory. 2nd
Edition. New York. 1902.
Denny, G. A. Deep-Level Mines of the Band and their Future
Development. 4to. 1902.
Donaldson, William. Principles of Construction and Efficiency of
Water-Wheels. 1876.
Donkin, Bryan and Kennedy, A. B. W. Experiments on Steam-
Boilers. 4to. 1897.
Dron, R W. Coal Fields of Scotland. 1902.
Dye, Frederick. Lighting by Acetylene. 1902.
Eissler, M. Hydro-Metallurgy of Copper. 1902.
Ganot, Adolphe. Elementary Treatise on Physics. 16th edition.
1902.
Geikie, Sir Archibald. Text-Book of Geology. 3rd Edition. 1893.
REPORT «>F THE LIBRARY COMMITTEE 326
Grimshaw, Bobert. Modem Workshop Hints. 1902.
Herbert, T. E. Telephone System of the British Post Office : a
Practical Handbook. 2nd Edition. 1901.
Hood, Charles and Dye, Frederick. Practical Treatise upon
Wanning Buildings by Hot Water, and upon Heat and
Heating Appliances in General. 3rd Edition. 1897.
Jenkins, Bhys. Motor Gars and the Application of Mechanical
Power to Boad Vehicles. 1902.
Kap, Gisbert. Dynamos, Motors, Alternators, and Botary Con-
verters. 3rd Edition : Translated by H. H. Simmons. 1902.
Kinealy, J. H. Elementary Text-Book on Steam Engines and
Boilers. 3rd Edition. New York. 1901.
Kirk, Edward. The Cupola Furnace : a Practical Treatise on the
Construction and Management of Foundry Cupolas. Phila-
delphia. 1899.
Larkin, James. The Practical Brass and Iron Founder's Guide.
New Edition. Philadelphia. 1892.
Middleton, B. E., Chadwick Osbert, and Bogle, J. du T. Treatise
on Surveying. Part II. 1902.
Middleton, B. E. and Chadwick Osbert. Treatise on Surveying.
Vol. I. 1899.
Naylor, W. Trades Waste : its Treatment and Utilization. 1902.
Neilson, Bobert M. The Steam Turbine. 1902.
Niaudet, Alfred. Elementary Treatise on Electric Batteries. 7th
Edition : Translated by L. M. Fishback. New York. 1900.
Parkinson, Bichard M. Light Railway Construction. 1902.
Parr, 6. D. A. Electrical Engineering Testing. 1902.
Parr, G. D. A. Practical Electrical Testing in Physics and
Electrical Engineering. 1901.
Pollen, W. W. F. Steam Engineering ; a Treatise on Boilers,
Steam, Gkis and Oil Engines, and Supplementary Machinery.
Manchester. No date.
Bhodes, W. G. Elementary ^Treatise on Alternating Currents.
1902.
Bobinson, W. Gas and Petroleum Engines. 2nd Edition. 1902.
326 REPORT OF THE LIBRARY COMMITTEE
Sadtler, Samuel P. Handbook of Industrial Organic Chemistry.
3rd Edition. Philadelphia. 1900.
Seddon, H. C. Builders Work and the Building Trades. 3rd
Edition. 1897.
Sewell, Tyson. Elements of Electrical Engineering. 1902.
Sexton, A. H. Metallurgy of Iron and Steel. Manchester. 1902.
Steinmetz, Charles P. Theory on Calculation of Alternating
Current Phenomena. 3rd Edition. New York. 1900.
Thomson, Sir William (Baron Kelvin). Popular Lectures and
Addresses. Vol. II. — Geology and General Physics. 1894.
Thompson, S. P. Design of Dynamos. 1903.
Toothed Gearing : a Practical Handbook for Offices and Work-
shops, By a Foreman Pattern Maker. 1892.
Watt, Alexander. Electro-Plating and Electro-Refining of Metals
New edition. 1902.
Webb, Herbert L. Practical Guide to the Testing of Insulated
Wires and Cables. New York. 1899,
West, Thomas D. American Foundry Practice. 10th Edition.
New York. 1901.
West, Thomas D. West's Moulders* Text-Book : being Part II.
of American Foundry' Practice. 8th Edition. New York.
1900.
Wharton, Sir William J. L. Hydrographical Surveying. 2nd
Edition. 1898
Whitelaw, John. Surveying a« Practised by Civil Engineere and
Surveyors. 1902.
Wood, Francis. Sanitary Engineering. 1902.
Year-Book of Scientific and Learned Societies. 1902.
REPORT OF THE LIBRARY COMMITTEE ^27
The InstiiutioH Exchanges Tramadions wUh the following
Societies, etc. : —
A.berdeen Association of Civil Engineers, Aberdeen.
American Institute of Electrical Engineers, New York.
American Institute of Mining Engineers, New York.
American Philosophical Society, Philadelphia.
American Society of Civil Engineers, New York.
American Society of Mechanical Engineers, New York.
Association des Ing^nieurs des Ecoles Speciales de Gand, Belgium.
Association Technique Maritime, Paris.
Austrian Engineers' and Architects' Society, Wien.
Bristol Naturalists' Society, Bristol.
British Association for the Advancement of Science, London.
British Corporation for the Survey and Registry of Shipping, Glasgow.
Bureau of Steam Engineering, Navy Department, Washington.
Canadian Institute, Toronto.
Canadian Society of Civil Engineers, Montreal.
Edinburgh Architectural Association, Edinburgh.
Engineering Association of New South Wales, Sydney.
Engineering Society of the School of Practical Science, Toronto.
Engineers' and Architects' Society of Naples, Naples.
Franklin Institute, Philadelphia, U.S.A.
Geological Survey of Canada, Ottowa.
Hull and District Institution of Engineers and Naval Architects,
Hull.
Institute of Marine Engineers, London.
Institution of Civil Engineers, Loudon.
Institution of Civil Engineers of Ireland, Dublin.
Institution of Electrical Engineers, London.
Institution of Junior Engineers, London.
Institution of Mechanical Engineers, London.
Institution of Naval Architects, London.
Institution of Naval Architects, Japan.
Iron and Steel Institute, London.
Liverpool Engineering Society, Liverpool.
328 REPORT OF THE LIBRARY COMMITTEE
Literary and Philosophical Society of Manchester, Manchester.
Lloyd's Begister of British and Foreign Shipping, London.
Magyar M^rnok es ifepitesz-Egylet, Budapest.
Manchester Association of Engineers, Manchester.
Midland Institute of Mining, Civil, and Mechanical Engineers,
Barnsley.
Mining Institute of Scotland, Hamilton.
North -East Coast Institution of Engineers and Shipbuilders,
Newcastle-on-Tyne.
North of England Institute of Mining and Mechanical Engineers,
Newcastle-on-Tyne.
Patent Office, London.
Eoyal Dublin Society, Dublin.
Boyal Philosophical Society of Glasgow.
Boyal Scottish Society of Arts, Edinburgh.
Sanitary Institute of Great Britain, London.
Schi£Fbautechnischen Gesellschaft, Berlin.
Scientific Library, U.S. Patent Office, Washington, U.S.A.
Shipmasters' Society, London.
Smithsonian Institution, Washington, U.S.A.
Soci6t6 d'Encouragement pour rindustrie Nationale, Paris.
Soci^t^ des Ing^nieurs Civils de France, Paris.
Soci^t^ des Sciences Physiques et Naturelles de Bordeaux, Bordeaux.
Soci6t6 Industrielle de Mulhouse, Mulhouse.
Society of Arts, London.
Society of Arts, Massachusetts Institute of Technology, Boston.
Society of Engineers, London.
Society of Naval Architects and Marine Engineers, New York, U.S.A.
South Wales Institute of Engineers, Cardiff.
Technical Society of the Pacific Coast, San Francisco, U.S.A.
West of Scotland Iron and Steel Institute, Glasgow.
Copies of the Transactions are forwwrded to the foUowing
CoUegeSy Libraries^ eta,: —
Advocates' Library, Edinburgh.
REPORT OF THE LIBRARY COMMITTBE
Bodleian Library, Oxford.
British Mnseum, London.
Cornell University, Ithaca, U.S.A.
Coatbridge Technical School, Coatbridge.
Dumbarton Free Public Library, Dumbarton.
Glasgow and West of Scotland Technical College, Grlasgow.
Glasgow University, Glasgow.
Mercantile Marine Service Association, Liverpool
M*Gill University, Montreal.
Mitchell Library, Glasgow.
Polytechnic School of Engineering, Ghizeh, Egypt.
Eoyal Naval College, Greenwich.
Southampton Public Library, Southampton.
Stevens Institute of Technology, Hoboken, U.S.A.
Stirling's Library, Glasgow.
Trinity College, Dublin.
Underwriters Kooms, Glasgow,
do. Liverpool.
University College, London.
University Library, Cambridge.
Yorkshire College, Leeds.
Publications Received periodically in Exchange for Institution
Transactions : —
American Machinist.
American Manufacture and Iron World.
Automobile Club Journal.
Automotor Journal.
Gassier's Magazine.
Cold Storage and Ice Trades Eeview.
Colliery Guardian.
Contract Journal.
Electric Club Journal.
Electrical Magazine.
Electrical Review.
330 REPORT OF THE LIBRARY COMMITTEE
Engineer.
Engineering.
Engineering Magazine.
Engineering Record.
Engineering Review.
Engineering Times.
Engineers' (razette.
Indian Pjngineering.
Iron Age.
Iron and Coal Trades' Review.
Iron and Steel Trades' Journal.
Ironmonger.
Journal de I'Ecole Polytechnic.
L'Industria.
Light Railway and Tramway Journal.
Machinery.
Machinery Market.
Marine Engineer.
Marine Engineering.
Mariner and Engineering Record.
Mechanical Engineer.
Mechanical Review.
Mechanical World.
Nature.
Nautical Gazette.
Page's Magazine.
Petroleum World.
Portefeuille Economique des Machines.
Practical Engineer.
Revue Industrielle.
Science Abstracts.
Scottish Electrician.
Shipping World.
Stahl und Eisen.
Steamship.
REPORT OF THE LIBRARY COMMITTEE 331
Street Railway World.
Technics.
The Engineering Press Monthly Index Review.
The Indian and Eastern Engineer.
Tramway and Railway World.
Transport.
The Library is closed for the Summer Holidays from the 11th
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Except during holidays and Saturdays, the Library is open each
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till 1 P.M.
On the Ist October and thereafter throughout the Winter Session
the Library will be open each lawful day from 9.30 a.m. till 8 P.M.,
except on Meeting Nights of the Institution and Royal Philosophical
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closed at 2 p.m.
Members have the privilege of consulting the Books in the
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The use of the Library and Reading Room is open to Members,
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The Library Committee are desirous of calling the attention of
Readers to the " Recommendation Book," where entries can be made
of titles of books suggested as suitable for addition to the Library.
A List of the Papers read and Authors' Names, from the First
to the Thirty-Third Sessions, will be found in Vol. XXXIIL of the
Transactions.
332 REPORT OF THE LIBRARY COMMITTEE
As arranged by the Council, a Begister Book for Students
lies in the Library for the inspection of Members, the object being to
assist Students of the Institution in finding suitable appointments.
WiiiLiAM Brown,
Han, Librarian and Convener,
Annual Subscriptions are due at the commencement of each
Session : viz. : —
Members, £2; Associate Members, £1; associates, £1 10s;
Students, 10s ; Life Members, £25 ; Life Associates, £20.
Membership Application Forms can he Jiad from the Secretary w
from the Sub'Libra7'ian, at the Eooms^ 207 Bath Street,
The Council, being desirous of rendering the transactions of
the Institution as complete as possible, earnestly request the
co-operation of Members in the preparing of Papers for reading
and discussion at the General Meetings.
Early notice of such papers should be sent to the Secretary, so
that the dates of reading may be arranged.
Copies of the reprint of Vol. 7 containing a paper on *< The Loch
Katrine Water Works," by Mr J. M. Gale, C.E., may be had from
the Secretary ; price to Members, 7/6.
Members of this Institution, who may be temporarily resident
in Edinburgh, will, on application to the Secretary of the Royal
Scottish Society of Arts, at his office, 117 George Street, l>e
furnished with billets for attending the meetings of that Society.
The Meetings of the Royal Scottish Society of Arts are held
on the 2nd and 4th Mondays of each month, from November
till April, with the exception of the 4th Monday of December.
'.\ .X" 1 ' I t- s.
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OBITUAEY.
Hcmorary Member.
James Mobris Gale, Engineer-in-Chief to the Glasgow Water
Commissioners, died at his residence, Daldrishaig, Aberfoyle, on
7th September, 1903. He was a native of Ayr where he was bom
in the year 1830. Having finished the first part of his education
at the local Academy he came to Glasgow in 1844, and entered the
office of his elder brother, Mr William Gale, who was at that time
engineer to the Gorbals Water Company. While employed with
his brother Mr Gale attended the engineering classes of Professor
W. J. Macquom Rankine, at the Glasgow University, and studied
mathematics under Professor Laing in Anderson's College. For
eight years be occupied the position of Assistant Engineer to his
brother, and during that period gained considerable experience for
bis future work. At the age of twenty-four he was entrusted with the
construction of the Balgray Reservoir, the largest of the reservoirs
connected with the Gorbals Water Works. About the same time
Mr Gale planned a scheme for an enlargement of the Gorbals water
supply, which was considered as an alternative supply to that of
Locli Katrine. This scheme was not adopted, but the engineers
consulted by the Corporation of Glasgow on the subject, Messrs
Stephenson and Brunei, referred to it in the following manner : —
"After careful consideration of all the circumstances and an
examination of the country, we have come to the conclusion that
the extension of the present Gorbals Water Works, as proposed by
Mr Gale, is the only plan which complies with the requisite con-
cUtions of quality and quantity, and in our opinion it is the only
scheme which can be usefully considered in comparison with the
proposed appropriation of the waters of the lakes." When, in 1885,
the Glasgow Corporation obtained an Act of Parliament for the
iotroduction of a new supply of water from Loch Katrine, Mr
27
334 OBITUARY
Gale acted as engineer on the city section of the scheme under Mr
J. F. La Trobe Bateman by whom the scheme was devised and
carried out. On its completion in 1859 Mr Gale was appointed
engineer-in-chief, and from that time onwards till the close of 1902,
when he retired through failing health, he had entire charge of the
works. In 1882 it was found that a fresh supply of water would
soon be required, and three years later an Act was obtained giving
powers to construct another aqueduct, calculated to carry from
Loch Katrine an equal supply of water. Mr Gale's scheme for
doubling the supply included the raising of the boundaries of the
loch, and a new reservoir at Graigmaddie. The work of construc-
tion was commenced in 1886, and completed in ten years. Besides
his work for the city of Glasgow he rendered able assistance to the
Local Authorities of Dumbarton, Port-Glasgow, Kilmarnock, and
Hamilton, in connection with the respective water supplies to
those burghs. In 1863 he read a paper before the Institution on
the Glasgow Water Works.*
Mr Gale joined the Institution as a Member in 1858; was
elected a Member of Council for session 1863-4 ; became a Vice-
president for sessions 1864-6 ; and filled the office of President for
sessions 1867-9. For twenty-three years he served the Institution
as Treasurer, and in recognition of his valuable services gratui-
tously rendered to the Institution, he was elected an Honorary
Member in 1902.
Members,
William Allan was a native of Dundee, where he was bom in
November, 1837, and when only ten years of age, through his
father's adversity, he had to seek a living as best he could in an
engineering shop in that city. Of his early career very little is
known, but his advance in life, the outcome of many sterling
qualities, was extremely rapid. In 1861 he became chief engineer
of a blockade runner during the American Civil War. Mr Allan was
• See Vol. viL p. 21.
OBITUARY 335
madeaprisonerof war andwas confined in a prison at Washington
for six weeks, during which time he suffered, with other prisoners,
scandalous privations. On his return to this country he found
employment in a hoiler works at Carlisle, and thereafter, in the
North-Eastem Marine Engine Works, Sunderland, finally becoming
manager of the latter establishment. Leaving the North-Eastem
Company in 1887, he started the Scotia Engine Works, of which
he was managing director up to the time of his death. He was
practically speaking a self-taught man, and notwithstanding that
he possessed little or no knowledge of mathematics, thermo-
dynamics, or the laws of heat, yet he was in the fi'ont rank as a
manufacturer of marine engines and boilers.
His importance in the public eye is shown by his nomination
to a Justiceship of the Peace, and a Deputy Lieutenancy of the
County of Durham, and his election as Member of Parliament for
Gateshead in 1893 was a remarkable testimony to his popularity.
He described himself as an ''advanced radical," but although
possessing advanced political views, it did not prevent him from
attaining a prominent position in the ranks of the Commons, where
be was one of the figures that attracted considerable attention.
His outspokenness on Naval matters was alike a source of delight
to Members of the House and strangers. He was a persistent
advocate of the use of the Scottish boiler as against boilers of the
water-tube type of whatever kind, and it was principally due to
his criticisms that the appointment of the Boiler Commission was
due. Mr Allan was Treasurer of the Byron Society, and as a
recreation wrote songs and poems. His ** Book of Poems," a copy
of which he presented to the Library of the Institution, had a
considerable sale.
In 1902 Mr Allan was knighted, and he thoroughly deserved the
honour. Sir William Allan became unwell on Christmas Day, 1903,
and passed away at his residence, Scotland House, Sunderland,
from heart trouble, on the 28th December, 1903.
Sir William Allan joined the Institution as a Member in 1869.
336 OBITUARY
Chables Collie was bom at Aberdeen, and served his time as
a boiler maker. For many years he was foreman with Archibald
Hutcheson, engineer and ironfomider, Glasgow. In 1873 he
started in business for himself. He died in October 1903.
Mr Collie became a Member of the Institution in 1898.
W. T. CouRTiER-DuTTON, Chief Surveyor to the British Corpora-
tion Registry, was born in the Isle of Man in 1848, and died at his
residence, Moraig, Helensburgh, on the last day of 1903.
He commenced the serious business of life in the office of a
Liverpool solicitor, but the law not proving to his taste he became
a premium apprentice with Messrs Thomas Vernon & Sons,
shipbuilders, Liverpool, and remained in their service until 1874,
when he left the post of manager to that firm to undertake the duties
of Surveyor to the old Underwriters Registry for Iron Vessels. He
was subsequently transferred from the Mersey to the Clyde, and
was principal Surveyor for the Clyde district until the absorption
of the Registry by Lloyd's in 1886, when he became one of the
Staff of the latter Registry. Mr Courtier-Dutton was appointed
Chief Surveyor to the British Corporation in 1892, shortly after
the death of Professor Jenkins, bringing to the assistance of that
Society the benefit of ripe experience, and mature judgment. He
took a great interest in the work of the Engineering Standards
Committee ; of which he was a valued member, and made himself
popular and esteemed by all who came into contact with him, by
his rare combination of courtesy and dignity, supported by the
knowledge born of wide experience.
Mr Courtier-Dutton became a Member of the Institution in 1896.
Samuel Cbawford was bom at Paisley in 1838. He served an
apprenticeship at wood and iron shipbuilding, and assisted at
turning the frame of the first iron vessel built on the Forth and
OBITUARY 337
Clyde Canal, at Maryhill. As a young man he entered the Govern-
ment Service when iron shipbuilding was in its infancy, and was
made *' leading hand." He was subsequently engaged in succession,
as foreman, with Messrs Bobert Napier & Sons, Govan; The
Fairfield Shipbuilding and Engineering Co., Govan ; and Earle's
Shipbuilding Co., Hull. Betuming again to the Clyde he became
shipyard manager with Messrs J. & G. Thomson, Clydebank, and
remained connected with that firm for nearly twenty years.
Mr Crawford left Clydebank to associate himself with Messrs
John Scott & Co., Kinghom, of which firm he was the principal
for upwards of eight years. Later he laid out and started the
shipyard and graving dock at Garston, near Liverpool, for the
Garston Graving Dock and Shipbuilding Co. At the time of his
death, which took place suddenly at Liverpool, on 27th December,
1903, he was engaged with one of his sons in carrying on the
business of consulting engineers and naval architects, under the
title of Crawford & Co. He took a keen interest in municipal
affairs and was for many years a Commissioner of the Burgh of
Clydebank, and was also provost of the Boyal Burgh of Einghom.
Mr Crawford joined the Institution as a Member in 1883.
Charles Mebson Davies, the second son of Mr Charles
Davies, who for 17 years was an engineer on the Great Indian
Peninsula Bailway, was bom at Newton, Longville, Bucks,
on 9th November, 1849. He was educated principally at Dollar
Academy, and served an apprenticeship, from 1867-1871, with
Messrs Diibs & Co., locomotive engineers, Glasgow, passing in
turn through the following departments — ^pattern shop, fitting and
turning shops, smithy, boiler shop, erecting shop, and drawing
office. In 1873 Mr Davies went to India as mechanical engineer
to Messrs T. C. Glover & Co., contractors for the construction of
the Bajputana State Bailway, from Agra to Nasirabad, and was
engaged in the erection of the principal iron bridges on the line,
until appointed assistant locomotive superintendent of that railway.
338 OBITUARY
Three years later he became looomotive, carriage, and wagon
superintendent of the Holkar and Scindia-Neemuch State Bail-
way, and for a period of six months, in 1882, he officiated as
locomotive, carriage, and wagon superintendent of the Bajpntana
State Bail way. A year later he was transferred to the Nagpnr
and Chhattisgurgh State Railway in a similar capacity.
He resigned his appointment and left India in 1891. Betuming
to this country, he accepted the position of chief engineer to
Messrs Diibs & Go,, and filled that post until his death, which
took place on 19th June, 1904, at his residence, Leslie House,
PoUokshields, after a long and painful illness.
Mr Davies took out several patents for tapping and drilling
machines which have been extensively and profitably used in
connection with the construction of locomotive boilers. By special
request, he exhibited at the Conversazione held in the St. Andrew's
Halls, in October, 1903, a varied selection of articles which he had
designed and executed in ivory during his leisure, and the exhibit
evoked considerable interest.
Mr Davies joined the Institution as a Member in 1900.
James Fbbrieb was bom at Carnoustie, Forfarshire, in the year
1847. Early in his youth he was apprenticed to the well-known
firm of Messrs Gourlay Brothers, engineers, Dundee. After the com-
pletion of his apprenticeship he went to sea for a voyage or two as
engineer of a Dundee whaler. In the early seventies he went to
China and took service with the China Steam Navigation Company
and eventually became engineer-in-chief of the extensive fleet of
vessels owned by that Company. For many years he resided in
Shanghai where he was widely known.
Mr Ferrier retired from active business in 1900, and took up
his residence in his native town. He died suddenly on 5th April
1903.
Mr Ferrier joined the Institution as a Member in 1896.
OBITUARY 339
Samson Fox was bom at Bradford on the 11th July, 1838, and
at the early age of ten years worked at bis father's trade of weaving.
Some five years after he was apprenticed to Messrs Smith, Beacook,
and Tannett, engineers and tool-makers, Leeds, and while in the
employment of that firm he became in turn foreman, traveller, and
its representative at the London exhibition of 1862.
When twenty-eight years of age Mr Fox commenced business as
a tool-maker, and later he joined a brother and another partner in
starting the Silver Cross Works, Leeds. In 1874 the Leeds Forge
Company was established for the manufacture of iron, boilerplates,
and forgings, with Mr Fox as its head. From small beginnings the
Company rapidly developed until now it gives employment to
2000 workmen.
Mr Fox is best known as the inventor of the corrugated boiler
furnace, the first patents for the manufacture of which he took
out in 1877. The special machinery required for the production
of these furnaces was devised by Mr Fox, as was also improved
machinery for manufacturing boilers ; and from first to last he took
out about 150 patents for his various inventions. He developed
the use of pressed steel for steel underframes for railway wagons,
etc. In 1888 Mr Fox started works near Chicago, wherein was
made the first pressed steel cars used in the United States. These
works were purchased by an American Trust for a very large sum.
Mr Fox devoted a large share of his time to Municipal work.
He was a member of the Corporation of Leeds for several years,
and three times in succession Mayor of Harrogate. He was a
lover of musicy and he presented to the King (then Prince of Wales)
£40,000 towards the Eoyal College of Music, Kensington. He
was a member of the Legion of Honour of France. His death
took place at his residence Daisy Bank, Walsall, on the 24th
October, 1903, the immediate cause of which was blood poisoning.
Mr Fox joined the Institution as a Member in 1880.
340 OBITUARY
Donald King was bom on the 4th June, 1854, at StEoUox, Glas-
gow. He entered the service of the St. RoUox Foundry Company
as an apprentice draughtsman, but left soon after to learn pattern-
making at Messrs Norman's establishment, Keppoch Hill. Com-
pleting his time at the bench he again entered the drawing office,
finding employment with Messrs J. & G. Thomson. On the
establishment of the Anglo-Spanish Shipbuilding yard at Bilbao, a
few years ago, Mr King became head draughtsman, and retained
that office until the dissolution of the fiim of Martinez, Eevas,
Gralmer & Co. Shortly after he was appointed consulting
engineer to a group of sugar refineries at Port Rico. From there
he went to Philadelphia, and once more returning to the Clyde,
was engaged by the Fairfield Shipbuilding & Engineering Co.,
Govan, as a marine engine draughtsman, a position he occupied
at the time of his death which took place suddenly, through inter-
nal hemorrhage, on the 2l8t November 1903.
