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REESE  LIBRARY 

OF  THE 

UNIVERSITY  OF  CALIFORNIA. 
Deceived  ,  190     . 

.   Class  No. 


REPRINT  OF  SPECIAL   ISSUE. 


/Vol.  1.     No.  5. 


POPULAR   and    PRACTICAL.' 


Jin  enalisb  Illustrated  mafiazinc. 

Edited    by  [BEN    H.    MORGAN. 

TRANSPORT 


.  BY  . 


AERIAL  ROPEWAYS 


W.  T.  H.  CARRINGTON,  MJnst.C.E. 

R.  E.  COMMANS,  MJnst.C.E. 

J.  PEARCE  ROE,  MJ.  &  S.Inst. 

S.  M.  COCKBURN,  A.MJnst.C.E.  (iMt*EK&r 

J.  WALWYN  WHITE, 

and  Others. 


Annual  Subscription  to  ^Engineering  Times "  (including  Special  Issues),  95.  post  free  to  any 

part  of  the  "World. 


LONDON : 
P.  S.  KING  &  SON,  ORCHARD  HOUSE,  WESTMINSTER. 


Telegrams:— "Parliamentary,  London  ' 


Telephone:— 324,  Westminster. 


. ;  '.v&i. >..a;^.,;(ij^o^i;  I 


£he  first  Volume  of  Zhe  'Engineering  Cimes"  JCibrary. 


Published  at  ios.  6d.     Net  cash  8s.     Post  free.     Demy  8vo« 
Profusely  Illustrated. 


BY 


Steam  Engines 


and 


Porrist 

A.M.Inst.CE.t  MJ.Mech,E. 

Ben  fi.  Morgan, 

Editor  "Engineering  Times." 


This  work  deals  with  the  subject  of  "  High-Speed,"  "  Quick-Speed,"  and  "  Quick- 
Revolution  "  Steam  Engines  in  the  most  exhaustive  manner  yet  attempted.  The  world's 
leading  engineering  firms'  practice  is  described,  including  that  of 


WILLANS   &   ROBINSON, 

BROWETT,    LINDLEY   &  CO., 

ROBEY  &   CO., 

RANSOMES,    SIMS   &  JEFFERIES, 

ALEX.    SHANKS  &  CO., 

BRUSH    ELECTRICAL   ENGINEERING    CO., 

EASTON,  ANDERSON   &  GOOLDEN, 

THE    PARSONS    STEAM    TURBINE   CO., 

GREENWOOD   &   BATLEY,   LTD., 

REAVELL  &   CO., 

RUSSELL  &   CO., 


CHANDLER   &  TAYLOR, 

BELLISS   &    MORCOM, 

SCOTT  &  MOUNTAIN, 

MUSGRAVES   &   SONS, 

DAVY,    PAXMAN   &  CO., 

CLAYTON    ENGINEERING  CO., 

ROBINSON    &  AUDEN, 

GALLOWAY, 

EASTON    &   BESSEMER, 

A.    L.    IDE  &   SONS, 

RUSTON   PROCTOR,  and  Others. 


Details  are   dealt  with  in  separate  chapters  on  Governors,   Lubrication,   Action  of 
Reciprocating  Parts,   etc.      It  is  a  complete  guide  to  the  practice  of  the  day. 

The  volume  forms  the  first  of  a  series  of  works  on  Civil, 
Mechanical,  and  Electrical  Engineering,  and  kindred  subjects,  now 
in  course  of  preparation  by  the  Publishers  of  The  Engineering 
Tim es.  It  is  printed  in  the  highest  class  style,  and,  contrary  to 
those  hitherto  used  in  the  production  of  technical  works  of  the 
kind,  the  engraving  and  paper  are  the  best  obtainable.  .  .  .  . 


PUBLISHERS 


P.  S.  KING  &  SON, 


&   4,    Great   Smith   Street, 
'Westminster,   London,   S/W. 


The  Second  Volume  of  this  Library—  dealing  with  the  "Economic  Disposal  of  Town's  Refuse"—  will 
be  ready  shortly.        Send  for  a  Prospectus. 


L  -:  J^.  /-G: 


NGINEER- 
"  INC 


Miscellaneous. 


THE 


TEMPERLEY  TRANSPORTER 

COMPANY, 

72,    Bishopsgate    Street  Within, 

I-OIMDON,      E.O., 

Hold  the  SOLE   RIGHT  for  the  Manufacture  and  Sale 

in  Europe  of 

LIDGERWOOD  CABLEWAYS, 


THE  KINGFISHER 


PATENT 


Lubrication^ 

For  Engines,  Loose  Pulleys,  Fans,  Shafting  and  Machinery. 


As     supplied     to    the    leading 

Power    Users  in  all  parts. 

Thousands  of  unsolicited 

Testimonials. 

SCREW-PLUNGER 
AUTOMATIC 

Continuous  Compensating 
Action. 

IH  any  position.     On  any  bearing. 

The  very   utmost   economy. 
Complete  control. 


TRADE     MARK 


The  Ideal  Crank 
Pin  Lubricator. 

Special  Lubricants  for  all 
purposes. 

^ 
Absolute  Free  Trial  Allowed. 

,* 
Telegrams : 

"King-fisher,  Leeds." 

TELEPHONE  No.  1935. 


THE  KINGFISHER  PATENT  MANUFACTURING  CO. 


LEEOS,      ENGLAND. 


IV. 


Temperley    Transporter    Company, 

72,    BISHOPSGATE    STREET    WITHIN,    LONDON,    E.C. 


TRAVELLING    TOWER    TRANSPORTER. 

Discharging  Coal,  £*<:.,  from  Steamers. 


TRAVELLING    TOWER    TRANSPORTER. 

Serving  Lijne  Kilns, 


Temperley    Transporter    Company, 

72,    BISHOPSGATE    STREET    WITHIN,    LONDON,    E.G. 


FOUR    TEMPERLEY    TRANSPORTERS    ON    PONTOONS. 

Discharging  Spoil  front  Barges  to  Canal  Bank. 


PORTABLE    TOWER    TRANSPORTER    ON    HULK. 

/•'(>;-  Coaling  Steamers, 


VI. 


Bearings  &  Packings 


HYATT    ROLLER    BEARINGS 


For    .    . 

Reduction 

of  Friction 
on  all  kinds 

of  Machinery. 


ROBERT  W.  BLACKWELL  &  Co., 

39,  Victoria  Street,  I      20a,  Chapel  Street, 

Westminster,  London,  j  Liverpool. 

Telegrams  :-"KURKEE."  S.W.  !    Telegrams :— "  APPLIANCES." 

Telephone: -305  WESTMINSTER.  i    Telephone  :— 7211  CENTRAL. 


The  Frictionless 
Engine  Packing 
Company,  Ltd.  . 


CABLE   MILLS,   Oldham   Road, 

MANCHESTER 

*      *      # 
Manufacturers 


OK    AIJ,    KINDS    OK 


ENGINE  &  PUMP  PACKINGS, 

Hair  and  Cotton   Beltings,   &c. 


Sole    Makers   ot    "  Karmal,"    "  Railite," 
Ogden's    Patent   Metallic    Packing,   &c. 


Telegraphic  Address:    "  PACKLESS,    MANCHESTER. 


Highest  Awards  wherever  exhibited. 


LIB; 

OF   THE  ' 

UNIVERSITY 


.. 

VII. 


Aerial    Ropeways. 


FNGINEER- 

m- ING  R9 


BULLIVANT  &  CO.,  L'1 

....      IVIAKEIRS     OF*     ....  * 

FLEXIBLE  STEEL  WIRE  ROPES 

AND    CONTRACTORS     FOR 

AERIAL  ROPEWAYS  AND  INCLINES  ON  ALL  SYSTEMS. 


This    illustration 

1                                          AERIAL 

represents  the 

V 

ROPEWAYS 

second  span  of 

B          ^ 

constructed  by 

an  Aerial  Rope- 

BSE-1" 

BULLIYANT 

way  erected  for 

*$U                                                                 &    Co.,    LTD., 

the  Corporation  of 

!  from  designs  by 

the  City  of  Cape  [                                                                   I  W.T.H.Carring- 

Town,  for  the  [ 

ton,M.Inst.C.E., 

purpose  of  carry-  I 
ing  materials  and 

for  the  carriage 
of  passengers  and 
minerals. 

machinery  needed  HH| 

—  */VW-^- 

for  the  construe-  ^|g| 

SPANS 

tion  of  their  new 

WITHOUT 

Reservoirs  on 

^•' 

SUPPORT 

Table  Mountain, 

UP  TO  6,000  ft. 

at  a  level  of  about 

-^AAA*— 

2,168  feet  above 

1  LOADS  CAN  BE 

the  City  of  Cape 

CARRIED  UP 

Town. 

Jkv,                                                                   TO  3  TONS. 

SECOND  SPAN,  SHOWING  CARRIER   IN  TRANSIT. 

BLOCKS,  TACKLE  AND  ALL  APPLIANCES  FOR     .... 

....     WORKING  IN  CONJUNCTION  WITH  WIRE  ROPES. 


IN/lining     and      Hauling 

BULLIVANT   &   COMPANY 


=>lan-t 

LTD. 


Registered  Office,  72,  MARK  LANE,  LONDON,  E.G. 


Works,  MILLWALL,  LONDON,  E. 


V1J1. 


CHARLES  CHURCHILL  &  CO., 

Importers  of  LIMITED. 

American    Machinery. 


BRADFORD        LATHE. 


'  FLATHER  "    141!!.    SHAPER. 


PLAIN  and  UNIVERSAL  MILLING  MACHINES. 

Radial,    Sensitive,    and  Upright    Drills. 
SCREEINA/         OUTTIIMG         L-ATTIHEIS. 

AUTOMATIC     SCREW     MACHINES, 

Grinding  Machines,  Shapers,  Planers,  Brass  Finishing  Machines,  &c.,  &c. 


"  VAN  NORMAN"  DUPLEX  MILLER. 


"FLATHER"  SCREW  MACHINE. 


New    Illustrated    Catalogue    Post    Free    on    Application. 


LONDON      -        -  -  9   to    15,    Leonard    Street,    E.C 

BIRMINGHAM  -  -  2   to    IO,    Albert    Street. 

MANCHESTER  -  5,    Cross    Street. 

GLASGOW         -  -  52,    Bothwell    Street. 


IX. 


r<, 

B 


NGINEER 
ING 


GEO.  RICHARDS  &  CO.,  Ltd. 

BROADHEATH,  near  Manchester. 

Machine  Tools. 


* 

Wood   Working 
Machinery. 

Pulleys, 

Shafting, 

Hangers, 
Couplings,  &c. 
* 


Sand 
Blast 
Apparatus 

(Mathewson's 
Patent), 

For  Sharpening 
Files,  Cleaning 
Castings,  &c. 


Illustrated 
Catalogues  Free 
on  Application. 


No.   6  Vertical   Milling:  Machine, 


THE 


PUL80METER 
STEAM  PUMP. 


Extract    from     Testimonial     (un- 
solicited) just  received : — 

"  We  have  found  the 
'  Crcl  '  Expansion  Valve 
on  Pulsomctcr  Pumps 
effect  a  great  economy 
of  steam." 

See  test  by  Prof.  Beare,  published 
in  Engineering,  Nov.  loth,  1893. 


If  you  are  interested  in 
Pumping  write  for  a  Brief 
Treatise  on  the  Pulsometer 
Pump,  which  will  be  sent 
you  free  by  post. 


Pulsometer  Eng.  Co. 

LIMITED. 

NINE  ELMS  IRONWORKS, 
London,  S.W. 

Citv  Office  &  Showrooms — 

61  &  63,  Queen  Victoria  St.,  E.G., 

AND    AT    .    . 

LEEDS   &  GLASGOW. 


More  durable  than  iron.  Cheapest  for  all  spans  up  to  100  Feet 
Thousands  of  references 

D.  ANDERSON  &SON.  L7.P 

Lagan  Felt   Works,  BELFAST. 
&812  Old  Ford  Road.  Bow.  LONDON. 


Aerial  Ropeways. 


RICHARD  WHITE  &  SONS, 

WIDNES,   LANCASHIRE. 


Aerial  Wire  Ropeways    supplied    and  equipped    complete  for  carrying  loads  up  to 
20  tons  each. 

Portable  Aerial  Wire  Ropeways  in  sections,  each  span  self-contained  and  complete 
in  itself,  for  readily  moving  about  from  place  to  place. 

Aerial  Wire  Ropeways  with  Electric  Haulage,  on  absolute  automatic  block  system. 
Light  Railways  surveyed,  installed,  and  equipped  complete. 


e        for-        our        Special        L-is-fc, 


Telegraphic  Address:    "RAILS,  WIDNES/ 


Xll 


QftlEER- 
TNG^f 


AUTOMATIC  LOCKNUT. 

A  Coil  of  Steel  of  Immense  Power. 

COMBINING  ACTIVE  ENERGY  with  PASSIVE  RESISTANCE 

The   Greater   the    Vibration   the    Firmer    the   Grip. 
Will   never  slack  Back. 
Does   not   injure  the   Bolt. 
Has   the   Appearance   of   an    Ordinary   Nut. 
No    Washer    is    Required,   either    Spring   or   otherwise. 
Is   more   effective   than   Two   Nuts   and   a   Split   Pin. 
Is   considerably   cheaper  than   Two    Nuts. 
Can    be   placed    in    position    or    removed    without    any 
difficulty   or  special  appliance. 


THE 


Write  for  Copies  of  Testimonials,   Prices,  &c.,  to 


HELICOID  LOCKNUT  PATENTS  (PARENT)  Co, 


LIMITED. 


147,  DASHWOOD  HOUSE,  NEW  BROAD  ST.,  E.G. 

\A/ o  F*  K:  s -_     XXOTOIM      n  i  i__  i_,     I-OIMDOIM, 

Telegrams:—  Effectible,  London.  Telephone  No.  .-—Avenue  5833. 


FNGINEERJI    Pulsating  pumps. 

Sr  ING  IT 


"THE  WATERSPOUT" 


PATENT    PULSATING 
—  STEAM 


BEST, 

CHEAPEST, 

AND    MOST    DURABLE 

AND   ECONOMICAL,    FOR 


Watering  Cattle, 

Brick  and 
Pottery  Works, 

Rice  and 
Sugar  Mills, 

Tea  Gardens, 
Plantations, 
Steamships, 
Contractors, 

Etc.,  Etc. 


Write  for 

Illustrated  List 

of  Prices. 


PUMP 


AND    FOR 


Irrigation, 
Drainage, 
Quarries, 
Mines,  and 
Factories. 


The  "Waterspout" 

will  pump  almost 
anything. 

Needs   no  Oil,  Tallow, 
or  Packing. 

Needs  no  Skilled 
Attention. 

Will  work  as  well 
either    hanging    by    a 
chain    or   permanently 
fixed. 

The  Handiest  Pump  to 

move  from  place 

to  place. 


The  WATERSPOUT  Engineering  Co., 


Telegraphic  Address : 

"  Waterspout,  Manchester. ' 
A  1  Code  used.          -^ 


I,  North  Parade,  Parsonage, 

MANCHESTER,  ENGLAND. 


XIV. 


Centrifugal  Pumps. 


GWYNNE  &   Co., 

(Late  Essex  Street  Works,  Victoria  Embankment.) 

ESTABLISHED     1852. 

Brooke  Street  Works,  Holborn,  London,  E.C., 

The  Original  Firm  and  Inventors  of 

CENTRIFUGAL  PUMPS 


Two  33-inch  Compound  Vertical   Pumping    Engines,  capable  of   discharging  12,500,000  gallons  of  water 

in  6  hours  to  a  lift  of  30  feet. 

W  PUMPING      ENGINES  ^> 

Of    largest    sizes 

For   DOCKS,    DRAINAGE,    DREDGING,    IRRIGATION,    CIRCULATING   and   SALVAGE. 

Contractors    to  Admiralty  and  all  Government  Departments,  and  the  Russian,  Italian,  Austrian,  and 

other  Foreign  Governments. 

Telegrams :  "  CWYf^ECR/\M,  LONDOfT       |      /\  1  &  /\  B  C  Codes  used.       |      Telephone  :  65,095, 


XV. 


GINEER 
ING 


FRANK  PEftRN  & 

Limited, 

WEST   GORTON,    MANCHESTER. 


Telegrams-     . 
PUMPS    MANCHESTER." 


Compound  Quadruple-Acting  Pump,  with  Pearn's  Patent  1893  System  of  Packing. 

Makers  of    STEAM      PUMPS    and  all  classes  of 

PUMPING    MACHINERY. 


CATALOGUE   ON     APPLICATION. 


XVI. 


Absolute  Immunity'  from  Accident,  therefore  HO  Damages  to  Pay. 

BEST      IMIIETIEiOID      OIF1 


Safeguarding 


Chaff  Cutters 


TO    COMPLY    W 


The    Chaff  -Cutting 

Machines    (Acci- 

dents) Act,  1897. 


Great  .  . 
Competition 

At  the  Royal  Agricultural 
Society  of  England's 
Birmingham  Show,  June, 

1898. 

Sixteen   Different  Ap- 

pliances   were    tested 

at  the  trials. 

The  Judges 
awarded  the 
PRIZE  of  £10 


to     Richmond 
and  Chandler 

(LIMITED) 

Safety       Feeder. 

Since  which  Hie  following  Prizes  have  been  awarded. 

SILVER  MEDAL  (First  and  Only  Prize),  Peterborough  Agricultural  Society,  }\\\\ 
5th,  6th  and  ;th,  1898. 

SILVER  MEDAL  (First  and  Only  Prize),  Northumberland  Agricultural  Society,  July 
I3th,  I4th  and  15111,  1898. 

SILVER  MEDAL  (First  and  Only  Prize),  Leicestershire  Agricultural  Society,  July 
27th  and  28th,  1898. 

GOLD  MEDAL  (First  and  Only  Prize),  Wirral  and  Birkenhead  Agricultural  Society, 
July  2;th  and  28th,  1898. 

CERTIFICATE  OF  MERIT  (First  and  Only  Prize),  Adington  and  District  Agri- 
cultural Society,  August  3rd,  1898. 

RICHMOND    &    CHANDLER, 

LIMITED. 

Carnarvon    Street,    MANCHESTER, 


Richmond  &  Chandler's  Chaff  Cutter  fitted  with  "  Multiplex  " 
Safety  Feed  Motion  and  Hinged  Flywheel  Cover. 

For       their       "  Multiplex  " 


xvn. 


IMPROVED 


a{  Wires  Ttopeitiaytf 


(ROE  and   BEDLINGTON   PATENTS). 
ADVANTAGES    OVER     OTHER    SYSTEMS. 

Economy  in  Cost  of  Working* 

Simplicity  of  Construction  with  High-Class  Materials, 

Long  Spans  and  Steep  Gradients  overcome, 

Reduced   Wear   of  Cables  and  Few  Supports, 

A  SYSTEM  UNEQUALLED  FOR  CHEAPNESS  OF  TRANSPORT,  ESPECIALLY  IN  MOUNTAINOUS  DISTRICTS. 


Estimates,  Pamphlets  and  Full  Particulars  on 
application,  to  the  Proprietors  of  the  Patents  : 

ROPEWAYS  SYNDICATE, 


LIMITED, 


150,  Leadenhall  Street,  LONDON,  E.C, 


TELEGRAMS  :  "ROPEWAYS,  LONDON." 


XV111. 


Index  to  Advertisers,  etc 


INDEX    TO    ADVERTISERS    IN    THIS    ISSUE. 


Anderson,  D.,  &  Son,  lytd. 

Bag-shaw  &  Sons,  Ltd 

Bartle,  Jas.  &  Co 

Blackwell,  Robt.  &  Co.         ...       -.. .        . 

Bolinder,  J.  &  C.  G.  &  Co.,  Iytd 

Bridge,  David  &  Co 

,,  ,,  ,,    Russian  Trans. 

Bullivant  &  Co.,  Ud 

Churchill,  Charles,  &  Co.,  Ud 

Clay  Cross  Economiser  Co.  

Commans,  R.  E.  

Coulthard,  T.,  &  Co. 

Crosbie  Bros 

Elworthy,  H.  S 

Frictionless  Engine  Packing  Co.,  l^td. 

Gwyime,   E.  &  Co 

Helicoid  lyocknut  Patents  Co 

Holzapfels'  Composition  Co.,  Iytd. 
Ironmongers'  Rope  Works,  I,td. 
Kingfisher  Patent  Manufacturing  Co.   .. 
Lancashire  Patent  Belting  &  Hose  Co. 


x.        Lancaster  &  Tonge,  Ltd 

xxiv.        Lawton  &  Parker       

xxxv.        Machinery,  Tools,  &c.,  Wanted  ... 

vi.        Manlove,  Alliott  &  Co.,  Ltd. 
xxxi.        Modern  Machinery  Publishing  Co. 
ii.        Nicholson,  Jos.  C.,  Tool  Co. 

xl         Pearn,  Frank,  &  Co.,  Ltd 

vii.  Pulsometer,  Engineering  Co 

viii.  Redfern,  G.  P.,  &  Co.          

xlv.  Richards,  Ceo.,  &  Co.,  Ltd 

xxi.  Richmond  &  Chandler,  Ltd 

xxxix.  Ropeways  Syndicate,  Ltd 

xxii.  Second-hand  Machinery  for  Sale 

xliv.  vSiebe,  Gorman  &  Co.  

vi.  Telephone  Magazine 

xiv.  Temperley  Transporter  Company 

xii.  United  States  Metallic  Packing  Co.,  Ltd. 

xxxii.  Waterspout  Engineering  Co 

xl.  White  Machine  Co 

iii.  White,  R.  &  Sons          

ii. 


BACK  COVER 

...     xxvii. 

xliii. 

. . .     xxxv. 

xliv. 

...     xxxii. 

xv. 

x. 

xviii. 

ix. 

xvi. 

xvii. 

...       xliii. 

...   xxviii. 

xliv. 

iii.,  iv.,  v. 
xlii. 
xiii. 

...     xxxi. 
xi. 


The  "ENGINEERING  TIMES"  Is  the  best  advertising  medium  for  Machinery  Manufac= 
turers.  Send  for  tariff  and  particulars  of  spaces  available.  Offices:  Granville  House,  Arundel 
Street,  W.C. 

PATIENTS. 
G.  F.  REDFERN  &  CO., 

General  Patent  Office, 

4,  Soutb  Street,  finsburp,  Condon. 


(Established    I83O.) 


BRITISH,    FOREIGN    AND    COLONIAL    PATENTS 

obtained  at  fixed  and  moderate  charges. 

Designs  and  Trade  Marks  Registered  at  Home  and  Abroad. 

Circular  of  information  forwarded  free  on  application. 

Telephone  No.  691  Avenue.          Telegraphic  Address:-"  INVENTION,  LONDON.' 


SACHREQISTER     ZUM     "ENGINEERING     TIMES' 
ADRESSBUCH    FUR    EINKAUFER. 