'. Mr King joined the Institution as a Graduate in 1886, and
became a Member in 1894.
James D. MacKinnon, consulting engineer, died at Glasgow, on
3rd February, 1904, after a few days illness. Mr MacKinnon was
boim at Creich Manse, Sutherlandshire, and was educated at the
Public School, Bonar Bridge, Sutherlandshire, and at Chanonry
School, Aberdeen. He served an apprenticeship in the London
and North Western Railway Works at Crewe, from September 1881
till September 1884. During that time he worked in the turning
and fitting shops, locomotive repairing and erecting shops, and
millwrights' shop. At the expiration of his apprenticeship he
obtained the " Ramsbottom" Scholarship of £40 per annum,
tenable for two years, at the Owens College, Manchester, While
at that College he took the second and third year's complete
courses in engineering, mathematics, physics and chemistry, and
obtained the engineering essay prize, open to all the engineering
students of the College
OBITUARY 341
' In August, 1886, he returned to Crewe, and worked in the
millwrights* shop till April, 1887, when he was offered and
accepted the demonstratorship in the Whitworth Engineering
Laboratory in the Owens College. During the erection and equip-
ment of the laboratory, he had the advantage of assisting in
the working out of the details under Professor Osborne Reynolds.
On leaving Owens College he spent some time with Messrs Balph
Horsfield & Co., Engineers, Chapel-en-le-Frith. From 1894 to
1896 he assisted Dr Archibald Barr, professor of engineering at the
University of Glasgow. In 1896 he started in business for himself
as a consulting engineer.
Mr MacKinnon joined the Institution as a Member in 1896.
Mr James Buchanan Mirlees of the firm of Mirlees, Watson
& Co., Glasgow, died at his residence, Redlands, Kelvinside, on
the 16th November 1903 in his eighty-second year. He was born
in Glasgow and was educated at the Grange School, Sunderland,
and at Glasgow University. He elected to become an engineer,
and in association with the late Mr William Tait and the late Sir
Benny Watson carried on for many years, under the name of
Mirlees, Tait and Watson, a business devoted almost entirely to
the manufacture of sugar-making machinery. The business pros-
pered exceedingly, and the wealth which Mr Mirlees acquired was
generously shared by him with every good and benevolent scheme
which came before him.
In civic and public work he took his share, having been a
member of the Town Council of Glasgow and for some time Dean
of Guild,
Mr Mirlees became a Member of the Institution at its founda-
tion in 1867.
James Neilson who was bom in 1838 was one of a family which
Ifad beeti identified with the iron industry in the West of Scotland
342 OBITUARY
for more than a oentury . His great grandunde Beaumont Neilaon
invented the hot-blast process which revolutionised the mode of
manufacturing iron. Sixty-nine years ago his grandfather John
Neilson, built the Fairy Queen, the first iron steamer that sailed on
the Clyde. Early in life James Neilson became connected with
the coal and iron business handed down in the family by his
grandfather, and since its conversion into the Summerlee and
Mossend Iron and Steel Co., he had been managing director.
Mr Neilson was closely connected with the public life of the
County and the local affairs of the Middle Ward of Lanarkshire.
For several years he was Chairman of the School Board of
Bothwell parish ; and on the establishment of the Lanarkshire
County Council he was elected chairman of the District Committee.
He was also chairman of the Lanarkshire and Dumbartonshire
Bailway Co., a director of the Caledonian Bailway Co., and a
member of the Scottish Board of the Liverpool and London and
Globe Insurance Co.
In the West of Scotland he was best known through his connec-
tion with the Queen's own Yeomanry, with which regiment he
was associated from his youth. He began as comet, and passed
through all the grades to the position of Colonel. He received
the Honour of Companionship of the Bath on his retirement a
year or two ago.
His death took place at his residence, Orbiston House, Bellshill,.
on the 6th October 1903.
Mr Neilson joined the Institution as a Member in 1897.
John Wilson died at Bothesay on 13th September, 1903, after
a brief iUness. Mr Wilson was bom at Liverpool, on 13th
December, 1821. Left an orphan at about ten years of age he
entered the Blue Coat School of his native city. In 1835 he was
bound as an apprentice for seven years with Messrs Mather and
Dixon, ironfounders and engineers, Liverpool, where many of the
early locomotives were designed and built. His next experience
OBITUARY 843
was as an engineer in the steamship "Oreat Britain/' which
sailed from Liverpool in 1846 and getting out of her oourse ran
ashore in Dnndram Bay, in the North of Ireland, and lay there for
more than twelve months. For the next nine years Mr Wilson
was employed in various railway works in England. In 1851 at
Nine Elms, London; then at Edge Hill, Liverpool, where he
assisted in erecting the stationary engine for working the incline
through the railway tunnel; later, at the Orewe works of the
London and North Western Bailway Co. ; and still later, as manager
with Messrs Jackson, engineers, Manchester, where it is said the
first solid rolled tyres for locomotives were made under his
supervision.
Mr Wilson's next appointment was with Messrs Sharp, Stewart
& Co., Manchester, where for sometime he was erecting shop fore-
man and saw the first injector fitted to a locomotive. At the end of
1884 he entered into an agreement with Messrs Neilson & Co.,
Glasgow, to serve as a manager in their Hydepark Locomotive
Works, at Springbum, a position he held for twenty years. On his
retiral, due to ill health, he received such recognition from the firm
and from the employees, as showed him to be a man who, while
conserving the best interests of his employers, was not unmindful
of those under his charge.
During his earlier years Mr Wilson was an active member and
upholder of the engineers^ trade union of the time. He joined the
Manchester Association of Engineers in 1857, was a Vice-President
m 1858, and President in 1859.
Mr Wilson joined the Institution as a Member in 1870.
Associates.
John Bbown, son of the late Capt. James Brown, was bom in
Glasgow on the 24th July, 1854. He was educated at the Glasgow
University, and took his degree of B.Sc., there. Most of his life was
^44
OBITUARY
given up to scientific and philanthropic work. He died at his
residence, Somerset Place, Glasgow, on 3rd April, 1903.
Mr Brown was a life Associate of the Institution which he joined
in 1876.
William Mann was bom at East Kilbride in June 1853, and
received his education there and at the Olasgow High School.
He began his business life at the age of sixteen years with Mr
Martine, Danish Consul in Glasgow. Ten years later he started
in business on his own account as a shipping agent, and after a
period of two years accepted the position of managing partner with
the firm of Messrs John Little & Co., shipowners, and remained
in that capacity for five years. He then became associated with
Messrs Bell Brothers & M'Lelland, and at the time of his death
was managing partner of that firm.
Mr Mann took an active interest in public affairs and was a
Justice of the Peace for Glasgow and Renfrewshire, and a member
of the County Council of Renfrew. He died suddenly at White-
craigs, GifiEhock, on the 29th May 1904.
Mr Mann became an Associate of the Institution in 1900.
Students,
James G. Duncan was born in October, 1877, at Port-Glasgow,
where he received his education. He was apprenticed to the firm
of Messrs Muir and Houston, engineers, Kinning Park, Glasgow ;
and on the completion of his apprenticeship he accepted an
appointment as draughtsman with the Tang-Jong Pagar Dock Co.,
Singapore, where he remained for three and a half years. HI
health compelled him to return to this country, and he died in
Glasgow on the 8th July, 1904.
Mr Duncan joined the Institution as a Graduate in 1898.
OBITUARY 345
BoBBBT Lowe was bom at Bothesay on 21st May, 1878, and
received his education at the Academy in that town, and at the '
Technical College, Glasgow. He served his apprenticeship with
Messrs Muir & Houston, engineers, Kinning Park, Glasgow, and
thereafter entered the service of Messrs Clark, Chapman & Co.,
Gateshead-on-Tyne. He returned to Glasgow, and took up an
appointment with Messrs Mavor & Goulson, Glasgow, leaving
shortly after to join the engineering staff at the General Post Office,
Glasgow.
He died at Glasgow on the 20th February, 1904.
Mr Lowe joined the Institution as a Graduate in 1901.
LIST OF HONORAEY MEMBERS, MEMBERS,
ASSOCIATE MEMBERS, ASSOCIATES,
AND STUDENTS
AT CLOSE OF SESSION 190S-1904.
HONORARY MEMBERS.
DATS OF BLBCnOS.
Kelvin, Lord, G.C.V.O., O.M.J P.C., LL.D., D.C.L., NetherhaU,
liurgB, 1S59
Brassey, Lord, K.G.B., D.G.L., 4 Great George street, Westminster,
London, S.W., 1891
Blythswood, Lord, Blythswood, Renfrewshire, 1891
Kennedy, Professor A. B. W., LL.D., F.R.S., 17 Victoria street,
London, S.W., 1891
MURBAY, Sir DiOBY, Bart., Hothfield, Parkstone, Doiset, 1891
White, Sir William Henry, K.C.B., F.R.S., LL.D., D.Sc.,
Cedar Croft, Putney Heath, London, S. \¥., 1894
Purston, Sir A. J., K.C.R, Westoomlea, Park Road, filackheath,
London, S.E., 1896
Froude, R. £., F.R.S., Admiralty Experiment works, Gosport, 1897
MEMBERS.
DATE OF ■LBCnOH.
Aamumdsen, Jems L., 57 Claasensgade, 2 Sal, Copenhagen,
Denmark, 24 Jan., 1899
Abercrombie, Robert Graham, Broad Street Engine
Works, Alloa, 21 Mar., 1899
Adam, J. Millen, Ibrox Iron works, Glasgow, | ^ ^ ^^' J|^
Adamson, James, St. Qaivox, Stopford road, Upton
Manor, Essex, 23 Apr., 1880
Adamson, Peter Hogg, 2 Thomwood terrace, Partiek, 19 Mar., 1901
Ails A (The most Honourable the Marquis of), Calzean
castle, Maybole, 25 Jan., 1898
Names marked thus * were Members of Scottish Shipbuilders' Assooiation at
Incorporation with InatitatioD, 1865.
Names marked thas t are Life Members,
MEMBERS 347
AiTKEN, H. Wallace, 147 Bath Street, Gla^gow, |§f ^ ^J^;| \^
ArroN, J. Arthur. Western Works, Hytbe Road,
Willesden Junction, London, N.W., 24 Nov., 1896
Alexander, John, Engineer, Barrhead, 19 Mar., 1901
Allan, Robert, La Maisonette, Mount Cochen, Jersey, 30 Apr., 1895
Alley, Stephen £., 8 Woodside terrace, Glasgow, 23 Nov., 1897
tALLiOTT, James B., The Park, Nottingham, 21 Dee., 1864
Allo, Oscar Edward, 100 Bothwell street, Glasgow, 22 Mar., 1904
Alston, William M., 24 Sardinia terrace, Hillhead, ( G. 16 Feb., 1865
Glasgow, ( M. 18 Dec, 1877
i-AMOS, Alexander, Glen Alpine, Werris Creek, New
South Wales, 21 Dec., 1886
-fAMOS, Alexander, Jun., Braeside, 81 Victoria Street
(North), Darlinghurst, Sydney, New South Wales, 21 Dec, 1886
Anderson, Alexander, 176 Balgray hill, Springbum,
GlMgow, 24 Nov., 1903
Anderson, Alfred Walter, Blackness Foundry,
Dundee, 27 Oct., 1903
tANDERSON, E. Andrew, c/o Clinton, 13 Holmhead
street, Glasgow, 21 Feb., 1899
Andebson, F. Carlton, c/o Messrs G. HarUnd, Bowden
& Co., 196 Deansgate, Manchester, 23 Apr., 1901
Anderson, George C, 18 Balmoral drive, Cambuslang,|^' 27 OcT' 19^
Anderson, J. Godfrey, B.Sc., c/o Messrs James
Templeton & Co., Greenhead, Ghisgow, 1^ Mar., 1901
Anderson, James, Princes Dock Engine works, Fairley ) G. 24 Feb., 1874
street, Govan, ( M. 23 Nov., 1880
tANDEBSON, James, Ravelston, Great Western Road,
Glasgow, 26 Nov., 1901
Anderson, James H., Caledonian Railway, Glasgow, 20 Dec, 1892
Anderson, Robert, Clyde Street, Renfrew, 26 Jan., 1897
Anderson, William Martin, Princes Dock Engine
works, Fairley street, Govan, 18 Dec, 1900
Anderson, William Smith, Alderwood East, Port-
Glasgow, 21 Nov., 1899
ANDREW.S, H. W., 128 Hope street, Ghisgow, | ^ |J g^' \^
AsDKEyvs, James, Blythswood Chambers, 180 West
Regent street, Glasgow, 22 Nov., 1898
Angus, Robert, Lugar, Old Cumnock, Ayrshire, 28 Nov., 1860
Anis, Professor Mohamed, Bey, Minist^re des Travaux
Publics, Cairo, 24 Apr., 1894
Archer, W. David, 47 Croham road, Croyden, Surrey, 20 Dec, 1887
348 MEMBERS
Arnot, William, 21 Havelock street, Partiek, Olasicow, 26 Apr.» 1904
Arnott, Hugh Steele, 99 Clarence drive, Hyndland, /6. 26 Oct., 1897
Glasgow, \M. 22 Jan., 1901
Arrol. Thomas, 23 Donne terrace, Kelvinside, Glas-
gow, 27 Oct., 1903
Arrol, Thomas, Jan., Oswald gardens, Scotstoanhill,
Glasgow, 20 Nov., 1894
t Arrol, Sir William, LL.D., M.P., Dalmarnock Iron
works, Glasgow, 27 Jan., 1885
Arrol, William, 23 Donne terrace, Kelvinside, Glas-
gow, 27 Oct., 1903
Auld, John, Whitevale foundry, Glasgow, 28 Apr., 1885
Austin, Wm. R., 28 Ardgowan Street, Greenock, 23 Feb., 1897
Baillie, Robert, c/o Stirling Boiler Company, Limited,
75 Bath street, Glasgow, 20 Nov., 1900
Bain, William N., 40 St. Enoch square, Glasgow, 24 Feb., 1880
Bain, William P. C, Lochrin Iron works, Coatbridge, 2S Apr., 1891
Baird, Allan W., Eastwood villa, St Andrew's drive,
PoUokshields, Glasgow, 25 Oct., 1881
Balderston, James, Gateside, Paisley, 25 Jan., 1898
Balderston, John A., Vulcan Works, Paisley, 18 Dec., 1900
Balfour, George, Messrs J. G. White & Co., Ltd., 22a
College hill, Cannon street, London, E.C., 21 Mar., 1899
Balling ALL, David, c/o Messrs. Richard Homsby & Son,
Ltd., Spittlegate Iron Works, Grantham, 27 Oct., 1896
Bamford, Harry, M.Sc, The University, Glasgow, 24 Nov., 1896
Barclay, George, Vulcan works. Paisley, 25 Jan., 1898
Barman, Harry D. D„ 21 University avenue, Glas- /G. 24 Apr., 1888
gow, \M. 24 Oct., 1899
Barnett, J. R., Westfield, Crookston, 22 Dec, 1896
Barnett, Michael R., Engineer's Office, Laurel Bank,
Lancaster, 22 Nov., 1887
Barr, Professor Archibald, D.Sc., Royston, Dowanhill,
Glasgow, 21 Mar., 1882
I A 28 Oct. lAAS
M*. 26 Jwa.* 1^
Barrow, Joseph, Messrs Thomas Shanks & Co., John-
stone, 19 Feb., 1901
Baxter, George H., Clyde Navigation works, Dalniuir, 22 Mar., 1881
Baxter, P. M'L., Copland works, Govan, | g; ^^^ J^
Beardmore, Joseph George, Parkhead Foige, Glasgow, 22 Nov. 1898
Beardmork, William, Parkhead forge, Ghisgow, 27 Oct., 1896
ItEMBBRS 349
Begbie, William, P.O. Box 459, JohanneBbnri;,
Soath Africa, 15 Jane, 1398
*tBELL, David, 19 Eton place, Hillhead, Glasgow.
Bell, Imrie, 49 Dingwall road, Croydon, Surrey, 23 Mar., 1880
Bell, Stuart, 65 Bath street, Glasgow, 26 Feb., 1895
Bell, Thomas, Messrs John Brown & Co., Ltd.^ JG. 26 Apr., 1887
Clydebank, IM. 27 Apr., 1897
Belu W. Rbid, Transvaal Department of Irrigation and
Water Supply, Box 78, Potchefstroom, Sonth Africa, 22 Jan., 1889
Bennie, H. Osbourne, Clyde Engine works, Cardonald,
Glasgow, 25 Jan., 1898
Bbrgius, W. C, 77 Qaeen street, Glasgow, 23 Jan., 1900
Beveridge, Richard James, 53 Waring street,
Belfast, 22 Feb., 1898
Biogart, Andrew S., lochgarvie, 39 Sherbrooke avenue, ) G. 20 Mar. , 1883
Pollokshields, Glasgow, { M. 25 Nov., 1884
Biles, Professor John Harvard, LL.D., The Univer-
sity, Glasgow, 25 Mar., 1884
BiNNEY, William H., Marine Superintendent, Holy-
head, 26 Jan., 1897
BiNNiE, R. B. Jardine, Camtyne Works, Parkhead, 24 Dec., 1901
Bird, John R., 10 Morrison street, Glasgow, 25 Mar., 1890
Bishop, Alexander, 3 Germiston street, Glasgow, |^' |* jj""*' J^
Black, John W., 108a West Regent street, Glas- /G. 25 Oct., 1892
gow, \M. 27 Oct., 1903
Blair, Archibald, 21 Havelock street, Dowanhill,Gla8-/G. 27 Oct., 1885
gow,\M. 27 Oct., 1903
Blatb, David A., Scotland street Copper works, Glasgow 23 Mar., 1897
Blair, Frank R., Ashbank, Maryfield. Dundee. {^ |^ ^*J;' J®^
Blair, George, Jan., 88 Queen street, Glasgow, | ^' ^s Feb ' 1897
Blair, James M., Williamcraigs, LinlithgowshiTe, 27 Mar., 1867
Bone, William L., Ant and Bee works. West Gorton,
Manchester, 23 Oct., 1883
Booth, Robert, Glengelder, Cowey road, Durban, Natal, 26 Jan., 1904
Borrowman, William C, Strathmore, West Hartle- ) G. 27 Oct., 1887
pool, { M. 26 Oct., 1895
BosT, W. D. Ashton, Adelphi house, Paisley, 25 Jan.. 1898
Bow, William, Thistle works. Paisley, 27 Jan., 1891
Bowman, William David, 21 Kersland terrace. Hill- ) 6. 22 Dec, 1891
head, Glasgow, ( M. 24 Nov., 1903
Bowser, Charles Howard, Charles street, St. Rollox,
Glasgow, 21 Mar., 1899
28
'350 MEMBERS
Boyd, William, The Thanin Sulphur and Copper Co.,
Ltd., Hebbnm-on-TyDO, 24 Oct., i8d9
Brace, Geoboe R, 25 Water street, Liverpool, 26 Mar., 189U
Brand, Mark, B.Sc., Barrhill cottage, Tweehar, /G. 24 Jan., 1888
Kilsyth, \M. 21 Apr., 1903