Nachstehendes  Adrcssbuch  enthalt  die  Namen  von  vertrauenswerthen  Fabrikanten, 
und  im  Interesse  auslandischer  Kaufer  sind  die  Namen  der  Speziaiitaten  in  Deutsch,  Eng- 
lisch,  Franzosisch,  und  Spanish  angegeben.  Sollten  hiesigeoder  auswartige  Kaufer  irgend- 
welche  Auskunft  betreffs  Maschinen,  VVaaren,  u.s.w.  vviinschen,  so  stehen  wir  denselben 
kostenfrei  zu  Diensten.  Wir  bitten  die  Herren  welche  von  dieser  Liste  Gebrauch  machen, 
in  ihrer  diesbeziiglichen  Correspondenz  gefalligst  die  "ENGINEERING  TIMES"  zu  erwahnen. 


Ackerbau-Gerathe  und  Maschinen. — Sieh  Agricultural  Machinery. 

Bergwerks  Maschinens. — Sieh  Mining  Machinery. 

Blasebalge. — Sieh  Blowers  and  Blowing  Engines. 

Bohr  Maschinen. —Sieh  Drilling  Machines. 

Brunnen-Bohr  Werkzeug. — Sieh  Well  Boring  Tools. 

Condensationstopfe. — Sieh  Steam  Traps. 

Dampfbark  assen  und  Yachten. — Sieh  Launch  and  Yacht  Bui'ders 

Dampfmaschinen. — Sieh  Steam  Engines. 

Dampf-Packung. — Sieh  Steam  Packing. 

Dampf hammer. — Sieh  Steam  Hammers 

Dampfkessel.— -Sieh  Boilers. 

Drehbanke. — Sieh  Lathes. 

Eisenbahn  Material. — Sieh  Railway  Plant. 

Electrische  Maschinen. — Sieh  Electrical  Machinery. 

Frictions  kuppelungen. — Sieh  Friction  Clutches. 

Gas  Maschinen  (Motoren). — Sieh  Gas  Engines. 

Guesstiicke,  Eisen  und  Stahl. — Sieh  Castings,  Iron  and  Steel 

Holzwerkzeug  Maschinen. — Sieh  Woodworking  Machinery 

Hydraulische  Maschinen. — Sieh  Hydraulic  Machinery'. 

Indikatoren. — Sieh  Indicators. 

Krahne.— Sieh  Cranes. 

Lehren. — Sieh  Gauges. 

Locomotiven. — Sieh  Locomotive  Engines. 

Luft  und  Gas  verdichter. — Sieh  Air  and  Gas  Compressors. 

Maschinen  und  Kesselausrustung. — Sieh  Engine  and  Boiler  Fittings 

Messing  Giesser. — Sieh  Brassfounders. 

Metalle  und  Legirungen. — Sieh  Metals  and  Alloys 

Oele  und  Echmier-felts.—  Sieh  Oils  and  Lubricants. 

Petroleum- Maschinen. — Sieh  Petroleum  Engines. 

Pompen. — SieJi  Pumps. 

Quetsch  und  Mahlmaschinen. — Sieh  Crushing  and  Grinding  Machinery. 

Reimen. — Sieh  Belting. 

Reimscheiben  und  Kuppelungen.—  Sieh  Shafting,  Pulleys,  and  Couplings. 

Schififsbodenansatz-Verhinderungsmittel. — Sieh  Anti-fouling  Compositions. 

Schmiedestucken. — Sieh  Forgings. 

Seiltransmissionen.— Sieh  Rope  Transmission. 

Steinbrecher. — Sieh  Stone  Breakers. 

Werkzeugmaschinen. — Sieh  Machine  Tools. 

Ziegelei  Maschinen.—  S'/V//  Brick  and  Tile  Making  Machinery. 


1NDICE    DEL   DIRECTORIO  DE  "  THE  ENGINEERING 
TIMES"  PARA  LOS  COMPRADORES. 

Este  directorio  contiene  los  nombres  y  senas  de  algunos  de  los  ingenieros  y  fabricantes 
de  mas  seriedad,  con  los  articulos  especiales  que  fabrican  traducidos  al  Frances,  al  Aleman 
y  al  Espanol,  para  uso  de  los  compradores  en  el  extrangero.  Los  compradores,  en  el  pais 
y  en  el  extrangero,  que  deseen  tener  informes  respecto  a  caulquiera  de  los  articulos  y 
maquinaria  detallados  a  continuation,  pueden  dirigirse  a  nosotros  y  haremos  lo  posible  para 
procurarselos,  sin  hacer  cargo  alguno.  Rogamos  a  todos  los  que  se  valgan  de  este 
directorio  que  al  hacer  sus  pedidos  6  pedir  presupuestos  directamente,  se  sirvan  mencionar 
nuestro  nombre.  _. 

Accesorios  de  Maquinas  y  de  Calderas. —  Vease  Engine  and  Boiler  Fittings. 

Aceites  y  Lubrificantes. —  Vease  Oils  and  Lubricants. 

Arboles,  poleas  y  man  gas  de  union. —  Vease  Shafting  Pulleys  and  Coupling. 

Aventadores  y  Maquinas  de  Soplar. —  Vease  Blowers  and  Blowing  Engines. 

Bombas. —  Vease   Pumps. 

Calderas. —  Vease  Boilers. 

•Composition  anti-ensuciadora. —  Vease  Anti-fouling  Compositions. 

•Compresore,  de  Aire  y  de  Gas. —  Vease  Air  and  Gas  Compressors. 

•Constructores  de  Lanchas  de  vapor  y  Yachtes. — Vease  Launch  and  Yacht  Builders. 

•Correas. —  Vease  Belting. 

Forjadura. —  Vease  Forgings. 

Fornos.—  Vease  Lathes. 

Fundiciones  de  Cobre. —  Vease  Brassfounders. 

Fundiciones  de  Hierro  y  Acero. —  Vease  Castings,  Iron  and  Steel. 

Gruas. —  Vease  Cranes. 

•Guarnicion  para  maquinaria  a  vapor.—  Vease  Steam  Packing. 

Herramientas  Mecanicas. —  Vease  Machine  Tools. 

Herramientas  para  abrir  Pozo. —  Vease  Well-boring  Tools 

Indicadores.—  Vease  Indicators. 

Locomotoras. — Vease  Locomotive  Engines. 

Maquinas  Agricolas. —  Vease  Agricultural  Machinery. 

Maquinas  a  vapor. —  Vease  Steam  Engines. 

Martillos  a  vapor  —  -Vease  Steam  Hammers. 

Maquinas  de  Agugerear. —  Vease  Drilling  Machines. 

Manquitos  de  Friccion. —  Vease  Friction  Clutches. 

Maquinaria  Electrica. —  Vease  Electrical  Machinery. 

Maquinaria  para  hacer  Ladrillos. —  Vease  Brick  and  Tile  Making  Machinery.  t 

Maquinas  para  Polvoriza  y  moler. —  Vease  Crushing  and  Grinding  Machinery. 

Maquinas  Hidraulicas. —  Vease  Hydraulic  Machinery. 

Maquinas  Mineras. —  Vease  Mining  Machinery. 

Maquinaria  para  trabajar  la  Madera. —  Vease  Woodworking  Machinery. 

Maquinas  Petroleo. —  Vease  Petroleum  Engines. 

Material  para  Ferro-Carriles. —  Vease  Railway  Plant. 

Metales  Aleaciones. —  Vease  Metals  and  Alloys. 

Monometros. —  Vease  Gauges. 

Motores  a  Gas. —  Vease  Gas  Engines. 

Quebrador  piedars. —  Vease  Stone  Breakers. 

Trans-mision  por  Cuerdas. —  Vease  Rope  Transmission. 

Valvalas  de  Retencion  de  vapor. —  Vease  Steam  Traps. 


GI'NEER'          Aerial  Ropeways 
NO 


"OTTO" 

AERIAL    ROPEWAYS. 


AT    WORK    IN    ALL    PARTS    OF    THE    WORLD. 

For    Particulars    apply- 

R.  E.  COMMANS, 

6,    QUEEN    STREET    PLACE,    LONDON,    E.G. 


XX11. 


CROSBIE  BROS 


Hbboto  Engravers, 


IN 


IDalf^onc  a  line. 


MACHINERY   and   ENGINEERING   WORK 
A   SPECIALITY. 


ADDRESS : 


BROADWAY,     LONDON,     E.G. 


WRITE    FOR     SPECIMENS    AND    QUOTATIONS, 
MENTIONING    THIS    JOURNAL. 


XX111. 

INDEX  DU  GUIDE  DU  "ENGINEERING  TIMES" 
A  L'USAGE  DBS  ACHETEURS. 

Get  annuaire  contient  les  noms  et  adresses  des  principales  maisons  de  constructions 
mecaniques  et  etablissements  manufacturers,  dont  les  specialites  respectives,  pour  la 
commodite  des  acheteurs,  y  sont  indiquees  en  fra^ais,  allemand  et  espagnol.  Nous 
ferons  tout  notre  possible  pour  fournir  gratis  tous  renseignements  dont  ils  auront  besoin, 
>ur  les  machines  et  marchandises  enumerees  dans  1'Annuaire,  a  ceux  des  acheteurs  qui 
se  Jseront  adresses  a  nous.  Nous  prions  tous  ceux  qui  consultent  notre  Annuaire 
d'indiquer  notre  nom  s'ils  transmettent  leurs  demandes  et  ordres  directement. 


Arbres,  poulies  et  manchons  d'embrayage. —  Voir  Shafting,  Pulleys  and  Couplings. 

Accessoires  de  Moteurs  et  de  Chaudieres. —  Voir  Engine  and  Boiler  Fittings. 

Boites  a  Vapeur. — Voir  Steam  Traps. 

Broyeurs  de  pierres. —  Voir  Stone  Breakers. 

Chaudieres. —  Voir  Boilers. 

Compositions  preservativej;  centre  salissage. —  Voir  Anti-fouling  Compositions. 

Comprimeurs  d'Air  et  de  Gaz. —  Voir  Air  and  Gas  Compressors. 

Constructeurs  de  Chaloupes  a  vapeur  et  Yachts. —  Voir  Launch  and  Yacht  Builders. 

Courroies.  —  Voir  Belting. 

Embrayage  a  Friction. — I  Wr  Friction  Clutches. 

Fer  Forge. —  Voir  Forgings. 

Fondeurs  en  Cuivre. —  Voir  Brassfounders. 

Fontes. —  Voir  Castings,  Iron  and  Steel. 

Garniture  a  Vapeur. —  Voir  Steam  Packing. 

Grues. — -Voir  Cranes. 

Huiles  et  Graisses  lubrifiantes. —  Voir  Oils  and  Lubricants. 

Indicateurs. — Voir  Indicators. 

Locomotives. — Voir  Locomotive  Engines. 

Machines  pour  Mines. —  Voir  Mining  Machinery. 

Machines  pour  travailler  le  bois. —  Voir  Wood- working  Machinery. 

Machines  a  Briques.— JWr  Brick  and  Tile-making  Machinery. 

Machines  a  Broyer. —  Voir  Crushing  and  Grinding  Machinery. 

Machines  a  Gaz. — Voir  Gas  Engines. 

Machines  a  Percer. — Voir  Drilling  Machines. 

Machines  a  Petrole. —  Voir  Petroleum  Engines. 

Machines  a  Vapeur. —  Voir  Steam  Engines. 

Marteaux  a  Vapeur. — Voir  Steam  Hammers. 

Machines  Agricoles. —  JWr  Agricultural  Machinery. 

Machines  Electriques.—  Voir  Electrical  Machinery. 

Machines  Hydrauliques. — Voir  Hydraulic  Machinery. 

Machines — Outils. —  Voir  Machine  Tools. 

Materiels  de  Chemins  de  fer. —  Voir  Railway  Plant. 

Metaux  et  alliages. —  Voir  Metals  and  Alloys. 

Outils  pour  le  sondage  de  puits. —  Voir  Well-boring  Tools. 

Pompes. —  Voir  Pumps. 

Souffleurs. —  Voir  Blowers  and  Blowing  Engines. 

Tours. —  Voir  Lathes. 

Transmission  a  Corde. —  Voir  Rop2  Transmission 


1899. 


No.  5. 


PORTRAITS  OF  W.  T.  H.  CARRINQTON,  M.  Inst.  C.E.;  R.  E.  COMMANS, 
M.  Inst.  C.E. ;  J.  PEARCE  ROE,  M.I.  and  S.  Inst.  ;  S.  M. 
COCKBURN,  A.M.  Inst.  C.E.;  J.  WALWYN  WHITE 


.  Frontispieces 
•     257 


ENGINEERING    TOPICS The  Editor 

English  Orders  Placed  Abroad'.!  Much  Ado 
about  Little.  Lord  Charles  Beresford  as  a 
"  Commercial  Traveller."  Trade  with  Russia  ; 
important  statement.  A  utomatic  Couplings. 
The  Metric  System.  H'hat  to  do  with  our 
Refuse.  Electric  Traction,  etc. 
HIGH-SPEED  STEAM  ENGINES  . 

/ *. — Some  American   Types  discussed. 
COAST  ELECTRICAL  COMMUNICATION 

MACHINE    TOOLS  

V. — Comparisons  of  English  and  American  work- 
shop practice. 

MODERN  GAS  ENGINES Herbert  Parker 

III.— The     Vertical    Type  — Se?f -Starters— The 
Future  of  the  Gas  Engine — Conclusion. 

AERIAL  WIRE  ROPEWAYS:  Their  development,  use  and  construction. 

WIRE  ROPEWAYS  ON  SIX  SYSTEMS 
APPLICABLE  TO  ALL  SITUATIONS  AND 
REQUIREMENTS  .  .  .  .  .  .  W.  T.  H.  Carrington,  M.  Inst.  C.E.  .  287 


W.  Norris,   A. M.I. C.E. ,  M.I.Mech.E.     263 

Charles  Bright,  F.R.S.E.,  etc.     .         .     271 
Ewart   C.    Amos,  M.  I.  Mech.  E.        .     274 


280 


ROPEWAYS  AS    A  MEANS   OF  TRANSPORT 
"OTTO"  ROPEWAYS    ...... 

SECTIONAL  AERIAL  WIRE  ROPEWAYS        . 

SINGLE  =  SPAN     CABLEWAYS  :     Travelling, 

fixed  and  semUportable 


J.  Pearce  Roe.  M.I.  &S.  Inst.  .  .  305 
R.  E.  Commans,  M.  Inst.  C.E.  .  .  319 
J.  Walwyn  White  .  .  .  .  .331 


S.  M.  Cockburn,  A.M.  Inst.  C.E. 


343 


miscellaneous   Section. 


(See  Folio  at  bottom  of  Pages.) 

NEW  MACHINERY,   APPLIANCES,  PROCESSES,    etc.         .        .        .        .        .        .        .       67 

SC-ton  Overhead  Electric  Traveller  (3- Motor).  The 
"  Archbull-Deeley  "  process  of  purifying  and 
softening  water.  The  Helecoid  Locknut. 

ENGINEERING   NOTES 73 

AN  HOUR  AT  THE  PATENT  OFFICE ...        .         .74 

ENGINEERING    LITERATURE 80 


Annual  Subscription  (including  special  issues)  o  =  post  free  to  any  part  of  the  world. 


OFFICES:    GRANVIIXE    HOUSE,    ARUNDEL    STREET,    CONDON,    W.C. 


Do  you  buy  Shafting,  Pulleys, 

Structural  Ironwork  or  Gearihg  ? 


FRICTION    CLUTCHES   and   ROPE 
DRIVING    a    Speciality. 


Illustrated  Catalogue,  Containing-  Simple  Rules  for  the 

Transmission  of  Power  by  Wheels,  Ropes,  Belts, 

and  Shafts,  Post  Free. 


BAGSHAW  &  SONS,  Ltd.,  JSSS& 

,    YORKSHIRE. 


COMPLETE 

BUYERS'    DIRECTORY. 

This  Directory  includes  the  names  and  addresses  of  some  of  the  most  reliable  Engineering 
and  Manufacturing  Firms,  and  for  the  benefit  of  foreign  buyers  the  names  of  their  leading 
specialities  are  translated  into  French,  German  and  Spanish.  If  home  and  foreign  buyers  will 
communicate  with  us  respecting  any  of  the  machinery  and  goods  mentioned  hereunder  we  will 
do  our  utmost  to  supply  them,  FREE  OF  CHARGE,  with  any  information  they  may  require, 
and  we  ask  those  who  make  use  of  this  Directory  to  kindly  mention  our  name  when  forwarding 
enquiries  or  orders  direct. 


AGRICULTURAL     MACHINERY.— Machines     Agricoles.  -  Ackerbau=Gerathe     und 
Maschinen.— Maquinas  Agricolas. 

Name  and  Address.  Telegraphic  Address. 

Clayton  &  Shuttleworth,  Lincoln  Clayton,  Lincoln 

Corbett,  T.,  Shrewsbury Corbett,  Shrewsbury 

Fowler,  J.  &  Co.  (Leeds  Ltd.),  Leeds     ...         ...         ...         ...         ...         ...      Fowler,  Leeds. 

Garrett,  R.,  &  Sons,  Leiston  Works,  Suffolk Garrett,  Leiston. 

Howes,  S.,  64  Mark  Lane,  London,  E.G.          Barbeau,  London. 

Marshall,  Sons  &^Go.,  Ltd.,  Gainsborough       ...         ...         ...  Marshalls,  Gainsborough. 

Middleton,  J.P.       ...         ...         ...         ...         ...         ...         ...        Gee  Cross,  nr.  Manchester. 

Richmond  &  Chandler,  Manchester  Mowers,  Manchester 

Robey  &  Co.,  Ltd.,  Lincoln  . . .      Robey,  Lincoln 

Ruston,  Proctor  &  Co.,  Ltd.,  Sheaf  Ironworks,  Lincoln        Ruston,  Lincoln 

Samuelson  &  Co.,  Ltd.,  Banbury,  Oxon  ...         ...         ...         ...       Samuelson,  Banbury. 

AIR   AND  GAS   COMPRESSORS. -Comprimeurs  d'Air  et  de  Gaz.— Luft  und  Gas 
verdichter.— Kompresore,  de  Aire  y  de  Gas. 

Bailey,  W.  H.  &  Co.,  Ltd.,  Albion  Works,  Salford,  Manchester     Beacon,  Salford. 

Clayton,  Howlet  &  Co.,  Westbourne  Park,  London,  W Brickpress,  London. 

Easton,  Anderson  &  Goolden,  Ltd.,  Erith        Egyptian,  London. 

Hathorn,  Davey  &  Co.,  Leeds Hathorn,  Leeds. 

Ingersoll-Sergeant  Drill  Co.,  II4A  Queen  Victoria  Street,  London, 

E.C 

Sandycroft  Foundry  and  Engine  Works  Co.,  Ltd.,  nr.  Chester    ...          ...      Sandycroft,  Hawarden. 

Siebe,  Gorman  &  Co.,  187  Westminster  Bridge  Road,  London,  S.E.       . . .  Siebe,  London. 

ANTI-FOULING  COMPOSITIONS.— Compositions  preservatives  contre  salissage.— 
Schiffsbodenansatz-Verhinderungsmittel.  —  Composicion  Anti-Ensuciadora. 

Kingfisher  Ships'  Composition  Co.,  Leeds  ...  Kingfisher,  Leeds. 

BELTING.— Courroies.— Riemen.  -  Correas. 

Angus,  Geo.  &  Co.,  Ltd.,  St.  John's  Works,  Newcastle-on-Tyne    ...         Ar*gus,  Newcastle- 

on-Tyne. 
Fleming,  Birkby  &  Goodall,  Ltd.,  West  Grove  Mills,  Halifax         ...  Fleming,  Halifax. 


XXVI. 


Buyers'  Directory. 


Packless,  Manchester. 
Graysilver,  London. 


Name  and  Address.  Telegraphic  Address. 

Frictionless  Engine  Packing  Co.,  Ltd.,  Cable  Mills,  Glasshouse  Street, 

Manchester 
India    Rubber,    Gutta    Percha   and    Telegraph   Works    Co.,    Ltd., 

Silvertown,  Essex  ...         ...         ...         ...         ...         ... 

Lancashire  Belting  and  Hose  Co.,  Manchester  C.  .  .  .          ...          ...          **  Macmechan,"  Manchester. 

Norris,  S.  E.  &  Co.,  Shadwell,  London,  E.       ...         ...         ...         ...         ...   Vigilos,  London. 

Parkes,  H.  C.  &  Co.,  Blue  Boar  Court,  Manchester  .........  Tact  Manchester. 

Tullis,  John  &  Son,  Ltd.,  St.  Anne's  Leather   Works,  Bridgetown, 

Glasgow   ...         ...         ...         ...          •••         ...         ...         •••  Tullis,  Glasgow. 

Wallach  Bros.,  57  Gracechurch  Street,  London,  E.C.  ......    Hammerman,  London. 

Willcox,  W.  H.  &  Co.,  Ltd.,  34  and  36  South  wark  Street,  E.C. 


BLOWERS  AND  BLOWING   ENGINES.  -  Souffleurs.-BIasebalge.  -  Aventadores  a 
Maquinas  de  Soplar. 


Black,  Hawthorn  &  Co.,  Ltd.,  Gateshead-on-Tyne  ... 


Blackthorn,  Newcastle-on-Tyne. 


Ventilation,  London. 
Opodeldoc,  London. 


Blackman  Ventilating  Co.,  Ltd.,  63  Fore  Street,  London,  E.C. 
Churchill,  Chas.,  &  Co.,  Ltd.,  9-15  Leonard  Street,  London,  E.C.  ... 
Matthews  &  Yates,  Ltd.,  Swjnton,  Manchester    ... 

Samuelson  &  Son,  Ltd.,  Banbury  Samuelson,  Banbury. 

Scott,  Ernest,  and  Mountain,  Ltd.,  Close  Works,  Newcastle-on-Tyne      Esco,  Newcastle-on-Tyne. 


BOILERS.-Chaudieres.  -  Dampikessel.-Calderas. 


Abbot,  Gateshead. 


Abbot,  J.  &  Co.,  Gateshead-on-Tyne 

Bowman,  J.  &  Co.,  19  Nicholson  Street,  Glasgow      ......... 

Cochran  &  Co.,  Ltd.,  Birkenhead  ............          Multitubular,  Birkenhead. 

Danks,  E.  &  Co.  (Oldbury),  Ltd.,  Oldbury,  nr.  Birmingham  ...  Boiler,  Oldbury. 

Galloways,  Ltd.,  Manchester       ...............     Galloways,  Ltd.,  Manchester. 

Grantham  Crank  and  Iron  Co.,  Grantham       ...         ...         ...         ...  Land,  Grantham. 

Hawksley,  Wild  &  Co.,  Sheffield  .  .  -  Hawksley,  Sheffield. 

Lees,  T.  &  R.,  Hollinwood,  nr.  Manchester          .  .  Lees,  Hollinwood. 

Manlove,  Alliott  &  Co.,  Ltd.,  Nottingham  .  .  .     Manloves,  Nottingham. 

Oldham  Boiler  Works  Co.,  Ltd.,  Oldham        ............  Boilers,  Oldham. 