Seeing AN, W. D., Bams place, Clydebank, 22 Jan., 1901
Brewer, J. Alfred, 249 West George street, Glasgow, 20 Nov., 1900
Brier, Henry, 1 Miskin road, Dartford, Kent, 22 Dec, 1891
Broadfoot, James, Lymehurst, JordanhUl, J ^ |^ J^*' J|^
Broadfoot, William R, Inchholm works, Whiteinch, 25 Jan., 1898
Brock, Henry W., Engine works, Dumbarton, 30 Apr., 1895
*Brock, Walter, Engine works, Dumbarton, 26 Apr., 1865
Brock, Walter, Jun., Levenford, Dumbarton, 27 Oct., 1896
Broom, Thomas M., II Union street, Greenock, 25 Apr., 1893
Brown, Alexander D., Dry Dock, St John's, New-
foundland, 22 Dec, 1896
Brown, Alexander T., 18 Glencaim drive, Pollok- J G. 25 Feb., 1879
shields, Glasgow, { M. 27 Oct., 1891
*tBR0WN, Andrew, London works, Renfrew, 16 Feb., 1869
Brown, Andrew M*N., Strathdyde, Dalkeith avenue, J G. 25 Jan., 1876
Dumbreck, GUu^ow, { M. 24 Nov., 1885
tBROWN, David A., 41 Roeslyn crescent, Edinburgh, j ^ ^ Oct ' 19^
Brown, Ebenezer Hall-, Helen street Engine works, ) G. 18 Dec, 1883
Govan, { M. 26 Feb., 1895
Brown, George, Garvel Graving Dock, Greenock, 23 Mar., 1886
Brown, J. Pollock, 1 Broomhill avenue, Partick, Glas- (O. 18 Dec., 1894
gow, )M. 22 Dec., 1903
Brown, James, c/o Messrs. Scott & Co., Greenock | ^ ^ f^'* }|^
Brown, James M'N., 15 Falkland Mansions, Hyndland,
Glasgow, 26 Jan., 1897
Brown, Matthew T., B.Sc., 21 Bisham f^ardens, ) G. 25 Jan., 1S81
Highgate, London, N., ) M. 18 Dec., Id94
Brown, Robert, 7 Church road, Ibrox, Glasgow, 18 Feb., 1902
Brown, Walter, Monkdyke, Renfrew, 28 Apr., 1885
Brown, William, MeadowBat, Renfrew, } ^ fj^ j^;' J^
Brown, William, Albion works, Woodville street,
Govan, 21 Dec, 1880
Brown, Wiluam, Messrs Diibs& Co., Glasgow Loco-
motive works, Glasgow, 17 Dec, 1889
Brown, William Dewar, 25 Mar., 1890
Bruhn, Johannes, D.8c., 23 Methuen park, Muswell ) G. 24 Oct, 1893
hill, London, N., | M. 22 Feb., 1898
MEMBERS 361
BrVan, Matthew Reid, 1 Royal terrace, Spriogbum,
Glasgow, 24 Not., 1903
Srysox, William Alexander, 16 Charlotte street,
Leith, 27 Oct., 1896
Buchanan, John H., 5 Oswald street, Glasgow, 23 Jan., 1900
^UCKWELL, George W., Board of Trade Surveyor's
Office, Barrow-in-Famess, 27 Apr., 1897
iUDENBERG, CHRISTIAN FREDERICK, 81 WhltWOrth
Street, Manchester, 20 Dec, 1898
SULLARD, £. P., Jun., Bridgeport, Conn., U.S.A., 29 Oct., 1901
Burden, Alfred George Newkey, c/o Messrs Harvey
& Co., Box 953, Johannesburg, South Africa, 20 Feb., 1900
iURNsiDE, William, 3 Armadale street, Dennistonn,
Glasgow, 27 Oct., 1903
)URT, Thomas, 60 St. Vincent crescent, Glasgow, 22 Mar., 1881
^UTTERS, James Thomas, Percy Crane & Engine Works,
Glasgow, 19 Mar., 1901
(UTTERS, Michael W., 20 Waterloo street, Glasgow, 24 Oct., 1899
'aird, ARTHUR, Messrd Caird & Co., Ltd., Greenock, 27 Oct., 1896
Cairo, Edward B., 777 Commercial road, Limehoose,
London, 29 Oct., 1878
€aird, Patrick T.. Messrs Caird & Co.. Ltd., Greenock, 27 Oct., 1896
'aird, Robert, LL.D., Messrs Caird & Co., Ltd.,
Greenock, 20 Feb., 1894
'alder, John, 18 St. Austin's place. West New Brighton, (G. 24 Feb., 1891
New York, U.S.A., JM. 27 Oct., 1903
'ALDERWOOD, WiLLiAM T., Stanley villa, Kilmailing,
Glasgow, 25 Jan., 1898
'alowell, James, 130 Elliot street, Glasgow, 17 Dec, 1878
/AMERON, Angus, 175 West George street, Glasgow, 18 Feb., 1902
)ameron, Donald, 7 Bedford circas, Exeter. 25 Feb., 1890
\VMBR0N, Hugh, 40 Camperdown road, Scotstoun, Glas- <G. 25 Oct., 1892
gow, tM. 27 Oct., 1903
'ameron, John B., Ill Union street, Glasgow 24 Mar., 1885
'ameron, William, Ashgrove, Whitehaugh drive,
Paisley, 25 Mar., 1890
AMPBELL, Angus, 90 Southgrove road, Sheffield, i^ 27 oSi*, 1903
Campbell, Duncan, Camtyne foundry and engineering
works, Parkhead, Glasgow, -23 Jan., 1900
'ampbkll, Hugh, The Campbell Gas Engine Company,
Hali&x, Yorkshire, 18 Dec, 1900
AMPBELL, James, 104 Baih street, Glasgow, 18|Dec., 1900
AMPBELL, John, 169 Clapham road, London, S.W., 21 Jan., 1890
352 MEMBERS
tCAMPBELL, Thomas, Maryhill Iron works, Glaa^iow, 20 Not.. 1900
Campbell, Walter Hope, 42 Krestcbatik, Kieif, South
KuBBia, 25 Apr., 1899
Carev-, Evelyn G., 4 Sannyside avenue, Uddingston, 22 Oct., 1889
Carl AW, Alex. L., 11 Finnieston street, Glasgow, 24 Dee., 1895
Carlaw, David, Jun., 11 Finnieston street, Glasgow, 24 Dec., 1895
Carlaw, James W., 11 Finnieston street, Glasgow, 24 Dec, 189&
Carmichael, Angus T., 3 Hanrey street, Paislev road,
W., Glasgow, 19 Biar., 1901
Carruthers, John H., Ashton, Queen Mary avenue,
Crosshill, Glasgow, 22 Nov., 1881
Carslaw, William H., Jun., Parkhead Boiler works, \ G. 23 Dec., 1890
Parkhead, Glasgow, \ M. 27 Ocu, 190a
Carver, Thomas, A. B., D.Sc., 118 Napiershall street,
Glasgow, 19 Feb., 1901
Chalmers, Walter, Cathage, Milngavie, 23 Jan., 1909
Chamen, W. a., 76 Waterloo street, Glasgow, 22 Feb., 1898
Chisholm Robert, 1 Albany quadrant, Springboig,
Shettleston, 29 Oct., 1901
Christie, John, CorporationElectricity Works, Brighton, 22 Nov. , 189a
Christie, K. Barclay, Messrs M*Lay & M*Intyre, 21
Bothwell street, Glasgow, 25 Apr., 189^
Christison, George, 13 Cambridge drive, Glasgow, 22 Feb., 1898
Clark, James Lester, Dublin Dockyard Company,
North wall, Dublin, 24 Nov., 1896-
Clark, John, British India Steam Navigation Co.,
9 Throgmorton avenue, London, E.C., 23 Jan., 1883-
Clark, William, 208 St. Vincent street, Glasgow, 25 Apr., 1893
Clark, William, Companhia Carris de Ferro de Lisbon,
Lisbon, Portugal, 22 Dec, 1896
Clark, William, 23 Royal Exchange square, Glasgow, 26 Jan., 1904
Clark, William Graham, 29 Church road, Waterloo,
Liverpool, 22 Feb., 1898
Clarkson, Charles, 20 Macaulay road, Birkby,
Huddersheld, 27 Oct., 189£
Cleohorn, Alexander, 10 Whittingehame drive,
Keivinside, Glasgow, 22 Nov., 1892
Cleland, W. a., Yloilo, Philippine Islands, l^' ^ ^^'' J^
Clyne, James, Messrs Clyne, Mitchell, & Co., Com-
mercial road, Aberdeen, 18 Dec, 1900
Coats, Allan, Jun., B.Sc, Hayfield, Paisley, 23 Oct., 190O
Coats, James, 362 Maxwell road, PoUokshields,
Glasgow, 21 Dec, 1897
Cochran, Jambs T., 52 Woodville gardens, Langside,
Glasgow, 26 Feb., 1884
MEMBERS 353
CocBSANE, Jambs, RMident Engineer's Office, Harbour j6. 27 Oct, 1891
works, Table Bay, Capetown, IM. 22 Dec., 1903
Cochrane, John, Grahamston foundry, Barrhead, 25 Mar., 1890
CocKBURN, Gboroe, Cardonald, near Glasgow, 25 Oct., 1881
CocxBURN, Robert, Cambrae House, Dumbreck,
Glasgow, 25 Jan., 1898
CoLViLLK, Archibald, 51 Clifford street, BeUahooston,
Govan, 23 Jan., 1900
CoLYiLLR, Archibald, Motherwell, 27 Oct, 1896
COLVILLE, David, Jerviston house, Motherwell, 27 Oct., 1896
Connell, Charles, Whiteinch, Glasgow, j^" ^ y^^* \^
Conner, Alexander, 6 Grange Knowe, Irvine road, /O. 26 Feb., 1884
Kilmarnock, \M. 24 Jan., 1899
Conner, Benjamin, 196 St Vincent street, Glas- /G. 22 Dec, 1885
gow, \M. 26 Oct., 1897
Conner, James, North British Locomotive Co., Ltd., /G. 18 Dec., 1877
H}depark works, Glasgow, (M. 24 Nov., 1885
Conner, Jamka, English Electric Manufacturing Co.,
Limited, Preston, 20 Nov., 1900
Const ANTiNE, Ezekikl Grayson, 53 Deaosgate arcade,
Manchester, 26 Apr.. 1904
CoPELAND, James, St Andrew's, Bearsden, 17 Feb., 1864
CopESTAKE, S. G. G., Glasgow Locomotive works. Little
Govan, Glasgow, 11 Mar., 1868
tCoPLAND, William R., 146 W. Regent street, Glasgow, 20 Jan., 1864
CoRMACK, Prof. John Dewar, B.Sc, University
College, (rower street, London, W.C, 24 Nov., 1896
Costioane, a. Paton, Lymekilns, East Kilbride, 20 Jan., 1903
CouLSON, W. Arthur, 47 King street. Mile-end,
Glasgow, 15 June, 1898
CouPER, Sinclair, Moore Park Boiler works, Govan, jjj 27 Oct ' 1891
Cousins, John Booth, 75 Buchanan street, Glasgow, 22 Mar., 1904
CouTTS, Francis, 280 Great Western road, Aberdeen, (^ 24 Jan!' 1899
Cowan. David, Coulport bouse, Loch Long, Dum-
bartonshire, 24 Apr., 1900
Cowan, John, 8 Wilton mansions, Kelvinside N.,
Glasgow, 27 Apr., 1897
Cowan, John, Clydebridge Steel Co., Ltd., Cambuslang, 16 Dec, 1902
tCowiE, William, 51 Endsleigh gardens, Ilford, Essex, 20 Feb., 1900
Cbaio, Alexander, 163 West George street, Glasgow, |^- ^ ^^;» \^
Craig, Archibald Fulton, Belmont, Paisley, 25 Jan., 1«98
354 MEMBERS
Craig, James, Lloyd's Reffistry, 14 Croes-ahore street, } G. 20 Dec., 1892
Greenock, ) M.21 Dee., 1897
Craig, John, Broom, Newton Mearns, 22 Jan., 1900
Cran, John, Albert Engine works, Leith, 21 Jan., 1902
Crawford, Jambs, dO Ardi^wan street, Greenock, 27 Oct, 1896
Crighton, J., Rotterdamsche Droogdok, Maatscbappy, ) G. 23 Nov., 1897
^tteidam, Holland, ) M. 20 Jan., 190S
Crighton, John, Claee de Vrieselaam 1.S7, Rotterdam, f a M a> Tan 'iftoa
.»#^.^a«, (^' 26 Nov., 1901
S^iiin^' \ A.M.20 Jan., 1903
Holland, I j^ 22 Dec., 1903
Crockatt, William, 179 Nitbadale road, Polloksbields,
Glasgow, 22 Mar., 1881
Crosher, William, 121 St. Vincent street, Glasgow, 24 Jan., 1899
Crow, John, Engineer, 236 Nitbsdale road, Pollok-
sbields, Gbisgow, 25 Jan., 1898
Gumming, Wm. J. L., Motherwell Bridge Co., Motherwell, 24 Jan., 1899
Cunningham, Peter N., Easter Kennyhill House, Cnm-
bernanld road, Glasgow, 28 Dec., 1884
Cunningham, P. Nisbet, Jnn., Easter Keonyhill House, | G. 22 Nov., 1898
Cambemaold road, Glasgow, } M. 3 May, 1904
Cuthill, William, Beechwood, Uddingstou, 24 Nov., 1896
Darroch, John, 27 South Kinning place. Paisley road,
Glasgow, 24 Jan., 1899
Davidson, David, 17 Regent Park square, Strathbungo, ) G. 22 Mar., 1881
Glasgow, \ M. 18 Dea, 1888
Davie, James, U Glencaim drive, Polloksbields W.,
Glasgow, 19 Dec., 1899
Davie, Wiluam, 50 Lennox avenue, Scotstouo, Glas-
gow, 22Dec., 19a3
Davis, Charles H., 25 Broad street. New York, U.S.A., 20 Nov., 1900
Davis, Harry Llewelyn, Messrs Cochran & Co., Ltd., /G. 18 Dec., 1888
Newbie, Annan, \M. 23 April, 1901
Dawson, Charles £., 571 Sanohiehall street, Glasgow, 21 Jan., 1902
Day, Charles, Huntly lodge. Ibroxholm, Glasgow, 24 Nov., 1903
Delacour, Frank Phiup, Baku, Russia, 24 Apr., 1900
Delmaar, Frederick Anthony, Sourabaya, Nether- /G. 24 Apr., 1883
lands East Indies, \M. 24 Oct., 1899
Dempster, James, 7 Knowe terrace, Polloksbields,
Gbisgow, 24 Jan., 1899
Dbnholm, James, 40 Derby street, Glasgow, 21 Nov., 1883
DsNHOLM, William, Meadowside Shipbuilding yard, ) G. 18 Dec., 1883
Partick, Glasgow, ) M. 21 Nov., 1893
Denny, Archibald, Braehead, Dumbarton, 21 Feb., 1888
MEMBERS 355
Dsionr, James, £ngine works, Dnmbarton, 25 Oct, 1887
Dennt, Col. John M^ M.P., Garmuyle, Dambarton, 27 Oct., 1886
Deknt, Leslie, Leven Shipyard, Dambarton, 80 Apr., 1895
Dennt, Peter, Bellfielcl, Dambarton, 21 Feb., 1888
tDEWBAKCB, John, 165 Great Doverstreet, London, S.E., 19 Feb., 1901
Dick, Frank W., c/o The Parkgate Steel & Iron Co.,
Ltd., Parkgate, Rotherham. 19 Mar., 1878
DiCK» James, 12 Ronald 'street, Coatbridge, 18 Mar., 1902
DiMMOCK, John Wingrave, Lloyd's Register of Ship-
ping, 342 Argyle street, Glasgow, 22 Mar., 1898
DixoN, JAMES S., 127 St. Vincent street, Glasgow, | ^ |* f^y J|J|
Dixon, Walter, Derwent,Kelvinside gardens, Glasgow, 26 Feb., 1895
Dobson, William, The Chesters, Jesmond, Newcastle-
on-Tyne, 17 Jan., 1871
DODD, T. J., Lloyd's Register of Shipping, 342 Argyle
street, Glasgow, 20 Nov., 1900
D'Oliyeira, Raphael Chrtsostome, Campos Rio de
Janeiro, Brazil, 20 Feb., 1900
Donald, B. B., Low Balernock, Petershill, Gksgow, |^ ^ ^y^ \^
Donald, David P., Johnstone, 21 Mar., 1899
Donald, Robert Hanna, Abbey works. Paisley, 22 Nov., 1892
Donaldson, A. Falconer, Beechwood, Partick, | ^ ^ ^^ J^
Donaldson, James, Almond villa, Renfrew, 26 Jan., 1876
tDouGLAS, Charles Stuart, B.Sc., **St. Brides," 12 )G. 24 Jan., 1899
Dalziel drive, PoUokshields, Glasgow, j M. 8 Mar., 1903
DowNiE, A. Marshall, B.Sc., London road Iron works,
Glasgow, 21 Nov., 1899
Doyle, Patrick, F.R.S.E., 7 Government place, Cal-
cutta, India, 23 Nov., 1886
Drew, Alexander, 14 Talbot House, St. Martin's
lane, London, W.C, 29 Apr., 1890
Dron, Alexander, 59 Elliot street, Glasgow, 27 Oct., 1903
Drummond, Walter, The Glasgow Railway Engineer-
ing works, Govan, Glasgow, 26 Mar., 1895
Drtsdale, John W. W., 3 Whittingehame gardens,
Kelvinside, Glasgow, 23 Dec, 1884
Duncan, George F., 12 Syriam terrace, Broomfield TG. 23 Nov., 1886
road, Springbnm, Glasgow, \M. 20 Mar., 1894
Duncan, George Thomas, Cnmledge, XJddingston, 16 Apr., 1902
Duncan, Hugh, 11 Hampden terrace. Mount Florida,
Glasgow, 15 June, 1898
Duncan, John, Ardendutha, Port-Glasgow, 23 Nov., 1886
Duncan, Robert, Whitefield Engine works, Oovan, 25 Jan., 1881
356 MEMBERS
Duncan, W. Lees, Partick foundry, Pariick, 18 Dee., 1900
DuNKEBTON, ERNEST CHARLES, 43 Ceeil Street, Hill-
head, Glasgow, 17 Feb., 1903
DUNLOP, David John, Inch works, Port-Glasgow, 23 Nov., 1869
DuNLOP, John G., Clydebank, DambartonBhire, 23 Jan., 1877
Dunlop, Thomas, 156 Hyndland road, Glasgow, 19 Dec., 1899
DuNLOP, William, 119 Schneider terrace, Barrow-in- /G. 22 Jan.. 1884
Fumees, \M. 24 Jan., 1899
DuNLOP, William A., Harbour Office, Belfast, 23 April, 1001
Dunn, J. R., 42 Magdalen Yard load, Dundee, 16 Dec, 1902
Dunn, James, Engineer, Collalis, Scotstounhill, Glasgow, 23 April, 1901
tDuNN, Peter L., HIG Battery street, San Francisco,
U.S.A., 26 Oct, 1886
tDUNSMUiR, Hugh, Govan Engine Works, Govan, 21 Apr., 1903
Dyer, Henry, M.A., D. Sc, 8 Uighburgh terrace,
DowanhiU, Glasgow, 23 Oct., 1883
Edwards, Charles, The Greenock Foundry Company,
Greenock, 26 Oct., 1897
Elgar, FR.VNCIS, LL.D., F.K.SS., L.& £., 34Leadenhall
street, Loodon, E.G., 24 Feb., 1885
Eluott, Kobfrt, B.Sc., Lloyd's Surveyor, Greenock, i^ ^i Fe*b. ' 1898
EWRN, Pktrr, The Barrowfield Ironworks, Ltd.,
Craigielea, Bothwell, 21 Mar., 1899
Faickney, Robert, 3 Thomwood terrace, Partick, 20 Nov., 1900
Fairweather, Wallace, 62 St. Vincent at., Glasgow, 24 Apr., 1894
Ferguson, David, Glenholm. Port-Glasgow, 29 Oct, 1901
Ferguson, John James, Kennard, Kim, 24 Jan., 1899
Ferguson, Louis, 8 Belhaveu terrace, Kelvinside, (G. 22 Jan., 1895
Glasgow, \M. 26 Nov., 1901
FERGUSON, Peter, Caerlon, Paisley, |^- ^ j[,*^;' }^
Ferguson, Peter, 8 Belhaven terrace, Kelvinside,
Glasgow, 22 Oct., 1889
Ferguson, Wilfred H., 4 Thomwood terrace, Partick, 22 Nov., 1898
Ferguson, William D., 3 Mount Delphi, Antrim road, /G. 27 Jan.. 1885
Belfast. \M. 20 Mar.. 1894
Ferguson, William R,, Messrs Barclay, Curie & Co., /G. 22 Feb., 1881
Ltd., Whiteinch, GUsgow, (M. 22 Jan., 1895
Ferrier, Hugh, 48 Daisy street, GovanhUl, Glasgow, 22 Dec , 1903
Fife, Wiluam, Meseis William Fife & Sons, Fairlie,
Ayrshire, 28 Apr., 1903
Findlay, Alexander, M.P., Parkneuk Iron works.
Motherwell. 27 Jan., 1880
MEMBERS 357
FniDLAY, Louis, 60 WeUington st wt, Glasiirow, | Jj ^ ^®J^;' \^
FiNLiLYSON, FiNLAT, Laird street, Ck>atbridge, 23 Dec., 1884
Fisher, Andrew, St. Mirren's Engine works. Paisley, 25 Jan., 1898
Fleming, Andrew £., Kandy, Ceylon, 23 Jan., 1894
Fleming, George £., Messrs Dewrance & Co., 79
West Regent street, Glasgow, 27 Oct, 1896
Fleming, John, Dellbum works, Motherwell, 24 Jan., 1899
Fletcher, James, 15 Kildonan terrace. Paisley road, (G. 28 Jan., 1896
Ibrox, Gfa8gow,tM. 23 Nov., 1897
Flett, George L., 5 Abercromby terrace, Ibrox, Glas-
gow, 22 Jan., 1895
Forrester, John, 41 Bothwell street, Glasgow, 22 Dec., 1903
Forsyth, Lawson^ 97 St. James road, Glasgow, 18 Dec, 1883
Foster, James, 42 Herriot street, Pollokshields, Glas-
gow, 26 Jan., 1897
Frame, James, 6 Kilmailing terrace, Cathcart, Glasgow, 23 Feb., 1897
Praser, J. IMBRIE, Clifton, Row, Dumbartonshire, j ^ |I ^^^y J^g
Fryer, Tom J., "Brookdean," Hope, Sheffield, i^ ^ 5^| j^
Fujn, Terugoro, Imperial Japanese Navy, 8 Notting-
ham place, London, W. 21 Feb., 1899
Fullbrton, Alexander, Valcan Works, Paisley, 22 Dec., 1896
Fullerton, James, Abbotsbum, Paisley, 19 Mar., 1901
FULLKRTON, BoBERT A., 1 Strathmore gardens, Hillhead,
Glasgow, 19 Mar., 1901
Fulton, Norman O,, 8 Moray Cottages, Scotstonn, fG. 23 Feb., 1892
Glasgow, \M. 19 Mar., 1901
Fyfe, Charles F. A., 10 Wolseley street, Belfast, j^' H ^^^ }^
Galb« Edmund Wiluam, Drawing Office, Consolidated
Gold Fields of South Africa, Box 1167, Johannesbnrg,
Sonth Africa, 23 Nov., 1897
Gale, William M., 18 Hnntly gardens, Kelvinside,
Glasgow, 24 Jan., 1893
Galletly, Archibald A., 10 Greenlaw avenue, Paisley, 22 Jan., 1901
<x allow AY, Charles S., Greenwood City, Vancouver,
6.C., 22 Jan., 1895
Gardner, Walter, 11 Kildonan terrace. Paisley road
W., Glasgow, 20 Dec, 1898
Gearing, Ernest, Fenshurst, Clarence ilrive, Harro-
gate, 20 Mar., 1888
Oemhell, £. W., Board of Trade Offices, 7 York street,
Glasgow, 18 Dec., 1888
358 MEMBERS
Gbmmell, Thomas, Electric Liithting Departmeat. bt.
Enoch Station, GUagow, 24 Oct., 1899
GiBB, Andrew, Garthl&nd, Weitoombe Park road, /G. 23 Dec, 187S
Blaekheath, London, S.E., \M. 21 BCar., 1882
GiFFORD, Paterson, c/o Messrs Bell, Brothers &
M'Lelland, 135 Bachanan street, Glasgow, 23 Nov., 1886
Gilchrist, Archibald, 36 Finnieston street, Glasgow, 16 Dec., 1902
Gilchrist, James, 3 Kingsboroogh gardens, Kelvin- /G. 26 Dec., 1866
side, Glasgow, \M. 29 Oct., 1878
Gill, Wiluah Neuson, 11 Kersland street, Hillhead,
Glasgow, 23 Feb., 1904
Gillespie, Andrew, 65 Bath street, Glasgow, 20 Nov., 1894
Gillespie, James, 21 Minerva street, Glasgow, |^* ^ jJ^-» J^*
Gillespie, James, Jan., Margaretville, Orchard street,
Motherwell, 18 Dec., 1900
GILMOUR, John H., River Bank, Irvine, 20 Feb., 1900
Glasgow, James, Femlea, Paisley, 25 Jan., 1898
■tGoODWiN, Gilbert S., Alexandra buildings, James
street, Liverpool, 28 Mar., 1866
Gordon, A. G., c/o Messrs Shewan, Tomes, & Co., Hong
kong, China, 23 April, 1901
Gordon, John, 152 Craigpark street, Glasgow, 26 Mar., 1895
GORRIE, James M. , 1 Broomhill terrace, Partick, Glasgow, 22 Nov. , 189S
Goudie, Robkrt, 37 West Campbell street, Glasgow, 27 Oct., 1903
Goudie, William J., B.Sc., 92 Albert drive, Crosshill, /G. 21 Dec., 1897
Glasgow, \M. 29 Oct, 1901
GoURLAY, H. Garret, Dundee foundry, Dnndee, 25 Apr., 1882
GoURLAY. R. Clelano, Endyne, Oakshaw street, \ G. 24 Dec, 1895
Paisley, } M. 27 Oct., 1903
GovAN, Alexander, The Shelling, Craigendoran, 24 Oct., 1899
Gow, George, Aroka, Bellevue Road, Mount Eden,
Auckland, New Zealand, 20 Mar., 1900
GOWAN, A. B., By ram. Maxwell drive, PoUokshields, /G. 24 Jan., 1882
Glasgow, \M. 22 Jan., 1895
Gracie, Alexander, Fairfield Shipbuilding and En-rO. 26 Feb., 1884
gineering Company, Govan,\M. 24 Nov., 1896
Graham, John, 60 Cambridge drive, Kelvinside,
Glasgow, 25 Jan., 1898
Graham, John, 25 Broomhill terrace, Partick, * 23 Oct., 1900
Graham, John, 15 Armadale street, Dennistoun, /G. 19 Mar., 1901
Glasgow, \M. 21 Apr., 1908
Graham, Walter, Kilblain Engine works, Nicholson /G. 28 Jan., 1896
street, Greenock, \ M. 15 June, 1898
Grant, Thomas M., 17 Clarence drive, Hyndland,
Glasgow, 25 Jan., 1876
Gray, David, 77 West Nile street, Glasgow, 21 Nov., 1899
MTr.MB1tBS 359
Ukay, Jambs, Riverside, Old Cainiiock» Ayrshire, 8 Jan., 1862
6bay, Wiluam, 6 Lloyd's avenue, London, E.C., 26 Jan., 1904
Gretchin, G. L., Works Manager, Chantiers Navals
Ateliers and Founderies de Nicolaieff, Nioolaieff,
Russia, 26 Jan., 18d8
Grieve, John, Engineer, Motherwell, 26 Jan., 1898
Grigg, James, 136 Balshagray avenue, Partiek, 20 Jan., 1903
Groves, L.JoHN,£ngineer,CrinanCanalhou8e,ATdrishaig, 20 Dec, 1881
Guthrie, John, The Crown Iron works, Glasgow, 27 Oct, 1896
Haig, Robert, The Mechanical Retorto Co., Limited,
Murray street, Paisley, 22 Jan., 1901
Uaigh, William R., 6 Elmwood gardens, Jordanhill, 22 Dec., 1896
Halkbt, James P., Glengall Iron works, Millwall,
London, £., 26 Oct., 1897
Hall, William, Shipbuilder, Aberdeen, 25 Jan., 1881
Hamilton, Archibald, Clyde Navigation Chambers, /G. 24 Feb., 1874
Glasgow, \M. 24 Nov., 1885
Hamilton, Claud, 247 St. Vincent street, Glas-
gow, 15 June, 1898
Hamilton, David C, Clyde Shipping Company, 21 /G. 23 Dec., 1873
Carlton place, Glasgow, \M. 22 Nov., 1881
Hamilton, James, Messrs William Beardmore & Co., /G. 26 Dec., 1863
Govan, \M. 18 Mar., 1876
Hamilton, James, 6 Kyle park, Uddingston, 20 Nov., 1900
*tHAMiLTON, John, 22 Athole gardens, Glasgow,
Hamilton, John K., 230 Berkeley street, Glasgow, 16 May, 1900
Hamilton, Robert Smith, Flemington, Maxwell Park
gardens, Pollokshields, Glasgow, 22 Mar., 1904
Harman, Bruce, 35 Connaught road, Harlenden, Lon- /G. 2 Nov., 1880
don, N.W., \M. 22 Jan., 1884
Harrison, J. E., 160 Hope street, Glasgow, (^ ^ ^^''^ jl^l
Hart, P. Campbell, 134 St., Vincent street, Glasgow, 24 Nov., 1896
Harvey, James, 224 West street, Glasgow, 24 Jan,, 1899
Harvey, John H., Messrs Wm. Hamilton & Co., Port-
GUsgow, 22 Feb., 1887
Harvey, Thomas, Grangemouth Dockyard Co., Grange-
mouth, 19 Dec., 1899
Hay, John, WansfeU, The Grove, Finchley, London, N., 26 Nov., 1901
Hay, Rankin, 44 Windsor terrace, St. George's road,
Glasgow, 18 Dec., 1900
Hayward, Thomas Andrew, 18 Carrington street,
Glasgow, 22 Mar., 1898
360 MEMBERS
tHBNDBRSON, A. P., 30 Lanoefield qaay, Gla«gow, 25 Nov., 1879
Henderson, Charles A., The Basin House, Exeter, { m f^ q^[* }^
Hbnderson, Fbederick N., Meadowside, Partick,
Glasgow, 26 Mar., 1895
Henderson, H. £., 32Ciirzoii road, Waterloo, near Liver-/ G. 22 Nov., 1898
pool,! M. 3 May, 1904
Henderson, J. BAiUE,Govemmeot Hydranlic Engineer,
Brisiiane, Queensland, 18 Dee., 1888
Henderson, James Blacklock, D.Sc, 146 Cambridge
drive, Glasgow, 20 Nov., 1900
Henderson, John Francis, B.Sc., Albion Motor Car
Co., Ltd., Sonth street, Sootstoun, Glasgow, 16 Dec, 1902
tHBNDBBSON, JoHN L., 25 Nov., 1879
Henderson, Robert, 777 London road, Glasgow, 19 Mar., 1901
Henderson. William Stbwart, Belwood, Coatbridge, 24 Nov., 1896
Hbndin, Alexander James, 14 Hamilton terrace, W.,
Partick, Glasgow, 22 Dec., 1903
Hendry, James C, 8 Fleming terrace, George street,
Shettleeton, 18 Dec., 1900
Henry, Erentz, 18 Ann street, Hillhead, Glasgow, 20 Feb., 1900
Herriot, W. Scott, 19 Keir street, Pollokshields,
Glasgow, 28 Oct., 1890
Hktherinoton, Edward P., Messrs John Hetherington
& Co, Ltd., Pollard street, Manchester, 22 Nov., 1892
Hide, William Seymour, Messrs Amos ft Smith,
Albert Dock works, Hull, 18 Dec, 1888
HiLLHOUSE, Percy Archibald, B.Sc., Whit worth. Busby, 3 May, 1904
Hogarth, W. A., 293 Onslow drive, Glasgow, 20 Nov., 1900
Hogg, Charles P., 63 Both well street, Glasgow, 2 Nov., 1880
Hogg, John, Victoria Engine works, Airdrie, 20 Mar., 1883
Hok, W., 10 Karlaplan, Stockholm, Sweden, 29 Oct., 1901
HOLLIS, H. E., 40 Union street, Glasgow, | ^ |[ JJ^^^y }^
Holmes, F. G., Town Hall, Govan, 23 Mar., 1880
Holms, A. Campbell, Lloyd's Register, 56 John street,
Sunderland, 24 Apr., 1894
HOMAN. WILLIAM M'L.. («• |« ^^y \^
Homb, Henry, Cambridge House, High street, Biggles-
wade, Bedfordshire, 23 Feb., 1897
HORNE, George S., Corozai, Iverton road, Johnstone, 21 Feb., 1899
HoRNE, John, Rokeby villa, Carlisle, 23 Nov., 1897
t Houston, Colin, Harbour Engine works, 60 Portman
street, Glasgow, 25 Mar., 1890
MEMBSR8- 361
Houston, James, Jnnr., Brisbane hooae, Bellahooaton, 25 Jrd., 1898-
Houston, William Campbell, B.Sc, Herriot Watt /G. 26 Oct.. 1897
College, Edinburgh, IM. 3 Mar., 1908
Howard, John Rowl.ind, 56 Osborne road, Levens-
halme, Manohester, 18 Dec., 1900
HowAT, William, 21 Kirkland street, Glasgow, 22 Feb., 1898-
tHowDKN, James, 195 Scotland street, Glasgow, Original
Hubbard, Robert Sowtbr, Townsend Downey Ship-
building Co., Shooter Island, Richmond, New York, 19 Dec., 1899-
Hume, Jambs Howden, 195 Scotland street, Glasgow, 22 Dec., 1891
Hummel, Horace .Iambs Jordan, c/o Pintsch's Patent
Lighting Co., 38 Leadenhall street, London, B.C., 23 April, 1901
*tHuMT, Edmund, 121 West George street, Glasgow, Original
Hunter, Gilbert M., Lanrieston house, Selkirk, (^ ^ ^' J^
Hunter, James, Aberdeen Iron works, Aberdeen, 25 Jan., 1881
Hunter, James, 20 Feb., 190O
Hunter. John, 13 Queen's Gate, Dowanhill, Glasgow, l^* |^ ^°;.» }j^
Hunter, Joseph Gilbert, P.O. Box 671, Newport
News, Va., U.S.A.,
Hunter, Joseph M., Dalmuir place. 128 Muir street,
Motherwell,
Hunter, Matthew, Bumbank, Whiteinch,
tHUTCHEON, James, 46 Park drive south, Whiteinch,
Hutcheson, Archibald, 37 Mair street, Plantation,
Glasgow,
Hutcheson, John, 37 Mair street. Plantation, Glasgow,
Hutchison, James H., Shipbuilder, Port-Glasgow,
Hutchison, John S., 107 Douglas street, Glasgow,
Hutchison, M., 50 Gibson street, Hillhead, Glasgow,
Hutson, Alexander, Westboume house, Kelvinside,
Glasgow,
Hutson, Guybon, Culdees, Minard road, Partickhill,
Glasgow,
Hutson, James, 117 Balshagray avenue, Partick,
Htnd, Alexander, Federal Supply and Cold Storage
Co., of South Africa, Ltd., Durban, South Africa,
tiNGLis, John, LL.D., Point House Shipyard, Glasgow, 1 May, 1861
Inglis, John Francis, 46 Princes terrace, Dowanhill, J G. 26 Oct.. 1897
Glasgow, ) M. 20 Jan., 1903
INNES, W., 11 Walmer terrace, Glasgow, |^; ^ ^^^'^ \^
24 Feb.,
1891
26 Nov.,
1901
19 Mar.,
1901
19 Mar.,
1901
22 Dec.,
, 1896
22 Mar.,
,1898
26 Mar.,
, 1896
24 Apr.,
1900
29 Oct.,
1901
19 Dec,
1899
21 Mar.
, 1893
19 Dec.,
1899
27 Oct.,
, 1903
362 MEMBERS
Ireland, William, 7 Ardgowan terrace, GUsgow, 25 Feb., 1800^
Jack, Alexander, 164 Windmillhill, Motherwell, 21 Nov., 1893
Jack, Jambs R, Mavisbank. Dambarton, 27 Apr., 1897
Jackson, Daniel, Thorabank, Dumbarton, 24 Oct., 1899
Jackson. Harold D., Westdel, Dowanhill, Glasgow, j^' ^ ^;' }|^
Jackson, Wiluam, Go van Engine works, Govan, 21 Dec, 1875
Jackson, William Stbnhousb, 109 Hope street, Glas-f G. 29 Oct., 1901
gow,tM. 23 Feb., 1904
Jamieson, Professor Andrew, F.R.S.E.. 16 Rosslyn
terrace, Kelviuside, Glasgow, 26 Mar., 1889
Jeff, William, Northfleet Engineering works, North-
fleet, Kent, 18 Dec., 1900
Jbffbry, Arthur W., 71 Dixon avenue, Glasgow, 23 April, 1901
Johnston, David, 9 Odbome terrace, Ck>pland road,
Glasgow, 25 Feb., 1879
Johnston, Robert, Kirklee, Wallace street, Kilmar-
nock, 22 Mar., 1898
Johnstone, Gkorok, F.K.S.E., Marine Superintendent,
British India Steam Navigation Co.,
Ltd., 16 Strand road, Calcutta, India, 21 Mar., 1899
JoNKS, Arthur J. E.. 118 Napiershall street, Glasgow, 29 Oct., 1901
Jones, Llewkllyn, The Stirling Boiler Co., Ltd., 25
Victoria street, Westminster, London, 25 Oct., 1892
Judd, Edwin H., Sentinel works, Glasgow, |j^' ^ jj^^*| jg^^
Kay, Alexander J., 21 Endsleigh gardens, Partickhill, /G. 24 Oct., 1893
Glasgow, \M. 28 Apr., 1903
Kregan, Thomas J. M., P. O. Box 4585, Jobannesburg,
South Africa, 22 Jan., 1901
Keeling, Thomas, 42 Prospecthill road, Langside,
(ilasgow, 19 Feb., 1901
Kelly, Alexander, 100 Hyde Park street, Glasgow. 28 Feb., 1897
Kelso, Matthew Glen, 47 Oxford street, Glasgow, 27 Oct., 19a3
Kemp, Daniel, 48 Randolph gardens, Partick, /G. 23 Nov., 1886
Glasgow, \M. 20 Dec, 1898
Kemp, Ebenkzer, D., Birkenbead Iron works, Birken- fG. 20 Feb., 1883
head,\M. 25 Oct., 1892
Kempt, Irvine, Jnn., 37 Falkland mansions, Hynd- /G. 26 Feb., 1895
land, Glasgow, \M 27 Apr., 1897
Kennedy, Alexander M*A., Clydevale, Dumbarton, 30 Apr., 1895
Kennedy, John, Messrs R. M*Andrew & Co., Suffolk
House, Laurence Ponntney Hill, London, E.G., 23 Jan., 1877
MEMBERS 363
Kennedy, Rankin, Bale villa, Spriogboig, Shettleston, 3 May, 1904
Kennedy, Robert, B.8c., Messrs Glenfield & Kennedy,
KiLmarnook, 23 Mar., 1897
Kennedy, Thomas, Messrs Glenfield & Kennedy, Kil-
marnock, 22 Feb., 1876
Kennedy, William, 13 Victoria crescent, Dowanhill,
Glasgow, 24 Apr., 1894
Ker, William Arthub, Manager, Patella Works,
Paisley, 16 Dec, 1902
Kebr, James, Lloyd's Register of Shipping, Hull, 22 Feb., 1898
Kerr, John, 10 WeUmeadow, Blairgowrie, 22 Mar., 1904
Key, William, 109 Hope street, Glasgow, 20 Feb., 1900
KiNGAiD, John G., 30 Forsyth street, Greenock, 22 Feb., 1898
Kino, A. C, Motherwell Bridge Co., MotherweU, 24 Jan., 1899
King, J. Foster, The British Corporation, 121 St.
Vincent street, Glasgow, 26 Mar., 1896
Kinghorn, a. J., 59 Robertson street, Glasgow, 24 Oct, 1899
KiNGHORN, John 6., Tower Buildings, Water street,
Liverpool, 23 Dec, 1879
KiNMONT, David W\, Contractor's Office, LarkhaU, j^' ^^ ^^^' }^^
tKiRBY, Frank E., Detroit, U.S.A., 24 Nov., 1886
Klinkenberg, John, 4 Derby street, Glasgow, 16 Dec, 1902
Knight, Charles A., c/o Messrs Babcock & Wilcox,
Ltd., Oriel House, Farringdon st, London, E.C., 27 Jan., 1885
Knox, Robert, 10 Clayton terrace, Dennistoun, Glasgow, 24 Nov., 1896
Lackie, William W., 75 Waterloo street, Glasgow, 22 Nov., 1898
Lade, Jambs A., Sbalott, Kilmalcolm, 27 Jan., 18i)]
Laidlaw, D., 147 East Milton street, Glasgow, 18 Mar., 1902
Laidlaw, John, 98 Dnndas street, 8.s., Glasgow, 25 Mar., 1884
Laidlaw, Robert, 147 East Milton street, Glasgow, 26 Nov., 1862
Laidlaw, T. K., 147 East Milton street, Glasgow, 18 Mar., 1902
Laidlaw, Thomas, 52 Norse road, Scotstoun, 26 Nov., 1901
Laing, Andrew, The Wallsend Slipway Company,
Newcastle-on-Tyne, 20 Mar., 1880
Laird, Andrew, 190 West George Street, Glasgow, 22 Nov., 1898
Lambert, John, Corporation Electricity Works, Perth, 18 Dec, 1900
Lambbrton, Andrew, Sunnyside Engine works, Coat-
bridge, 27 Apr., 1897
Lambie, Alexander, Ravenshall, Port-Glasgow, 19 Mar., 1901
Lang, C. R., Holm Foundry, Cathcart, Glasgow, j ^ ^ ^ov.*^ J^^^
364 MEMBERS
Lang, Jam&s, Mcmtb George Smith & Sons, 75 Bothwell
BiKet, GlMgow, 24 Feb., 1880
Lang, John, Jan., Lynnhnrst, Johnstone, 26 Feb., 1884
Lang, Robert, Qnarrypark, Johnstone, 25 Jan., 1808
Lauder, Thomas H., 38 Chappel terrace, Parkhead, } 6. 19 Dec., 1893
Glasgow, j M. 27 Oct., 1008
Laurence, (George B., Cintha Iron works, Paisley road,
Glasgow, 21 Feb., 188a
Le Rossignol, a. E., Corporation Tramway Office, City
road, Newoastle-on-Tyne, 22 Nov., 1898
tLEE, Robert, 105 Clarence drive, Partickhill, Glasgow, |Jj ^ J^- j^
Leitch, Archibald, 40 St. Enoch sqnare, Glasgow, 22 Dec, 1895
Lemkes. C. R. L., 5 Wellington street, Glasgow, { M 22 Mar' 1^
Lennox, Alexander, 34 Glasgow street, Hillhead, /G. 23 Jan., 1894
Glasgow, \M. 19 Mar., 1901
Leslie, James T. G., 148 Randolph terrace, Hill street,
Garnethill, Glasgow, 25 Apr., 189S
Leslie, John, Strnan, Victoria drive, Scotstounhill, /G. 20 Dec., 1892*
Glasgow, \M. 27 Oct., 1903
Leslie, William, V^iewmonnf, Emerald Hill terrace,
Perth, West Australia, 24 Feb., 1891
Lester, William R., 11 West Regent street, Glasgow, j^' |^ j^^*' }^
Lewin, Harry W., 154 West Regent street, Glasgow, 20 Dec., 1898
tLiNDSAY, Charles C, 180 Hope street, Glasgow, j^' ^ ^^J^» J|^|
Lindsay, W. F., 203 Nithsdale road, Pollokshields*
Glasgow* 19 Mar., 1901
Lithgow, William T., Port-Gla«gow, 21 Feb., 189$
LiVESEY, Robert M., c/o Messi's Topham Jones A
Railton, H.M. Dockyard Extension, Gibraltar, 26 Jan., 1897
tLoBNiTZ, Fred., Clarence house, Renfrew, |^- ^ ^*^-» J^
LocKiE, John, Wh.Sc., 2 Custom House Chambers, Leith, 26 Jan., 1897
Long BOTTOM," Professor John Gordon, Technical Col-
lege, 38 Bath street, Glasgow, 22 Nov., 1898
LORIMER, Alexander Smith, Kirklinton, Langside, /G. 21 Nov., 1899
Glasgow, \M. 27 Oct., 190$
LORIMER, Henry Dubs, Kirklinton, Langside, Glasgow, l^ ^\ ^^' J^
tLoRiMER, William, Glasgow Locomotive works, Gushet-
faulds, Glasgow, 27 Oct., 1896
+LOUDON, George Findlay, 10 Claremont Terrace,
Glasgow, 25 Jan., 1896.
LowsON, Jambs, 10 West Campbell street, Glasgow, 27 Oct., 1903-
MEMBERS 365'
Luke, W. J., Messrs John Brown & Ck)., Ltd.» Clydebank, 24 Jan., 1898
LuSK, Hugh D., e/o Mrs Nelaon, Laroh villa, Annan, 21 Feb., 1880
Lyall, John, 33 Randolph gardens, Pkrtick, 87 Oct, 1888
MACAL.PINE, John H., 700 Van Baren street, Wil-
minfftOD, Del., U.S.A., 20 Dec, 1808
M'Abthur, James D., Oriental avenue, Bangkok, Siam, 26 Apr., 1808
McAuLAY, W., 10 Dixon street, Glasgow, 22 Nov., 1898
tM'CALi^ David, 180 Hope street, Glasgow, 17 Feb., 1858
MacCalldm, p. F., 93 Hope street, Glasgow, |^- ^ Nov.* 18^
McCallitm, David Broadfoot, Aldersyde, Radyr, near
Cardiff 23 Feb., 1904
M'COLL, Peter, 197 Byars road« Partick, j^' 2^ J^y |^
f MacColl, Hector, Bloomfield, Belfast, 24 Mar., 1874
iMAcCOLL, Hugo, Wreath Quay Engineering works, /G. 20 Deo., 1881
8anderland,\M, 22 Oct., 1889
M'Creath, James, 208 St. Yinceht street, Glasgow, 23 Got, 1883
Macdonald, D. H., Brandon works, Motherwell, 24 Mar., 1896
Macdonald, John, Bridge Turbine Works, Pollok-
shaws, Glasgow, 21 Mar., 1890
Macdonald, John Dron, 3 Rosemonnt terrace, Ibrox,
Glasgow, 19 IS^., 1901
MacDonald, Robert Cowan, Merrylee. Trefoil avenue, /G. 21 Nov., 1899
Shawlands, Glasgow, \M. 28 Apr., 1903
Macdonald, Thomas, 9 York street, Glasgow, 25 Jan., 1898
MacDonald, Wiluam, 48 Dalhousie street, Glasgow, 22 Dec., 1903
McDouoALL, Robert Melvin, 86 Dale street, Glasgow, 20 Nov., 1900
M'DowALL, John Jas., Vulcan Engine Works, Piraeus,
Greece, 29 Oct., 1901
M'EWAN, James, Cyclops Foundry Co., Whiteinch,
Glasgow, 96 Feb., 1884
M'EWAN, Joseph, 35 Houldsworth street, Glasgow, 27 Jan., 1891
Macfarlane, Duncan, Jun., 58 Hydepark street, Glas-/G. 26 Oct., 1897
gow,)M. 27 Oct., 1903
Macfarlane, James, Annieslea, Motherwell, 15 June, 1898
Macfaslane, James W., 12 Balmoral villas, Cathcart,
Glasgow, 2 Nov., 1880
tMACFARLANE, WALTER, 22 Park Circus, GkuBgow, 26 Oct., 1886
M'Fablane, George, 34 West George street, GUsgow, | ^ ^ ^ov?, 1886
Macfee, John, Castle Chambers, Renfield street, Glas-
gow, 22 Jan., 1901
M 'Gee, David, c/o Messrs John Brown & Co. , Clydebank, 22 Dec. , 1896
tM'GEE, Walter, Stoney brae. Paisley, 25 Jan., 1898
29
366 MEMBRRS
M'Geoch, David BnyD»' Lilyb«iik, Port-Glasgow, 28 Jan., 1896
M'GiDBON, W. C, 2 Carlton Court, Bridge street, Glasgow, 18 Dec. , 1900
MacGregor, J. Grant, e/o L. & N. Railway Co., ) G. 21 Dec, 1886
10th Broadway, LonisTille, Ky., U.S.A., } M. 28 Apr., 1891
McGregor, John B., 6 Oxford terrace, Benfrew, | ^' ^ ^/^ 1^7
M'Gregor, Thomas, 10 Mosesfield terrace, Springbum,
Glasgow, 26 Jan., 1886
M'HoUL, John B., 2 Windsor terrace, Langside, Glasgow, |^ |* q^' \^
M'Ilvknna, John, 18 Caird drive, Partickhill, Glasgow, 19 Mar., 1901
MacIlwainb, Georos W., 34 White street, Partick, 18 Mar., 1902
M'lNDOB, John B., 2 Park terrace. Underwood, Paisley, 21 Mar., 1809
MclNTOSH, Thomas Wiluam, 58 Hydepark street,
Glasgow 24 Nov., 1903
M*Into8H, Donald, Dnnglass, Bowling, 20 Feb., 1894
M*lNT0SH, John, 6 Douglas terrace. Paisley, (^ 27 oS ' 1903
M'lNTOSH, John F., Caledonian Railway, St. Rolloz,
Glasgow, 28 Jan., 1896
.Mackintosh, John, 2 Buchanan ten-ace. Paisley, |Jj- ^ J®^' |^
MacKay, Henry James, 39 Westbank terrace, Gibson
street, Glasgow, 18 Feb., 1902
MagKay, Robert, 7 Leslie street, Pollokshields,
Glasgow, Jan., 1900
M'Eeand, Allan, 3 St. James street, Billhead, Glas- ( G. 19 Dec, 1884
gow, ) M. 20 Mar., 1892
Mackechnie, John, 342 Argyle street, Glasgow, 20 Dec, 1898
M'Kechnie, Jambs, Messrs Yickers, Sons, & Maxim,
Barrow-in-Famess, 24 Apr., 1888
Mackenzie, James, 8 St Alban's road, Bootle, Vj^ ^ J^» \^
Mackenzie, Thomas R, Calder view, Motherwell, {m 26 Nov' 1^
M'Kenzir, John, Messrs J. Gardiner & Co., 24 St. Vin-
cent place, Glasgow, 25 Apr., 1893
M*Kbnzie, John, Speedwell Engineering works, Coat-
bridge, 25 Jan., 1898
Mackie, Willl\m, 3 Park terrace, Govan, i^ ,^ ^' J^
Mackie, William A., FalUand bank, Partickhill,
Glasgow, 22 Mar., 1881
McKiE, J. A., Copland works, Govan, 25 Jan., 1898
tMAcKiNLAY, James T. C, 110 Gt. Wellington street,
Kinning park, Glasgow, 2? Oct., 1896
MEMBERS 367
M^lCiNNEL» WiLUAM, 234 Niibsdale load, Pollokshieldf, } A. 21 Feb., 1893
Glasgow, } M. 22 Feb., 18^
M*Lachlan, Ewen, 168 Kenmnre street, PoDoksbieldB,
Glasgow, 21 Feb., 1899
McLachla^, John, Sancel Bank House, Paisley, 26 Oct, 1897
Maclaren, John F., B.Scm Eglinton foundry, Canal
streiet, Glasgow, 28 Feb., 1892
Maclaren, Robert, Eglinton fonndry. Canal street, /G. 2 Not., 1880
Glasgow, \M. 22 Dec., 1885
McLaren, John Alexander, 10 Dixon street, Glasgow, 22 Nov., 1898
McLaren, Richard Andrew, Soath Gallowhill house.
Paisley, 21 Apr., 1903
McLaren, William, 9 Westbank quadrant, Hillhead,
Glasgow, 26 Nov., 1901
MoLaurik, Duncan, 217 Mercer street, New York,
U.S.A., 28 Oct., 1900
Maclay, David M., Dnnonme, Douglas street, Mother-
weU, 18 Dec., 1900
fMACLKAN, Andrew, Messrs Barclay, Curie & Co.,
Whiteinch, 3 May, 1904
Maclean, Prof. Magnus, M.A.. D.Sc., 51 Kersland
street, Hillhead, Glasgow, 21 Nov., 1899
Maclean, William Dick, Nuevas Hilatnras del Ter,
Torello, Catalnlia, Spain, 25 Jan., 1898
McLean, John, Messrs Weir & McLean, 45 Hope street,
Glasgow, 16 Dec., 1902
McLean; John, Lower Bairaca, Valetta, Malta, IjJ ^2 Dec!! 19^
tMACLELLAN, WiLLiAM T., Clutha Ironworks, Glasgow, 21 Dec., 1886
McLellan, Alex., Clyde Navigation Trust, 16 Robertson f ^'li^P?^' JS22
st««t, Glasgow, |^.M.18^A^^^^
McLellan, Dugald, Caledonian Railway Co., Goods
Yard, Buchanan street, Station, Glasgow, 22 Jan., 1901
Macmillan, Hugh Millar, B.Sc.. Messrs. Wngham,
Richardson, & Co., Newcastleon-Tyne, 18 Dec., 1900
^tMAcMiLLAN, W'lLLiAM, Holmwood, Whittingehame
drive, Kelvinside, Glasgow, Mar., 1863
McMillan, John, Resident Electrical Engineer's Office, /G. 27 Jan., I880
Falkirk, \M. 24 Jan., 1899
M'Millan, W. MACLEOD, Dockyard, Dumbarton, 22 Jan., 1901
MacMurray, William, Taller Bisayas, Yloilo, Philippine
Islands, 18 Mar., 1902
McMurray, Thomas H„ 22 Cliftonville avenue, Belfast, 22 Jan.. 1901
M'Nair, James, Norwood, Prestwick road, Ayr, 26 Nov., 1895
MacNamara, Joseph, Wortley, near Sheffield, 20 Jan., 190*3
968 MEMBERS
M<Neil, John, Helen street, Govan, 23 Dec., 18((4
MacNicoll, Nicol, 6 Dix6n street, Glasgow, 19 Mar., 1901
Macouat, R. B., Victoria Bolt and Rivet works, Gran-
stonhill, Glasgow, 21 Mar., 189(r
M'Whirtbr, William, 214 Holm street, Glasgow, 24 Mar., 1891
Mack, James, 22 Rutland street, Edinburgh, /G. 21 Dec., 1886
\^iu.. ^aI iJec* , lovo
Maitland, Cbee, 190 West George street, Glasgow, 21 Apr., 1903
Manson, James, G. & S. W. Railway, KUmamock, 21 Feb., 1889
Marbiott, Reuben, Plantation Boiler Works, Govan, 28 Feb., 1897
Mabshall, David, Glasgow Tube works, Glasgow, 22 Jan., 189i^
Marshall, John, Ashgrove, Kilwinning, 18 Dec., 1900
Martin, William Crammond, 10 West Campbell street,
Glasgow, 27 Oct., 190S
Matheson, Donald A., Caledonian Railway Co.,
Buchanan street Station, Glasgow, 26 Jan., 1897
Mathewson, George, Both well works, Dunfermline, 21 l>ec., 1876
Mathieson, James H., Saracen Tool Works, Glasgow, 29 Oct..' 1901
Matthby, C. a., c/o W. Hope Campbell, Esq., 42
Krestchatik, Kieff, S. Russia, 26 Oct, 1897
Mayor, Henry A., 47 King street, Bridgeton, Glasgow, 22 Apr., 1884
Mayor, Sam, 37 Burnbank gardens, Glasgow, 20 Nov., 1894
Maxton, James, 4 Ulster street, Belfast, 22 Jan.,* 190?