Tinkers,  Ltd.,  Hyde,  nr.  Manchester     ..................      Tinkers,  Hyde. 

Whitehouse,  J.,  Ilkeston  .....................      Whitehouse,  Ilkeston. 


BRASSFOUNDERS.  —  Fondeurs    en   Cuivre.  —  Messing    Qiesser.  —  Fundiciones   de 
Cobre 

Abbot,  John  &  Co.,  Ltd.,  Gateshead-on-Tyne  .........       Abbot,  Gateshead-on-Tyne 

Asbestos  Co.,  Ltd.  (Bell's),  59^  South  wark  Street,  London,  S.E  .......     Belfry,  London 

Bailey,  W.  H.  &  Co.,  Ltd.,  Albion  Works,  Salford,  Manchester      ......    Beacon,  Salford. 

Carr,  Charles,  Ltd.,  Smethwick,  Birmingham  .........  Bell,  Smethwick,  Birmingham. 

Smith  &  Co.,  Midland  Injector  Works,  Nottingham         ......  Injector,  Nottingham. 

Smith,  Sydney,  &  Sons,  Basford  Brass  Works,  Nottingham  ...        Smiths,  Nottingham, 


BRICK     AND     TILE=MAKINQ      MACHINERY.— Machines 
Maschinen.— Maquinaria  para  hacer  ladrillos. 

Bennett  &  Sayer,  Derby 

Bradley  &  Craven,  Westgate  Common  Foundry,  Wakeneid 


a     Briques.- Ziegelei 

..Bennett  &  Sayer,  Derby 
Ciaven,  Wakefield. 


LAWTON&PARKER 


ENGINEERS, 

Britannia  Works,  Ardwick,  MANCHESTER. 

Lawton's  improved  Gas  Engine 


Silver  Medal,  Industrial  Exhibition,  1898. 
Silver  Medal.  Brewers'  Exhibition,  1898. 


THE  SIMPLEST  ENGINE  MADE.  NO  SLIDE  VALVE  OR  IGNITION  VALVE. 

NO  REVOLVING  GOVERNOR  OR  STARTING  GEAR. 

Thoroughly  reliable,  and  can  be  repaired  by  any  ordinary  mechanic,  previous  knowledge  being  unnecessary. 


All  Engines 
fitted  with 
two  .     .     . 
Flywheels. 


Maximum  Brake 
Effective  H.P. 

PRICE. 

Maximum  Brake 
Effective   H.P. 

PRICE. 

Vertical. 
3 
6 
Horizontal. 
2 
3 
5 

£47    0    0 
68    0    0 

37    0    0 
5010    0 
63    0    0 

I 

11 

13 
16 
18 

20 

£73  10 
84     0 
94  10 
105     0 
116     0 
127     0 
137  10 

0 

0 
0 
0 
0 
0 
0 

PNGINEER-        Divin£    Apparatus 


SIEBE,  GORMAN  &  CO 

DIVING 

APPARATUS 


^N  EPTU  N  E  WORKS, 

LONDON 


. 


*&•*•  %T 


S,(~. 


SOLE   MAKERS    TO    THE    BRITISH  /V DA\ I  R XV LT>r~ 

WAR  OFFICE.    INDIA.  OFFICE,     CROWN    A.CENTS, 

TRINITY  CORPCRATION,&c. 


MANUFACTURERS    OF 


TELEGRAMS 

Siebe,  London. 


TELEPHONE  : 

No.  251  (Hop.) 


Diving  Apparatus, 

Diving  Bells, 

Air  Compressors, 

I 

Submarine  Electric  Lamps. 


TELEPHONIC 

Apparatus  for  Divers. 


SUBMARINE 

Exploding  Apparatus,  &c, 


Neptune'  Works,  London, 


NGlNEERj 

5  ING  I 


Buyers'   Directory. 


Name  and  Address. 

Clayton,  Hewlett  <K:  Co.,  Westbourne  Park,  London... 

Fu\vcett,  Thos.  cS:  Co.,  Ltd.,  Whitehouse  Engineering  Works,  Leeds 

Johnson,  W.  <&  Sons,  Castleton  Foundry,  Armley,  Leeds      

Whittaker,  C.  (S:  Co.,  Dowry  Street  Ironworks,  Accrington 


Telegraphic  Address. 

Brickpress,  London. 

Ronksley,  Armley. 
Bricks,  Accrington. 


CASTINGS,    IRON  AND   STEEL.  -Fontes.— Guesstiicke,  Eisen  und  Stahl.— Fundi- 
ciones  de  Hierro  y  Accra. 


Abbot,  John  &  Co.,  Ltd.,  Gateshead-on-Tyne ... 

Askham  Bros.  &  Wilson,  Ltd.,  Sheffield  

Bessemer,  Henry  &  Co.,  Ltd.,  Sheffield  ...     -    ...         

Cam mell,  Chas.  &  Co',  Ltd.,  Sheffield 

Han dyside,  A.  &  Co.,  Ltd.,  Britannia  Works,  Derby  

Hunter  &  English,  Bow,  London,  E 

Jessop  &  Sons,  Ltd.,  Brightside  Works,  Sheffield,  England 
Figgott,  Thos.  &  Co.,  Ltd.,  Springhill,  Birmingham 
Weardale  Iron  &   Coal    Co.,   Ltd.,    George   Yard,   Upper   Thames 
Street,  London,  E.C. 

CRANES.— Grues.— Krahne.— Gruas. 


Abbot,  Gateshead. 

Askham,  Sheffield. 

Bessemer,  Sheffield. 

Cammell,  Sheffield. 

Handyside,  Derby. 

Yenator,  London. 

Jessops,  Sheffield. 

Atlas,  Birmingham. 

Weardale   London, 


Bedford  Engineering  Co.,  Bedford         ...         ...         ...         ...         ...  Cranes,  Bedford. 

Fielding  &  Platt,  Ltd.,  Gloucester  . , .  Atlas,  Gloucester. 

Grafton  £  Co.,  Bedford ' ...         Grafton,  Bedford. 

Joicey,  J.  &  G.  &  Co.,  Newcastle-on-Tyne       Engines,  Newcastle-on-Tyne. 

Leeds    Engineering  &    Hydraulic   Co.,    Providence   Works,    Cross 

Stamford  Street,  Leeds ...         Pump,  Leeds. 

Owen,  Brazil,  and  Holborow,  Vulcan  Iron  Works,  Bristol      ...  Hydraulic,  Bristol. 

Pickerings,  Ltd.,  Globe  Elevator  Works,  Stockton-on-Tees  Pickerings,  Ltd., 

Stockton-on-Tee 
Yaughan  &  Son,  West  Gorton,  Manchester     ...         ...         ...         ...    Yaunting,  Manchester. 

CRUSHING    AND    GRINDING    MACHINERY.-Machines  a  Broyer.-Quetsch  und 
Mahlmaschinen.— Maquinas  para  Polvoriza  y  moler. 


Baxter,  W.  H.,  Gelderd  Road,  Leeds 

Bradley  Pulverizer  Co.,  34  Clement's  Lane,  Lombard  Street,  London, 
E.C. 


Cocks,  W.  E.,  Bassingbourne  Ironworks,  nr.  Royston,  Cambs. 

Mason  Bros.,  Brandon  Street,  Leicester  

Richmond  &  Chandler,  Manchester 

Southgate  Engineering  Co.,  Ltd.,  Xew  Southgate,  London,  N. 


Knapping,  Leeds. 

Wygo,  London. 

Cocks,  Bassingbourne. 

Breaker,  Leicester. 

Mowers,  Manchester. 

Centrifugal,  New 

Southgate. 


DRILLING    MACHINES.— Machines   a    Percer.— Bohr     Maschinen.—  Maquinas    de 
Agugerear. 

Addy,  Geo.,  Waverley  Works,  Sheffield           Milling,  Sheffield. 

Archdale,  James  &  Co.,  Manchester  Works,  Birmingham Archdale,  Birmingham. 

Churchill,  Charles,  &  Co.,  Ltd.,  15  Leonard  Street,  London,  E.C. ...  Opodeldoc,  London. 

Green,  J.  &  Nephew,  Cudbear  Street,  Leeds Green,  Nephew,  Leeds. 

Niles  Tool  Works  Co.,  39  Yictoria  Street,  London,  S.W 


XXX. 


Buyers'  Directory 


Name  and  Address.  Telegraphic  Address. 

Nottingham  Engineering  Co.,  St.   Albans  Street  Works,   Radford, 

Nottingham  Iron,  Nottingham. 

Taite,  Howard  &  Co.,  Ltd.,  63  Queen  Victoria  Street,  London,  E.G.       Taite,  Carlton, 

London. 
United  States  Metallic  Packing  Co.,  Soho  Works,  Bradford Metallic,  Bradford. 


ELECTRICAL    MACHINERY.— Machines    Electriques. -Electrische    Maschinen.- 
Maquinaria  Electrica. 


British,  Thomson-Houston  Co.,  Ltd.,  83  Cannon  Street,  London,  E.G. 
Brush  Electrical  Engineering  Co.,   Ltd.,  49  Queen  Victoria  Street, 

London,  E.C 

Callender's  Cable  and  Construction  Co.,  90  Cannon  Street,  London, 

E.C .. 

Electric  Construction  Co.,  Ltd.,  Dashwood  House,  London,  E.C.  ... 

Glover,  W.  T.  &  Co.,  Ltd.,  Salford,  Manchester         

Homes  &  Co.,  John,  Newcastle  on-Tyne          

Jackson,  P.  R.  &  Co.,  Salford  Rolling  Mills,  Manchester 


Asteroidal,  London. 
Magnets,  London. 


Callender,  London. 
Concordance,  London. 
Glovers,  Salford. 
Holmes,  Newcastle-on-Tyne. 
...    Jackson's,  Manchester. 


Johnson  £  Phillips,  14  Union  Court,  Old  Broad  Street,  London,  E.C. 

Mather  &  Platt,  Ltd.,  Salford  Iron  Works,  Manchester        

Patterson,  Cooper  &  Co.,  Thistle  Works,  Paiseley     


Juno,  London. 
Mather,  Manchester. 


Scott,  Ernest  &  Mountain,  Ltd.*Newcastle-on-Tyne 
Taylor  &  Challen,  Ltd.,  Derwent  Foundry,  Birmingham 
Turner,  John  &  Sons,  Denton,  near  Manchester 


Esco,  Newcastle-on-Tyne 
...  Derwent,  Birmingham 
Machines,  Denton,  Lanes. 


ENGINE  AND  BOILER  FITTINGS.— Accessoi  res  de  Moteurs  et   de  Chaudieres.— 
Maschinen  und  Kesselausrustung. — Accesorios  de  Maquinas  y  de  Calderas. 


Austen  (Beng),  184  St.  George's  Street,  E.      ... 
Asbestos  Co.,  Ltd.  (Bell's),  59^  Southwark  Street,  London,  S.E. 
Bailey,  W.  H.  &  Co.,  Ltd.,  Albion  Works,  Salford,  Manchester 
Bennis  &  Co.,  Ltd.,  Lancashire  Stoker  Works,  Bolton 
Browett,  Lindley  &  Co.,  Ltd.,  Patricroft,  Manchester 

Clay  Cross  Co.,  near  Chesterfield    ...          

Hawksley,  Wild  &  Co.,  Sheffield  

Kingfisher  Patent  Lubrication  Co.,  Leeds 

McPhail  &  Simpsons,  Ltd.,  Wakefield 

Meldrum  Bros.,  Atlantic  Works,  City  Road,  Manchester 
Owen,  Brazil  &  Holborrow,  Vulcan  Ironworks,  Bristol 
Pillatt,  A.  &  Co.,  Furnace  Engineers,  Nottingham 

Pollock,  McNab  &  Highgate,  Shettlestone,  Glasgow 

Stewart,  D.  &  Co.,  Ltd.,  London  Road   Iron  Works,   Glasgow 
Wallach  Bros.,  57  Gracechurch  Street,  London,  E.C 


Belfry,  London. 

Beacon,  Salford. 

Bennis,  Bolton. 

Sandon,  Patricroft. 

Jackson,  Clay  Cross. 

Hawkslev,  Sheffield. 

Kingfisher^  Leeds. 

Simpson,  W.akefield. 

Meldrum,  Manchester. 

Hydraulic,  Bristol. 

Highgate,  Shettlestone. 

Stewart,  Glasgow. 

Hammerman,  London. 


FORGINGS.-Fer  Forge.-Schmiedestucken.-Forjadura. 

Clarke's  Crank  &  Forge   Co.,   Ltd.,   Patent   Crank  Works,  Lincoln 

Darlington  Forge  Co.,  Ltd.,  Darlington  

Hadfield's  Steel  Foundry  Co.,  Ltd.,  Hecla  Works,  Sheffield 
Leeds  Forge  Co.,  Ltd.,  Leeds      ... 


Cranks,  Lincoln. 

Forge,  Darlington. 

Hadfield,  Sheffield. 

Vulpes,  Leeds. 


NGINEER- 


White  Cycles 

.     .    ARE    THE    BEST     FOR 
HEALTH,    BUSINESS   or   PLEASURE. 


WHITE   CYCLES  are  scientifically  built  and  mathe- 
matically correct  in  every  detail. 

OUR  BOTTOM    BRACKET   (the  principal  bearing  in 
a  Bicycle),  is  built  on  an  entirely  new  plan. 

-^y 
FRICTION   IS  REDUCED  TO  A  MINIMUM. 

TROUBLESOME       COTTER      PINS    ARE     DISPENSED     WITH. 

PER FECT  ALIGN M ENT  IS  SECURED. 
All  Bearings  are  Dust-Proof  and  Oil-Retaining. 


WHITE  CYCLES   for   Ladies  or  Gentlemen,  Girls  or 
Boys  for  all  pursuits. 


WHITE    MACHINE    CO., 

48,  Holborn  Viaduct,  LONDON,  and  at  Paris. 


BOUNDER'S,  Stockholm,  Sweden, 

MAKERS    OF   HIGH-CLASS 

Sawing  Machinery  and  Wood-Planing  Machines. 


J.&C.G 

Bolinder 

&Ca.,Ld, 

STOCKHOLM, 
SWEDEN, 


XXX11. 


THE     PATENT 

'BEAR 


9    SMOOTH    GRIP    .    . 

PIPE   WRENCH, 


(Supphea  to  H.M.  Dockyards,  and  lending  Engineers 
throughout  the  United  Kingdom.} 


Diam.  of  Pipes 
PRICE,  each 
Code  Words  . 


Special  Advantages. 

Positive  Grip  in  any  position, 
Smooth  surface  in  contact  with 
pipe.  Binds  the  pipe  uniformly, 
nc  bulging.  Can  be  used  on 
galvanised  pipes,  brass  or  copper 
pipes,  turned  shafting,  as  a 
spanner  for  large  nuts,  and  for 
turning  large  engine  shafts. 


'Proprietors  and  Sole  Manufacturers: 


PRICE     LISTS: 
No.  i.  No.  2.  No.  3. 

i  to  ij  in.  jl  to  2f  in.  i J  to  4  in. 

IS/"  23-  32- 

WAND.  WEAL.  WELD. 


No.  4.  No.  5. 

2  to  8  in.  3  to  16  in. 

46-  66/» 

WHIRL.  WOLF. 


National   Telephone — No.  1532. 
Telegrams—"  MACHINERY." 


The  Jos.  C.  Nicholson  Tool  Co., 

Collingwood  Street,    NEWCASTLE-ON-TYNE. 

HOLZAPFEL'S 

COMPOSITIONS 


ANTI-CORROSIVE 

and  ANTI-FOULING. 


For  Steel  &  Iron  Vessels. -^ 


Registered 


Holzapfel's   Composition 
Company,    Ltd., 

NEWCASTLE-ON-TYNE. 


Trade  Mark. 


Branches   :    LONDON.    LIVERPOOL, 

GLASGOW,    CARDIFF,    &c. 


Agencies   and   Stocks   at   all 
Principal    Ports. 


FRICTION  CLUTCHES.  -  Embrayages^  Friction.  — Friction.  -  Frictionskuppelungen. 
-  Manguitos  de  friccion. 

Name  and  Addn.-^.  Telegraphic  Addri-x-. 

Bagshaw,  J.  &  Sons,  Ltd.,  Victoria  Foundry,  Batley  Bagshaw,  Batlcy. 

Bridge,  D.  &  Co.,  Friars  Works,  King  Street,  Salford,  Manchester 

Harpers,  Ltd.,  Aberdeen...          Harpers,  Aberdeen. 

Shore,  T.  &  Sons,  Albion  Foundry,  Hanley     Shores,  Engineers,  Hanley. 

Walker  Bros.,  Pagefield  Ironworks,  Wigan Pagefield,  Wigan. 


•GAGES.— Manometres. — Lehren.-  Monometros. 

Moncrieff,  John,  Perth,  Scotland  

Schaffer  and  Budenberg,  jj.\  Queen  Victoria  Street,  London,  E.G. 
Wallach  Bros.,  57  Gracechurch  Street,  London,  E.G.  

GAS  ENGINES.— Machines  a  Gaz.— Gas  Maschinen  (Motoren) 

Bilbie.  Hobson  &  Co.,  80  Queen  Victoria  Street,  London,  E.G. 
Blackstone  &  Co.,  Ltd.,  Stamford    . . . 

Campbell  Gas  Engine  Co.,  Ltd.,  Kingston,  Halifax 

Crossley  Bros.,  Ltd.,  Manchester 

Cundall,  R.  &  Sons,  Ltd.,  Shipley,  Yorks         

Fielding  &  Platt,  Ltd.,  Gloucester    . 

Furnival  &  Co.,  Reddish  Iron  Works 

Green,  J.  &  Nephew,  Cudbear  Street,  Leeds  ... 
Lawton  and  Parker,  Openshaw,  Manchester 


Moncrieff,  Perth. 

Pyrometer,  London. 

Hammerman,  London. 

— Motores  a  Gas. 

Andrew,  London. 
Blackstones,  Stamford. 

Camgas,  Halifax. 
Crossleys,  Openshaw. 

Cundall,  Shipley. 
Atlas,  Gloucester. 

Green,  Nephew,  Leeds. 


HYDRAULIC  MACHINERY.— Machines  Hydrauliques.— Hydraulische  Maschinen.  - 
Maquinas  Hidraulicas. 

Abbot,  John  &  Co.,  Gateshead-on-Tyne  

Berry,  Henry  &  Co.,  Croydon  Works,  Hunslet,  Leeds          

Easton,  Anderson  &  Goolden,  Ltd.,  3  Whitehall  Place,  London,  S.W. 

Fielding  &  Platt,  Ltd.,  Gloucester         

Middleton,  Robt.,  Sheepscar  Foundry,  Leeds 

Mills,  Edwin  &  Son,  Aspley  Iron  Works,  Huddersfield    . 

Owen,  Brazil  &  Holbro\v,  Vulcan  Ironworks,  Bristol... 


Abbot,  Gateshead. 

Rivetter,  Leeds. 

Egyptian,  London. 

Atlas,  Gloucester. 

Hydraulic,  Leeds. 

Omo,  Huddersfield. 

Hydraulic,  Bristol. 


INDICATORS.— Indicateurs.— Indikatoreu.— Indicadores. 

Ernest,  Scott  &  Mountain,  Ltd.,  Newcastle-on- Tyne  Esco,  Newcastle-on-Tyne. 

Mclnnes,  T.  S.  &  Co.,  Ltd.,  41  Clyde  Place,  Glasgow  Indicator,  Glasgow. 

Schaffer  &  Budenberg,  77. \  Queen  Victoria  Street,  London,  E.G.  ...  Pyrometer,  London. 

LATH ES. -Tours.-  Drehbanke.— Tornos. 

Addy,  Geo.,  Waverley  \Vorks,  Sheffield           Milling,  Sheffield. 

Archdale,  James  &  Co.,  Manchester  Works,  Birmingham    Archdale,  Birmingham. 

Churchill,  Charles,  &  Co.,  Ltd.,  15  Leonard  Street,  London,  E.G.  ...  Opodeldoc,  London. 

Green,  J.  &  Nephew,  Cudbear  Street,  Leeds Green,  Nephew,  Leeds. 

Nicholson  Tool  Co.,  Newcastle-on-Tyne  Machinery,  Newcastle-on-Tyne. 

Nottingham  Eng.  Co.,  St.  Alban's  Work's,  Radford,  Nottingham  ...  Iron,  Nottingham. 

Richards,  Geo.  &  Co.,  Broadheath,  nr.  Manchestir  Richards,  Altringham. 
Richardson  &  Co.,  Well  Lane,  Halifax... 

"Webster  &  Bennett,  Atlas  Works,  Coventry  Profile,  Coventry. 

Wild,  A.  M     Sheffield       


XXXIV. 


Buyers'    Directory. 


LAUNCH  AND  YACHT  BUILDERS.—  Constructeurs  de  Chaloupes  &  vapeur  et 
Yachts.—  Dampfbark  assen  und  Yachten.—  Constructors  de  Lanchas  de 
vapor  y  Yachtes. 

Name  and  Address. 

Cochran  &  Co.,  Birkenhead 

Fleming  &  Ferguson,  Ltd.,  Paisley,  N.B 

Owen,  Brazil  &  Holborow,  Vulcan  Ironworks,  Bristol 

Yarrow  &  Co.,  Poplar,  London,  E. 

Simpson,  Strickland  &  Co.,  Ltd.,  Dartmouth,  S.  Devon 

Thornycroft,  J.  I.  &  Co.,  Chiswick,  London,  W. 


Telegraphic  Address. 

Multitubular,  Birkenhead. 

Phoenix,  Paisley. 

Hydraulic,  Bristol. 

Engineers,  Dartmouth. 
Thor-nycroft,  London. 


LOCOMOTIVE  ENGINES.—  Locomotives.  -Locomotiven.—  Locomotoras. 


Avonside  Engine  Co.,  Bristol 

Bagnall,  W.  G.,  Ltd.,  Castle  Engine  Works,  Stafford 

Fowler,  J.  &  Co.  (Leeds),  Ltd.,  Leeds 

H uds well,  Clark  &  Co.,  Leeds...  

Joicey,  J.  &  G.  &  Co.,  Newcastle-on-Tyne 

Peckett  &  Sons,  Bristol 

Stephenson,  Robert  &  Co.,  Ltd.,  Newcastle-on-Tyne 


Walker,  Bristol. 

Bagnall,  Stafford. 

Fowler,  Leeds. 

Loco,  Leeds. 

Engines,  Newcastle-on-Tyne. 

Peckett,  Bristol. 

Rockett,  Newcastle-on-Tyne. 


MACHINE  TOOLS.  —  Machines.  —  Outils.  —  Werkzeugmachinen. 
Mecanicas. 


Herramientas 


Addy,  Geo.,  Waverley  Works,  Sheffield  

Archdale,  James  &  Co.,  Manchester  Works,  Birmingham    ... 

Berry,  Henry  &  Co.,  Croydon  Works,  Leeds 

Bird,  John  R.,  10  Morrison  Street,  Kingston,  Glasgow 
Churchill,  Charles  &  Co.,  Ltd.,  15  Leonard  Street,  London,  E.C. 

Green,  J.  &  Nephew,  Cudbear  Street,  Leeds 

Hamer,  S.  H.,  Range  Lane,  Halifax      

Hulse  &  Co.,  Ordsal  Works,  Salford 

Kendall  &  Dent,  Manchester... 

Nicholson  Tool  Co.,  Newcastle-on-Tyne... 

Richards,  Geo.  &  Co.,  Broadheath,  nr.  Manchester 

Samuelson  &  Co.,  Ltd.,  Banbury 

Smith  &  Coventry,  Ltd.,  Ordsal  Lane,  Manchester    ... 

Wild,  A.  M.,  Tool  Maker,  Sheffield       


Milling,  Sheffield. 

Archdale,  Birmingham. 

Rivetter,  Leeds. 

Opodeldoc,  London 
Green,  Nephew,  Leeds. 


Esleep,  Manchester. 
Tools,  Manchester. 
Machinery,  Newcastle-on-Tyne. 
Richards,  Altringham. 
Samuelson,  Banbury. 
Gresley,  Manchester. 


METALS  AND  ALLOYS.— Metaux  et  alliages.— Metalle  und  Legirungen.-iMetales 
Aleaciones. 

Carr,  Charles,  Ltd.,  Smethwick,  near  Birmingham     ...  Bells,  Smethwick,  Birmingham. 

Delta  Metal  Co.,  Ltd.,  no  Cannon  Street,  London Delta,  London. 

Flockton,  Tompkin  &  Co.,  Newhall  Steel  Works,  Sheffield...  Tompkin,  Sheffield. 

Magnolia  Anti-Friction  Metal  Co.  of  Gt.   Britain,  Ltd.,  49  Queen 

Victoria  Street,  London,  E.C.  Magnolier,  London. 

Phosphor  Bronze  Co.,  Ltd.,  Surnner  Street,  London,  S.E.  Phosphor  Bronze,  London. 

MINING     MACHINERY.  —  Machine  pour  Mines.  —  Bergwerks  Maschinens.  - 
Maquinas  Mineras.— Macchine  de  Miniera. 


Bradley  Pulverizer  Co.,  37  Walbrook,  London,  E.C.  ... 
Bullivant  &  Co.,  Ltd.,  72  Mark  Lane,  London,  E.C.  ... 


Equestrian,  London. 
Bullivants,  Lcn-.lon. 


WHY    NOJ     UTILISE 


THE 


RETURN  OR  WASTE  STROKE 


ON    YOUR 


PLANING    MACHINES? 


This  can  be    done  by  fitting 
them  with  Bird's  Patent 

DUPLEX 

PLANER 
ATTACHMENT 

which  will  effect  an 

ECONOMY   of    from   20  to 

30  per  cent. 


Patented    in    America 

and   other  Foreign 

Countries, 


Used  by  some  of  the 
Principal  Tool  Makers 
and  Engineers  in  the 
Kingdom. 


Send  for  full  particulars  to  the 
Makers, 


IAC     DADTIC    9,   PA   WESTERN  IRON  WORKS,    f  /vmTIv/v1.T     lt, 
JAO.   D  Ah  ILL  &   10  ,      NOTT.NG  HILL,        LONDON,   W 

MANLOVE,  ALLIOTT  &  CO.,  LIMITED, 

engineers,  NOTTINGHAM, 

kePs  of   HYDRO    EXTRACTORS 

Of  all  types  and  for  all  purposes 


PUBLISHER'S  ANNOUNCEMENT.-Owing  to  the  excessive 
demand  for  the  issues  of  the  Engineering  Times  of  December,  February 
and  March  last,  copies  can  now  only  be  supplied  to  Annual  Subscribers. 

Annual  Subsrrlption,  g/-  post  free  to  any  part  of  the  world. 


XXXVI. 


OF   THE 

ENGINEERING     TIMES 

Are  in  course  of  Preparation.     They  will  deal  with  LIGHT  AND 

PORTABLE    RAILWAYS    and    MARINE     ENGINEERING 

respectively,  for  both  of  which  Signed  Articles  by  the  most  eminent 

authorities  of  the  day  have  been  secured.     The 

Light  and  Portable    ^^~ 
~=^v     Railway   Number 

Will   be    issued   in  the  course  of  a  few  months. 

(For  further  particulars  see  future  issues.) 


THE   100  BEST  ARTICLES 

On  Engineering  Subjects  are  to  be  found  in  a  Volume 
of    "  The    Engineering  Times," 


Annual  Subscription  (2  Vols.,  and  including  Special  Issues),  9/.f  post  free 

to  any  part  of  the  world. 


Offices  :    Granoille  Bouse,  flrundel   Strcef,  £ondon,  W.C. 


XXXV11 


NGINEER- 
NG 


Adiliv— •. 

Hdw.  Chester  &  Co.,  120  Bishopsgate  Street  Within,  London,  E.G. 
Gates  Iron  Works,  Dept.  K.,  150  Dash  wood  House,  London,  E.G. 

Hardy  Patent  Pick  Co.,  Ltd.,  Sheffield,  England       

Ingersoll-Sergeant  Drill  Co.,  ii4A  Queen  Victoria  St.,  London,  E.G. 
Pulsometer  Engineering  Co.,  Ltd.,  Nine  Elms,  London,  S.W. 
Sandycroft  Foundry  and  Engine  Works,  Co.,  Ltd.,  near  Chester 
Thames  Ore  Crushing  Co.,  Ltd.,  Cannon  Street,  London,  E.G. 
Waterspout  Engineering  Co.,  I  North  Parade,  Parsonage,  Manchester    ... 


Telegraphic  Address. 

Calymene,  London. 

Hardypick,  Sheffield 

Enyam,  London. 

Pulsometer,  London. 

Sandycroft,  Hawarden. 

Waterspout,  Manchester. 


OILS    AND    LUBRICANTS.— Huiles  et  Qraisses  lubrifiantes.— Oele  und  Echmier= 
fetts  Aceites  y  lubrificantes. 

Imperial  Steam  Users'  Association,  Hatcham  Road,  London,  S.E. 

Kingfisher  Patent  Lubrication  Co.,  Leeds 

Reliance  Lubricating  Co.,  19  &  23  Water  Lane,  London,  X.C. 

Wells,  M.  &  Co.,  Hardman  St.  Oil  Works,  Manchester        

Stern  Bros.,  57  Gracechurch  Street,  London,  E.C. 

Trier  Bros.,  19  Great  George  Street,  London,  S.W 


Valporoso,  London. 

Kingfisher,  Leeds. 

Subastral,  London. 

Vaseline,  Manchester. 

Centamoir,  London. 

Viscosity,  London 


PETROLEUM  ENGINES.  -Machines  a  Petrole.  ™Petroleum=Maschinen.— Maquinas 
Petroleo. 

Cundall,  R.  &  Sons,  Ltd.,  Shipley,  Yorks         

Fielding  &  Plate,  Ltd.,  Gloucester         

Ilmnsby,  R.  &  Sons,  Ltd.,  Grantham,  England  

Piiesiman  Bros.,  Holderness  Foundry,  Hull    ... 


Cundall,  Shipley 

Atlas,  Gloucester. 

Hornsbys,  Grantham. 

Priestman,  Hull. 


PUMPS.— Pompes.— Pompen.  -Bombas. 

Beaumont's  Pump  Works,  Stockport 

Drysdale  £  Co.,  Bon  Accord  Engine  Works,  Glasgow 
Evans,  Joseph  &  Sons,  Culwell  Works,  Wolverhauipton 
Gwynne  &  Co.,  Brooke  Street  Works,  Holoorn,  London,  W.C. 

Hathorn,  Davey  &  Co.,  Leeds 

Isler,  C.  &  Co.,  Bear  Lane,  South wark,  E.C 

Joicey,  J.  &  G.  &  Co.,  Newcastle-on-Tyne        ...         ...         ...     1C 

M 1 11  \  weather  &  Sons,  Ltd.,  63  Long  Acre,  W.C 

Owen,  Brazil  &  Holborrow,  Vulcan  Ironworks,  Bristol 

Pearn,  Frank  &  Co.,  Ltd.,  Manchester     . . 

Pulsometer  Engineering  Co.,  Ltd.,  Nine  Elms  Ironworks,  S.E. 

Siebe,  Gorman  &  Co.,  187  Westminster  Bridge  Road,  London,  S.E. 

Scott,  E.  &  Mountain,  Ltd.,  Newcastle-on-Tyne  . . 

Waterspout  Engineering  Co.,  I  North  Parade,  Parsonage,  Manchester 

Wilcox,  W.  H.  &  Co.,  34  &  36  South  wark  Street,  S.E.       Wilcox, 

Vauxhall  Ironworks  Co.,  Ltd.,  Wandsworth,  London,  S.W.... 


Pumps,  Stockport. 
Bonaccord,  Glasgow. 
...  Evans,  Wolverhumpton. 
Gwynnegram, 

London. 

Isler,  London. 

ngines,  Newcastle-on-Tyne. 

...  Merry  weather,  London. 

Hydraulic,  Bristol. 

Pumps,  Manchester. 

Siebe,  London. 

Esco,  Newcastle-on-Tyne. 

Waterspout,  Manchester. 

Southwark  Street,  London. 

Wellhole,  London. 


RAILWAY  PLANT.—Materiels  de  Chemins  de  fer.— Eisenbahn  Material.— Material 
para  Ferro=Carriles. 

Bagnall,  W.  G.,  Ltd.,  Castle  Engine  Works,  Stafford  Bagnall,  Stafford. 

Birch,  John  &  Co.,  Ltd.,  10  £  1 1  Queen  Street  Place,  London,  E.C.        Kiuk-avour,  London. 
Dirk,  Kerr  &  Co.,  Ltd.,  101  Leadenhall  Street,  London,  E.C.         ...  Dicker,  London. 

Fowler,  J.  &  Co.  (Leeds),  Ltd.,  Leeds Fowler,  Leeds, 


Name  and  Address. 

Laycock,  W.  S.,  Victoria  Works,  Sheffield      

Nottingham  Engineering    Co.,  St.  Alban's    Works,  Radford,  Not- 
tingham    

Patent  Shaft  &  Axletree  Co.,  Wednesbury       

Penney,  Alexander  &  Co.,  107  Fenchurch  Street,  London,  E.G.     ... 

Summerson,  T.  &  Son,  Darlington         

White,  Richd.  &  Sons,  Widnes      


Telegraphic  Address. 

Invention,  Sheffield. 

Iron,  Nottingham. 
Shaft,  Wednesbury. 
Finitimus,  London. 
Summerson,  Darlington. 


ROPE    TRANSMISSION.— Transmission 
mision  por  Cuerdas. 

Bagshaw,  J.  &  Sons,  Ltd.,  Batley,  Yorks 

Bullivant  £  Co.,  Ltd.,  72  Mark  Lane,  London,  E.G.  ... 

Glaholm  £  Robson,  Sunderland  

Ironmongers*  Rope  Works,  Ltd.,  Brykil  Street,  Wolverhampton 
Rankin,  Richard,  Manchester  Street,  Liverpool 
White,  Richd.  &  Sons,  Widnes     - 


Corde.  —  Seiltransmissionen.—  Trans= 


Bagshaw,  Batley, 

Bullivant,  London. 

Glaholm,  Sunderland. 

Reliance,  Wolverhampton. 


SHAFTING,  PULLEYS,  AND  COUPLINGS.^Arbres,  poulies  et  manchons  d'em= 
brayage.— Wallen,  Riemscheiben  und  Kuppelungen.— Arboles,  poleas  y  man 
gas  de  union. 


Ashton,  T.  A.,  Ltd.,  40  Norfolk  Street,  Sheffield 

Bridge,  David  &  Co.,  Friars  Works,  King  Street,  Salford,  Manchester 

Bagshaw,  J.  &  Sons,  Ltd.,  Pulley,  Batley,  Yorks 

Clark's  Crank  &  Forge  Co.,  Ltd.,  Lincoln 

Cruikshank  &  Cook,  78  Galbraith  Street,  Glasgow 

Fleming,  Birkby  &  Goodall,  Ltd.,  West  Grove  Mills,  Halifax 

Joicey,  J.  &  G.  &  Co.,  Ne\vcastle-on-Tyne        

Nottingham  Engineering  Co.,  Radford,  Nottingham... 
Owen,  Brazil  &  Holborow,  Vulcan  Ironworks,  Bristol 
Pickerings,  Ltd.,  Globe  Elevator  Works,  Stockton-on-Tees... 


Ashton,  Sheffield. 


Bagshaw,  Batley. 
Cranks,  Lincoln. 
Blowers,  Glasgow. 
Fleming,  Halifax. 
Engines,  Newcastle-on-Tyne. 
Iron,  Nottingham. 
HydrauXic,  Bristol 
...     Pickerings,  Stockton- 
on-Tees. 


STEAM  ENGINES.— Machines  &  Vapeur.— Dampfmaschinen.— Maquinas  a  Vapor. 


Avonside  Engine  Co.,  Bristol      

Broadbent,  T.  &  Sons,  Chapel  Hill,  Huddersfield 
Browett,  Lindley  &  Co.,  Patricroft,  Manchester 
Clayton,  Hewlett  £  Co.,  Westbourne  Park,  W. 

Cochran  &  Co.,  Birkenhead         

Coulthard  &  Co.,  Preston    ...      -...         ... 

Fowler,  J.  &  Co.  (Leeds),  Ltd.,  Leeds 

Friedenshal,  F.,  Ribble  Engine  Works,  Preston 

Grantham  Crank  £  Iron  Co.,  Ltd.,  Grantham... 

Joicey,  J.  &  G.  &  Co.,  Newcastle-on-Tyne 

Lees,  T.  &  R.,  Hollingshead,  nr.  Oldham  .., 

Manlove,  Alliott  &  Co.,  Ltd.,  Nottingham 

Owen,  Brazil  &  Holborow,  Vulcan  Ironworks,  Bristol 

Peckett  &  Sons,  Bristol 

Richmond  &  Chandler,  Manchester          


Walkej,  Bristol. 

Broadbent,  Huddersfield. 

Sandon,  Patricroft. 

Brickpress,  London. 

Multitubular,  Birkenhead. 

Coulthards,  Preston. 

Fowler,  Leeds. 

Screw,  Preston. 

Land,  Grantham 

Engines,  Newcastle-on-Tyne. 

Lees,  Holingwood. 

. .    Manloves,  Nottingham. 

Hydraulic,  Bristol. 

Peckett,  Bristol. 

Mowers,  Manchester 


XXXIX 


T.  eOULTHARO  & 


Engineers,     PRESTON. 


Makers    of    Patent 

HIGH-SPEED  STEAM  ENGINES, 

LIQUID  FUEL  BOILERS  and 
Steam    Driven      Motor    Vehicles, 


Capacity    20    cwts.    to    3    tons. 


xl. 


DRIVING    ROPES 


WHITE  or  PREPARED,  made  on  the 
most  modern  principles  by  powerful 
machinery,  from  HIGH=  CLASS  COTTON. 

Manilla,    Italian,   and    Russian    Hemp    Ropes. 
Spun    Yarns    in   all   Varieties. 


IRONMONGERS'   ROPE  WORKS,  Ltd, 


Telegrams :  "  Reliance,  Wfaampton." 

National  Telephone  33.  ESTABLISHED  1745. 


Brykil    Street,     .     .    . 

WOLVERHAMPTON 


HEOIP    PACKING 

t^s  as  used  in  the  Largest    Installation  of 

Hydraulic    Machinery     in    the  World. 

PACKINGS  of  all   kinds  for  ENGINES,  PUMPS,  &c. 


nPHBlUJEniPOBAHUAH    yCOBEPWEHCTBOBAllllAH    AUXDTA    1TEHIH 
C  M  C  T  E  M  bl    r  E  M  B  y  A  rb    M    B  P  M  A  JK  A  . 


100  3AKA30Brb  oxtcrapbixL 

B-b  1  1-04  b, 
MAPTA,  1898  r. 

H3'b  OT3bIBOBT>  : 


iipeKpacno   u 
no  nopiHTCH."     "3a- 
M  MI  n  1  1,     BC'B    v\\\\ww\u\\\\ii 
ciicrt'.Mbi."  "IlpniiuHTe  emcAB'B 
roro  *e  THiia  Kan  b  HOCJ  MHH>I." 


,lo,)in.i  n  4'BiicTByiorbOT.iii'iHO." 
••.Ij'iiiieii  B'b  iipo^ani'b  lie  40 
(•Taib  " 


"  Ojna 
eb  n>ori 


itu^ytu 


ET  b 
HEC'lACTHblE     C.iyiIAH. 


IIPHCIIOCOO.IHOTCH    Kb    II1KHBHOH, 

KU.IECllOti  n  BA.lUBuil  TPAHCMflCCm. 

•     •     • 
4-BjaeT'b  orb  3  40  1000  oooporoB'b 


coipaccuiH  npw  uycKauiu 
B'b  xo^b  HJH 


MOHxHO 

Bca 

HOil    CH.l-B 


C'b  TO'lllOCTbK) 
II  MO    MO/KCT'b    H3HOCHTbCfl 


HE    4AET'I>    T0.14KOBT,. 


D  P  0  C  TA    n     H  A  4  E  >K  H  A . 

HAXO^MTCfl  BT,  ynOTPEB^EIIIW  Brb  ByjlbBHlIECKOMrb  APGEllAJl-fi. 

CnpociiTb  nucbMOM'b  Hpeiicb-Kypaiirb  "  R"  y  B,ia46.ii>ncBb  npHBH.i.ieriii  n  HCK.no'iiirejbUbixb  *ao[)iiKanTOB'b : 


DAVID  BRIDGE  &CO. 


:  King  Street,  SALFORD,  MANCHESTER. 


xl 


Buyers'    Directory 


Name  and  Address.  Telegraphic  Address. 

Sandycroft  Foundry  and  Engine  Works  Co.,  Ltd.,  nr.  Chester,  England   .      Sandycroft,  Ha  warden. 
Scott,  E.  &  Mountain,  Ltd.,  Newcastle-on-Tyne  Esco,  Newcastle-on-Tyne. 

Stephenson,  R.  &  Co.  Ltd.,  Newcastle-on-Tyne         ...         ...     Rockett,  Newcastle-on-Tyne. 

Turner,  E.  R.  &  F.,  Ipswich  Gippeswyk,  Ipswich. 

STEAM  HAMMERS.— Marteaux  &  Vapeur.— Dampjhammer.— Martillos  a  Vapor. 


Samuelson  &  Co.,  Ltd.,  Britannia  Works,  Banbury 
Whittaker  Bros.,  Ltd.,  Horsforth,  Leeds 


Samuelson,  Banbury. 
Quarries,  Leeds. 


STEAM     PACKING.— Garnitures    &    Vapeur.— Dampf-Packung.— Guarnicion    para 
maquinaria  a  Vapor. 

Ironmongers'  Rope  Works,  Ltd.,  Brykil  Street,  Wolverhampton  R.eliance,  Wolverhampton. 

Lancaster  &  Tonge,  Ltd.,  Pendleton,  Manchester  Pistons,  Manchester. 

Lincolne  &  Co.,  65  and  67  North  Wallace  Street,  Glasgow Lincolne,  Glasgow. 

Loco  Packing  Co.,  Boreham  Wood  Works,  Elstree  ...         ...  Packing,  Elstree  Station. 

The    Frictionless    Engine  Packing  Co.,  Cable    Mill,  Oldham    Road, 

Manchester  . . .        Packless,  Manchester. 

United  States  Metallic  Packing  Co.,  Bradford  Metallic,  Bradford. 

STEAM   TRAPS.— Boites  £  Vapeur.—  Condensationstopfe.— Valvalas  de  Retencion 
de  Vapor. 


Holden  &  Brooke,  Ltd.,  Sirius  Works,  West  Gorton,  Manchester 
Lancaster  &  Tonge,  Ltd.,  Pendleton,  Manchester 


Influx,  Manchester. 
Pistons,  Manchester. 


STONE  BREAKERS. -Broyeurs  de  pierres.  -  Steinbrecher.— Quebrador  piedras. 


Baxter,  W.  H.,  Ltd.,  Gelderd  Road,  Leeds 
Mason  Bros.,  Brandon  Street,  Leicester 


Knapping,  Leeds. 
Breaker,  Leicester. 


WELL    BORING    TOOLS.  -  Outils    pour    le    sondage    de    puits.-Brunnen=Bohr 
Werkzeug.—  Herramientas  para  abrir  Pozo. 

Isler,  C.  &  Co.,  Bear  Lane,  Southwark,  S.E.        Isler,  London. 


WOODWORKING  MACHINERY.-Machines  pour  travailler  le  bois. 
Maschinen.     Maquinaria  para  trabajar  la  Madera. 


Holzwerkzeug 


Bale,  M.  P.  &  Co.,  Appold  Street,  Finsbury,  E.C 

Bolinders,  J.  &  C.  G.,  Ltd.,  Stockholm 

Campbell,  W.  H.  &  Co.,  25  Boundary  Road,  Middlesbrough  Campbell,  Middlesbrough. 

Grantham  Crank  £  Iron  Co.,  Ltd.,  Grantham  ...         ...         ...  Land,  Grantham. 

Green  &  Nephew,  J.,  Cudbear  Street,  Leeds Green,  Nephew,  Leeds. 


Kirchner  &  Co.,  Ltd.,  118  Queen  Victoria  Street,  London,  E.C. 
Lees,  T.  &  R.,  Hollin wood,  nr.  Oldham ... 

Pollock,  McNab  &  Highgate,  Fir  Park  Iron  Works,  Shettleston, 
Glasgow 


Kirchner,  London. 
Lees,  Hollinwood. 


Highgate,  Shettle- 
ston, Glasgow. 

Ransome  &  Co.,  Ltd.,  Stanley  Works,  Chelsea,  London,  S.W. 
Ryland  &  Bird,  Brixton,  London,  S.W. 

Sagar  &  Co.,  J.,  Canal  Works,  Halifax Sagars,  Engineers,  Halifax. 

Yates  &  Co.,  A.,  Luddenden,  via  Manchester 


xlii 


Metallic  Packing. 


Tlie  Best  Metil  it 


IN     THE     WORL  D. 


OVER 


FITTED 


To    all  Types  of   Engines    in   Europe,   Asia,   Africa    and  America. 

SUPPLIED  TO   THE   BRITISH.    UNITED  STATES, 
DUTCH,     SPANISH,    JAPANESE,    ETC.,    NAVIES. 


"8        "8 


I 


tn 


<t     ss     n 

*<     3    c/j 

» 


rt>  2  > 

r+  u  rv 

£L  3  £ 

~  '/;  C 

O*  '  * 


UNITED  STATES  METALLIC  PACKING  CO.,  Ltd. 


Telegrams : 
Metallic,  Bradford.' 


•      BRADFORD. 


TELEPHONE : 

No.  604. 


.     .     ALSO   MAKERS   OF    .     . 


The  Bradford  Portable  POWER  DRILL  and  REAMER. 

Air  Compressors   and   Pneumatic  Hammers. 

Pneumatic   Hoists.  .•.  .-.  Pneumatic   Painters. 