May, William W., Woodboume, Minard aTenue,
Partickhill, Glasgow, 25 Jan., 1876
Maybe, William, Morwell Honse, Dumbarton, 23 Feb., 1897
Meghan, Henry, Messrs Mechan & Sons, Scotstounlron
works, Glasgow, 26 Jan., 1887
Meghan, Samuel^ 7 Kelvingrove terrace, Glasgow, 27 Oct, 1891
Melville, William, Glasgow and South Western
Railway, St. Enoch square, Glasgow, 23 Jan., 1883
Middleton,R. A., 20TheGrove, Benton, near Newcastle- rG. 24 Jan., 1882
on-Tyne,\M. 28 Oct.,' 1890
Millar, Sidney, Harthill house, Cambuslanir, f p- ^^ ^«^. ^889
^ ** IM.21 Dec, 1S97
Millar, Thomas, Sir W. G. Armstrong, Whitworth & /G. 26 Nov 1884
Co., Ltd., Walker Shipyard, Newcastle-on-Tyne, \M, 27 Oct.* 1903
Millar, William, Towersland, Octavia terrace, Greenock, 19 Dec., 1899
Miller, Arthur C, 12 Caird drive, Partickhill, Glasgow, 19 Mar., 1901
Miller, John F., Greenoakhill, Broomhouse, (9; S S*^'* ^^^
tM. 22 Nov., 1881
Miller, Robert F., Messrs Wardlaw & Miller, 109 < G. 25 Feb., 1890
Bath street, Glasgow, \ M. 27 Oct., 1903
Milne, Charles W., Fairmount, Hcotstounhill, Glasgow, 26 Nov., 1901
MEMBERS
MiLNK, George, 10 Bo^hwell street, Glaagow, 22 Jan., 1901
MrrcHBLL, Alexander, Hay field house, Springbani,
Glasgow, 26 Jan., 1886
Mitchell, George A., F.K.S.E., 5 West Regent street,
Glasgow, 25 Jan., 1898
Mitchell, Thomas, Gower street, Bellahonston, Glas-
gow, 20 Nov., 1888
MoiR, Erebst W., e/o Messrs S. Pearson & Son. lO/G. 26 Jan., 1881
Vietoria street, Westminster, London, \M. 24 Jan., 1899
MoiBy JAMK8, 70 Wellington street, Glasgow, 16 Dec., 1902
MoiB, John, Clyde Shipboilding and Engineering Com-
pany, Fort-Glasgow, 23 Feb., 1897
MoiR, Thoma», 10 Syriam terrace, Springbam, Glasgow, 23 Apr., 1901
MoLLisoN, Hkctor A., B.Sc., 30 Balshaorray avenue, /G. 22 Nov., 1892
Partick, \M. 20 Nov., 1900
MoLLisoE, James, 30 Balshagray avenue, Partick, 21 Mar., 1876
Monroe, Kobert, Eastbrook house, Dinas Powis, Glam., 26 Jan., 1904
Moore, Ralph D., B.Sc, Leabank, Bearsden, 27 Apr., 1897
Moore, Robert H., Caledonian Steel Castings Co.,
Govan, 16 Dec., 1902
Moore, Robert T., B.Sc, 13 Clairmont gardens, Glas-
gow, 27 Jan., 1891
Morgan, Robert, Amsbrae, Dnmbreck, Glasgow, 24 Mar., 1903
MORISON, William, 50 St. Vincent crescent, Glasgow, 20 Mar., 1888
MoRisoN, William B., 7 Rowallan gardens, BroombiU,
Glasgow, 20 Nov., 1900
MoRRiCE, Richard Wood, 24 Battlefield road, Lang-
side, Glasgow, 28 Feb., 1897
Morrison, Arthur MACKiE,Merobiston, ScotstonnbiU, (G. 17 Dec., 1889
Glasgow, W.. \ M. 8 Mar., 1908
Morrison, William, 11 Sherbrooke avenue, Pollok-
sbields, Glasgow, 19 Feb., 1901
MoRT, Arthur, Calder view, Motherwell, j^' f^ jj^' }^
Morton, David Home, 130 Batb street, Glasgow, 20 Nov., 1900
Morton, Duncan A-, Errol workf, Errol, 21 Nov., 1899
Morton, Robert, 8 Prince's square, Buchanan street, /G. 17 Dec., 1878
Glasgow, \M. 23 Jan., 1883
Morton, Robert C, 16 Vinicombe street, Hillhead,
Glasgow, 26 Nov., 1901
Morton, Thomas, M. G., Enrol works, Errol, 26 Jan., 1904
Motion, Robert, Ancrum, Lenzie, 23 Feb., 1892
Mott, Edmund, 88 Connaught Road, Roath, Cardiff, 24 Mar., 1886
Mow at, Magnus, Jun., Civil Engineer, Millwall Docks, fG. 26 Oct., 1897
London, I M. 26 Nov., 1901
370 MEMBERS
Moves, John Young, 12 Rathven street, Glatgow, 27 Oct, 190^
tMuiR, Hugh, 7 Kelvingrove terrace, Glasgow, 17 Feb., 1864
MuiR, Jambs E., 45 West Nile street^ Glasgow, 22 Dec, 189S
tMuiR, John G., 24 Jan., 1882
MuiR, Peter Gillkspie, 24 Labamam avenue,
Wallsend'On-Tyne, 18 Mar. , 1902
MuiR, Robert White, 97 St. James road, Glasgow, 21 Dec., 1897
MuiRHEAD, James A., Messrs A. L., Secretan & Co.,
Ltd., 3 Victoria street, Westminster, Ix>ndon, S.W., 19 Feb., 1901
MuMME, Carl, dO Newark street, Greenock, 22 Oct., 1895
MuMM£,ERNESTCHARLES,HajiparBegamSarai Railway fn oo v^» hmm
Extension, Begam Sarai P.O., Tirhoot^\J S Sfk" iSa
State Railway, India, \^- ^ ^«'*-» '^
MuNN, Robert A., Twynham, 5 Winn road Southamp-
ton, 22 Dec, 1896
MUNRO, James, 34 Garthland drive, Glasgow, 16 Dec, 1902
MUNRO, John, 51 Polwarth gardens, flyndland, Glasgow, 23 Apr., 1901
MuNRO, Robert D., Scottish Boiler Insaraaoe Company,
111 Union street, Glasgow, 19 Dec, 1882
Murdoch, Frederick Teed, Nile House, Mansoarah,
EgypI, 25 Feb., 1896
Murdoch, J. A., 7 Park Circus place, Glasgow, /G. 25 Oct, 1892
\M. 20 liov., 1900
Murphy, B. Stewart, Lloyd's RcNrister, 324-6, Third /G. 24 Oct, lt93
Floor, Bourse Boildings, Philadelphia, U.S.A., \M. 20 Nov., 1900
Murray, Angus, Strathroy, Dumbreck, |^' JJ ^^' J^
Murray, Henry, Shipbuilder. Port-Glasgow, 22 Dec, 1896
Murray, James, Rossbank, Port-GUsgow, 22 Dec, 1896
Murray, James, Messrs Murray MacVinnie & Co.,
Mavisbank quay, S.S., Glasgow, 26 Jan., 1886
Murray, Richard, 109 Hope street, Glasgow, 26 Oct, 1897
Murray, Thomas Blackwood, B.Sc., 92 Camjpeidown
road, Scotstonn, Glasgow, 22 Dec, 1891
Murray, Thomas R., Messrs. Spencer & Co., Melk-
sham, Wilts, 25 Feb., 1896
Myles, David, Northumberland Bngiue works, /G. 20 Dec, 1887
Wallsend-onTyne,\M. 19 Dec, 1899
Mylne, Alfred, 108a Hope street, Glasgow, (j^ ^ jl^* ^^^
Nagao, Hanpei, c/o Taipeifu, Formosa, Japan, 24 Dec, 1901
Napier, Henry M., Shipbuilder, Yoker, near Glasgow, 25 Jan., 1881
tNAPiBR, Robert T., 75 Bothwell street, Glasgow, 20 Dec, 1881
Needham, James H., Colquhoun street, Dumbarton, 18 Mar., 1902
MEMBERS 371
Null, Hugh, Jul, 99 Clarence drive, Hyndlaacl, i G, 21 Nov., 1899
Glasgow, \ M. 8 May, 1904
Neilsok, James, Alma Boiler Works, Glasfi^w, . 24 Bfar., 1903
NsuoN, Andrew S., Snowdon, Sherbrooke avenne,
PoUokahieldB, Glasgow, 27 Oct, 1896
Nulsok, John Frederick, Messrs John Brown & Co.,
Ltd., Clydebank, 24 Nov., 1903
Xess^ George, Hi Union street, Glasgow, 23 Feb., 1897
NiooL, R Gordon, 15 Regent Quay, Aberdeen, 20 Nov., 1900
tNoRMAN, John, 131a St. Vincent street, Glasgow, 11 Dec., 1801
Morris, Charles G., 504 Stockport road, Manchester, 29 Oct., 1901
CNeill, J. J., 19 Roxburgh street, Kelvinside, Glas-
gow, 24 Nov., 1896
Oldfield, George, c/o Messrs Crarer Bros., VaaxhaU
works, Osborne street, Manchester, 22 Nov., 1898
OuPHANT, William, 207 Bath street, Glasgow, 28 Feb., 1897
tOBXiSTON, John W., 213 St. Vincent street, Glasgow, 28 Nov., 1860
Orr, Alexander T., Marine Department, London and
North- Western Railway, Holyhead, 24 Mar., 1883
Orr, John R., Motherwell Bridge Co., Motherwell, 24 Jan., 1899
Osborne, Hugh, 31 Broomhill terrace, Partick, (^ ^^ J^*' \^l
Parker, Edward Henry, U Strathmore gardens, Hill-
head, Glasgow, 16 Dec., 1902
Parsons, The Hon. Charles Algernon, M.A., Holeyn
HaU, Wylamon-Tyne, 28 Apr., 1903
Paterson, James V., 307 Walnnt street, PhUadelphia, <G. 24 Jan., 1888
U.S.A., tM. 27 Oct., 1903
Paterson, John, Edradoar, Dalmnir, 22 Jan., 1901
Paterson, W. L. C, 5 Elmwood terrace, Jordanhill,
Glasgow, 21 Nov., 1883
Paton, Professor George, Royal Agricoltnral College,
Cirencester, 22 Nov., 1887
Patrick, Andrew Crawford, Johnstone, 25 Jan., 1898
Patterson, James, Maryhill Iron works, GUsgow, 22 Nov., 1898
Patterson, James, 130 Elliot street, GUsgow, 18 Dec, 1900
Pattie, Alexander W., Hong Kong & WhampoaDock
Co., Hong Kong, 22 Jan., 1896
Paul, H. S., Levenford works, Dumbarton, 24 Jan., 1899
Paul, James, Kirkton, Dumbarton, 24 Mar., 1903
Paul, Matthew, Levenford works, Dumbarton, i-^ 21 Dec.' 1886
372 MEMBERS
»*BA00CK, James, Oriental Bteam Navigaaon Ga, IS/G. 22 Nov., 1881
Fenchurch avenue, London, £.C.\M. 21 Feb., 1899
Peck, Edwabd C, Meesn Yarrow & Company, Poplar, /6. 23 Dec., 1873
London, \M. 23 Oct., 1888
Peck, Jambs J., fi2 Randolph gardens, Broomhill,
Glaegoin, aa Dec., 1896
Peck, Noel E., 4 Ashgrove terrace, Partiokbill road,
Glasgow, 18 Dec, 1900
Peeman, Robebt Reid, 16 Annfield place, Glasgow, 25 Jan«, 1808
Penman, William, Springfield house, Dalmamoek,
Glasgow, 25 Jan., 1898
Pbtroff, Alexandeb, 60 Thornton avenue, Streatham i
Hill, London, 8.W., 19 Man, 1901 {
Phiup, William Littlejohn, Sherbrooke, Box, >
WUte, 24 Jan., 1899
PiCKEBiNO, Jonathan, 50 Wellington street, Glasgow, 3 Mar., 1908
PococK, J. Hebbebt, 39 Falkland mansions, Kelvinside,
Glasgow, 29 Oct, 1901
Pollock, David, 128 Hope street, Glasgow, 23 Feb., 1897
POLLOK, Robebt, Messrs John Brown & Co., Clydebank, 22 Dec., 1896
Poole, William John, 65 Renfield street, Glasgow, 20 Dec., 1898
Pope, Robebt Band, Leven Shipyard, Dumbarton, 25 Oct., 1887
Pbatten, William J., Momington, Derryvolgie avenue,
Belfast, 22 Dec» 1896
Pbinole, William S., 16 Elm place, Aberdeen, | ^- '^ g^' J^
Pubdon, Abchibald, Inch works, Port-Glasgow, 27 Apr., 1897
PUBVES, J. A., D.Sc., F.R.S.E.,53 York place, Edinburgh. 25 Oct., 1898
PuBVis, Prof. F. P., College of Naval Architecture,
Imperial University, Tokio, Japan, 20 Nov., 1877
Putnam. Thomas, Darlington Forge Co., Darlington, 15 June, 1898
Pyle, James H., 88 Elliot street, Glasgow, 23 Feb., 1897
Rabbubn, Chables K, 1 Hillhead street, W., Glasgow, 24 Oct., 1899
Rainky, Fbancis E., c/o Mr F. Nell, 97 Queen Victoria
street, London, S.E., 27 Apr., 1897
Rait, Henby M., 165 Fenchurch street, London, 23 Dec., 1868
Ramage, Richabd, Shipbuilder, Leith, 22 Apr., 1873
Rankin, John F., Eagle foundry, Greenock, 23 Mar., 1886
Rankin, Matthew, c/o Messrs Rankin & Demas, J G. 2 Nov., 1880
Engineers, Smyrna, { M. 20 Mar., 1894
Rankin, Robebt. Jnn., 6 Brighton place. Govan, 22 Jan., 1901
Rankink, David, 238 West George street, Glasgow, 22 Oct., 1872
MEMBERS 373
Raphael, Robert A.. 160 Renfrew street, Glasgow, \^ |* g^- jgW
RSBD-COOPBR, T. L., 70 West CmnberUnd street,
Glasgow, 22 Dec., 1896
Rbid, Andrew T., Hydepark Locomotive works, Glas- J G. 21 Dec, 1886
gow, j M. 18 Dec!| 1894
Rbid, George W., Inchanga, Hillfoot, Bearsden, 21 Nov., 1883
Rbid, J. Miller, 110 Lancefield street, Glasgow, 23 Mar.,' 1897
tREiD, James, Shipbuilder, Port-Glasgow, 17 Mar.', 1869
Reid, James, 3 Cart street. Paisley, 26 Jan.,' 1898
-^Reid, James B., Chapelhill, Paisley, 24 Nov.', 1891
Reid, James G., Moorpark Bolt and Nut works, /G. 23 Dec.! 1894
Renfrew, \M. 21 Feb!,* 1899
tRxiD, John, 7 Park terrace, Kelvinside, Glasgow, |S ^1 Dec., 1886
<.M. 18 Dec., 1894
Reid, John, Baltic Chambers, 50 Wellington street,
Glasgow, 18 Dec, 1900
Reii>, John Wilson, Napier house. Bridge of Allan, N. B. , 21 Jan., 1902
Rbid, Robert Shaw, 79 West Regent street, Glasgow, 21 Mar.,' 1899
REm, Thomas, Jnn., 6 Bridge street, Abbey, Paisley, 18 Dec, 1900
Reid, W. J. H., Redlea, Linwood, Nr. Paisley, 16 Dec, 1902
Reid, William Paton, 36 Dnneam street, Glasgow, W., 23 Feb., 1904
Renmie, Archibald, 3 Bawhirley road, Greenock, ||: ^^ ^®*» ^^^
Rbw, James H., Ardfem, Victoria place, Airdrie, * 27 Oct,* 1896
Reynolds, Charles H., Frederiksgade 7*, Copen-/G. 23 Dec, 1873
hBgen,\M. 22 Nov., 1881
Richardson, Andrkw, Soho Engine works, Paisley, 26 Jan., 1904
Richmond, Sir David, North British Tube works, Govan, 21 Dec,' 1897
Richmond, James, Roselyn, 96 Maxwell drive, PoUok./G. 23 Jan.', 1894
shields, Glasgow, \M. 23 Oct.,' 1900
Richmond, John R., Holm foundry, Cathcart, Glasgow, 28 Jan., 1896
RiDDELL, W. G., c/o Messrs John Hastie & Co., Eilblain
Engine Works, Greenock, 21 Feb., 1899
RiEEiE, John, Argarth, Dumbreck, Glasgow, 29 Oct., 1901
Rise, Robert, Halidon Villa, Cambuslang, 23 Mar., 1897
Ritchie, Duncan, 34 HiUfoot street, Dennistoun, Glas-
gow, 16 Dec, 1902
Ritchie, George, Parkhead Foige, Glasgow, 15 jnug^ jggg
ROBERTS, W. G. 2g O^t ' jj^j
Robertson, Alexander, Jun., c/o Me8^r8 Matthew
Reid & Co., Kilmarnock, 22 Dec, 1896
Robertson, Alexander, 8 Damley road, Pollok- j G. 26 Oct 1886
shields, Glasgow, j M. 23 Feb.', 1904
Robertson, Andrew R., 8 Park Circus place. Glasirow J ^- ^2 Nov., 1892
r -^ • ? M. 23 Feb., 1897
374
.MEMBERS
ROBI^RTSON, Prof. David, B.Sc., 16 Rokeby avenai*, /6. 19 Dee., 189»
RedJand, Bristol, \M.2S Apr., 1903
Robertson, David W.» Dalxiel Bridge workji, Motherwell. 26 Nov., 1901
ROBBRTSON, Duncan, Baldioma, Ibrox, Glaan^w, 24 Oct., 1876
Robertson, Robert, B.Sc., 154 Weet George street,
Glasgow, 20 Nov., 1900
Robertson, William, 12l St. ViDoent street, Glasgow, 25 Nov., 1863
Robin, Matthew, 58 Dumbreck road, Darobreck, } G. 20 Dec, 1887
Glasgow, j M. 25 Jan., 1898
Robinson, J. F., 17 Victoria street, Westminster, London, 24 Apr., 1888
Robinson, Robert, 54 Balsbagray avenue, Partick, 3 Mar. , 1993
ROBSON, George J., 22 Bath street, Glasgow, 21 Mar., 1899
*tRoBSON, Hazelton R., 14 Royal crescent, Glasgow, Original
Rodger, Anderson, Glenpark, Port-Glasgow, 21 Mar., 1893
Rodger, Anderson, Jan., Glenpark, Port-Glasgow, |^- ^IsSy 19^
Roger, George William, 4 Lloyd's avenue, Fenehurch /G. 24 Nov., 1896
street, London, E.G., \M. 18 Dec., 1900
Rose, Joseph, ** Westoe.'' Scotstoonhill, Glasgow, 3 May, 1904
Rosenthal, James H., Oriel House, 30 Farringdbn street,
London, 24 Nov., 1896
Ross, J. MacEwan, St. Helens, Troon, | ^ ^^^;; J^f
Ross, James R., 7 Ashfield gardens, Jordanhill, Glasgow, 24 Nov., 1896
Ross, Richard G., 21 Greenhead street, Glasgow, 11 Dee., 1861
Ross, William, Messrs Malone, Alliott & Co., Ltd., 101
St. Vincent street, Glasgow, 18 Dec., 190O
Rowan, Frederick John, 71a West Nile street, Glasgow, 26 Jan., 18^
Rowan, James, 231 EUiot street, Glasgow, | ^ ^ ^^'* |^
Rowley, Thomas, Board of Trade OflBces, Virginia
street, Greenock, 18 Dec., 1888^
Roy, William, Bowden view, Melksham, WUts, {^- ^1 A^r., 19S
RUDD, John A., 177 West George street, GUsgow, | ^ ^ jj^^'^ J^
Russell, Alexander C., 655 Hawthorn street. Spring- /G. 16 Apr., 1902'
bom, Glasgow, \M. 22 Dee., 190S
Russell, Frederick Alexander, 20 Skirving street,
Shawlands, Glasgow, 25 Jan., 188^
( G 22 Dec 1SS8'
tRussELL, Georoe, Belmont, Uddingston, 1 1^' ^ Mar*' 1863
+RU88ELL, James, Waverley, Uddingston, | y[ ^ j^*' j^
Russell, Jambs E., c/o Clnness, 26 Woodside quadrant, . G. 22 Dec., 1891
W., Glasgow, } M. 27 Oct., 190&
MEMBERS 3T$
Russell, Joseph, Shipbuilder, Port-Glasgow, 22 Feb., 1881
Rttssbll, Joseph WiLUAM, 50 Charles street, St Rolloz, S G. 6 Apr., 1887
Glasgow, j M. 25 Jan., 1898
Russell, Thomas W., Admiralty, 21 Northamberland
avenae, London, W.C, 27 Apr., 1897
Rutherford, A. K., Engineer's Office, Natal GoYom-
ment Railways, PietermaritzbnrK, Natal, 24 Dec., 1901
Rutherford, George, Mercantile Pontoon Company,
Cardiff, 23 Mar., 1897
Sadler, Prof. Herbert C, D.Sc., University of /6. 19 Dec., 1893
Michigan, Ann Arbor, Michigan, U.S.A. \M. 23 Oct, 1900
Salmon, Edward Mowbray, Lloyd's Register, 71 Fen-
church street, London, E.C., 21 Jan., 1890
Salmond, Henry, 98 Hope street, Glasgow, 18 Dec, 1900
Sampson, Alexander W. , Bonnington, 9 Beech avenne,
Bellahooston, 22 Dec., 1896
Samson, Peter, Board of Trade Offices, 54 Victoria
street, Westminster, London, S.W., 24 Oct., 1876
Samuel, James, Jan., 185 Kent road, Glasgow, 24 Feb., 1885
Sanderson, John, Lloyd's Register, Royal Exchange,
Middlesbro'-onTees, 20 Feb., 1883
Sayers, James Edmund, 189 St. Vincent street, Glasgow, 24 Dec., 1901
Sayers, William Brooks, 189 St. Vincent street,
Glasgow, 25 Oct., 1892
ScoBiE, Alexander, 58 West Regent Street, Glasgow, { m. 28 Feb * 1904
tScoBiE, John, c/o Alfred Scobie, Esq., 68 West Regent J G. 25 Mar., 1878
street, Glasgow, } M. 23 Oct., 1889
Scott, Charles Cunningham, Greenock Fonndiy,
Greenock, 27 Oct., 1896
Scorr, Charles Wood, Dnnarbnck, Bowling, 15 June, 1898
Scott, James, Rock Knowe, Tayport, N.B., 22 Dec., 1896
Scott, James, Jnn., Strathclyde, Bowling, 15 Jnne, 1898
Scott, James G., 19 m^^^^^ 1901
Scott, John, 11 Grosvenor street, Edinbnrgh, 26 Jan.. 1881
Seath, William Y., 121 St. Vincent street, Glasgow, j g' ^ ^^ |^
Seley-Bigge, D., 27 Mosley street, Newcastle-on-Tyne, 21 Feb., 1899
Shanks, James Kirkwood, Engineer, Beeohfield, Denny, 23 Apr., 1901
Shakes, William, Tubal works, Barrhead, 16 June, 1898
Sharer, Edmund, Sootstoun house, Scotstoun, Glasgow, 30 Apr., 1895
Sharp, John, 28 Bumbank gardens. Glasgow. /^- ^^ ^^^^ ^^^
^ ^ ' \M. 22 Nov,, 1898
Sharpe, Robert, Corporation Gas Works, Belfast, 22 Jan., 1901
'376 MEMBERS
8HBARBR, Sir John, 13 Crown temoe, Dowaaliill,
Glasgow, 23 Oct., 190O
Shbdden, William, 3 Andrew's street. Paisley, 24 Oct., 1899
Shepherd, John W., Carrickarden, Bearsden, 26 Mar., 1889
Shutb, Arthur £., 12 Clydeview, Partick, Glasgow, 27 Oct., 1896
Shute, Charles W., 38 Rowallan gardens, Partick,
Glasgow. 27 Oct., 1896
Shute, T. S., 8 Belvidere road, Sunderland, | Jj ^ ^'^ J^
SiME, John, 96 Bnchanan street, Glasgow, 26 Jau., 1897
tSiMPSON, Alexander, 175 Hope street, Glasgow, 22 Jan., 1862
SiMPRON, Robert, B.Sc., 175 Hope street, Glasgow, 25 Jan., 1887
Simpson, Willlam, 15 Regent Quay, Aberdeen, 20 Nov., 190O
Sinclair, D. S., London road Iron works, Glasgow, 24 Dec, 1901
Sinclair, Nisbet, 2 Gardenside avenne, Carmyle, | y[ ^ ^;'^ {^
Slight, George H., Jan., c/o James Slight, Esq., 131 \ G. 28 Nov., 1882
West Regent street, Glasgow, | M. 22 Oct., 1889
Smail, David, c/o Messrs George Webster & Son, 19
Waterloo street, Glasgow, 22 Jan., 1901
Small, William O., Carmyle avenne, Carmyle, 23 Feb., 1897
Smart, Lewis A., Birkbeok Bank Chambers, Holbom,
London, 22 Mar., 189S
Smillie, Samuel, 71 Lancefield street, Glasgow, | ^' ^ ^^'^ ^^
Smith, Alexander, 658 Shields road, Glasgow, (^ ^ ^^;* ]^\
Smith, Herbert Gardner, Lee wood, Helensbargh, 26 Nov., 1901
Smith, Hugh Wii^on, Netherby, N. Albert road,
PoUokshields, Glasgow, 25 Jan., 1898
Smith, James, Tinley Manor, Chakas Kraal, Durban,
South Africa, 23 Oct., 1888
Smith, Jambs A., Union Bank house, Virginia place, j^'|^ 28 A^r 1903
Glasgow, i^ 2V Oct., 'l90S
Smith, Osbourne, Poesil Engine works, Glasgow, 24 Dec, 1895
Smith, Robert, c/o Mrs Chisholm, 229 North street,
Glasgow, 20 Mar., 190(>
Smith, Robert Bruce, 60 Guilford road, Greenwich, 20 Jan., 1903
Smith, William J., 7 Newark drive, PoUokshields,
Glasgow, 24 Jan., 1899
Snkddon, Richard M., 45c Whiiflet street, Coatbridge, l^ j^ Mar!| 1902
Sneddon, W. R., Shipyard, Irvine, 22 Jan.. 1901
Snowball, Edward, 10 Broomfield terrace, Springbnm,
Glasgow, 22 Feb., 1870
MEMBERS 377
SoMERTAiL, Peter A., Dalmnir Ironworks, Dalmnir, 26 Jan., 1887
SOMERVILLK, THOMAS A., 267 UoWenity Btreet, Montreal,
Canada, 22 Feb., 189a
SoMMERViLLK, ROBERT G., Jun., HlUaide, Port-Glas-
gow, 29 Oct.. 1901
SoTHERN, John W., 59 Bridge etreet, Glasgow, 29 Oct., 190)
Spaldimg, William, 9 Crown Circus road, W., Glas- \ O. 25 Oct, 1892*
gow, ) M. 16 Dec., 1902^
Spknce, Wilfrid L., Oakleigh, AUoa, 28 Apr., 1908-
SPRoni«, A., 13 Greenlaw avenue, Paisley, 19 Mar., 1901
Stark, James, 13 Princes gardens, Dowanhill, Glasgow, 27 Oct., 1896^
Stark, James. Penang, Stmits Settlement, | ^ *^ 5^» }^
tSTEPHEN, Alexander £., 8 Princes terrace, Dowanhill,
Glasgow, 18 Dec, 1883^
-tSTEPHEN, Frederiok J., Linthouse, Govan, 30 Apr., 1895-
Stephen, J. M., 12 Campania place, Govan, 19 Mar., 19()1
*tSTEPHEN, John, Linthouse, Govan,
Steven, James, Eastvale place, Kelvinhaugh, Glasgow, 23 Oct., 1900-
Steven, John, Eastvale place, Kelvinhaugh, Glasgow, 26 Oct, 1897
Steven, John A., 12 Royal crescent, Glasgow, | ^ ^ ^^''^ J^
Steven. John Wilson, 8 Clarence Drive, Hvndland,
Glasgow, 20 Dec., 1898
Steven, William, 420 Sauehiehall street, Glasgow, 23 Jan., 1894
Stevens, John, Marsden, Renfrew, 23 Mar., 1897
Stevenson, William F., 49 Park drive, South, White-
inch, Glapgow, 18 Dec, 1900^
Stewart, Alexander W., 56 West Regent Street,
Glasgow, 23 Jan., 1894
tSTBWART, James, Harbour Engine works, 60 Portman
street, Glasgow, 25 Mar., 1890
Stewart, James, Messrs L. Sterne & Co., 155 North
Woodside road, Glasgow, 25 Oct, 1898
Stewart, James C, 54 Geoige square, Glasgow, 24 Dec, 1901
Stewart, Jambs, Dunolly, Holmfauldhead drive. South
Govan, 23 Feb., 1904
Stewart, John Graham, B.Sc, Ault Wharrie, Dun-
blaoe, 22 Mar., 1892
Stkwart, W. Maxwell, 55 W. Regent street, Glasgow, 21 Nov., 1899
Strachan, Robert, 55 ClifiFord street, Ibroz, Govan, 22 Nov., 1898
Strathern, Alexander G., Hillside, Stepps, N.B., 25 Apr., 1899
Stuart, James, 94 Hope street, Glasgow, 22 Oct., 1889
Stuart, James Tait, 2 Bowmont terrace, Kelvinside,
Glasgow, 18 Dec, 1900-
378 MEMBERS
SuRTEBs, Francis Vere, Messn Lobnitz & Co., Ltd.,
Ranfraw, 19 Feb., 190]
Sutherland, Sinclair, North British Tube works,
Goyan, 21 Dee., 1897
Syme, James, 8 Glenayon terrace, Partick, 23 Jao., 1877
Tannett, John Croysdale, Vulcan works. Paisley, 25 Jan., 1898
Tatham, Stanley, Montana, Burton road, Branksome } G. 21 Dec, 1880
park, Bournemouth, W., | M. 15 June, 1898
Tavbrner, H. Lacy, 48 West Regent street, Glasgow, 22 Dec., 1896
Taylor, Benson, 21 Thornwood avenue, Partick, 20 Nov., 1900
Taylor, James, 3 Westminster terrace, Ibroz, Glasgow, 16 Dec, 1902
Taylor, Peter, Selby Shipbuildinjr and Engineering
Ck>., Ltd., Ousegate, Selby, 28 Apr., 1885
Taylor, Robert, 28 Ardgowan street, (i^reenock, 27 Oct, 1896
Taylor, Staveley, Messrs Russell & Company, Port-
Glasgow, 25 Mar., 1879
Taylor, Thomas, c/o Messrs Smith, Bell & Co., Manila,
PhilUpine Islands, 29 Oct., 1901
Terano, Prof. Seiichi, College of Engineering, Imperial
University, Tokyo, Japan, 21 Feb., 1899
Thearlr, Samuel J. P., 71 Fenchurch Street, London, 22 Dec, 1896
Thistlethwaite, John Dickinson, Mechanical Engi.
neer, Harbours and Rivers Department, Brisbane,
Queensland, 28 Apr., 1903
Thope, (iEORGE W., i Prince Friedrich-Carl Strasse,
Rostock, M.S., (Germany, 27 Jan., 1885
Thom, John, 8 Park Avenue, Glasgow, 26 Feb., 1889
Thompson, W. B., Ellengowan, Dundee, 14 May, 1878
Thomson, Prof. Arthur W., D.Sc, CoUeire of Science,
Poena, India, 26 Apr., 1887
Thomson, (i. ("aldwell, 23 Elisabeth street, Riga,
Russia, 24 Oct., 1893
Thomson, (iEORGE, 8 Woodbum terrace, Momingside, } G. 23 Nov., 1880
iigh,}r -
Thomson, (iEORcn-: C, 53 Bedford road, Rock Ferry, J G. 24 Feb., 1874
d, JM. 22 r
Thomson, George, 14 Caird drive, Partickhill, Glasgow, 18 Dec, 1883
Vfomingside, } G. 23 Nov., 188<)
Edinburgh, ) M. 20 Nov., 1894
Rock Ferry, } G. 24 Feb., 1874
near Birkenhead, ) M. 22 Oct., 1889
Thomson, James, Hayfield, Motherwell, | ^ ^ ^^^;| {^
Thomson, John, 3 Crown terrace, Dowanhill, Glasgow, 20 May, 1868
Thomson, John, 44 St. Vincent crescent, Glasgow, 26 Nov., 1901
Thomson, R. H. B., Govan Shipbuilding yard, (lovan, 26 Feb., 1895
Thomson, Robert, Messrs Barr, Thomson & Co., Ltd.,
Kilmarnock, 25 Jan., 1896
MEMBERS 379
Thomson, William, 20 Huntly gardens, Kelvinside, ) G. 23 Dec, 1884
Glasgow, } M. 27 Oct, 1896
Thomson, William, Koyal Institution Laboratory,
Manchester, 17 Feb., 1903
TiDD, £. George, 68 Gordon street, (xlasgow, 22 Oct., 1895
Tod, Peter, c/o Messrs E. H. Williamson & Co., /Q. 27 Oct., 1885
Engineeis, Lightbody street, Liverpool, I M. *27 Oct., 1903
Todd, David K., 39-40 Arcade Chambers, St. Mary's i G. 25 Jan., 1887
Gate and Dean's Gate, Manchester, { M. 25 Oct., 1892
ToRRiK, James, Stewarton, 18 Mar.« 1902
TuLUS, David K., Kilbowie Iron works, Kilbowie, 23 Nov., 1897
TuLUS, James, Kilbowie Iron works, Kilbowie, 23 Nov., 1897
TuRNBULL, Alexander, St. Mango's works, Bishop-
briggs, Glasgow, 21 Nov., 1876
TuRNBULL, Alexander Pott, 65 West Kegent street,
Glasgow, 25 Jan., 1898
Turhbull, Campbell, 190 West George street, Glasgow, j^' ^ ^^ }^
TURNBULL, James, Basford hoase, Seymour grove, Man- J G. 22 Mar., 1892
Chester, \M. 27 Oct., 1903
TURNBULL, W. L., 190 West George street, Glasgow, [^' ^ ^®^'" J^J
Turner, Thomas, Caledonia works, Kilmarnock, 22 Jan., 1901
Waddell, James, 15 Moray place, Glasgow, 23 Mar., 1897
Walker. Archibald, 24 Leadenhall street, London, E.C., 26 Nov., 1901
Walker, John, Hillside, Newlands road, Newlands, f^^i ^g Dec * 1899
Wallace, Duncan M., 65 Union street, Greenock, 27 Oct., 1896
Wallace, James Loch, 15 Clifford street, Glasgow, S.S., 18 Feb., 1902
Wallace, John, Jan., Kidbrooke, Hanover street, /G. 26 Jan., 1892
Helensburgh, l^M. 22 Jan., 1901
Wallace, Peter, Ailsa Shipbuilding Co., Troon, 23 Jan., 1883
Wallace, W. Carlile, Messrs John Brown & Co.,
Ltd., 22 Thames street. New York, U.S. A., 24 Mar., 1885
Wannop, Charles H., Messrs A. Stephen & Son, Lint- /G. 24 Feb., 1885
house, Glasgow, \M. 22 Mar., 1904
Ward, J. C. A., Birchmead, Weymouth park, Walton-
on-Thames, Surrey, 22 Nov., 1898
Ward, John, Leven Shipyard, Dumbarton, 26 Jan., 1886
Warde, Henry W., 69a Waterloo street, Glasgow, 15 June, 1898
Warden,. Willoughby C, 68 Gordon Htreet, Glasgow, 24 Mar., 1896
Warnock, William Findlay, 274 Bath street, Glasgow, 21 Jan., 1902
WatkinjSON, Prof. W. H., 190 West Regent street,
Glasgow, 19 Dec, 1893
380 MEMBERS
Watson, G. L., 53 Bothwell street, Glangow, 23 Mar., 1875 i
Watson , J am es W.,c/o Messrs MeDonald, Frmser & Soo , '
FredietoWD, New Brunswick, Canada, 17 Feb., 1903 |
Watson, RoBtaiT, 10 East Nelson street, Glasgow, |^- ^ ^*^- \^l \
Watson, William, Clyde Shipping Company, Greenock, 24 Nov., 189(^ i
Watt, Alexander, Inchcape, Paisley, 25 Jan., 1806
Watt, Robert D., c/o Messrs Butterfield & Swire, JG. 27 Apr, 1880
French Bund, Shanghai, China, iM. 27 Oct., 1908
Webb, R. G., Messis Richardson & Craddas, Bycalla, ) G. 21 Dec, 1875
Bombay, { M. 26 Oct., 188^
Webster, James, Messrs Sharp, Stewsrt, & Co., Ltd.,
Atlas works, Springbnm, Glasgow, 21 Mar., 1899
Weddell, Alexander H., B.Sc., Park villa, lidding- \ G. 22 Dec., 1896
ston, ( M. 16 Dee., 1902
Weddell, Jamks, Park villa, Uddingston, 22 Dec, 1896
Wedgwood, A., Dennystown Forge, Dumbarton, 18 Dec, 1900
Wedgwood, Arthur D., Forgemaster, Dambarton, 26 Jan., 1897
Weighton, Prof. R. L., M.A., 2 Psrk villas, Gos- J G. 17 Dec, 187H
forth, Newcastle-on-Tyne, | M. 22 Nov., 1887
fWEiR, George, Yass, near Sydney, New South Wales, 22 Dec, 1874
+WEIR, James, Holmwood, 72 St. Andrew's drive.
PoUokshields, Glasgow, 22 Dee., 1874
Weir, John, 46 Lauranoe street, Partick, | jj ^ ^PJ[;| }^
tWEiR, Thomas, China Merchants' Steam Navigation
Co., Marine Supeiin ten dent's Office, Shanghai, China, 23 Apr., 1889
Weir, Thomas D., Messrs Brown, Mair, Gemmill & f G. 19 Dec, 1876
Hyslop, 162 St. Vincent street, Glasgow, \M. 26 Feb., 1884
Weir, William, Holm foundry, Cathcart, Glasgow, j^' ^ ^^^* \^
Weir, William, 231 Elliot street, Glasgow, 22 Jan., 1901
Welsh, James, 3 Princes gardens, Dowanhill, Glas- /G. 24 Nov., 1885
gow, \M. 26 Oct., 1897
Welsh, Thomas M., 3 Princes gardens, Dowanhill,
Glasgow, 17 Feb., 1869
Wemyss, George B., 67 Elliot street. Billhead, Glasgow, |^- ^ J^' J|®*
West, Henry H., 5 Castle street, Liverpool, 23 Dec, 1868
White, Richard S., Shirley, Jesmond, Newcastle-on-
Tyne, 20 Feb., 1883
Whitehead, Alexander Cullen, c/o Messrs White-
head Bros., Engineers, P.O., Box 2786,
Johannesburg, S.A., 27 Oct., 190S
Whitehead, James, Howford, Maneewood, Pollok-
shaws, Glasgow, 6 Apr., 1887
MEMBERS 381
WiLLCOX, Reginald, J. N., Messrs Flemiog & Ferguaoo,
Ltd., Paisley, 28 Apr., 1903
Williams, Llewellyn Wynn, B.Sc, Cathcart, Glas-
gow, 22 Feb., 1898
Williams, Owen R., B.Sc, Railway Appliance works,
Cathcart, Glasgow, 20 Nov., 1900
Williams, William, 23 Jan., 1900
Williamson, Alexander, 67 Esplanade, Greenock, 21 Mar., 1899
Williamson, Sir James, C.B., Admiralty, Whitehall,
London, S.W., 23 Dec, 1884
Williamson, James, Marine Superintendent, Goorock, 24 Mar., 1896
Williamson, Robert, Ormidale, Malpas, near New-
port, Mon., 20 Feb., 1883
Wilson, Alexander, City Chambers, Glasgow, 28 Jan., 1896
Wilson, Alexander, Hyde Park Foundry, Finnieston
street, Glasgow, 23 Feb., 1897
Wilson, Alexander Hall, B.Sc, Messrs Hall,
Russell, & Co., Aberdeen, 23 Oct., 1900
Wilson, David, Arecibo, Porto Rico, West Indies, 25 Oct., 1887
Wilson, Gavin, 107 Pollok street, S.S., Glasgow, 22 Oct., 1889
Wilson, Jobn, 101 Leadenhall street, London, E.C., 24 Dec, 1895
Wilson, John, 11 Regent Park square, Glasgow, 18 Mar., 1902
Wilson, John, 256 Scotland street, Glasgow, 22 Dec, 1903
Wilson, Samuel, 2 WhitehiU gardens, Dennistoun,
Glasgow, 3 Mar., 1903
Wilson, William Cheetham, 122Balgray hill. Spring-
bum, Glasgow, 24 Nov., 1903
Wilson, W. H., 261 Albert road, Pollokshieldp, Glasgow, 22 Feb., 1898
Wilson, William J., Lily bank Boiler works, Glasgow, 30 Apr., 1895
Wood, Robert C, c/o Messrs A. Rodger & Co., Ship-
builders, Port Glasgow, 23 Mar., 1897
Workman, Harold, B.Sc, c/o Messrs Barclay, Curie
& Co., Ltd., Whiteincb, Glasgow, 21 Dec, 1897
Wrench, William G., 27 Oswald street, Glasgow, 25 Mar., 1890
Wrioht, Robert, 1 Garment drive, Shawlands, Glas-
gow, 22 Dec, 1896
Wylie, Alexander, Kirkfield, Johnstone, 26 Oct., 1897
Wyllie, James Brown, Messrs Wyllie & Blake, 219 St. J G. 25 Oct., 1887
Vincent street, Gla.sgow, ) M. 26 Jan., 1897
Wynne, Arthur A. W., M.A., Messrs C. A. Parsons &
Co., 99 Great Clyde street, Glasgow, 20 Jan., 1903
Yardley, Robert William, Lochinvar, Victoria drive,
Scotstonnhill, Glasgow, 22 Mar., 1904
30
382 MEMBERS
Young, David Hill, Marine Engineers' Institute, /G. 20 Nov., 1900
Shanghai, China, (M. 15 Apr., 1902
YoCNO, JOHX, Galbraith street, Stobcross, Glasgow, 27 Nov., 1867
Young, Thomas, Rowington, Whittingehame drive, Kel-
vinside, Glasgow, 20 Mar., 1894
Young, Wiluam Andrew, Millbum House, Renfrew, 26 Mar., 1895
Younger, A. Scott, B.Sc, Westhouse, Dumbreck, Glas-
gow, 24 Nov., 1896
ASSOCIATE MEMBERS.
Adah, John William, Fergualie villa, Paisley, 28 Apr., 1903
Agnew, Wiluam H., Messrs Cammell, Laird &Co.,fG. 28 Nov., 1882
Birkenhead,! A.M. 27 Oct., 1903
AiNSUE, James Wiluam, 377 Bath street, Glasgow, | A.M. ^ Apr!*, 1903
Anderson, George, 3329 N. 20th street, Tioga, Phila- ) G. 26 Nov., 1901
delphia, U.S.A, ) A.M. 16 Dec, 1902
Anderson, James, c/o Masson, 26 Merryland street, ) A. 24 Apr., 1900
Govan, {A.M. 17Feb., 1903
Anderson, Thomas, 326 Cumberland street, Glasgow, { ^ M ^ Am' 1903
Arbuthnott, Donald S., o/o Messrs Charles Brand & f G. 23 Oct, 1888
Son, 65 Renfield street, Glasgow, \A.M. 27 Oct., 1903
Ardill, William, c/o Maclntyre, 939 Sauchiehall street,
Glasgow, 17 Feb., 1903
Arundbl, Arthur S. D., Penn street works, Hoxton, j G. 23 Dec., 1890
London, N.,\A.M. 27 Oct, 1903
r
Bennett, Duncan, 9 Leslie street, Pollokshields, Glas- (G. 29 Oct., 1897
gow,XA.M. 27 Oct, 1903
Berry, Davidson, 21 Grange terrace, Langside, Glas- (G. 19 Mar., 1901
gow,lA.M. 27 Oct, 1903
Blair, Archibald, 25 Peel street, Partick, {a'u ^3 May' 1904
Boyd, James, 20 Albert drive, Crosshill, Glasgow, 22 Mar., 1904
Brown, William, 22 Leven street, Pollokshields, jG. 26 Nov., 1901
Glasgow, cA.M. 21 Apr., 1903
ASSOCIATE MEMBERS 383
Buchanan, Walter G., 17 Sandyford place, Gla«gow,|^*l^ 28 A^/, 1903
Buckle, Joseph, 31 Ferry road, Renfrew, {A.M^28^pr 1903
Burns, William, 10 Qaeen square, Glaagow, 26 Jan., 1904
Butler, James S., 21 Hamilton terrace, W., Partick, i a!m.^ May' 1904
Cleghorn, George, 2 Glelland place, Ibrox, Govan, 27 Oct, 1903
Cochran, Alexander, MeasiB Bame & Go., Ltd.,
Howrah, Calcutta, 3 Mar., 1903
Coleman, Henry Grarles, Isaac Peral 25, Cadiz, Spain, 3 May, 1904
Craig, James, B.Sc., Nctherlea, Partick, V^j^ ^ ^®^;| }^|
D.EKE, K. S., Bensen, Norway, {±^ 22 Dec.. 1891
DiACK, James A., 4 Roeemoant terraoe, Ibrox, Glas- ) G. 22 Jan., 1895
gow, (A.M. 27 Oct, 1908
Drysdale, Hugh R. S., 24 Kilmailing terrace. Oath-
cart, Glasgow, 17 Feb., 1903
DuNLOP, Alexander, 14 Derby terrace, Sandyford, J G. 21 Dec., 1897
Glasgow, ) A.M. 28 Apr., 1903
Edmiston, Alexander A., Ibrox honse, Govan, ) a M 27 Oct ' 1903
Fallon, Alfred H., Bellview, off Craigton road,
Govan, 17 Feb., 1903
Faut, Alexander, 3 Holland place, Glasgow, I a!m 21 Aot ' 1903
Fergus, Alexander, 7 Ibrox place, Ibrox, Glasgow, [^^ ^ ^y' \^\
Ferguson, Daniel, 27 Oswald street, Glasgow, 27 Oct, 1903
Fernie, John, 6 Edelweiss terrace, PartickhiU, { S. 31 Oct, 1902
Glasgow, ] A.M. 28 Apr., 1903
FiNDLATER, James, 124 PoUok Street, Glasgow, S.S.,|^'j^ 23 Feb' 1904
Glaa/G. 26 Oct, 1897
gow,\A.M. 27 Oct, 1903
thiU, fS. 31 Oct. 1902
Glasgow, 1 A.M. 28 Apr., 1903
France, James, 8 Hanover terrace, Kelvineide, Glas-fG. 26 Oct., 1897
v,tA.M. " '
Frost, Evelyn F. M., 76 Hill street, Gamethill, / S. 31 Oct. 1902
NT, 1A.M.
Gallagher, Patrick, 72 Fnlbar street, Renfrew, 21 Apr., 1903
Gilchrist, James, B.Sc., Caledonian Railway Company,
Buchanan street, Glasgow, 26 Apr., 1904
384 ASSOCIATE MEMBERS
Horn, PktkrAllan, 29 Regent Moray Street, Glasgow, l^j^ ^ ^^^» }^
Howie, William, 5 Fairlie Park drive, Partick, {a M^ Apr' 1903
Hutchison, Robert, e/o Messrs Bams & Co., Engi- /G. 24 Oct., 1899
neers, Howrah, Calcutta,! A.M. 27 Oct, 1908
Irvine, Archibald B., 8 Newton terrace, Glasgow /^'^ 27 Oct '
1894
1908
Johnson, Herbert August, 41 James street. Holder-
ness road, Hull, 22 Mar., 1904
Johnstone, Alexander C, 167 Langside road. Cross- ^G. 25 Jan., 1898
hill, Glasgow,\A.M. 27 Oct 1903
Johnstone, John Gavin, B.Sc, Messrs Biles, Gray &
Co., 175 West George street, Glasgow, 22 Dec, 1903
Johnstone, Robert, c/o Mrs M* Vicar, 20 Rothesay /G. 26 Apr., 189S
gardens, Partick, \ A.M. 27 Oct., 1903
Jones, T. C, 17 Kent Avenue, Jordanhill, Glasgow, j^'j^j |^y Oct" 1M3
Kellner, Ottokar, Chapelton, Dumbarton, 17 Feb., 1903
Kirk, John, Oakfield, University avenue, Glasgow, {x^K 9« Anr' IQO^
Knox, Alexander, 10 Westbank terrace. Billhead, /G. 23 Nov., 1897
v,\A.M.