Pneumatic   Rivetters,  &c.,  <&c. 


W.  T.  H.  CARR1NGTON,  M.lNST.C.E. 


Writer  of 

"WIRE  ROPEWAYS  ON  Six  SYSTEMS 

APPLICABLE  TO  ALT,  SITUATIONS  AND 

REQUIREMENTS." 

With  Ten  Illustrations. 


R.  E  COMMANS,  M.INST.CE. 


Contributor  of 

"  'OTTo'  ROPEWAYS." 

With  Eleven  Illustrations. 


J.  PEARCE  ROE,  M.  I.  &  S.  INST. 


Author  of 

"  ROPEWAYS  AS  A  MEANS  OF 

TRANSPORT." 

With  Twelve   Illustrations. 


r 


S.  M.  COCKBURN,  A.M.lNST.CE. 


Contributor  of 

"CABI,EWAYS:     TRAVELING,    FlXED 

AND  SEM i- PORTABLE." 
With  Twelve  Illustrations. 


J.  WALWYN  WHITE 


Writer  ot 

''SECTIONAL  AERIAL  WIRE 

ROPEWAYS." 

With  Fifteen  Illustrations. 


VOL.  I. 


APRIL-MAY    1899. 


No.  V 


ENGINEERING    TOPICS. 


English  Orders  Placed  Abroad!!! 

There  has  been  a  great  deal  of  talk 
about  orders  for  locomotives  and 
bridges  going  to  America.  The  whole 
thing  has  been  greatly  exaggerated. 
We  do  not  propose  to  deny  that  a 
certain  bridge  order  has  been  placed 
by  one  of  our  Government  depart- 
ments with  an  American  firm,  nor 
that  the  Midland  and  Great  Northern 
Railways  have  done  the  same  in 
respect  to  certain  locomotives.  But 
has  it  ever  struck  our  readers  that 
Pullman  cars,  "and  a  number  of  other 
things  we  might  mention,  have  been 
coming  over  here  for  years  past,  and 
without  doing  us  any  harm,  nor 
creating  the  outcry  now  so  prevalent. 
Let  us,  however,  look  the  facts  fairly 
in  the  face.  In  the  first  place,  the 
main  reason  assigned  for  our  makers 
not  booking  these  orders  was  that 
they  were  unable  to  execute  them  in 
the  time  asked  for,  because  they  were 
so  busily  engaged  night  and  day  on 
other  work,  and  we  may  well  assume 
on  exceedingly  profitable  work,  if 
the  present  rate  of  prices  is  any  indi- 
cation. Now,  if  any  other  reason 
than  this  were  the  cause,  such  as  our 
prices  being  too  high,  for  instance, 
we  might  well,  deplore  the  condition 
of  things,  but  when  we  remember 
that  these  orders  could  practically 
have  been  secured  by  our  firms,  in 


85274 

257 


fact  were  offered  to  them,  this  does 
not  appear  to  us  to  be  sufficient 
ground  for  the  extraordinary  views 
which  some  of  our  contemporaries 
have  seen  fit  to  ventilate. 

It  must  always  be  borne  in  mind 
that  outside  the  railway  companies 
themselves,  there  are,  comparatively 
speaking,  a  limited  number  of  firms 
who  lay  themselves  out  for  building 
heavy  locomotives,  and  these  par- 
ticular firms  are  now  exceedingly 
bus)'.  If  this  extraordinary  demand 
for  locomotives  and  Atbara  bridges 
were  likely  to  continue,  it  would 
doubtless  pay  to  establish  a  big  loco- 
motive industry  outside  our  loco  shops, 
but  such  extension  cannot  be  carried 
out  at  a  moment's  notice,  or  at  any  rate 
quick  enough  to  give  prompt  delivery. 
Moreover,  if  our  home  railway  com- 
panies can  as  a  rule  meet  their  own 
requirements  our  principal  market 
would  be  to  our  colonies,  and  such 
continental  firms  as  do  not  build  for 
themselves.  These  are  getting  fewer 
year  by  year,  and  whatever  hopes  we 
may  have  had  in  that  direction  some 
of  our  theoretical  George  Street 
engineers  have  assisted  to  crush  them 
by  insisting  on  such  severe  conditions 
as  to  frighten  our  manufacturers. 
But,  after  all,  is  there  call  for  all  this 
agitation  ?  We  cannot  lose  sight  of 
the  fact  that  America  is  not  only  a 


258 


Engineering  Times. 


larger  country  than  this,  but  possesses 
both  a  greater  railway  mileage  besides 
more  locomotives,  and  has  also  en- 
couraged private  locomotive  building, 
and  at  a  time  of  great  pressure  on 
this  side  is  able  to  supply  in  shorter 
time  than  we  care  to,  but  that  such  a 
fuss  should  be  made  about  a  few 
orders  for  locomotives,  and  a  bridge 
for  the  Soudan  going  abroad  is  too 

absurd  ! 

+    +    + 

Much  ado  about— little. 

When  we  see  it  stated  that 
"  American  ingenuity,  enterprise  and 
pluck,  have  over  and  over  proved 
themselves  capable  of  downing  the 
foreigner  in  his  own  market,"  we  say 
that  such  stuff  is  arrant  nonsense,  and 
however  much  our  friends  across  the 
Atlantic  may  wish  this  were  the  case, 
their  desire  has  not  yet  brought  it 
about.  The  world  acknowledges  and 
admires  the  ingenuity  and  cast-iron 
enthusiasm  of  our  American  friends, 
but  when  they  rave  and  gloat  over 
the  reception  of  a  few  orders  which 
— for  what  reasons  it  matters  little — 
our  firms  did  not  see  fit  to  appropri- 
ate, the  situation  becomes  burlesque. 
All  this  hubbub  reminds  us  of  the 
following  which  once  appeared  in  a 
Cincinnati  paper  : — 

"  This  is  a  glorious  country !  It 
has  longer  rivers  and  more  of  them, 
and  they  are  muddier  and  deeper,  and 
run  faster,  and  rise  higher  and  fall 
lower,  and  do  more  damage  than 
anybody  else's  rivers.  It  has  more 
lakes,  and  they  are  bigger  and  deeper, 
and  clearer  and  wetter,  than  those  of 
any  other  country.  Our  rail-cars  are 
bigger,  and  run  faster,  and  pitch  off 
the  track  oftener,  and  kill  more 
people  than  all  other  rail-cars  in  this 
and  every  other  country.  Our  steam- 
boats carry  bigger  loads,  are  longer 
broader,  burst  their  boilers 


oftener,  and  send  up  their  passengers 
higher ;  and  the  captains  swear 
harder  than  steamboat  captains  in 
any  other  country.  Our  men  are 
bigger,  and  longer,  and  thicker  ;  can 
fight  harder  and  faster,  drink  more 
mean  whisky,  chew  more  bad  tobacco, 
and  spit  more  and  spit  further  than  in 
any  other  country.  Our  ladies  are 
richer,  prettier,  spend  more  money, 
break  more  hearts,  wear  bigger  hoops, 
shorter  dresses,  and  kick  up  the 
devil  generally  to  a  greater  extent 
than  all  other  ladies  in  all  other 
countries.  Our  children  squall  louder, 
grow  faster,  get  too  expansive 
for  their  pantaloons,  and  become 
twenty  years  old  sooner  by  some 
months  than  any  other  children  of 
any  other  country  on  the  earth." 

+    >    + 

Lord    Charles    Beresford    as    a    "Com  = 
mercial  Traveller." 

Such  was  the  title  that  Lord  Charles 
Beresford  was  pleased  to  confer  upon 
himself  in  connection  with  his  recent 
journey  to  China  when  making  what 
was  the  speech  of  the  evening  at  the 
Annual  Dinner  of  the  Institution  of 
Mechanical  Engineers.  But  it  was 
more  than  evident  from  the  subsequent 
remarks  which  fell  from  the  lips  of 
our  popular  naval  Lord  that  interests 
other  than  strictly  commercial  ones 
had  been  engaging  his  attention  during 
his  journeying  in  foreign  parts.  He 
had  noticed,  amongst  other  Ifhings, 
that  foreign  navies  were  applying 
electrical  energy  in  the  controlling  and 
driving  of  the  intricate  machinery  with 
which  our  modern  warship  is  now 
fitted,  to  an  extent  not  attempted  by 
our  engineers,  and  with  results  ex- 
ceedingly satisfactory,  especially  in 
reference  to  ventilation. 

However  unpalatable  such  infor- 
mation may  be  to  our  engineers,  it  is 
to  the  credit  of  his  Lordship  that  he 


Engineering  Topics. 


259 


has  the  courage  of  his  opinion  and  is 
not  afraid  to  express  them  to  such  a 
representative  body^as  the  Institution 
of  Mechanical  Engineers.  This 
country  cannot  afford  to  draw  too 
deeply  upon  the  credit  of  its  past 
achievements,  and  such  outspoken 
language  is  the  surest  safeguard  for 
our  future  welfare.  The  high  tribute 
paid  to  the  professor  of  mechanical 
engineering  both  by  Sir  Henry 
Brockenbury  in  his  capacity  of 
Inspector  General  of  Ordnance,  and 
the  Right  Hon.  G.  J.  Goschen,  M.P., 
as  First  Lord  of  the  Admiralty,  go  to 
indicate  the  increasingly  important 
position  now  occupied  by  engineers  in 
relation  to  our  Army  and  Navy. 

+      +      + 

Trade   with    Russia:    Important    State= 
ment. 

SIR  HOWARD  VINCENT'S  persistent 
questioning  in  the  House  has,  at  last, 
elicited  from  the  Government  some 
definite  information  regarding  our 
trade  relations  with  Russia.  The 
subject  is  one  of  immense  importance 
—for  there  is  no  room  to  doubt  that 
in  view  of  the  concessions  made,  and 
about  to  be  made,  by  Russia,  in  the 
matter  of  import  duties  on  machinery, 
the  Czar's  dominions  will  become  one 
of  the  most  inviting  foreign  markets 
to  British  manufacturers.  Sir  Howard 
recently  asked  what  arrangements 
Lord  Salisbury  proposed  to  make  to 
second  the  efforts  of  the  Finance 
Minister  of  H.I.M.  the  Czar  to  develop 
British  trade  in  Russia,  to  which  Mr. 
Brodrick  replied  that  it  was  the  inten- 
tion of  the  Government  shortly 
to  take  further  steps  in  certain 
districts  to  develop  British  trade ;  and 
the  opportunity  for  encouraging  our 
trade  in  Russia  would  be  carefully 
considered. 

This  is  exceedingly  gratifying  to 
us,  for  apart  from  the  benefit  which 


must  accrue  to  British  trade,  we  can 
modestly  claim  to  have  been  to  some 
extent  instrumental  in  bringing  about 
this  encouraging  state  of  affairs.  In 
a  recent  issue  we  published  an  inter- 
view which  the  writer  had  with  Count 
Tatistcheff  of  the  Russian  Imperial 
Ministry  of  Finance — and  which  was 
widely  quoted  in  the  daily  and  tech- 
nical press  —  which  has  doubtless 
cleared  the  public  mind  to  a  very 


CHARLES  BRIGHT,   F.R.S.E. 
U'ritcr of  "Coast  Electrical  Communication  " herein . 

large  extent  regarding  the  attitude  of 
Russia  towards  British  trade  and 
traders.  As  Count  Tatistcheff  then 
stated,  British  traders  have  the  idea 
that  in  Russia  they  will  not  be  treated 
fairly.  It  is  an  utter  mistake,  for  not 
only  will  they  receive  proper  treat- 
ment, but  our  authorities  will  extend 
to  them  all  the  assistance  they  possibly 
can.  English  traders  are  welcomed 
in  every  part  of  Russia,  and  more  so 
than  those  of  any  other  country. 


85274 


260 


Engineering  Times. 


What  To  Do  With  Our  Refuse. 

Whilst     the     problem     has     been 
solved,  and  in  the  most  simple  way, 
viz.,   by    burning,    the    difficulty    still 
remains    in   getting   local   authorities 
to    apply    the    system.     We    do    not 
realise     the     immense     amount      of 
energy    which    is    waiting    to    be  ex- 
tracted from  what  we  are  pleased   to 
term   waste   products   or  refuse  ;  and 
what   is  at   present  not  only  a  great 
inconvenience,   but   a   possible  harm, 
may  easily  be   converted   into   some- 
thing useful  and  beneficial.     We  also 
know  that  nothing  can  be  destroyed, 
that  all  we -can  do  is  simply  to  change 
the  form  of  things.    Moreover,  that  all 
kinds  of  force  are  convertible,  and  the 
transformation    of  town    refuse    into 
electric    light    is    a    most    desirable 
conversion,    besides    being   a  paying 
one,  when    properly  worked.     There 
are  a  number  of  destructors  or  fur- 
naces on  the   market  at  the  present 
time,  all  claiming  to  be  the  best,  and 
naturally   covered    by    patents  ;    but 
where  the   patent  "  comes  in  "  in  the 
majority    of  them     it    is    difficult  to 
understand.     Of  course,  the   method 
of  converting  refuse  into  electric  light 
is  simply  to  use  refuse  in  place  of  coal 
for  the  boiler  which  generates  steam  to 
drive  the  electrical  plant.     This  seems 
simple  enough  at  first  sight,  and  with 
the    system    of  forced    draught    now 
adopted    this    is    really    so,    but    first 
attempts  produced  so  much  dust  and 
fumes   from  the  chimney   stack  that 
much    trouble    was   caused.     One    of 
the  most  important  features  in  a  dust 
destructor  plant  is  the  forced  draught. 
Certain   makers  claim   for  steam  jets 
the  best  results,   and  others,  that   an 
air     blast      produced       by      fans    is 
superior. 

As  to  the  efficiency  of  refuse 
destructors,  it  may  be  taken  that 
almost  any  of  them  can  evaporate  fib. 


to  lib.  of  water  per  Ib.  of  refuse 
burnt,  and  i|lb.  of  water  per  Ib.  of 
fuel  is  likely  to  be  obtained  if  it  has 
not  already  been  done,  but  taking  the 
lower  figure,  how  does  this  work  out 
as  against  coal  ?  A  fairly  economical 
boiler  will  evaporate,  say  81b.  to  lolb. 
of  water  from  feed  water  at  100  deg. 
F.,  and  after  making  all  allowances  it 
will  be  noticed  that  at  least  five  or 
six  times  as  much  refuse  is  required 
to  raise  the  same  amount  of  steam 
But  then  we  must  remember  that  the 
refuse  costs  practically  nothing  be- 
yond handling,  and  this  has  to  be 
done  whether  it  is  burnt  or  not. 

We  are  preparing  an  exhaustive 
series  of  articles  on  this  important 
subject,  the  first  of  which  will  appear 
in  an  early  issue. 

4     4-     •*• 

Automatic  Couplings. 

Considerable    attention    has    been 
devoted  of  late  to  the  important  ques- 
tion of  automatic  couplings  as  applied 
to  rolling  stock.     Even  supposing  the 
Government  does   not  see  its  way  to 
legislate  on  the   matter  for  the  mo- 
ment,  there   is  very  little   doubt  that 
an  automatic  system  is  bound  to  come 
sooner  or    later ;    in    fact,   it    is   here 
already  to  a  limited  extent,  as  at  the 
present  time  there  are  something  like 
300  vehicles  in   England   fitted  with 
an   approved    foreign    coupler   which 
has  already  done  good  service.     The 
report  of  a  number  of  prominent  rail- 
way   officials    and    others   who    have 
now  returned   from    America,   would 
go  to  show  that,  apart  from  the  saving 
of  life   and   limb,   the  saving    to    the 
railway  companies  and  others  has  been 
very    considerable.       Private    wagon 
owners  in   the    States   at  first   raised 
objections  to  the  system  on  account 
of    initial    cost,    but    after    a    short 
time    of      working      they     admitted 
that    the    couplings    soon     paid     for 


Engineering  Topics. 


26l 


themselves  in  the  saving  of  the  costs 
of  repairs  alone. 

As  to  first  cost,  the  statement  made 
by  wagon  owners  and  colliery  pro- 
prietors on  this  side,  that  this  would 
be  something  like  £10  per  wagon  is 
excessive,  as  ^3  is  ample  to  cover  the 
price  of  a  satisfactory  coupling,  and 
this  amount  might  possibly  be  re- 
duced if  new  stock  was  fitted  right 
away.  In  view  of  the  great  improve- 
ments that  have  been  made  to  our 
rolling  stock  during  the  last  few 
years,  it  is  difficult  to  understand  why 
this  much  needed  reform  is  so  slow  in 
coming  about,  but  it  is  significant  that 
80  per  cent,  of  the  railway  stock  in 
the  United  States  is  fitted  with  some 
sort  of  automatic  coupler,  and  that  on 
January  ist  of  next  year  a  law  will 
come  into  operation,  making  their 

universal  application  imperative. 

•    •    > 
The  Metric  System. 

We  had  occasion  in  our  last  number 
to  briefly  indicate  approval  of  this 
system,  but  more  particularly  to  show 
that  any  immediate  or  cumpulsorily 
universal  adoption  of  it  was  fraught 
with  some  degree  of  danger  and  in- 
convenience. 

As  is  well  known,  the  principle  of 
the  metric  system  lies  in  the  use  of 
one  fundamental  unit  for  measures  of 
length,  capacity  and  weight,  and,  so 
far  as  its  simplicity  and  adaptability 
to  everyday  requirements  are  con- 
cerned, no  one  who  has  ever  studied 
the  subject  would  question  its  value. 
Why  do  we  in  this  country  divide  a 
gross  into  144  parts,  a  ton  into 
2,240  lb.,  a  rod  into  5jyds.,  or  a  mile 
into  5,28oft,  whilst  a  nautical  mile 
equals  6,080 ft.  ?  Again,  why  do  we 
have  two  measures  of  weight,  in  the 
one  dividing  I  lb.  into  i6oz.,  and  the 
other  into  I2oz.  ?  These  and  other 
questions  might  well  be  asked,  but  it 


is  very  difficult  to  find  satisfactory 
answers.  Our  system  doubtless  served 
its  purpose  when  it  was  originated, 
and  has  done  so  with  more  or  less 
success  for  many  years,  but  we  venture 
to  think  that  the  time  has  now  arrived 
for  us  to  adopt  the  metric  system. 
There  is  no  doubt  that  our  refusal  to 
meet  the  convenience  of  our  foreign 
clients  in  this  connection — especially 
in  places  where  our  system  of  weights 
and  measurements  is  almost  entirely 
unknown — is  one  of  the  reasons  why 
German  and  other  Continental  firms 
are  getting  hold  of  some  of  our  busi- 
ness. The  fact  that  Continental 
makers  and  merchants  use  the  metric 
system  would  not  alone  be  sufficient 
to  justify  our  making  the  change ; 
but  when  it  is  remembered  that  the 
system  is  immensely  superior  to  ours, 
saving  a  large  amount  of  time,  not 
only  at  the  works,  but  also  in  the 
counting  house,  it  is  difficult  to  under- 
stand why  we  do  not  at  least  adopt  it 
in  our  foreign  transactions.  This 
would  not  involve  any  great  or  sudden 
change,  and,  whatever  inconvenience 
or  expense  it  might  entail,  the  advan- 
tages accruing  from  it  would  be  found 
to  outweigh  the  cost.  Such,  indeed, 
is  the  experience  of  several  up-to-date 
English  firms  who  have  adopted  it 
with  much  advantage  to  themselves 
and  their  clients. 

+      +      + 

Machine  Tool  Lecture  at  the  Royal 
United  Service  Institution. 

AN  interesting  paper  entitled  "  Ma- 
chine Tools"  was  recently  read  by 
one  of  our  contributors,  Mr.  E.  C. 
Amos,  M.  I.  Mech.  E.,  before  the 
Society  of  Engineers  at  the  Royal 
United  Service  Institution,  Whitehall, 
and  has  created  considerable  atten- 
tion. A  large  portion  of  the  paper 
was  devoted  to  this  country's  position 
in  relation  to  its  foreign  competitors, 


262 


Engineering  Times. 


and  especially  America,  and  produced 
a  valuable  discussion,  in  which  ex- 
pression was  given  by  a  representa- 
tive technical  audience  to  many  of 
the  views  advanced  by  our  contributor 
in  these  pages.  The  paper  was  illus- 
trated by  over  50  half-tone  blocks, 
some  of  which  had  already  appeared 
in  this  journal  ;  the  majority,  how- 
ever, were  specially  made  for  the  paper 
which  was  a  very  creditable  produc- 
tion. The  difficulty,  as  expressed  by 
some  of  the  audience,  of  getting 
English  tools  is  just  now  fairly  wide- 
spread, and  there  is  no  doubt  that 
buyers  are  better  able  to  get  reason- 
able delivery  of  tools  by  obtaining 
them  from  America.  The  immense 
demand  for  tools  at  the  present  time 
has  not  only  made  our  makers  ex- 
ceedingly busy,  but  judging  from  what 
we  hear  on  all  sides  has  produced  a 
want  of  enterprise  and  forethought 
for  the  future — we  regret  to  have  to 
admit  it — which  is  much  at  variance 
with  the  customary  cautiousness  of 
Englishmen. 

Only  a  few  days  ago  we  learned 
from  a  resident  in  India,  and  who  is 
well  acquainted  with  that  country, 
that  he  advertised  for  agencies  which 
he  proposed  to  take  up.  His  replies, 
thirteen  in  number,  included  letters 
from  seven  German  houses,  two 
American,  and  only  four  English, 
although  the  advertisement  appeared 
in  an  English  paper.  Even  supposing 
that  this  country  is  well  represented 
in  India — a  supposition  open  to  ques- 
tion— it  still  indicates  the  amount  of 
enterprise  which  our  keenest  com- 


petitors are  exhibiting  in   the  exten- 
sion of  their  foreign  business.     . 

+      4-      + 

Electric  Traction. 

In  1890  there  were  2,525  miles  of 
electrically  operated  track  in  the 
United  States,  and  5,592  cars  with  a 
capital  of  something  like  .£7,000,000. 
In  1895  this  had  increased  to  10,752 
miles  and  35,000  cars,  and  at  the 
present  time  there  are  probably  20,000 
miles  and  some  60,000  to  70,000  cars 
if  not  more.  In  this  country,  in  1896, 
there  were  some.  200  miles  of  trat  k 
with  300  cars,  and  even  if  we  quad- 
ruple this  for  the  increase  during  the 
last  three  years,  and  that  is  probably 
excessive,  we  see  at  once  that  there  is 
a  big  difference.  We  must  not  forget, 
of  course,  that  we  have  a  large  mile- 
age of  horse  trams  besides  steam  and 
cable  tramways,  and  this  country  is 
well  studded  with  heavy  main  lines, 
but  there  is  a  great  need  for  light 
railways  in  country  districts  as  well  as 
near  large  towns. 

As  to  working  expenses,  these  are 
distinctly  in  favour  of  the  electric 
system,  as  in  this  system  the  ratio  of 
operating  expenses  to  receipt  averages 
is  well  under  60  per  cent,  whilst  in 
English  horse  tramways  it  is  not  in- 
frequently as  much  as  75  to  80  per 
cent.  On  the  Continent  we  find  that 
Germany  is  considerably  ahead  of  us 
in  electric  traction,  and  is  rapidly  in- 
creasing her  lines,  and  we  ai^  glad  to 
see  that  we  are  also  going  ahead  in 
this  direction.  The  growth  and 
development  of  electric  traction  is  a 
subject  in  which  considerable  interest 
is  now  being  evinced. 


HIGH-SPEED  STEAM  ENGINES. 

By  W.  MORRIS,  A.M.I.C.E.,  M.  I.  Mech.  E. 


V.—SOME    AMERICAN    TYPES    DISCUSSED. 


engines  described  in  the 
previous  articles  on  high- 
speed steam  engines  have 
been  those  manufactured  by  English 
firms.  Whilst  on  a  business  trip  to  the 
United  States  of  America  the  writer 
had  considerable  opportunity  of 
watching  the  behaviour  of  several 


type  of  Russell  Engine.  The  bed  is 
of  the  "box"  type,  or  a  combination  of 
the  well-known  "Tangye"  and  "semi- 
girder"  patterns,  with  projecting  cylin- 
der, free  to  expand  whilst  working. 
The  guides  are  bored,  and  permit  a 
certain  amount  of  self-adjustment  in 
the  crosshead. 


' 


FIG.    28.— FRONT  VIEW  OF   RUSSELL   ENGINE . 


types  of  high-speed  engines  built  by 
the  leading  makers  in  the  United 
States  of  America. 

A  type  of  engine  which  has  been 
highly  successful  is  that  known  as  the 
Russell  Engine,  built  by  Russell  and 
Co.,  Massillon,  Ohio. 

Fig.  28  is  a  front  view  of  the  simple 


Fig.  29  is  a  part  sectional  plan 
through  the  cylinder  and  steam  chest. 
It  will  be  seen  by  reference  to  Fig.  29 
that  the  admission  valve  is  double 
ported  and  balanced  through  needle 
ports  leading  into  steam  and  exhaust 
ports.  The  steam  chest  cover  is  sur- 
rounded with  a  light  casing,  which  not 


263 


264 


Engineering  Times* 


only  gives  a  neat  appearance  to  the 
steam  chest,  but  admits  of  ready  re- 
moval in  case  of  overhaul. 

The  proportions  of  the  main  shaft 
and  crank  pit  are  somewhat  different 
to  English  practice.  The  main  bear- 
ing is  J  the  crank  pit,  J  the  diameter 


FIG.  29.— RUSSELL  ENGINE— PART  SECTIONAL  PLAN 
THROUGH  CYLINDER  AND  STEAM   CHEST. 

of  the  cylinder.  The  arrangement 
of  oil  guards  will  be  clearly  seen  by 
reference  to  Fig.  30. 

The  governor  (see  Fig.  31)  controls 
the  speed  of  the  engine  through  the 
inner  eccentric  R,  which  fits  loosely 
on  the  hub  of  the  governor  wheel  A, 
and  is  connected  with  the  weight  arms 
F,  through  the  links  K,  in  such  a 
manner  that  the  inner  eccentric  is 
moved  round  the  hub  of  the  gover- 
nor, forward  or  backward,  as  the 
weights  change  their  position.  This 
forward  or  backward  movement  is 
communicated  through  the  inner 
eccentric  strap  Q  to  the  main  eccen- 
tric B,  causing  this  to  slide  on  the 
hub  plate  C,  in  a  straight  line  across 
the  shaft,  thus  maintaining  a  constant 
"  lead  "  for  all  points  of  cut  off.  This 
movement  across  the  shaft  is  always 
in  the  direction  of  reducing  the  eccen- 
tricity of  the  main  eccentric,  conse- 
quently reducing  the  travel  of  the 
valve. 

When  the  weights  are  at  the  inner 
position,  the  throw  of  the  eccentric  is 


at  its  maximum,  and  steam  is  ad- 
mitted |  of  the  engine's  stroke. 
When  the  weights  are  at  their  ex- 
treme outer  position  the  throw  of  the 
eccentric  is  at  its  minimum,  and  the 
steam  is  cut  off  at  the  beginning  of 
the  stroke.  Between  these  two  ex- 
tremes any  number  of  positions  of 
the  weights  and  corresponding  angu- 
lar positions  of  the  eccentric  may  be 
had,  and  as  the  steam  is  thus  adapted 
to  the  load  in  each  position,  it  follows 
that  a  slight  increase  or  decrease  in 
speed  must  make  a  change  in  the  cut- 
off, and  to  bring  the  engine  again  to 
standard  speed.  The  free  movements 
of  the  weights  F,  is  opposed  by  the 
springs  H.  By  tightening  the  tension 
screw  N,  the  force  of  the  springs  is 
increased,  and  by  adding  weights  to 
the  weight  arms  F,  the  centrifugal 
force  for  any  given  speed  is  also  in- 
creased. Now  it  is  clear  that  there  is 
a  point  where  these  two  forces  exactly 
balance  each  other,  and  but  for  the 


mmmm 


OIL  GUARHS. 

FIG.   30.— RUSSELL   ENGINE— SHOWING    ARRANGEMENT 
OF  OIL  GUARDS. 


FI.  31. — RUSSELL  ENGINE— GOVERNOR. 


High-Speed  Steam  Engines.  I   ^^iVr^-J^N 

unsteadiness  produced  by  the 
equilibrium  of  these  two  for- 
ces, this  would  be  the  proper 
adjustment  for  the  best  regu- 
lation. It  is  Messrs.  Russell's 
practice  to  give  a  small  pre- 
ponderance to  the  weights 
F,  by  reducing  the  tension  of 
the  springs  just  enough  to 
overcome  the  unsteadiness, 
and  after  the  spring  tension 
has  been  thus  adjusted,  it 
should  not  be  tampered  with 
to  make  any  desired  change 
in  speed  as  speed  should  al- 
ways be  adjusted  at  the 
weights  and  not  at  the 
springs. 

Fig.  32  shows  very  clearly 
Rite's  governor,  which  is  now 
fitted  to  the  Russell  engine. 

The  single  cylinder  engines  are  with  cylinder  i6in.  bore  x  2oin.  stroke, 
made  in  sizes  from  18  h.-p.,  cylinder  making  175  revolutions  per  minute. 
6in.  bore  x  loin,  stroke,  making  325  Steam  pressure  125  Ib.  per  square  inch, 
revolutions  per  minute,  up  to  1 75  h.-p.,  A  very  neat  type  of  tandem 

compound     engine     is 
.         made  by  Messrs.  Russell 

F^^^^^B^^^^^M^. 

^^J0HS      ^^^NN,  anC*  ^°''  w^cn  *s  largely 

jjjj^ r± :* '-?  ^%k.  use(*  ^or  Diving  dynamos 

^^4m          m  ^k.  direct.     See  Fig.  33. 

It  is  well  known  that 
the  greatest  economy  at- 
tached to  the  use  of  the 
compound  engine  is  ob- 
tained when  running  it 
condensing,  as  the  larger 
area  of  the  low  pressure 
piston  exposed  to  the 
action  of  a  more  or  le^j 
perfect  vacuum,  adds  con- 
siderably to  the  efficiency 
of  the  engine.  The  ratio 
between  the  cylinders 
should  be  greater  for 
condensing  than  for 
non  -  condensing  engines 


Entj:  Time?. 


FICi.   32.—  RUSSELL   ENGINE— RITE'S  GOVERNOR. 


266 


Engineering  Times, 


to  obtain  the  best  results,  but 
as  already  mentioned  (see  THE 
ENGINEERING  TIMES,  p.  96)  en- 
gines fitted  with  a  condenser,  often 
are  compelled  to  be  run  non-conden- 
sing for  a  longer  or  shorter  period  of 
time,  owing  to  lack  of  sufficient  water 
supply  or  other  causes,  and  as  engines 
originally  intended  to  be  run  non- 
condensing  are  later  supplied  with  a 
condenser,  Messrs.  Russell  propor- 
tion the  cylinders  of  their  engines  so 
as  best  to  meet  both  these  extremes, 
so  that  whilst  recommending  the  use 


Referring  to  Fig.  33,  this  type  of 
High-speed  Tandem  Compound 
Engine  possesses  several  very  good 
features,  and  is  admirably  suited  for 
driving  dynamos  direct.  It  will  be 
seen  that  the  engine  and  dynamo  are 
arranged  on  one  base.  The  receiver 
between  the  high  and  low  pressure 
cylinders  forms  a  substantial  support 
for  both  cylinders,  and  is  well  arranged 
for  sliding  the  cylinders.  Every  part 
of  the  engine  is  get-at-able,  and  is 
altogether  a  first-class  job.  The 
tandem  engines  are  made  in  sizes 


FIG.   33. — THE   RUSSELL  HIGH-SPEED  TANDEM   COMPOUND  ENGINE. 


of  a  condenser  in  connection  with 
their  compound  engines,  they 
claim  that  with  a  high  steam 
pressure  of,  say  I25lb.  per  square 
inch,  almost  as  economical  results 
can  be  obtained  non-condensing 
as  condensing.  The  writer  is 
very  much  inclined  to  agree  with 
Messrs.  Russell  on  this  point,  having 
for  some  considerable  time  failed  to 
see  how  a  condensing  plant  for  a 
small  installation  of,  say,  100  h.-p , 
would  warrant  the  outlay,  to  say 
nothing  of  the  up-keep. 


from  a  9111.  x  14111.  x  14111.  stroke,  mak- 
ing 260  revolutions  per  minuje,  up  to 
I3in.  x  2o|in.  x  2oin.  stroke,  making 
210  revolutions  per  minute.  The 
cut-ofT,  non-condensing— '30,  and  con- 
densing, *2O  of  the  engine  stroke. 

A  representative  type  of  American 
high  -  speed  single  -  acting  engine  is 
that  so  well  known  as  the  "  Sentinel  " 
Westinghouse,  as  made  by  Messrs. 
Alley  and  Maclellan,  Glasgow.  About 
twelve  years  ago  Messrs.  Alley 
and  Maclellan  started  the  manu- 
facture of  the  simple  type  of 


High-Speed  Steam  Engines. 


26; 


FIG.  34.— LONGITUDINAL   SECTION   THROUGH   CRANK   SHAFT— "  SENTINEL  "    SIMPLEX   HIGH-SPEED   ENGINE. 


FIG.   35- — TRANSVERSE   SECTION   THROUGH   VALVE. — 
"SENTINEL"   SIMPLEX   ENGINE. 


FIG.  36. — GOVERNOR — "SENTINEL"   HIGH-SPEED 
ENGINE. 


Westinghouse  engine,  and  have 
during  that  period  had  a  very  large 
experience.  There  are  now  some  7,000 
engines  of  this  type  in  operation  all 
over  the  world.  The  simple  engine  is 
of  the  two-cylinder,  two-crank  type, 
having  the  cranks  set  at  1 80  degrees 
and  is  made  in  sizes  up  to  350  i.h.-p., 
and  is  specially  adapted  for  running 
non-condensing.  Fig.  34  is  a  longi- 


268 


Engineering  Times, 


FK-.  37.— INDICATOR  DIAGRAMS— "  SENTINEL  "    HIGH-SPEED  SIMPLEX  ENGINES. 


tudinal  section  through  crank  shaft, 
and  Fig.  35  is  a  transverse  section 
through  valve.  It  will  be  seen  by  re- 
ferring to  Figs.  34  and  35  that  all  the 
moving  parts,  with  the  exception  of 
the  fly  and  belt  wheels,  are  enclosed 
within  the  frame  of  the  engine,  and  on 
further  examination  it  will  be  noticed 
that  the  internal  moving  parts  consist 


of  two  pistons, 
two  connecting 
rods,  crank  shaft, 
a  single  central 
valve,  eccentric 
rod  for  same 
and  an  automa- 
tic expansion 
governor.  Not 
a  single  gland 
or  stuffing  box 
is  required  in 
L  the  whole  en- 
gine. The  pis- 
tons are  of  the 

trunk  pattern,  and  of  great  length, 
which  ensure  a  long  life.  It  is  well 
known  that  the  pistons  of  the  "  Otto  " 
type  gas  engines,  which  are  of  the 
trunk  pattern,  fitted  with  rings  only 
at  the  back  end,  give  excellent 
results,  and  though  the  conditions 
such  as  varying  temperature  are  very 
severe,  yet  the  mechanical  efficiency  is 


FIG.  38. — "SENTINEL"  HIGH-SPEED  SIMPLEX  ENGINE  COUPLED  DIRECT  TO  DYNAMO. 


High-Speed  Steam  Engines. 

remarkably  high.  Bearing  this  fact  in 
mind,  then  nothing  can  be  urged 
against  a  well-designed  plunger  piston 
for  single-acting  engines.  The  steam 
is  distributed  to  the  two  cylinders  by 


Y,  1  •*  "  -   "    > 

OF  TNI- 

UNIVERSITY 


269 


return   or  up 


exhaust  sti 
stroke. 

The  governor  is  of  the  crank  shaft 
variable  expansion  type,  and  acting 
direct  on  the  travel  of  the  balanced 


a  single  balanced  piston  valve,  and  acts  piston    valve,   as    shown    in    Fig.  35, 

only  on  the  top  of  the  pistons,  making  controls  the  supply  of  steam  at  four 

the  engine  single    acting  throughout  points    in     each     revolution.       This 

the   whole   revolution,  the    inertia  of  governor  is  shown  in  Fig.  36,  and  its 

the  reciprocating   parts  being  taken  action    in    controlling   the   steam    at 

up  by  judicious  compression  of  the  van-ing  loads  is  shown  in  Fig.  37. 


2/0 


Engineering  Times. 


All  the  internal  packings  are  of  the 
floating  metallic  type.  Large  bear- 
ing surfaces  are  provided,  so  that  the 
wear  is  reduced  to  a  minimum,  the 
bearings  varying  in  length  from  2  to 
3^  times  the  diameter  of  the  shaft. 
The  main  bearings  are  not  provided 


FIG.  40. — "SENTINEL"  HIGH  SPEED  TANDEM  COMPOUND  ENGINE, 
COUPLED  DIRECT  TO  DYNAMO. 


with  any  means  of  adjustment.  Shells 
lined  with  Babbit  metal  are  provided 
which  admit  of  easy  renewal. 

Lubrication  is  effected  in  both 
simple  and  compound  types  by  having 
the  crank  case  half  filled  with  oil  and 
water  or  all  oil  nearly  up  to  the 
height  of  the  crank  shaft  ;  this,  when 
the  engine  is  running,  is  in  a  few 
minutes  churned  into  a  foam,  which, 
while  it  offers  little  or  no  fesistance 
to  the  moving  parts,  thoroughly 
lubricates  all  internal  bearings  con- 
stantly, and,  by  using  the  same  oil 
over  and  over  again,  economically. 

Governing  is  effected  in  the  com- 
pound engines  either  by  a  variable 


expansion  governor,  as  in  the  simple 
engine,  or  by  a  shaft  governor 
operating  a  throttle  valve  and  capable 
of  adjustment  while  running,  and 
such  is  the  sensitiveness  that  these 
engines  are  made  to  govern  within 
I  per  cent,  between  no  load  and  full 
load. 

Fig.  38  shows  one 
of  these  simple  en- 
gines of  50  b.h.-p. 
direct  driving  a  dyna- 
mo at  430  revolutions 
per  minute. 

The  compound  en- 
gine, as  now  made  by 
Alley  and  Maclellan, 
is  chiefly  of  the  tan- 
dem type,  and,  like 
the  simple  engine,  is 
also  single  acting.  It 
is  made  with  two 
cranks  generally,  but 
when  exceptionally 
steady  running  is  de- 
sired it  is  made  with 
three  cranks  set  at 
1 20,  the  two  -  crank 
engine  having  its 
cranks  at  180. 

Fig.  40  shows  one 
of  these  engines  of 
20  b.h.-p.  direct  driving  a  dynamo 
at  a  speed  of  500  revolutions,  and 
Fig-  39  shows  one  of  250  b.h.-p. 
driving  an  alternating  current  genera- 
tor at  350  revolutions  as  supplied  for 
central  electricity  supplied  stations. 
Distribution  of  steam  is  effected  by 
simple  piston  valves  and  is  £>n  the 
Cornish  cycle,  the  steam  acting  on  the 
top  of  the  horse-power  piston,  then 
exhausting  to  the  under  side  of  this 
piston,  which  forms  a  receiver  into 
the  low  pressure  piston,  then  again 
exhausting  to  the  bottom  side  of  this 
piston,  and  finally  exhausting  to  the 
atmosphere  or  condenser  as  the  case 
may  be. 


(To  be  concluded  in  next  issue). 


JITY 


COAST   ELECTRICAL   COMMUNICATION. 


By  CHARLES  BRIGHT,  F.R.S.E.,  A.M.  Inst.  C-E. 


AT  is  meant  by  coast  com- 
munication,  is  the  connection 
by  telegraph  of  the  mainland, 
islands,  rock  lighthouses,  and  light- 
ships. The  points  of  connection  on 
the  coast,  should,  of  necessity,  be  as 
near  as  practicable  to  coastgur  rd  and 
life-boat  stations,  those  stations  being 
in  continuous  telephonic  communica- 
tion with  one  another,  and  with  the 
nearest  postal  telegraph  offices.  By 
this  means  we  should  have  a  rapid 
transmission  of  information  along  our 
shores,  the  value  of  which  could  not 
be  over-estimated,  whether  in  time  of 
peace  or  war.  In  peace,  these  lines 
of  communication  would  be  of  inesti- 
mable use  in  saving  hundreds  of 
valuable  lives  ;  in  war,  they  might  be 
the  means  of  saving  the  nation. 

That  part  of  the  subject  which  is 
now  occupying  a  considerable  amount 
of  public  attention  is  the  matter  of 
the  establishment  of  telegraphic  com- 
munication between  rock  lighthouses 
and  the  adjacent  mainland.  It  is 
obviously  a  work  for  which  it  would 
be  advisable  and,  indeed,  almost 
necessary  to  obtain  the  assistance  of 
engineers  who  have  had  experience 
in  matters  connected  with  the  con- 
struction of  lighthouses,  and  it  is  to 
be  hoped  that  these  will  give  their 
advice  to  the  benefit  of  a  scheme 
which  has  to  a  great  extent  humani- 
tarian objects  in  view. 


The  work  of  laying  submarine 
cables  is  one  which,  in  the  ordi nary 
way,  presents  no  very  great  difficul- 
ties, and  which  is  now  carried  out 
with  great  efficiency  ;  but  there  are 
few  engineers  engaged  in  this  who 
would  not  be  glad  of  assistance  in 
such  a  ca^e  as  the  laying  of  a  tele- 
graph cable  to,  let  us  say,  the  Bishop's 
Rock  Lighthouse. 

It  must  be  pretty  apparent  to  any- 
one that  an  ordinary  type  of  cable, 
laid  in  the  usual  way,  would  stand  no 
chance  when  exposed  to  such  severe 
conditions  as,  in  this  instance,  it  must 
necessarily  be.  Such  a  cable  was 
laid  to  the  Fastnet  Rock  a  few  years 
ago,  but  it  only  lasted  a  short  time, 
and  the  attempt  has,  perhaps,  done 
harm  by  establishing  a  popular  idea 
that  the  carrying  out  of  the  scheme 
presents  serious  difficulties  from  a 
technical  point  of  view. 

Engineers  who  have  so  successfully 
overcome  the  great  difficulties  en- 
countered in  the  construction  of  these 
very  lighthouses  with  which  it  is  now 
proposed  to  establish  communication, 
will,  surely,  not  think  that  the  carry- 
ing out  of  this  scheme  presents  any 
but  comparatively  trivial  difficulties, 
to  overcome  which  no  exorbitant 
expenditure  of  money  is  necessary. 

The  method  of  carrying  out  the 
work  must  necessarily  vary  consider- 
ably with  the  different  condition  pre- 


271 


272 


Engineering  Times. 


sented  by  different  rocks  ;  but  in 
every  case  there  can  be  little  doubt 
that  the  telegraph  cable  must  be 
secured  to  the  rock  and  embedded  in 
it  to  a  distance  of  about  five  fathoms 
below  low  water  mark,  in  order  to 
protect  it  from  the  force  of  the  sea. 
In  the  case  of  the  Bishop's  Rock 
Lighthouse,  there  is  no  reason  why  an 
ordinary  type  of  cable,  secured  in  this 
way,  should  not  prove  perfectly 
durable  ;  but  there  are  other  instances 
where  the  inclines  of  the  rocks  are  not 
so  precipitous,  and  where  no  deep 
water — and  consequent  security — is 
to  be  found.  In  these  cases  the  or- 


(1)  The    extreme    inflexibility    of 

such  cables,  rendering  it  abso- 
lutely impossible  for  them  to 
fit  closely  down  to  the  bottom, 
and  make  use  of  any  irregu- 
larities as  actual  protection  ; 
therefore,  we  have  lengths  of 
cable  laying  in  spirals  along 
the  bottom  or  hanging  across 
from  ledge  to  ledge  of  rock, 
and  unnecessarily  exposed, 
with  the  result  that  the  cable 
soon  becomes  worn  through  at 
the  nearest  point  of  suspension. 

(2)  The    small    weight     of    these 

cables   in  water,  as  compared 


c,  CABLE;    c  i.,  CAST  IRON;    w  i.,  WROUGHT  IRON. 


SECTION   OF   LINKS   AT   A   B. 


dinary  type  of  cable  should  be  em- 
bedded in  the  rock  to  the  bottom  of 
the  first  precipitous  incline,  from  which 
point  a  specially  designed  cable  should 
be  employed,  protected  by  a  form  of 
chain  armour  recently  invented  by 
Mr.  Edward  Stallibrass,A.M.Inst.C.E., 
which  is  shown  in  the  accompanying 
sketch. 

The  ordinary  types  of  submarine 
cables  are  quite  unsuited  to  an 
irregular  rocky  bottom  with  shallow 
water,  and  consequently  strong  tidal 
currents,  or — it  may  be — even  break- 
ing seas.  The  reason  of  this  unsuit- 
ability  is  as  follows  :— 


with  the  surface  Cxxposed,  ren- 
dering    them     liable     to     be 
washed  about  on  the  bottom  : 
the    specific     gravity    >of     an 
ordinary  cable  used   on   rough 
bottoms  is  about  4. 
In  the  chain  armour  above  referred 
to  (see  illustration)  great  flexibility  is 
secured  by  employing  a  small  type  of 
cable,    made    in  itself   as   flexible   as 
possible,    and    protecting   it   with    a 
heavy  but  flexible  chain.      The  chain 
is  composed  of  castings  fastened  to- 
gether with  wrought  iron,  and  so  con- 
structed that  the  cable,  when  threaded 
through  its  links,  is  afforded  absolute 


Coast  Electrical  Communication. 


273 


protection  ;  \vhile  the  flexibility  of 
the  chain  will  admit  of  it  being  zig- 
zagged about  among  the  irregularities 
of  the  bottom,  thus  converting  these 
from  a  source  of  danger  into  an  abso- 
lute protection. 