\A.M. 28 Apr., 1903
/G. 23 Nov., 1897
Glasgow,! A.M. 22 Dec, 190JJ
Lamb, Stuart D. R., Civil Engineer, St. Enoch /G. 23 Jan., 1900
Station, Glasgow,\A.M. 23 Feb., 1904
Learmonth, Robert, c/o H. Drysdale, 690 Dalmar- fG. 26 Nov., 1901
nock road, Glasgow, \ A.M. 21 Apr., 1903
Lk Clair, Louis J., 115 Donore terrace, Sonth/G. 24 Nov., 1896
Circular road, Dublin,! A. M. 21 Apr., 190.3
Lee, John, 10 Bisham gardens, Highgate, London, N.,{a*m 21 Apr*' 1903
Lowe, James, c/o Manson, 10 Corunna street, Glasgow,/ ^'^j ^ y^f* j*^
Lynn, Robert R., 7 Highburgh terrace, Dowanhill,
Glasgow 20 Jan., 1903
Lyons, Lewis James, 25 Broadway, Camden, New
Jersey, U.S.A. 23 Feb., leW
McCulloch, John, 49 Arlington street, Glasgow, (am ^ M^'"* 1904
McEwAN, John, 3 Norse road, Scotstoun, Glasgow, 1 a M ^ A*^r' 1903
ASSOCIATE MEMBERS 385
McGiLVRAY. John A., 555 Govan road, Govan, } ?w ?S 9.^^r ISI
' } A.M, 27 Oct., 1903
MclNTYRE, James N., 33 Hayburn crescent, Partick, {a;m.^7 O^ct" 1903
McIvoR, John, Moss cottage, Nitshill, Glasgow, 3 Mar., 1903
Mackie, James, 344 St. Vincent street, Glasgow, \ 9* , ^^ ^^^* ^^^7
® * }A.M. 28 Apr., 1903
Mackintosh, R. D., P.O. Box 6075, Johannesburg, /G. 20 Nov., 1894
South Africa,! A.M. 27 Oct., 1903
Manners, Edwin, 50 McCulloch street, Pollokshields,
Glasgow, 17 Feb., 1903
Menzies, George. 20 St. Vincent crescent, Glasgow,/?',, S? i*°' }52?
' ^ \ A.M. 24 Nov., 1903
MiLLAB, John Simpson, 22 Rothesay gardens, Partick, |^-j^ 22 Dec" 1903
Millar, William Pettigrew, 4 Parkview gardens, ( G. 18 Dec, 1900
Tollcross, Glasgow, ( A.M. 17 Feb., 1908
Mitchell, Alexander Robertson, Kilbowie cottages,
Kilbowie hill, Clydebank, 24 Nov., 1903
Mitchell, R, M., 24 Howard street, Bridgeton, Glas- /G. 23 Nov., 1897
gow, \A.M. 22 Dec, 1903
Morgan, Andrew, 20 Minerva street, Glasgow, {f ^ ^22 dIc', 1903
Morrison, A., Alt-na-craig, Greenock, {f^ ^\ Nov., 1897
MuiR, Andrew A., 189 Renfrew street, Glasgow, {aM. % Feb.', 1904
NowERY, W. F., 0/0 Jack, 71 Grant street, Glasgow, i^^ ^1 Dec, 1897
Ralston. Shirley Brooks, 34 Gray street, Glasgow, j ^- j^j ^ ^^' ^H
Kiddlesworth, W. Henry, M.Sc, 63 Pol worth J G. 24 Oct., 1899
gardens, Partickhill, Glasgow, I A.M. 28 Apr., 1903
Robertson, Alfred J. C, c/o A. W. Robinson, 14
Phillips square, Montreal, Canada, 16 Dec, 1902
Robertson, John, Jan., 7 Maxwell terrace. Shields
road, Pollokshields, Glasgow, 20 Jan., 1903
Ross, John Richmo?^d, Messrs Balfour, Lyon, & Co., fG. 25 Oct., 1898
Valparaiso, (A.M. 26 Jan., 1904
Saul, Geokge, Yloilo Engineering works, Yloilo,
Phillipine Islands, 21 Apr., 1903
Shearer, James, 30 McCulloch street, Pollokshields,
Glasgow, 3 Mar., 1903
Smith, James, 4 Clydeview, Partick, Glasgow, | ^jvi 28 Ap.i 1903
386 ASSOCIATE MEMBERS
{G 20 Doc 1892
a!m. 27 Oct.* 1903
Speakman, Edward M., Tarbine Office, BritUh Wc»t-
inghonse works, Manchester, 16 Dec., 1902
Sperry, Austin, 2363 Larkin street, San Francisco, J G. 23 Mar.. 1897
Cal., U.S. A., \ A.M. 22 Mar. , 1904
Steele, David J., Davaar, 41 Albert drive, PoUok-/G. 20 Dec, 1898
shields, Ghisgow,\A.M. 27 Oct., 1903
Stephen, David Belford, 14 Whitevale street, Dennis-
tonn, Glasgow, 24 Nov., 1903
Stevens, Thomas, 56 Ferry road, Renfrew, 21 Apr., 1903
.. TT ,,. ^ n.i /G. 22 Nov., 1898
Stevenson, George, Hawkhead, Paisley, 1 A.M. 24 Mar., 1903
Stirling, Andrew, 3 Greenvale terrace, Dumbarton, |^'j^^ 22 Dec.,' 1903
Stobie, Peter, 33 Kelviuhangh street, Glasgow, { A.M, 28 Apr.', 1903
^utterfield & Swire, /G. 21 Dec., 1886
Houg Kong, China, \A.M. 26 Jan., 1904
Symington, James R, Messrs Butterfield & Swire, /G. 21 Dec., 1886
Taylor, J. F., 23 Roslea drive, Dennistoon, Glas- ) G. 23 Nov., 1897
gow,\AM.27 Oct., 1903
Tostee, Evenor, (Fils) 3a Harvie street, Paisley road
W., Glasgow, 26 Jan., 1904
Ure, Sebastian, O. M., 514 St.Vincent street, Glasgow, 22 Dec., 1903
Utting, Samuel, 29 Keir street, Pollokshields, Glas-
gow, 22 Dec., 1903
Welsh, George Muir, 3 Princes gardens, Dowanhill, JG. 21 Dec, 1897
Glasgow, \A M. 28 Apr., 1903
Whitelaw, Andrew H., B.Sc., 74 Dundonald road, / G. 20 Nov., 1900
Kilmarnock, \ A.M. 27 Oct., 1903
Wilson, Charles A., 36 Bank street, Hillhead, Glas-
gow, 22 Mar., 1904
Woods. Joseph, 87 Grosvenor Road, llford, Essex, i^^ |^y q®^' J^
WooDSiDE, Hugh R., Artnox, Dairy, Ayrshire, 16 Dec., 1902
ASSOCIATES 387
ASSOCIATES.
Addie, Fbank R., 8 Westboume gardens, Kelvinside,
Glasgow, 18 Dec., 1900
*AiTKEN, Thomas, 8 Commercial street, lidth,
Allan, Henry, 25 Bothwell street, Glasgow, 23 Jan., 190O
fALLAK, James A., 25 Both well street, Glasgow, 29 Oct., 1901
Armour, William Nicol, 40 West George street,
Glasgow, 24 Nov., 1896
Baillie, Archibald, 14 Park terrace, Queen's Park,
Glasgow, 25 Jan., 1898
Balv, W. 6., 65 Waterloo street, Glasgow, 22 Jan., 1901
Barclay, Thomas Kinloch, 55 LocMeven road, Lang-
side, Glasgow, 20 Mar., 1900
Begg, William, 34 Belmont gardens, Glasgow, 19 Dec., 1886
Blair, Herbert J., 30 Gordon street, Glasgow, 23 Feb., 1897
Bowman, Frederick Georqe, 21 Kersland terrace,
Hillhead, Glasgow, 22 Mar., 1904
Brown, Capt. A. R., 34 West George street, Glasgow, 21 Dec, 1897
Brown, Thomas J., 233 St. Vincent street, Glasgow, 29 Oct., 1901
Buchanan, James, Dalziel Bridge works, Motherwell, 26 Nov., 1901
Burns, Hon. James C, 30 Jamaica street, Glasgow, 23 Oct., 1900
Cassels, William, Caimdhu, 12 Newark drive, Pollok-
shields, Glasgow, 21 Feb., 1893
Cayzer, Sir Charles W., M.P., Gartmore, Perthshire, 27 Oct., 1903
Clark, Robert, 21 Bothwell street, Glasgow, 28 Feb., 1904
Claussen, a. L., llSBroomielaw, Glasgow, 22 Jan., 1892
Clyde, Walter P., c/o Messrs Dobbie M*Innes, Ltd., 45
Bothwell street, Gksgow, 24 Oct., 1899
DAW.SON, David C, 12 York street, Glasgow, 27 Oct., 1903
Dewab. James, 11 Regent Moray street, Glasgow, 22 Dec., 1897
DoDDRELL, Edward £., 11 Bothwell street, Glasgow, 26 Oct., 1897
Donald, James, 123 Hope street, Glasgow, 19 Dec., 1899
Names marked thus * were Assodates of Scottish Shipbuilders' Association at
incorporation with Institution, 1865.
Names marked thns t are Life Associates.
388 ASSOCIATES
Ferguson, Peter, 19 Exchange square, Glasgow, 27 Apr., 1897
FORRKST, William, 114 Dixon avenue, Glasgow, 19 Feb., 1901
Galloway, James, Jun., Whitefield works, Govan, 27 Oct., 1891
Gardiner, Frederick Crombie, 24 St. Vincent place,
Glasgow, 20 Feb., 1900
Gardiner, William Guthrie, 24 St. Vincent place,
Glasgow, 20 Feb., 1900
Graham, The Most Honourable The Marquis of,
Buchanan Castle, Glasgow, 22 Mar., 1904
Henderson, John B., Messrs John Brown & Co., Ltd.,
Clydebank, 22 Mar., 1904
HOLLis, John, c/o Messrs John Brown & Co., Ltd*., 144
St. Vincent street, Glasgow, 23 Nov., 1897
Hope, Andrew, 50 Wellington street, Glasgow, 27 Oct., 1903
iNVEttCLYDE, The Right Honourable Lord, Castle Wemyss,
Wemys8 Bay, 22 Mar. , 1904
KiNGHORN, William A., 81 St. Vincent street, Glasgow, 24 Oct.. 1882
KiRSOP, James Nixon, 31 St. Vincent place, Glasgow, 29 Oct., 1901
Kyle, John, Cathay, Forres, N.B., 23 Feb., 1897
Loudon, James M., 22 Clarendon street, Glasgow, i21 Jan., 1902
M*Ara, Alexander, 65 Morrison street, Glasgow, 22 Nov., 1892
Macbeth, George Alexander, 65 Great Clyde street,
Glasgow, 24 Jan., 1899
MacBrayne, David Hope, 119 Hope street, Glasgow, 22 Mar., 1904
MacBrayne, Laurence, 1 1 Park Circus place, Glasgow, 26 Mar., 1895
MacDougall, Dugald, 1 Cross-shore street, Greenock, 26 Jun., 1897
M*Intyre, John, 33 Oswald street. Glasgow, 23 Feb., 1897
M'Intyre, T. W., 21 Bothwell street, Glasgow, 24 Jan., 1893
Maclay, Joseph P., 21 Bothwell street, Glasgow, 18 Dec, 1900
M'Pherson, Captain Duncan, 8 Royal crescent. Cross-
hill, Glasgow, 26 Jan.. 1S86
Mercer, James B., Broughton Copper works. Man-
chester, 24 Mar., 1874
Millar, Thomas, Hazelwood, Langside, Glasgow, 22 Mar., 1898
Miller, T. B., Sandilands, Aberdeen, 18 Dec, 1900
Mowbray, Archibald H., c/o Messrs Smith & M'Lean,
Mavisbank, Glasgow, 22 Feb., 1898
Murray, John Bruce, 24 George square, Glasgow, 18 Mar., 1902
ASSOCIATES 389
Napier, James, M. A., 33 Oswald street, Glasgow, 22 Jan., 1901
•Napier, James S., 33 Oswald street, Glasgow,
OVEETOUN, The Right Hon. Lord, Overtoun, Dambar-
tonshire, 27 Oct., 1903
Pairman, Thomas, 54 (iordon street, Glasgow, 23 Jan., 1900
Prentice, Thomas, 175 West George street, Glasgow, 24 Nov., 1896
Raeburn, William H.vnnay, 81 St. Vincent street,
Glasgow, 20 Feb., 1900
Reid, John, 30 Gordon street, Glasgow, 22 Dec, 1896
Kiddle, John C, c/o Messrs Walker & Hall, 8 Gordon
street, Glasgow, 15 June, 1898
Roberts, William Ibbotson, 15 June, 1898
Robertson, William, Oakpark, Mount Vernon, 27 Apr., 1897
Robinson, David, 14 Broomhill avenue, Partick, 16 Dec, 1902
Ross, Thomas A., Glenwood, Bridge-of-Weir, 20 Mar., 1894
Roxburgh, John Archibald, 3 Royal Exchange square,
Glasgow, 20 Feb., 1900
iiERViCE, George William, 175 West GeorKe street,
(Jlasgow, 24 Nov., 1896
Service, William, 54 Gordon street, Glasgow, 23 Jan., 1900
Sloan, George, 53 Bothwell street, Glasgow, 20 Feb., 1900
Sloan, Robert Bell, 50 Wellington street, Glasgow, 27 Oct., 1903
Sloan, William, 53 Bothwell street, Glasgow, 20 Feb., 1900
tSMiTH, George, c/o Messrs George Smith & Sons, 75
Bothwell street, Glasgow, 22 Jan., 1901
Smith, John, 2 Douue quadrant, Kelvinside, Glasgow, 22 Feb., 1898
SoTHERN, Robert M., 59 Bridge street, Glasgow, 18 Feb., 1902
Stewart, Charles R., Messrs J. Stone & Co.. 46 Gordon
street, Glasgow, 29 Oct., 1907
Stewart John G., 65 Great Clyde street, Glasgow, 18 Dec, 1901
StraCHAN, G., Fairfield works, Govan, '26 Oct., 1890
Taylor, Frank, c/o Messrs Alexander Young & Co., 50
Wellington btreet, Glasgow, 24 Dec, 1901
Taylor, William Gilchrlst, 123 Hope street, GlasgoTv, 23 Jan., 1900
Thomson, William H., 32 Albert Road East, Crosshill,
Glasgow, 19 Feb., 1901
Warren, Robert G., 116 Hope street, Glasgow, 28 Jan., 1896
* Watson, H. J., c/o Messrs Watson Brothers, 142 St
Vincent street, Glasgow,
390 ASSOCIATES
Wkir, Andrew, 102 Hope street, Glasgow, 25 Jan., 1898
Whimster, Thomas, 67 West Nile street, Glasgow, 24 Oct, 1899
Wild, Charles W^illiam, Broaghton Copper Company,
Limited, 49 5\ Oswald street, Glasgow, 24 Mar., 1896
Williamson, John, 99 Great Clyde street, Glasgow, 28 Apr., 1903
Wrede, Frederick Lear, 25 Bentinck street, Greenock, 25 Jan., 1898
Young, John D., Scottish Boiler Insurance Company,
HI Union street, Glasgow, 19 Dec., 1882
Young, Robert, Baltic Chambers, 50 Wellington street,
Glasgow, 16 Dec, 1902
STUDENTS.
AiTCHisoN, John Wilson, 20 Nov., 1900
AiTKKN, John, Beech cottage, Balshagray avenne,
Partick, 28 Apr.. 1903
Alexander, Kobert, 33 Melville street, Portobello, 23 Oct., 1900
Alexander, William, 31 Kelvingrove street, Glasgow, 19 Mar., 1901
Alison, Alexander £., Devonport, Auckland, New
Zealand, 22 Nov., 1898
Allan, Frederick Wm., 8 Gillsland road, Edinburgh, 21 Nov., 1809
Allan, James, 326 West Princes street, Glasgow, 24 Jan., 1888
Anderson, Adam R., Harbour works, Durban, Natal,
South Africa, 23 Mar., 1897
Ap. -Griffith, Ywain Goronwy, 39 White street,
Partick, 3 Mar., 1908
Appleby, John Herbert, 133 Balshagray avenue, Partick, 27 Oct. , 1903
Baird, James, 30 St. Andrew's drive, PoUokshields,
Glasgow, 26 Jan., 1904
Barnwell, Frank Sowter, Elcho house, Balfron, 18 Feb., 1902
Barnwell, Richard Harold, Elcho house, Balfron, 18 Feb., 19«)2
Barty, Thomas Patrick William, c/o Messrs. For-
man & M'ColI, 160 Hope street, Glasgow, 18 Dec., 190O
Bell, H. L. Ronald, Redargan, Drumoyne drive, Govan, 22 Mar. , 1904
Bertram, R. M., 9 Walmer road, Toronto, Canada. 24 Jan., 1899
BiNLEY, William, Jun., Office of Superintendent Con-
structor, U.S.N., Gas Engine and Power Co.,
Morris Heighto, New York, U.S.A., 21 Mar., 1899
BissET, John, 35 Harriet street, Pollokshaws, Glasgow, 18 Dec., 1900
STUDENTS 391
Black, James, 3 Clarence street, Paisley, 18 Dec., 1900
Bone, Quintik George, 31 Elgin terrace, Dowanhill,
Glasgow, 19 Dec, 1899
Brookfield, John W., Brookhnrst, Halifax, Nova
SooUa, 18 Feb., 1902
Brown, Alexandek Taylor, 1 Broomhill avenue,
Partick, Glasgow, 26 Oct., 1897
Bryson, William, 21 Cartvale road, Langslde, Glasgow, 24 Oct., 1899
Buchanan, Joshua Miller, 4 Eldon terrace, Partick-
hill, Glasgow, 21 Nov., 1899
Bunten, James C, Anderston Fonndry, Glasgow, 20 Nov., 1900
Callander, William, 100 Bothwell street, Glasgow, 24 Dec., 1901
C.vmeron, Angus Johnstone, c/o Mrs Granger,
5 Osborne place, Copland road, Go van, 20 Nov., 1900
Clover, Mat., 537 Sanchiehall street, Glasgow, 22 Dec, 1903
Cochrane, John, 15 Ure place, Montrose street, Glasgow, 24 Dec, 1901
Cormack, James Alexander, 149 Hill street. Garnet-
hill, Glasgow, 24 Nov., 1903
Cran, J. Duncan, 11 Brnnswick street, Edinburgh, 21 Jan.. 1902
Crawford, Archibald, P.O. Box 668, Pretoria, S. A., 18 Dec, 1900
Ceichton, James, B.Sc, c/o Granger, 24 St. Vincent
crescent, Glasgow, 22 &far., 1904
Cubie, Alexander, Jnn., 2 Newhall terrace, Glasgow, 23 Jan., 1900
Cutrbert, James G., Holmehouse, Ulleskeff, near
York, 21 Nov., 1899
De Sola, Juan Garcia, Sacramento, 57, Cadiz, Spain, 20 Mar., 1900
Dus, Christopher, c/o Gow, 273 Dumbarton road,
Glasgow, 16 Dec, 1902
Dickie, David Walker, 60 Sardinia terrace, Hillhead,
Glasgow, 22 Mar., 1904
Dickie, James S., San Mateo, Califomia, 19 Dec, 1899
Dobbie, Robert B., 15 Leander Road, Brixton Hill,
London, S.W., 24- Oct., 1899
DoBSON, James, c/o Messrs Pooley & Son, Kidsgrove,
Staffordshire, 22 Dec, 1896
DORNAN, James F. A., 21 Minerva street, Glasgow, 20 Jan., 1903
DoRNAN, John D., 21 Minerva street, Glasgow, 2*2 Mar., 1904
Drysdale, William, 3 Whittingehame gardens, Kelvin-
side, Glasgow, 16 Dec, 1902
Duncan, Alexander, c/o E. G. Fraser Luckie, Esq.,
Hacienda, Andalusia, Huacho, Sayou, Peru, 23 Apr., 1901
392 STUDENTS
DuNSMUiR, George, Mathenm, 27 Sherbrcioke avenue,
Pollokshields, Glasgow, 21 Apr., 1903
DvER, Henry, 18 Dec., 1900
Fairley, John. 124 Pitt street, Glasgow 21 Nov.. 1899
Fairweather, George A. £., Elmwood, Avon street,
Motherwell, 26 Nov.. 1901
Fergusson, W. L., 48 Connaught road, Roath, Cardiff, 22 Dec, 1891
Fish, N., 69 Mayfair avenue, Ilford, Essex, 18 Feb., 1902
Fraser, John Alexander, 969 Govan road, Govan, 26 Jan., 1904
Freer, Robert M'Donald, 14 India street, Glasgow, 27 Oct.. 1903
Galbraith, Hugh, 2 Hillside villa, Kentish road, Belvi-
dere, Kent, 20 Dec.. 1898
Galloway, Andrew, The Grand Hotel, Heidelberg.