On  a  bottom  free  from  irregularities 
the  great  weight  of  the  chain  would 
prevent  any  serious  movement. 

The  cost  of  the   chain   would    be 


heavy  per  mile  ;  but  as  its  use  would 
only  be  necessary  for  very  short 
lengths — at  exposed  positions  and  on 
rocks — this  consitutes  no  grave  ob- 
jection. 

Divers  should  be  employed  to  see 
that  the  cable  is  properly  laid  ;  and, 
this  once  being  done,  such  a  cable 
might  confidently  be  expected  to  last 
a  reasonable  time. 


MACHINE    TOOLS. 

By  EWART   C.   AMOS,  M.  L  Mech.  E. 


V.— FURTHER  CONSIDERATION  OF  AMERICAN  COMPETITION. 


,HEN  dealing  with  the  question 
of  British  v.  American  tools 
in   these   articles,  the   author 
has    largely   confined     himself    to    a 
comparison    of  the    machines    them- 
selves, rather  than  to  a   consideration 
of  the    reasons    that    have    made    it 
possible  for  the   American  machines 
to  so  readily  find  a   market  here.     It 
may  safely  be  stated   that  they  have 
now    got    a   strong   foothold    in    this 
country,  and   it   may  perhaps  also  be 
found  interesting  to   briefly  consider 
how    this    has    come   about.     In    the 
first   place,  we  should  not   be  buying 
American  tools  to  the  extent  we  are 
if  we  did  not   find  them  serviceable. 
The  statement — more  often  the  excuse 
— so  frequently   made  that  we  only 
buy   American  machines  because  we 
cannot   get   British  will  not  bear  re- 
peating any   longer  ;    anyone  who  is 
conversant   with    the    market    at    the 
present  moment  knows  this,  and  those 
who  dispute  it  do  so  from  a  want  of 
knowledge  of  the   facts  of  the    case. 
Undoubtedly  there   have   been  many 
instances  when  it  has  been  impossible 
to    get    an    English    machine   in    the 
time  required,   and    resort   has    been 
had   to    an     American    tool    simply 
because  it  has  been  in  stock,  but  that 
alone  will  not  explain  the  increasing 
demand    for    the     imported    article. 
Now  let  us  look  into  the  question  of 
cost,  which   is  a  very  important  side 
of  the  question.    It  is  generally  recog- 
nised that  the  true  worth  of  a  tool  is 
to  be   measured   not  so  much  by  its 


prime  cost,  as  by  the  amount  of  good 
and  accurate  work  it   will  produce  in 
a  given  time,  and  the  correctness  of 
this  method  of  valuation  becomes  the 
more  apparent  as   the  rate  of  wages 
continues    to    increase.       Automatic 
tools  have   become  the  order  of  the 
day  ;  since  although  their   initial  cost 
is    high,    their    productive     capacity 
bears    a    corresponding    ratio.      It    is 
generally    supposed    that    labour    in 
America    commands    a     high    wage. 
This   is  perfectly  true   up  to  a  point, 
but    supposing    that    the     American 
workman,  in  conjunction  with  Ameri- 
can   workshop    practice   and    Ameri- 
can     machines      can      turn      out     a 
corresponding     increase      of      work, 
we    find     here     the     explanation    of 
how    it    is  that   American  tools  plus 
freight    and    showroom    expenses   on 
this   side,  can   still  be  sold  at   prices 
comparing  very  favourably  with  our 
machines  of  a  similar  quality.     These 
are  facts  which  it  would  be  unwise  to 
ignore,  but  still  more  unwise  to  simply 
admit  without  enquiring  more,.closely 
into    the    far-reaching    causes*  which 
produce  them.     American    engineers 
have  found   that  if  they,  with  a  high 
wage  rate,  are  to  compete  with  other 
countries   paying    a    less    wage,  they 
must  dispense  with  manual  labour  as 
much  as  possibb,  and  their  practice 
is  briefly  this, — to  construct  machines 
so   automatic   in  their  nature  that  it 
has  become  possible  to  employ  practi- 
cally   unskilled     labour    to    a    large 
extent,  engaging    at    the  same  time 


Machine  Tools. 


275 


highly-skilled    and    thoroughly   edu- 
cated    foremen     and      managers     to 
superintend  the  setting  and   keeping 
in  order  of  the  automatic  machines 
which  can  then  be  left  in  the  hands  of 
unskilled  men, who  can  only  command 
a  lo\v  wage.     Then,  again,  it  must  be 
remembered      that      the      American 
mechanic  is  a  different  class  of  man 
to  what  we  have  over  here,  and  he  is 
so   because  he  receives  a   better  and 
more  advanced  technical  training  and 
also  works  under  more  congenial  con- 
ditions, occupying  at  the  same  time  a 
superior    social  position.       The  same 
shop  can  be  made  to  turn  out  more  or 
less  according  to  the  practices  adopted 
and   this  leads  up  to  the  question  of 
specialisation.      Our  tool-makers  are 
generally  too  apt  to  manufacture  a  great 
variety  of  machinery,  which  calls  for 
a  big  pattern  department,   and  they 
would  probably  do  better  were  they 
to  follow  the  American  and   German 
practice  of  making  a  number  of  simi- 
lar machines  at  the  same  time,  which 
enables  additional  labour-saving   ap- 
pliances in  the  form  of  jigs,  templates, 
etc.,  to   be  profitably  employed.     In 
the  author'sopinion  the  time  is  rapidly 
approaching  when  electricity  will  play 
a   far    more    important    part    in    the 
driving  of  machinery  and  especially 
machine  tools  than  it  does  at  present  ; 
belting   and    overhead    gears  will  be 
replaced     by     electric     motors     and 
speed  reducing  gears,  with  automatic 
arrangements   for  taking  on  the  full 
load,  without   damage   to  the  motor. 
America  has  already  gonein  for  thisex- 
tensively,and  this  country  will  do  well 
to   direct   its   attention   to   a  similar 
method  of  driving.     Looking  across  a 
large  shop,  one  is  struck  with  the  im- 
mense   amount   of    belting,    pulleys 
shafting,  bearings,  etc.,  which  are  now 
used,  but  which   might  be  dispensed 
with   if  electric  driving  were  adoped. 


The  question  of  space  alone,  apart 
from  danger  to  the  operators,  is  an 
important  item.  Compressed  air  will 
also  play  a  very  important  part  in  the 
near  future,  as  it  lends  itself  so  ad- 
vantageously to  the  driving  of  tools, 
which  can  be  used  in  place  of  hand 
tools.  As  to  the  commercial  side  of 
the  question,  there  is  no  doubt  that 
our  foreign  competitors  have  fully 
proved  the  great  value  of  exhibiting 
their  machines,  and  by  means  of  well- 
got-up  catalogues  and  a  prompt  and 
careful  attention  to  their  clients' 
wants,  have  secured  a  footing  which 
it  will  be  difficult  to  remove. 

As  a  set  off  against  this  foreign  in- 
road into  our  markets,  what  do  we 
find  ?  In  the  first  place,  that  our 
tool  makers  are  as  busy  as  they  have 
probably  never  been  before,  which 
would  show  that  in  the  unprecedented 
demand  that  the  world  is  now  making 
for  machinery,  we  are  getting  our  full 
share,  or,  at  any  rate,  as  much  as  we 
care  to  take,  and  that  where  we  have 
built  machines  on  American  lines,  we 
have  been  able  to  more  than  hold  our 
own ;  but  the  danger  lies  in  the  event 
of  the  boom  breaking,  when  it  will  be 
found  that  we  have  got  an  increased 
competition  to  face.  This  nation  is  a 
nation  of  engineers,  and  will,  doubt- 
less,- overcome  the  difficulty  which 
will  then  present  itself ;  but  it  is  not 
indicative  of  a  want  of  patriotism  to 
call  attention  to  facts,  which,  although 
unpleasant,  have  got  to  be  faced. 
History  would  show  that  great  in- 
dustries have  sometimes  passed  from 
one  nation  to  another,  and  that  times 
of  widespread  prosperity  not  infre- 
quently form  the  period  of  their 
transition. 

It  has  often  been  stated  that 
American  machines  are  merely  copies 
of  ours,  and  doubtless  this  is  largely- 
true,  but  some  combination  or  slight 


276 


Engineering  Times. 


improvement   has   in   many  instances 
greatly     enhanced     the    value    of    a 
machine.     This   is  very  noticeable  in 
the     semi-radial      drilling     machine, 
which    is    now  illustrated.       At   first 
sight  this  would  appear  to  be  a  pillar 
drill  of  ordinary  design,  but  on  closer 
inspection  it  will 
be  seen  that  the 
spindle   head    is 
caused    to   slide 
on      a     column 
which  rotates  on 
balls,  thus  giving 
a    radial    notion 
to    the    spindle, 
which,    together 
with  the  circular 
motion    of    the 
table,    produces 
accurate      work 
and      ease     of 
manipulation, 
and       combines 
many  of  the  best 
features  of  both 
the  ordinary  up- 
right and  radial 
drill.    The  table 
is  provided  with 
risingand  falling 
motions,  and  is 
also  mounted  on 
a      ball      race, 
which      permits 
of  easy  rotation 
even     w  h  e  n 
heavily    loaded. 
The  knee  carrying  the  drill   table  is 
gibbed  to  the  base,  and  is  elevated  by 
crank,  bevel  gear  and   screw,  placed 
directly  under  the  centre  supporting 
the  weight,  ana  ensuring  great  rigidity 
in   heavy  work.     The  power  feed  has 
three   changes,  with    automatic    stop 
motion,  and  the  drill  head  has  a  quick 
return,  and  is  balanced.   The  machine 


weighs  a  little  over  one  ton,  and  will 
drill  in  the  centre  of  26  inches 
diameter. 

Messrs.  J.  Buckton  and  Co.,  Ltd., 
Leeds,  are  one  of  the  oldest  and  best 
known  firms  ofmachine  tool  makers  in 
this  country, and  have  a  reputation  for 


SEMI-RADIAL  DRILLING  MACHINE,    POSSESSING  SEVERAL  NOVEL  FEATURES. 


keeping  pace  with  modern  practices. 
The  illustration  herewith  shows  one 
of  their  Patent  Two  Spindle  Radial 
Drilling  machines  designed  to  drill 
two  holes  simultaneously  and  over  a 
range  of  /in.  to  5ft.  apart,  on  work  up 
to  /ft.  high  from  base  plate.  The 
jib  can  be  raised  and  lowered  rapidly 
by  power  with  a  travel  of  3ft.,  and 


Machine  Tools. 


277 


both  spindles  will  reach  to  7ft.  radius, 
the  jib  swinging  through  an  ^rc  of 
1 80°.  The  spindles  are  2^in.  diameter 
with  variable  self-acting  feed  balanced 
by  counter-weight  and  with  quick- 
hand  adjustments,  and  each  spindle 
has  I2in.  adjustment  at  right  angles 
to  the  main  jib.  The  two  spindles 


drilling  and  tapping  as  well  as  the 
power  driving  for  raising  and  lower- 
ing the  arm  are  all  self-contained, 
and  the  reversing  handle  is  situated 
upon  a  shaft  running  along  the  arm 
is  a  convenient  position  for  the 
workman. 

This  machine  will  turn    out    more 


PATENT  TWO-SPINDLE   RADIAL  DRILLING   MACHINE. 


can  be  quickly  moved  or  fed  together 
or  the  feed  action  of  either  can  be 
disconnected  at  will.  Each  of  the 
secondary  jibs  can  be  quickly  tra- 
versed upon  the  main  arm,  and  each 
spindle  head  stock  can  be  traversed 
upon  its  own  jib.  Counter-driving 
apparatus  and  reversing  gear  for 


than  twice  the  amount  of  work  in  a 
given  time  than  a  single  spindle 
machine,  and  is  able  to  drill  simul- 
taneously two  holes,  however  irregu- 
larly they  may  be  situated  with 
regard  to  one  another  as  long  as  they 
are  within  the  limits  of  the  machine. 
The  adjustment  of  each  spindle  is 


278 


Engineering    Times. 


independent  of  its  fellow  and  is 
effected  by  two  rectilinear  move- 
ments, while  the  thrust  of  the  spindles 
and  the  weight  of  the  arm  are  carried 
upon  specially  designed  ball  bearings 
with  hardened  steel  races  and  ball 
retaining  cages. 

The  method  of  driving  the  spindles 
by  means  of  right  and  left  hand  skew 
bevel  gear  enables  the  spindles  to  be 
brought  to  the  close  pitch  of  ^in., 


agents  in  this  country.  As  will  be 
noted  on  reference  to  the  illustration, 
the  machine  is  double-headed,  and 
will  thread  or  tap  two  pieces  of  work 
at  the  same  time  from  fin.  to  2jin. 
diameter,  with  either  right  or  left 
hand  threads.  Strength,  durability, 
and  simplicity  are  features  which 
every  machine  should  possess,  but 
they  are  absolutely  indispensable  in 
screwing  machines.  In  the  "  Acme  " 


THE  "ACME"  DOUBLE  BOLT  CUTTER. 


while  retaining  ample  diameter  of 
driving  gear.  The  machine  is  appli- 
cable to  all  classes  of  work  for  which 
the  ordinary  radial  is  used  and  will 
turn  it  out  twice  as  quickly. 

Another  machine  possessing  some 
interesting  features  is  the  "  Acme " 
Double  Bolt  Cutter,  as  made  by  the 
Acme  Machinery  Company,  of  Cleve- 
land, and  for  whom  Messrs.  Burton, 
Griffiths,  and  Co.,  of  London,  are  the 


machines  the  special  features  are — 
(i)  the  die  head,  which  is  of  exceed- 
ingly simple  construction,  being  con- 
fined to  three  principal  parts,  all  of 
which  are  made  to  standard  gauge 
and  interchangeable ;  (2)  lead  screw 
and  power  feed  attachments ;  (3) 
special  pump  arrangement  for  supply 
of  lubricant  to  the  dies,  giving  a  vari- 
able quantity,  as  desired. 

The  machine  illustrated,  which  can 


Machine  Tools. 


279 


be  worked  by  one 
man,  will  do  the  work 
above  specified,  and 
weighs  about  three 
tons. 

Improvements  in 
milling  machines  are 
so  rapid  that  it  is 
difficult  to  get  hold 
of  the  latest  thing. 
Owing  to  the  variety 
of  work  this  type  of 
machine  will  do,  it 
becomes  an  impor- 
tant matter  to  have  a 
large  range  of  feed, 
and,  at  the  same  time, 
to  be  able  to  rapidly 
change  from  one  feed 
to  another.  This 
besides  being  con- 
venient, alsOj  insures 
that  the  utmost 
amount  of  work  will 
be  got  out  of  the 
machine.  TheGarvin 
Machine  Company,  of 
New  York,  for  whom 
Messrs.*  [Burton,  Griffiths,  are  the 
agents  here,  make  the  machine  here- 
with illustrated.  -In  this  machine 
eighteen  changes  of  feed  are  provided 
and  any  particular  feed  is  instantly 
obtained  by  simply  turning  a  handle 
to  the  corresponding  number  on  the 
index  disc,  seen  clearly  on  the  side  of 
the  column.  All  these  changes  apply 
to  each  of  the  several  feed  motions, 
and  all  of  which  are  reversible. 


THE   GARVIN   MILLING   MACHINE. 

There  is  a  gear  box  set  inside  the 
column,  and  the  feed  is  driven  posi- 
tively by  a  bicycle  chain  in  place  of 
belts.  A  slip  friction  ensures  safety 
in  case  of  carelessness  in  over-run- 
ning. The  machine  is  fitted  with 
ample  lubricating  arrangements,  and 
is  a  powerful,  serviceable  tool. 

(  To  be  concluded  in  next  issue.) 


MODERN    GAS    ENGINES. 


By   HERBERT    PARKER. 


III.— THE    VERTICAL    TYPE— SELF-STARTERS— THE    FUTURE    OF  THE 
GAS    ENGINE— CONCLUSION. 


have  it,  and  the  base  may  be  as  large 
as  you  can  find  room  for.  We  will 
now  give  a  few  examples  of  this  type 
of  engine. 

The  «  Duplex  "  Gas  Engine  (Fig.  8), 
by  S.  Griffin  and  Co.,  Kingston  Iron 
Works,  Bath,  is  entirely  new,  both  in 
design  and  arrangement  of  details. 

The  essential  novelty  consists  in 
the  combination — in  a  single  water 
jacket — of  two  cylinders,  parallel  to 
each  other. 

The  cylinders  are  fitted  with  two 
long  pistons,  rigidly  joined  at  the 
outer  ends  by  a  light  steel  crosshead 
of  box  section.  Attached  to  the 
latter  is  a  connecting  rod,  which 
actuates  a  crank  in  the  usual  way. 

The  water  jacket  extends  over  the 
cylinder  covers,  and  here  are  fitted 
the  inlet  and  exhaust  valves,  which 
open  direct  into  each  cylinder.  The 
valves  are  operated  by  ordinary 
rocking  levers,  which  receive  their 
motion  direct  from  a  single  crown 
cam,  mounted  on  the  end  of  a  vertical 
shaft,  driven  from  the  crank  shaft 
underneath  by  a  two  to  one  bevel 
gearing. 

Governor  gear,  which  is  of  specially 
sensitive  design,  actuates  a  single  gas 
valve,  which  supplies  both  cylinders. 
There  is  no  graduation  of  the  charge 
by  step  gearing,  the  contact  pieces 
being  of  the  positive  hit  or  miss  type. 
Thus  the  highest  possible  economy 


/§JrtHERE  are  a  number  of  people 
who  are  prejudiced  against 
the  vertical  engine. 

They  consider  that  the  fly  wheel 
and  driving  shaft  are  too  high  ;  that 
the  base  is  insufficient,  and,  that  if 
power  is  taken  from  a  shaft  placed  at 
such  a  height,  there  will  be  great 
danger  of  pulling  the  engine  over 
altogether. 

They  forget  that  man  himself  is 
but  a  vertical  atmospheric  gas  engine, 
that  his  base  is  small,  his  centre  of 
gravity  is  high,  and  so  on.  Indeed, 
every  objection  that  could  be  raised 
to  the  vertical  gas  engine,  might  be 
brought  with  equal  force  against  the 
lord  of  creation  himself. 

It  is  useless  to  point  out  scores  of 
cases  where  such  engines  have  been 
working  for  years  and  giving  every 
possible  satisfaction.  The  prejudice 
is  there,  and  you  cannot  remove  it  ; 
arguments,  proofs  and  facts  are  alike 
thrown  away.  The  English  mind 
loves  prejudices,  but  whether  they  are 
sane  or  not  it  enquires  not,  and 
matters  less — to  the  English  mind. 

INVERTED   VERTICAL   ENGINES. 

There  is,  however,  one  type  of 
vertical  engines  to  which  no  such  ob- 
jections— imaginary  or  otherwise — can 
be  taken,  viz.,  the  inverted  vertical. 

In  this  case  the  centre  of  motion 
may  be  placed  as  low  as  you  care  to 


Modern  Gas  Engines. 


281 


is     insured     under     every    variation 
of  load. 

Compression  of  the  charge  is  car- 
ried to  about  45  Ib.  per  square  inch, 
the  mean  working  pressure  being 
82  Ib.  per  square  inch.  Both  cylinders 
are  lO^in.  diameter  by  I5in.  stroke. 
At  1 80  revolutions  per  minute,  this 
gives  46  i.h.-p.,  and  a  b.h.-p.  of  40. 
The  consumption  of  gas  per  i.h.-p.  is 
1 8  J  cubic  feet,  and  per  b.h.-p.  2 1 J  cubic 
feet.  Although  engines  of  this  type 
are  working  at  46  i.h.-p.,  they  are  so 
designed  that  they  can  easily  be  driven 
at  200  revolutions  per  minute,  when 
they  will  develop  80  i.h.-p. 

A  high  mechanical  efficiency  (over 
86  per  cent.)  is  obtained,  and  this  is 
chiefly  due  to  three  causes  : — Firstly, 
the  vertical  arrangement  of  cylinders, 
by  which  friction  is  reduced  to  a 
minimum  ;  secondly,  the  perfect  sys- 
tem of  cylinder  lubrication,  by  means 
of  which  the  oil  is  delivered  to,  and 
gravitates  from,  the  inner  to  the  outer 
end  of  the  pistons  ;  thirdly,  to  the 
fact  of  obtaining  an  impulse  at  each 
revolution  without  the  addition  of 
extra  weight  or  gearing  of  any  kind 
beyond  that  required  for  an  ordinary 
double  cycle  engine  of  the  same  size 
of  cylinder,  i.e.,  of  half  power. 

Its  high  thermal  efficiency  is  due 
chiefly  to  two  causes,  viz : — Firstly,  the 
entire  water  jacketing  of  the  combus- 
tion chambers  and  passages.  By  this 
means  the  working  charge  is  kept  at 
the  lowest  possible  temperature  before 
ignition,  in  order  to  allow  the  greatest 
possible  range  or  fall  of  temperature 
during  the  expansion  of  the  ignited 
charge.  Secondly,  the  absence  of  all 
ports  or  passages  between  the  valves 
and  the  combustion  chamber,  thus 
ensuring  the  least  possible  loss  of 
heat  by  conduction  after  ignition. 

The  crank  pin  and  tail  pin  of  the 
connecting  rod  are  oiled  from  two 


sight  feed  lubricators  fixed  to  the 
water  jacket,  the  oil,  by  means  of 
suitable  pipes,  gravitating  from  wells 
on  the  crosshead  to  each  bearing. 
Constant  and  perfect  lubrication  of 
these  two  important  bearings  is  thus 
secured  for  any  length  of  run,  a  most 
important  point  in  electric  light 
engines. 

When  running  at  the  comparatively 
slow  speed  of  180  revolutions  per 
minute,  these  engines  are  so  free  from 
either  mean  or  cyclical  variations  that 
they  give  a  practically  steady  light 
even  when  running  at  a  quarter  load, 
the  variation  in  no  case  exceeding 
I  per  cent.  They  have  also  the  advan- 
tage that  very  little  ground  space  is 
required,  while  their  extreme  porta- 
bility when  dismounted  renders  them 
specially  suitable  for  export,  or  em- 
ployment in  positions  that  are  limited 
in  area  or  difficult  of  access. 

THE   WESTINGHOUSE   ENGINE. 

It  is  a  well-known  fact  in  the  en- 
gineering world  that  the  attendant  on 
a  Westinghouse  engine,  no  matter 
how  large,  has  absolutely  nothing  to 
do.  The  engine  takes  care  of  itself. 

Should  a  drop  of  oil  be  wanted,  the 
engine  takes  it.  If  a  set  screw  re- 
quires tightening  up,  the  automatic 
slack  adjuster  takes  the  matter  in 
hand,  and  all  is  right  as  right  can  be. 

The  attendant  is  usually  depicted 
reclining  in  a  comfortable  easy  chair, 
with  his  legs  at  an  angle  of  79^  de- 
grees with  the  horizon,  his  back  to  the 
motor,  serenely  blowing  his  "  bacca," 
while  studying  the  latest  sporting  in- 
telligence in  his  favourite  newspaper. 