Transvaal, S.A., 24 Oct., 1893
Gardner, Harold Thornby, Thomcliffe, Skermorlie, 26 Apr., 1904
GiBB, John, 276 Crow road, Partick, 24 Jan., 1899
GiLMOUR, Andrew, Newlea, Crawford street, Mother-
well, 20 Dec., 1898
Graham, John, 16 Summerfield cottages, Whiteinch,
Glasgow, 26 Apr.. 1904
Grant, William, Croft park, High Blantyre, 24 Oct., 1899
Grenier, Joseph K., c/o Mrs Rennie, 8 Franklin
terrace. Glasgow, 3 Mar.. 1903
Haigh, Bernard Parker, 6 Elmwood gardens, Jordan-
hill, 20 Jan.. 1903
Halle Y. Matthew White, 43 Lawrence street, Partick. 22 Mar. , 1904
Hannah. John A., 112 Govanhill street, Glasgow, 26 Nov., 1901
Henderson, John Alexander, Hamilton House,
Bromley Park, Kent, 22 Mar. , 1904
Henricson, John A., c/o A. B. Sandoikens, Skepps-
docka, och Mek, Varkstad, Helsingfors, Finland, 19 Dec., 1899
Herschel, a. £. H., 2 Glenavon terrace, Crow road,
Partick, 19 Dec, 1899
Hodgart, Matthew, Linnsbum, Paisley, 22 Dec, 1903
Holland, Henry Norman, Metropolitan Electric Supply
Co., WiUesden Works. London, N. W., 22 Nov., 1808
Holmes, James, 25 St. James street. Paisley, 17 Feb., 1903
HoTCHKis, Montgomery H., Crookston house, near Paisley, 24 Dec., 1901
Houston, David S., 83 Kilmarnock road, Shawlands,
Glasgow, 27 Oct.. 1903
Hotjston, Perctval T., Coronation house, 4 Lloyd's
avenue, London, E.G., 22 Nov., 1898
STUDENTS 393
HOYT, Charles S., B.A., 6 Parkgrove terrace, Glasgow, 22 Mar., 1904
Button, W. K., 97 Qneensborongh gardens, Hyndland,
Glasgow, 23 Apr., 1901
Iaoks. James Hay, 4 Albert drive, CrosshilK Glasgow, 19 Feb., 1901i
Jack, Charles, P. M., 17 Albert drive, PoUokahieldB,
Glasgow, 20 Nov., 190O
Jankins, Garnet Edward, N.B.R. Station, Spring-
burn, Glasgow, 3 May, 1904
Jenkins, Charles C, 3 Mar., 190^
Johnston, Hector, c/o Mrs M*Murray, 169 Great George
street, Glasgow, 22 Dec., 1903
Kemp, Robert G., 60 Abbey drive, Jordanhill, Glasgow, 28 Oct., 1890
Kermeen, Robert W., 18 Mar., 1902
Kimura, N., Tokio, Kai-ji-Kiokn, Tokyo, Japan, 23 Apr., 1901
King, Charles A., 9 Spring gardens, Kelvinside, Glas-
gow, 25 Apr., 1898^
Kinghorn, David Richard, Ardocb, Prentou, Cheshire, 23 Oct., 190O
Kinross, Cecil Gibson, 4 Park terrace, Govan, 22 Dec, 1903
KiRBY, William Hubert Tate, 35 Duncan avenne,
Scotstoun, Glasgow, 26 Apr., 1904
Lloyd, Herbert J., Breacan road, Builth, Wales, 21 Dec, 1897
Loader, Edmund T., Y.M.C.A. Club, 100 Bothwell
Street, Glasgow 20 Nov., 1900
M'Clklland, Harold R,, 3 Caird drive, Partick, 22 Mar., 1904
M'Cracken, William, 9 Danes drive, Scotstoan, Glas-
gow, 27 Oct., 1903
Macdonald, John F., 16 Ruthven street, Kelvinside,
Glasgow, 21 Dec, 1897
M *DoN ALD, Claude Knox, Lennoxvale, Maryland drive,
CraigtoD , Glasgow, 22 Mar. , 1 904
Macoregor, J Graham, 4 West George street, Glasgow, IvS Feb., 1902
M'Harg, W. S , The Grove, Ibrox, Glasgow, 19 Mar., 1901
M'Intosh, George, DuDglass, Bowling, 22 Jan., 1896
Mack AY, Harry, J. S., 53 Deansgate Arcade, Manchester, 22 Feb., 1898
Mackay, W. Norris, c/o Stenhouee, 87 St. George's
Mansions, Glasgow, 22 Jan., 1901
M'Kean, James, 3 Buchanan terrace. Paisley, 22 Dec, 1903
M*Kean, John G., c/o Russell, 20 Borough road. North
Shields, 23 Oct., 1900
394 STUDENTS
M'Lachlan, Charles Alex., 8 Queen's creeoeDt, Gath-
cart, Glasgow, 21 Apr., 1903
Maclaren, James Ernest, 3 Porter street, Ibroz, Glas-
gow, 23 Oct, 1900
M'Laurin, Jambs H., 34 Park circus, Ayr, 18 Dec, 1900
M*Lay, J. A., Rose Lea, Uddingston, 17 Feb., 1903
M'MiLLAN, Duncan, 174 Paisley road West, Glasgow, 27 Oct, 19(^
MacNicoll, Donald, 190 Langlands road, Soath Govan, 23 Apr., 1901
M*Whirt£R, Anthony €. , 1009 State street, Schenec-
tady. N.Y., U.S.A., 21 Dec,, 1897
Marshall, Alexander, Brightens, Polmont station, 18 Mar., 190^
Maitland, John M., 13 Rosslyn terrace, Glasgow, 22 Jan., 1901
BfATHBR, John Boyd, Kirkhill, Meams, 20 Mar., 1894
Melencovich, Alexandre, 21 Peel street, Partick, 81 Oct, 1902
Melville, Alexander, c/o Messrs J. A. Millen k
Somerville, King street, Tradeston, Glasgow, 20 Feb., 1900
Merger, John, c/o Mrs M*Calloch, 25 White street,
Partick, 22 Oct, 1895
Millar, Alex. Spence, Towerlands, Octavia terrace,
Greenock, ec, 1902
Miller, James, 24 Melrose gardens, Kelvinside,Glasgow, 22 Nov. , 1898
Miller, James William, 84 Portland place, London, W., 20 Dec. , 1 898
Miller, John, Etmria villa. South Govan, 23 Apr., 1889
MiLLiKBN, Gboroe, Milton house, Callander, 18 Feb., 1902
MORisoN, Thomas, 50 St. Vincent crescent, Glasgow, 21 Nov., 1899
MORLEY, James Steel, Auchenhard, by West Calder, 20 Feb., 1900
MoRLBY, Thomas B., B.Sc., 5 Walmer terrace, Ibrox,
Glasgow, 27 Oct, 1903
Morton, W., Reid, Strathview, Beanden, 26 Oct, 1897
MuiR, James H., 76 Hill street, Gamethill, Glasgow, 26 Jan., 1899
MuiRHEAD, William, CloberhiU, Knightswood, Mary-
hill, Glasgow, 28 Apr., 1891
MUNDY, H. L., Ormsby Hall, Alford, Lanes., 24 Oct, 1899
Neil, Robert, 8 Dnndrennan load, Langside, Glasgow, 20 Mar., 1900
Newton, Charles A., c/o Messrs Newton Bros., Market
place, Derby, 26 Jan., 1898
NiVEN, John, c/o Messrs Lynch, Basreh, Persian Gulf, 22 Nov., 1898
Orr, Prof. John, B.Sc., South African College, Cape
Town, 26 Mar., 1895
Parr, Fredrik, 16 Eton place, Hillhead, Glasgow, 22 Mar., 1904
Paterson, Joseph Barr, c/o Harvey, 32 White street,
Partick, 22 Mai*., 1898
Paton, Thomas, 19 Binnie street, Greenock, 20 Dec, 1892
Pollock, Gilbert F., 10 Beechwood drive, Tollci-oss,
Glasgow, 27 Jan., 1891
STUDENTS 395
PoLLOK, John, Cbaring cross, Euston and Hampstead
Railway, 39 Chalk FArm road, London, N.W., 22 Feb., 1898
PoRTCH, Ernest C, 87 Vicars hill, Lady well, Kent, 26 Oct., 1897
Prentice, Hugh, Box No. 105, Postal Station B.,
Cleveland, Ohio, U.S.A., 28 Apr., 1898
Preston, John C, 343-5 Snssex street, Sydney, New
Sonth Wales, 6 Apr., 1887
Kamsay, John C, 72 Norse road, Seotstoun, Glasgow, 19 Feb., 1901
Reid, David H., Beresford Villa, Ayr, 26 Oct, 1887
Rbid, Henry p., 12 Grantly gardens, Shawlands, Glas-
gow, 20 Dec, 1898
Reid, James, 128 Dnmbarton road, Glasgow, 22 Oct., 1895
Richmond. Tom, 4 Roseroount tenace, Ibrox, Glasgow, 20 Feb., 1900
Robertson. Robert M., c/o Mrs Lowe, 11 Nelson
street, Greenock, 16 Apr., 1902
Ross, Thomas C, Jan., 13 Hampden terrace, Mount
Florida, Glasgow, 21 Apr., 1908
Sadler, John, 551 Sauchiehall street, Glasgow, 23 Oct, 1900
Sanguinetti, W. Roger, Pablic Works Department,
Selangor, Malay States, 20 Feb., 1900
Sayers, W. H., 19 Mar., 1901
Scott, G. N., 7 Corunna street, Glasgow, 17 Feb., 1903
Sellers, Frederick Wreford Braoge, 34 Sardinia
terrace, Hillhead, Glasgow, 26 Apr., 1904
Semple, John Scott, Coral bank, Bertrohill road,
Shettlestou, 26 Apr., 1904
Semple. William, Coral Bank, Bertrohill road, Shettles-
ton, 21 Jan., 1902
Service, William, 173 West Graham street, Glasgow, 26 Nov., 1901
Sexton, George A., c/o Prof. Sexton, G. & W. of S.
Technical College, Glasgow, 24 Nov., 1896
Shakp, James R., c/o Dargie, 26 Clifford street, Ibrox,
Glasgow, 24 Oct., 1899
Sharpe, William, B.Sc, Engineerin-Chiefs office.
Natal Government Railway, Maritz-
burg, Natal, 24 Dec., 1S95
Sibbald, Thomas Knight, c/o Messrs Cook & Son,
Ltd., Cairo, Egypt, 26 Oct., 1897
Simpson, Adam, 12 Rupert street, Glasgow, W., 3 May, 1904
Sloan, John Alexander, 37 Annette street, Crossbill,
Glasgow, 25 Jan., 1898
Smith, Alexander, 69 High street, Kinghorn, 24 Dec, 1901
Smith, Charles, 3 Roeemount terrace, Ibrox, Glasgow, 24 Apr., 1894
Smith, George F., 373 Broad Street Station, Pennsyl-
vania Railroad Co., Philadelphia, U.S.A., 26 Oct., 1897
Smith, James, 44 Cleveland street, Glasgow, 31 Oct,, 1902
396 STUDENTS
Smith, James, Jan., Darley, Milngavie, 27 Oct., 1907
Smith, William, 13 Minerva street, Glasgow, 28 Apr., 1903
Sproul, John, 13 Greenlaw avenoe, Paisley, 8 Mar, 190a
Steven, David M., 9 Princes terrace, Dowanhill,
Glasgow, 15 June, 1898^
Stevens. Clement H., c/o Messrs Blandy Bros. & Co.,
Las Palmas, Grand Canary, 22 Dec, 1891
Stevenson, Allan, 108 Dandrennan road, Langside,
Glasgow, 26 Nov., 1901
Stevenson, George, c/o Chalmers, Wellpark, Larbert, 24 Apr., 1900-
Stevenson, William, Bank Chambers, Sandhill, New-
cast le-on-Tyne, 25 Jan., 1881
Swan, James, 1536 Pine street, Philadelphia, U.S.A., 23 Mar., 1897
Taylor, Andrew P., 47 St. Vincent crescent, Glasgow, 19 Dec, 1899
Taylor, John Douolas, Jeanieslea, Oxhill road. Dam-
barton, 26 Apr., 1904
Thomas, Nevill Senior, 3 Church road, Penarth, near
Cardiff, 24 Mar., 190:^>
Thomson, Graham k H., Jan., 2 Marlborough terrace,
Glasgow, 22 Feb., 1898
Too, William, c/o Ronnie, 8 Franklin terrace, Glasgow, 22 Feb., 1898
Wallacb, Hugh, Jun., Nautglyn, Coventry, 24 Oct,, 1899
Ward, G. K., Rockvilla, Dumbarton, 23 Apr,, 1901
Ward, John, Jun., Rockvilla, Dumbarton, 23 Apr., 1901
Watson, James, 35 Regent Moray street, Glasgow, 24 Dec, 1901
Watson, John, c/o Alexander Fleming, Esq., 9 Wood-
side crescent, Glasgow, 22 Nov., 1898^
Williamson, Alexander, Craigbamet, Greenock, 20 Nov., 1900
Williamson, George Taylor, Craigbarnet, Greenock, 22 Mar., 1904
Williamson, Edward H., 214 Langlands road, South
Govan, 27 Oct., 1903
Wilson, Thomas, 66 Alexandra parade, Glasgow, 20 Feb., 1900
Windelkr, George Edward, The Mirrlees Watson Co.,
Glasgow, 31 Oct., 1902
Withy, Vivian, Kenmore, Bowling Green terrace. White-
inch, Glasgow, 31 Oct., 1902
Work, John C, 6 Parkgrove terrace, Glasgow, 22 Mar., 1904
Young, George M., B.Sc, 268 Kenmure street,
Polio kshields, Glasgow, 24 Dec., 1901
Young, J AMES M.,Auldfield place, PoUokshaws, Glasgow, 22 Jan., 1901
Young, J. M., Kavenscraig, Ardrossan, 17 Feb., 1903
Young, John, Jun., c/o Messrs Wallsend Slipway and
Engineering Co., Ltd., Wallsend-on-Tyne, 23 Nov., 1897
Younger, John, Birch Bank, 88 Albert road, Cro»shill,
Glasgow, 3 Mar., 190S
INDEX.
Abstract of "House Expenditure" Account, 322
Action of Radium on Living Tissues, 166
Advantages of Superheating, ^^
AUan, Sir William, Memoir of, -334
An Inquiry Regarding the Marine Propeller— hy Mr. J. Millen ^
^^^' 134
The Helical Screw Propeller, „-
Problem of the Propeller, ,3^
Geometry of the Screw Propeller, i^x
The Conic Propeller, j.-
Discussion,
Anniversaiy Dinner, "James Watt," a85
Annual Report of the Council, 293, 3,2
Annual Subscriptions, ^^2
Application of Integraph to Ship Calculations, - . - . 196
Articles of Association, xi.
Associate Members, List of, 382
Associates, Deceased, 3^3
Associates, List of, . . 387
Awards of Books, 293, 309
Balance Sheet, 320
Bertheau Engine, 105
Board of Governors of Glasgow School of Art, - - - - 315
Board of Governors of Glasgow and West of Scotland Technical
College, 316
Board of Trade Consultative Committee, 314
Books Added to Library by Purchase, 324
Brown, John, Memoir of, 343
Bye-Laws, xxjx.
Carburetter, 242
Centre of Buoyancy Curve, 197
Chairman's Address, i
Characteristic of Hewitt Lamp, 193
Collie, Charles, Memoir of, * 33^
Conic Propeller, 145
Contents, ▼.
31
398 INDEX
Conversazione, 285
Cooling Arrangements for Motor Cars, 249
Correspondence —
Mr. H. W. Andrews — Superheated Steam, 53. — Professor A.
Barr— Motor Cars, 272. — Mr. A. S. Biggart — Motor Cars,
276. — Prof. Storm Bull — Superheated Steam, 76. — Mr. E.
G. Constantine — Superheated Steam, 54. — Mr. H. Cruse —
Superheated Steam, 66. — Mr. S. Griffin — Marine Propellers
with Non-Reversible Engines and Internal Combustion
Engines, 113. — Mr. W. S. Hide— Superheated Steam,
62. — Mr. Edwin H. Judd — Superheated Steam, 57. — Mr.
Rankin Kennedy — Motor Cars, 277. — Mr. Charles S. Lake
— Improvements in Valve-Gears, 93. — Mr. Robert Lang —
Experiments with Rapi 1 Cutting Steel Tools, 186. — Mr.
P. F. MacCallum — Marine Propellers with Non-Reversible
Engines and Internal Combustion Engines, 122. — Mr.
C. A. Matthey — Marine Propellers with Non-Reversible
Engines and Internal Combustion Engines, 116. — Mr. R.
T. Napier — Marine Propellers with Non-Reversible En-
gines and Internal Combustion Engines, 124. — Herr Hans
Reisart — Superheated Steam, 74. — Mr. F. J. Rowan —
Experiments with Rapid Cutting Steel Tools, 185. —
Mr. A. Scott Younger — Superheated Steam, 60.
Council Report, - * 3"
Courtier-Dutton, W. T., Memoir of, 336
Crawford, Samuel, Memoir of, 3P
Curves of Integrated Sections, 197
Davies, Charles Merson, Memoir of, 337
Deceased, Associates, 343
Deceased, Members, 333
Deceased, Students, 344
Deflection of a Ship, 201
Designs of Superheaters, 9
Diamond Crossings, 224
Discussion on Papers —
Remarks by Mr. J. Millen Adam— An Inquiry Regarding the
Marine Propeller, 157. — Mr. Daniel Adamson — Experi-
ments with Rapid Cutting Steel Tools, 182.— Mr. James
Andrews — Improvements in Valve-Gears, 90. — Mr. Robert
Baillie— Superheated Steam, 38.— Prof. A. Barr-— Uses of
the Integraph in Ship Calculations, 218.— Mr. A. S.
Biggart— Superheated Steam, 36.— Prof. J. H. Biles— Im-
provements in Valve Gears, 95 ; An Inquiry Regarding the
Marine Propeller, 162 ; Experiments with Rapid Cutting
INDEX 399
Steel Tools, 190.— Mr. E. Hall- Brown— Superheated
Steam, 83 ; Improvements in Valve-Gears, 88 ; Marine
Propellers with Non-Reversible Engines and Internal
Combustion Engines, 151, 160; Modern Appliances con-
nected with Railway Crossings and Points, 239; Motor
Cars, 271, 284. — Mr. W. A. Chamen — Superheated Steam,
52. — Mr. Alexander Cleghorn — Superheated Steam, 35 ;
Improvements in Valve-Gears, 89. — Mr. James Coats —
Motor Cars, 270. — Mr. E. G. Constantine — Experiments
with Rapid-Cutting Steel Tools, 178.— Mr. Charles Day-
Experiments with Rapid Cutting Steel Tools, 189.— Mr.
E. E. Doddrell — Superheated Steam, 33. — Mr. C. S.
Douglas — Uses of the Integraph in Ship Calculations,
208. — Mr. James Gilchrist — Uses of the Integraph in Ship
Calculations, 222. — Mr. Alexander Govan — Motor Cars,
281. — Prof. A. Jamieson — Superheated Steam, 44. — Mr.
John G. Johnstone — An Inquiry Regarding the Marine
Propeller, 155 ; Uses of the Integraph in Ship Calcula-
tions, 219. — Mr. Rankin Kennedy — Marine Propellers with
Non-Reversible Engines and Internal Combustion En-
gines, 126. — Mr. W. J. Luke — Uses of the Integraph in
Ship Calculations, 215, 219, 222. — Mr. W. M'Whirter —
Motor Cars, 268. — Mr. T. Blackwood Murray — Marine
Propellers with Non-Reversible Engines and Internal
Combustion Engines, 109; Motor Cars, 261. — Mr. R. T.
Napier — An Inquiry Regarding the Marine Propeller, 151.
— Mr. George W. Reid — Modern Appliances connected
with Railway Crossings and Points, 234. — Mr. W. H.
Riddlesworth — Uses of the Integraph in Ship Calcula-
tions, 212. — Mr. John Riekie — Superheated Steam, 29 ;
Improvements in Valve-Gears, 93 ; An Inquiry Regarding
the Marine Propeller, 149; Modern Appliances connected
with Railway Crossings and Points, 236 ; Motor Cars,
267. — Mr. F. J. Rowan — Superheated Steam, 79 ; Modern
Appliances connected with Railway Crossings and Points,
237. — Mr. G. C. Thomson — Motor Cars, 271. — Prof. W.
H. Watkinson — Superheated Steam, 25. — Mr. Owen R.
Williams — Modern Appliances connected with Railway
Crossings and Points, 237 ; Motor Cars, 269.
Displacement Curve, i97
Donations to the Library, 323
Duncan, Jame? G., Memoir of, 344
Duration of Trials with Rapid-Cutting Steel Tools, - - - 172
Efficiency of Hewitt Lamp, 19
Election of Office-Bearers, 30S
4:00 IKDEk
Experiments with Rapid-Cutting Steel Tools— ^y Mr. Chaw-es Day 170
Nature of Tests, »7o
Material operated on, *7i
Size of Cuts, - - 171
Duration of Trials, ^7^
Description of Lathe, ^7^
Results, ^72
Discussion, '7o
Ferrier, James, Memoir of, 33^
Fox, Samson, Memoir of, 339
Friction Clutch, ^5°
Gale, James, Memoir of, 33J
Gear Box, ^5^
Hand Levers for Railway Points, 229
HeUcal Screw Propeller, '35
Hewitt Lamp, Description of, '9^
Honorary Members, List of, - 34
** House Expenditure" Account, 3"
, .^. 244
Ignition, g
Improvements in Valve-Gear s^-By Mr. John Riekie, . - - »4
Necessity for Improvement in Valve-Gears, ' " ' " ?^
Discussion,
Index, ^
Integraph, Description of, ^°^
Integraph, Principle of the, *°5
"James Watt" Dinner, ^
King, Donald, Memoir of, ^^
Libraries, etc., which receive the Institution's Transactions, - 3^
Library, Books added to by Purchase, 3^
Library Committee, Report of, ^^^
Donations to, - - - ' ^
„ Periodicals received at, ^^
Recommendation Book, 33
- - - - " 34"
List of Members,
Lloyd's Technical Committee - - 345
Lowe, Robert, Memoir of, .'".'. 248
Lubrication for Motor Cars,
MacKinnon, James D., Memoir of, ^"^
INDEX 401
Mann, William, Memoir of, 344
Marine Propellers with Non'Reversible Engines and Inter'
nal Combustion Engines— By Mr. Rankin Kennedy, - - 96
Systems of Propulsion, 96
Water-jet Propulsion, - 100
Bertheau Oil Engine, 105
Thorneycroft Motor Boat, 107
Discussion, 109
Members, Associate, List of, 382
Members, Deceased, 333
Members, Honorary, 346
Members, List of, 34^
Memorandum of Association, ix.
Metric Weights and Measures, Petition in favour of, - - • 306
Minutes of Proceedings, - 293
Mirrlees, James Buchanan, Memoir of, 34'
Moment of Inertia Calculation, 201
Motor Cars— By Mr. Alexander Govan, 240
Petrol, 241
Carburetter, 242
Ignition, 244
The Engine, 245
Lubrication, ^4^
Cooling Arrangements, 249
Friction Qutch, 250
Gear Box, 252
Frames, ^55
Axles, Wheels, and Tyres, 257
Conclusion, ^5^
Discussion, ^^
Necessity for Improvements in Valve Gears, 86
Neilson, James, Memoir of, - " 34 '
New Books Added to Library, 324
Office-Bearers, Election of, 3o8
Obituary, 333
Periodicals Received at Library, 3^9
Petition in Favour of Metric Weights and Measures, - - 306
Petrol, ^'
Premiums of Books, vii., 293, 309
Presidents of the Institution, iv.
Problem of the Screw Propeller, '39
Proceedings, Minutes of, ^93
402
INDEX
Propeller Conic, i^^
Propeller, Geometry of the, 141
Propeller, The Helical Screw, 135
Properties of Integral Curves, 206
Radium and Us Properties—By Dr. John Macintyre, - - . 163
History of the Discovery of Radium, 164
. Action of Radium on Living Tissues, 166
Report of the Council, 312
Report of the Library Committee, ^21
Results of Trials with Rapid Cutting Steel Tools, - - - - 172
Societies Exchanging Transactions with the Institution, - - 327
Some Modern Appliances Connected with Railway Crossings and
Points—By Mr. Owen R. Williams, B.Sc., - - - 224
Diamond Crossings, 224
Hand Levers for Points, 229
Spring Design Switch Levers, 231
Discussion, 234
Stability Calculations, 202
Strength Calculations, 199
Students, Deceased, 344
Students, List of, 390
Subscriptions, Annual, 332
Superheated Steam—By Mr. F. J. Rowan, 4
Historical, 4
Designs of Superheaters, 9
Use of Superheated Steam, 15
Theoretical Advantages of Superheating, 17
Discussion, 25
Systems of Propulsion, . . i 96
Tests with Rapid Cutting Steel Tools, - - - - - 17c
The Hewitt Mercury Vapour Lamp— By Prof. Magnus Maclean,
M.A., D.Sc, iQ-i
Introduction, 19-*
Description of Hewitt Lamp, 19*
Characteristic and Efficiency, - - 193
Colour, 194
Life, 194
Tht Uses of the Integraph in Ship Calculations— By Mr. John O,
Johnstone, B.Sc, »95
Application to Ship Calculations, ... - - 19b
Stability Calculations, 202
Description of the Integraph, ... - . - 204
Principle of the Integraph, 205
INDEX 403
Properties of the First Three Integral Curves, - - - - 206
Discussion, 208
Theoretical Advantages of Superheating, 17
Treasurer's Statement, 319
Use of Superheated Steam, 15
Valve-Gears, Necessity for Improvement in, 86
Water- jet Propulsion, 100
Wilson, John, Memoir of, 34a
-^ J
5
\
N
PLATE 1.
Fig. 4.
TRANSVERSE SECTION
Leggat Bros.
Engineering Lithographers. Glasgow
PLATE II.
ELEVATION
^MmmmmyA^mmi^mm
LroQAT Bros.
LHe£RiNG Lithographers Glas&ow
/A
//-
%
^wmmmm^.
Leccat Bhos.
Encineerinc Litmocrapheks Glasgow.
ON
ELEVATION.
BOt
Pf^ATE IV.
Fiij. ra.
TRANSVERSE SECTION.
FiiJ. I,
' U ' llf I I I ■ ■ II
trrwrv o o-z 0-4 o-6 ae i-o i* i ♦ ,.,
ENCfNEeRINC LlTHOCR*r>M-^.
PLATE V
fiy^- 4
Fig. 5
Figures shewing
MOVEMENTS OF
Pins A.B.&C.
\^
-^^
LrocAT Bros
ENciNKfcRiNc Lithographers Glasgow
PLATE VI,
LvooAT Bros.
ENOINkBRINC LiTHOQRAPHBRB. GLASGOW.
PLATE VII.
Fig. fS.
VERSIBLE ENGINES
Y MR. RANKIN KENNEDY. PLATE VIIL
Fiij. II.
Leggat Bros.
Encinebring Lithographers. Glasgow.
PLATE IX.
/y
•v r— ^"^ — I .^*
.*' A
LvooAT Bros.
Engineering Lithoorafhbre. Qlasoow
I
i
PLATE X.
Fuj. 15.
LvGCAT Bros.
Encinrrrinc Lithographkrs. Glasqov
PLATE XL
LvoQAT Bros.
Encihibriho Lithooraphkrb. Qlaboow.
PLATE, XII
oFig. 2.
n (OUT BY TRAVBRtK)
SPEED WITH AREA OF CUT(CA8T IRON)
REA \
)F CU
LvooAT Biioa.
BnOINBBIIINO LlTHOORAPMBlia. OLASOOW.
PLATE XIII.
Fig, 3.
ETER OF
TUBE 3-8 CM.
3 4.
CURRENT IN AMPSRS8
E88URE IN MM. OF MERCURY
LtOOAT BllOt.
Knoimbbrino Lithographbrs. Qlasoow.
PLATE XIV.
(PTIONS
SCALt POM tMIVRPLAMK ARKAt
LlOOAT BROt.
Bnoinbbriiio Lithooraphbrs. Olasoow
PLATE XVI
CURVES
Fig, IS.
ISOCLINES" AND "iSOVOLS"
Lbooat Bros.
Encinebrino Lithographers. OLAsaow.
: N
PLATE XVIL
Fig. 2.
RAILS FOR WINOS EACH lS-6 LONO
ACUTE-ANGLED CR088iNQ 1 IN 8
LvooAT Bros.
Enoinbkrimo Lithooraphbrs. QLAsooyp^
RAILWAY CROSSINGS ANO|
PLATE XVIII.
jOCK RAILS
COMPRESSION
LvaoAT Bros.
Bnoinkbrino Lithooraphbrs. Glasoow.
DDI
PLATE XIX.
-J
1
Fiii. HI
Lfccat Bros,
enctneerrnc lithographer?. glasgow-
PLATE XX.
Fiy. If
I
Fiy, U.
Lbccat Bnos
EnGINEBRINC LiTHOGHAPHKRg, GLASOOW.
PLATE XXI.
Fig. II
Fig. n.
Leccat Bros
Emcineerimc Lithographers. Glascow.
PLATE XXI L
Lbooat Bros.
Enoinbkring Lithographbrs, Clasoow.
PLATE XXllL
Fig. 36
^
n
SECTION OF FRAME
^
^
Fig. '^0.
LcQOAT Bros.
ENCINEERINC LlTHOCTtAPHERS. Gl.ASOOW.