Mr.  Edwin  Ruud,  of  Pittsburg, 
tells  us  that,  early  in  1898,  a  gas 
engine  of  the  inverted  vertical  type 
of  about  650  b.h.-p.,  was  completed 
in  the  works  of  the  Westinghouse 
Machine  Company. 


282 


The  Engineering  Times. 


This  engine  has  three  cylinders, 
and  the  speed  is  150  revolutions  per 
minute.  After  it  had  been  tested,  it 
was  erected  in  the  power  house  of  the 
Westinghouse  Electric  and  Manufac- 


in  conjunction  with  one  or  two  steam 
engines,  according  to  the  call  on  these 
units  for  electric  current.  It  is  the 
largest  gas  engine  in  the  world,  but  it 
will  not  enjoy  this  distinction  for  a 


FIG.    8. — THE   DUPLEX   GAS   ENGINE. 


turing  Company,  where  it  is  running 
in  regular  commercial  service  of  a 
severe  character. 

The  engine  is  connected  direct  to  a 
suitable  electric  generator,   and   runs 


very  long  period.  The  Westing- 
house  Machine  Company  are  now 
making  drawings  and  patterns  for  a 
1,500  b.h.-p.  gas  engine.  This  one  is 
also  of  the  three-cylinder  type,  and 


Modern  Gas  Engines. 


the  speed  is  to  be  ico  revolution^  per 
minute.  Great  economy  is  expected 
from  this  wonderful  engine,  as  every 
possible  care  is  being  taken  to  make 
it  a  model  of  modern  gas  engine  con- 
struction. It  is  hoped  that  a  brake 
horse-po\ver  will  be  developed  for 
every  8i  cubic  feet  of  natural  gas  con- 
sumed per  hour,  or  8,500 
British  thermal  units  per 
brake  horse-power  per  hour. 
This  would  give  a  heat 
efficiency  of  -Jjj-JJ-  =  30  per 
cent,  at  the  shaft. 

A  gas  engine  of  such  size 
and  efficiency  will  run  day 
in  and  day  out  on  less  than 
lib.  of  coal,  burned  in  a 
good  producer  gas  plant  per 
brake  horse-power  per  hour. 
This  includes  banking  of 
fires  and  similar  losses. 
It  would  have  to  be  a  good 
steam  engine  and  boiler 
plant  that  would  be  able  to 
produce  regularly  a  brake 
horse-power  per  hour  on  2lb. 
of  coal — that  is,  twice  the 
amount  of  fuel  required  by 
a  gas  engine  working  under 
similar  conditions.  And  so 
it  appears  that  a  gas  engine 
can  hold  its  own  as  a  prime 
mover,  and  can  be  used  for 
almost  all  the  purposes  for 
which  a  steam  engine  is 
employed. 

THE   DAIMLER    MOTOR. 

This  engine   (see   Fig.  9) 
by    the    Daimler    Manufac- 
turing   Company,    of    Long     Island 
City,   New    York,   was    formerly   in- 
tended  to    be    operated    by    gasoline 
and  illuminating  gas.     At  the  present 
time    it    is,   however,   so    constructed 
that    common    kerosene    oil    can    be 
used  to  advantage,  and  with  the  same 
efficiency.      The    Daimler   engine    is 


now  being  fitted  to  a  large  number 
of  street  cars,  and  it  is,  we  believe,  a 
very  satisfactory  motor. 

It  is  of  the  two  cylinder  inverted 
vertical  type,  and  all  the  working 
parts  are  enclosed.  The  oil,  or  spirit 
which  may  be  used,  is  contained  in  a 
suitable  tank,  or  reservoir.  When 


FIG.   9. — THE   DAIMLER   MOTOR. 


starting 


the  motor,  air  is  pumped 
into  the  tank  by  hand  in  order  to 
supply  the  necessary  pressure  to  force 
the  oil  up  to  the  float  chamber  F,  and 
the  lamps  required  to  keep  the 
platinum  ignition  tubes  hot.  After 
the  engine  is  running  a  small  portion 
of  the  exhaust  is  allowed  to  escape 


284 


The  Engineering  Times, 


into  the  reservoir,  and,  in  this  way, 
the  needed  pressure  is  maintained. 
On  the  outward  stroke  of  the  piston  a 
slight  vacuum  is  formed  in  the 
cylinder  A.  The  valve  E,  wrhich  is 
entirely  automatic,  being  held  up  to 
its  seat  by  a  spiral  spring,  opens,  and 
allows  air  to  flow  through  the  slots  G 
along  the  horizontal  pipe  through 
the  valve  E,  and  into  the  cylinder. 
At  the  same  time  the  spirit  is  sucked 
through  the  nozzle  at  H,  and  ming- 
ling with  the  air,  enters  the  cylinder 
to  form  the  charge.  On  the  return 
stroke  of  the  piston  the  gases  are 
forced  into  the  ignition  tube  C,  there 
ignited,  and  impel  the  piston  forward. 
The  exhaust  valve  shown  at  E,  is 
operated  by  a  cam  J  through  a  hit- 
and-miss  arrangement  by  which  the 
exhaust  may  be  held  open  for  the 
purpose  of  governing  the  speed  of  the 
engines.  The  lamp  or  burner  shown 
in  the  illustration  explains  itself. 

The  important  point  is  that  the 
light  cover  surrounding  the  upper 
casing  of  the  wick  acts  somewhat  as 
a  chimney,  and  causes  a  thorough 
mixture  of  air  and  spirit  vapour, 
which  results  in  perfect  combustion. 
A  pump  is  used  to  keep  the  water  in 
circulation  throughout  the  jacket.  It 
will  be  observed  that  there  is  no 
timing  valve  to  regulate  the  ignition 
of  the  charge.  It  is,  therefore,  of  the 
utmost  importance  that  the  exhaust 
and  admission  valves  be  kept  per- 
fectly tight,  as  otherwise  the  charge 
would  escape  at  these  outlets,  instead 
of  being  compressed  with  the  ignition 
tube  C.  The  Daimler  Company  re- 
commend that  the  valves  should  be 
taken  out  occasionally,  washed  in 
petrol  (the  name  given  to  the  gasoline 
product  of  petroleum),  and  carefully 
ground  with  fine  pumice  dust. 

There   does  not  at  present  appear 
to  be  any  authentic  tests  published  on 


the  performance  of  the  motors  from  a 
thermo  -  dynamic  standpoint.  The 
motors  run  at  about  500  revolutions 
per  minute. 

SELF-STARTERS. 

Undoubtedly,  when  dealing  with 
the  larger  size  of  engines  it  is  a  great 
convenience  to  have  some  means  of 
starting  readily.  It  is  so  easy  in  the 
case  of  smaller  sizes,  to  give  the  fly 
wheel  a  few  turns  by  hand,  that  we 
do  not  miss  anything. 

But  large  bodies  move  slowly, 
and,  when  a  certain  size  of  engines  is 
arrived  at,  the  effort  of  moving  them 
becomes  considerable,  and  it  is  here 
that  the  want  of  a  self-starter  is  first 
experienced. 

Although  not  wishful  to  advocate 
any  particular  form  of  self-starter, 
when  there  are  several  good  ones  to 
choose  from,  I  may  perhaps  be  per- 
mitted to  select  one  of  these  to  repre- 
sent the  rest. 

The  Edmondson  and  Dawson 
starter  (see  Fig.  10)  by  Joseph  Ed- 
mondson, Albert  Electrical  Works, 
Bradford,  Yorks,  gives  an  initial 
impulse  automatically  according  to 
the  requirements  of  the  engine  at  the 
time,  and  follows  this  up  by  a  further 
impulse  at  each  cycle  until  the 
ordinary  ignition  apparatus  of  the 
engine  takes  up  the  running,  when 
the  starter  may  be  thrown  out  of  gear. 
At  the  slow  speed  of  staring  by 
any  self-starter,  the  proportions  of  gas 
and  air  in  the  charge  drawn  into  the 
cylinder  is  frequently  not  ignitable  by 
the  tube,  hence  the  difficulty  of 
starting  an  engine  by  a  single  initial 
impulse.  By  this  starter  a  flame  is 
injected  into  the  midst  of  the  charge, 
and  it  will  therefore  ignite  a  mixture, 
so  badly  proportioned,  that  the  tube 
would  fail  to  fire  it. 

Hence  ignition  is  certain,  and  suc- 
cessive   impulses    are    given    to    the 


Modern  Gas  Engines. 

piston  ;  and  the  engine  runs,  in  spite 
of  the  temporary  failure  of  tha  tube. 

The  action  of  the  apparatus  is  as 
follows  : — The  engine  being  set  on 
the  "  explosion  stroke  "  with  the  gas 
cock  turned  on,  and  the  crank  a  little 
behind  the  top  centre,  the  starting 
cam  B  having  the  square  stud  Q 
standing  on  its  "jumping  ofT  place  ;  " 
a  few  stro^kes  of  gas  are  pumped  into 
the  cylinder  by  the  pump .  F.  The 
pumping  being  continued,  with  gas 
and  air — forming  an  explosive  mix- 
ture— the  charge  isslightly  compressed 
till  it  propels  the  piston  slowly  forward, 
and  moves  the  cam  B  a  little — clock- 
wise— drops  the  roller  P  into  the  gap 
of  the  cam  and  releases  the  lever  M. 
The  spring  R  then  rotates  the  plug 
of  the  ignition  valve  towards  the 
right,  ignites  the  charge  in  the  cylin- 
der, and  propels  the  engine. 

If  the  pumping  be  still  continued 
gently — one  stroke  for  each  cycle — so 
as  to  keep  the  connections  between 
the  pump  and  cylinder  full  of  explo- 
sive mixture,  the  revolution  of  the 
cam  B,  by  opening  and  closing  the 
ignition  valve,  and  exploding  the 
charge  at  the  proper  times  will  give 
successive  impulses  to  the  piston, 
increasing  its  speed  until  the  engine 
is  effectively  started. 

The  starter  may  then  be  thrown 
out  of  gear,  by  pushing  the  handle  T 
of  the  lever  M  to  the  left,  when  the 
catch  U  falls  down  and  holds  the 
lever  so  that  the  roller  P  stands  free 
of  the  cam  B,  and  the  action  of  the 
starter  ceases. 

THE    FUTURE   OF    THE   GAS   ENGINE. 

A  nte  victoriam  nc  canas  triumphuin. 
It  is  notoriously  unwise  to  predict 
until  after  events  have  occurred  ;  but, 
in  conclusion,  I  must  hazard  a  few 
words  on  the  future  of  the  gas 
engine. 


285 


The  efficiency  of  the  gas  engine,  to 
begin  with,  was  certainly  low  enough. 
By  the  introduction  of  the  compres- 
sion principle,  its  efficiency  has  been 
very  greatly  increased.  It  does  not 
seem  reasonable  to  hope  for  much 
greater  improvement  in  this  particular 
direction.  The  steam  engine  has 
been  improved  almost  as  much  as  it 
possibly  can  be,  but  what  improve- 


B 


FIG.    10.— THE   EDMONDSON  AND  DAWSON   STARTER. 

ments  are  in  store  for  the  gas  engine, 
who  can  say?  High  as  it  already 
stands,  there  is  ample  room — in  the 
field  of  expansion — for  such  further 
efficiency,  as  will  place  it  far  ahead 
of  anything  that  can  be  hoped  for 
from  the  steam  engine.  Even  now 
the  gas  engine  throws  away  pressures, 
more  than  sufficient  to  keep  a  steam 
engine  going.  Already  excelling  the 
steam  engine  in  some  points  when 
these  pressures  are  rendered  available 


286 


The  Engineering  Times* 


for  work,  as  they  certainly  will  be, 
what  will  be  the  result  ? 

The  consumption  of  gas  per  horse- 
power has  been  very  considerably  re- 
duced, and  we  may  look  with  some  con- 
fidence for  a  further  reduction  in  the 
price  of  that  commodity,  which,  after 
all,  is  only  a  waste  product. 

We  believe  there  is  at  least  one 
town  in  Great  Britain  whose  citizens 
are  supplied  with  gas  free  of  charge, 
and  this  any  corporation  could  well 
afford  to  do  ;  the  profits  arising  from 
the  other  products  of  gas  manufacture 
being  so  very  large. 

A  recent  offer  of  the  Brookline  Gas 
Light  Company,  of  Boston,  Mass.,  is 
of  some  importance  in  this  connec- 
tion. This  company  is  prepared  to 
furnish  coal  gas  of  i8-candle  power, 
containing  less  than  10  per  cent.  CO, 
for  engine  use  at  a  rate  of  one  and  a 
fifth  cents  per  horse-power  per  hour 
for  engines  of  100  h.-p.  and  less. 


For  engines  of  from  100  to  200 
h.-p.  one  and  one-tenth  cents  will 
be  charged,  and  above  200  h.-p.  one 
cent  per  horse-power  wall  be  the  rate, 
which  is  very  cheap — for  America. 

The  president  of  this  gas  company, 
in  making  a  comparison  of  costs, 
gives  the  present  rates  for  electricity 
as  from  three  and  one-half  to  seven 
and  one-half  cents  per  horse-power 
per  hour. 

Everything  points  to  a  brilliant 
future  for  the  gas  engine.  The  pros- 
pects are  most  encouraging.  The 
good  old  steam  engine  appears  to 
have  reached  its  highest  possible 
state  of  efficiency  while  the  young 
and  vigorous  gas  engine  still  advances 
with  rapid  strides. 

The  conclusion  to  many  minds  is 
irresistible ;  sooner  or  later  the  gas 
engine  must  supersede  the  steam 
engine,  and  not  only  that  it  must 
but  that  it  will. 


AERIAL    WIRE    ROPEWAYS 


THEIR    DEVELOPMENT,     USE    AND     CONSTRUCTION. 

•    •    +    4 

WIRE    ROPEWAYS    ON    SIX    SYSTEMS   APPLICABLE    TO    ALL    SITUATIONS 

AND    REQUIREMENTS. 

By  W.  T.  H.  CARRINGTON,  MJnstCE. 


,HERE  properly  applied,  well 
made,  and  the  right  system 
selected,  ropeways  can  do 
excellent  work  and  prove  themselves 
superior  to  other  systems  of  transport, 
both  in  first  cost  and  working  ex- 
penses. 

It  must,  however,  be  understood 
that  no  one  system  can  be  universally 
adaptable,  and  it  is  through  such 
attempts  that  the  discredit  which  be- 
fell this  means  of  transport  in  earlier 
days  is  no  doubt  largely  due. 

The  circumstances  which  should 
decide  the  type  of  ropeway  to  be  used 
are  many,  e.g.  : — 

(1)  The   character  of  the  country 

which  has  to  be  traversed  ; 

(2)  The    class    of  materials    to  be 

transported  ; 

(3)  The    manner    in    which    such 

materials  can  be  packed  ; 

(4)  The  motive  power  available  ; 

(5)  The  inclines  to  be  surmounted  ; 

(6)  The  spans  to  be  crossed  ; 

(7)  The  quantity  of  materials  to  be 

carried  per  day. 

It  must  be  clear  to  anyone  ac- 
quainted with  the  working  of  wire 
ropeways  that,  for  steep  inclines,  long 
spans,  heavy  individual  weights,  etc. 
one  type  of  ropeway  will  always  pre- 
sent advantages  over  other  types.  In 
this  way,  in  each  case,  advice  should 
be  given  to  the  purchaser  as  to  the 
selection  of  the  best  system  for  the 


work  he  requires  to  do,  and  the  situa- 
tion in  which  he  contemplates  to  work, 
so  as  to  ensure  a  thoroughly  satisfac- 
tory result. 

The  following  are  the  systems  of 
wire  rope  transport  now  in  practical 
operation  : — 

(1)  The  ENDLESS-RUNNING  ROPE, 

with  carriers  hanging  therefrom 
and  moving  with  it  through 
frictional  contact. 

(2)  An  ENDLESS  ROPE,  with  the 

carriers  hanging  therefrom  and 
moving  with  it,  being  rigidly 
fixed  in  position  on  the  rope. 

(3)  The  FIXED  ROPE,  in  which  the 

carriers  are  drawn  along  and 
hang  from  a  fixed  rope,  which 
acts  also  as  a  rail,  returning 
on  a  parallel  rope. 

(4)  The  SINGLE-FIXED  ROPE,  in 
which  one  carrier  is  drawn  to 
and  fro,  hanging  from  a  fixed 
rope,   by  means  of  an  endless 
hauling  rope. 

(5)  The  use  of  Two  FIXED  ROPES, 

with  an  endless  hauling  rope, 
in  which  one  carrier  travels 
in  one  direction,  while  the  other 
runs  on  a  parallel  rope  in  the 
opposite  direction.  This  is  a 
thoroughly  serviceable  type  of 
tramway,  capable  of  being 
used  over  extremely  long 
spans,  and  of  carrying  loads 
up  to  5  tons. 


288 


Engineering  Times. 


(6)  The  use  of  ONE  FIXED  ROPE 
placed  on  an  incline,  on  which 
carriers,  uncontrolled  by  haul- 
ing ropes,  from  which  are  sus- 
pended loads,  are  allowed  to 
run  down  at  a  high  speed. 
This  is  generally  called  a 
"  shoot." 

Having  all  these  systems  at  com- 
mand, it  is  necessary  to  study  the 
situation  in  which  the  ropeway  is  re- 
quired to  be  operated  and  the  work  it 
has  to  perform,  and  to  adopt  one  of 
the  five  systems  named  above.  This 
is  the  course  the  author  has  always 
followed. 

(i)  The  ENDLESS-RUNNING  ROPE, 
with  carriers  hanging  therefrom  and 
moving  with  it  through  frictional  con- 
tact, is  most  suitable  under  the  follow- 
ing circumstances  : — 

Where  the  quantity  to  be  carried 
does  not  exceed  500  tons  per  ten 
hours  ;  where  the  inclines  do  not  ex- 
ceed i  in  3  ;  where  the  individual 
loads  do  not  exceed  6  cwt.  ;  and  also 
where  the  section  of  ground  does  not 
necessitate  spans  of  greater  length 
than  600  ft.  ;  longer  spans,  steeper 
inclines,  greater  quantities,  and 
heavier  loads  can  be  carried  by  this 
system,  but  not  so  advantageously  as 
by  another  system  referred  to  here- 
after. 

This  system  of  ropeway  is  ar- 
ranged as  follows  : — A  driving  gear 
at  one  end,  fitted  with  a  driving 
drum,  varying  from  5ft.  to  loft,  in 
diameter,  and  arranged  with  suitable 
gearing  for  receiving  the  power — 
steam,  water,  or  even  horse-power  in 
the  case  of  smaller  lines.  At  the 
opposite  terminal  a  similar  wheel  is 
placed  and  provided  with  tightening 
gear.  Round  these  two  wheels  an 
endless  band  of  wire-rope  is  placed. 
Intermediately  between  them  the 


wire-rope  '  is  carried  on  suitable 
pulleys  of  diameters  varying  accord- 
ing to  the  size  of  the  rope,  the  former 
being  carried  on  posts  of  iron  or  tim- 
ber, spaced  about  2OOft.  apart,  and  of 
suitable  height  to  enable  the  carriers 
to  clear  intervening  obstacles,  and 
also  to  regulate,  to  a  certain  extent, 
the  general  level  of  the  line.  The 
carriers  hang  from  the  rope,  and  are 
enabled  to  pass  the  supporting  pulleys 
by  means  of  a  curved  hanger,  which, 
pivoting  in  the  V-shaped  saddle 
which  rests  on  the  rope,  attaches  at 
the  lower  end  to  the  receptacle  by 
means  of  a  hook.  The  saddle,  in  an 
iron  frame,  is  fitted  with  wood  or 
rubber,  or  composition  friction  blocks, 
by  means  of  which  the  necessary 
friction  on  the  rope  is  obtained,  which 
enables  the  carrier  to  pass  with  the 
rope  up  steep  inclines  and  over 
pulleys. 

The  frame  which  carries  these 
friction  blocks  is  usually  made  of 
malleable  cast  iron,  and  has  wings  at 
each  end,  which,  as  the  carrier  arrives 
at  the  supporting  pulley,  embrace  the 
pulley  rim  and  pass  over  it.  The 
limit  of  incline  workable  under  this 
arrangement  is  probably  about  i  in  3  ; 
other  devices  may  be  used  for  work- 
ing over  steeper  inclines,  but  such  in- 
volve a  reduction  in  the  lasting  power 
of  the  ropes,  and  in  such  cas^  it  is 
better  to  use  the  fixed  rope  system. 

The  frame  which  carries  these  fric- 
tion pieces  is  fitted  with  two  small 
wheels,  carried  on  pins  attached  to  it, 
which  are  called  shunt  wheels,  and 
are  employed  for  removing  the  carrier 
from  the  rope  at  the  terminals  and 
at  curves,  where  shunt-rails  are 
placed.  These  rails  are  held  in  such 
a  position  that  when  the  carrier 
approaches  the  terminal  the  small 
wheels  engage  on  it,  and,  running  up 


Aerial  Wire  Ropeways. 


290 


Engineering  Times. 


a  slight  incline,  lift  the  friction  or  clip- 
saddle  from  the  rope  and  enable  it  to 
pass  to  where  the  loading  and  unload- 
ing is  required  to  be  done,  or  round 
the  curve  wheels.  The  impetus 
derived  from  the  speed  of  the  rope 
(about  four  miles  per  hour)  is  suffi- 
cient to  enable  the  carrier  to  clear 
itself  automatically  from  the  rope 
without  difficulty.  Thus,  we  see  that 
the  first  system  consists  of  an  endless 
wire  rope  driven  by  suitable  gearing, 
with  carriers  hung  on  the  rope,  travel- 
ling with  it  either  by  means  of  friction 
or  mechanical  clips. 

Examples  of  this  system  of  rope- 
way are  shown  on  the  illustrations 
(Figs.  1,2  &  4),  viz.,  that  of  a  line 
of  about  i  J  miles  in  length  in  England, 
capable  of  transporting  200  tons  per 
day  of  ten  hours. 

One  of  the  illustrations  of  this  line 
(Fig.  2)  shows  an  arrangement  of 
shelter  bridge  as  required  by  the 
County  Council  to  hide  the  ropeway 
where  it  passes  over  a  public  road. 
The  view  fully  illustrates  the  nature 
of  any  such  structure  which  may  be 
necessitated  where  a  ropeway  crosses 
a  public  road  or  railway. 

Another  illustration  (Fig.  4)  of 
this  line  represents  how  a  change  in 
the  vertical  direction  of  the  country 
may  be  surmounted  without  the  use 
of  any  special  apparatus.  The  rope, 
it  will  be  seen,  takes  the  form  of  a 
large  vertical  curve  in  passing  from 
the  level  ground  to  a  terminus  at  a 
higher  elevation.  This  arrangement  of 
vertical  curve  may,  with  care,  be  car- 
ried out  on  a  much  larger  scale,  so  as 
to  enable  variations  in  the  ground 
level,  where  they  are  too  large  to  be 
spanned  between  two  supports,  to  be 
worked  over  without  fear  of  the  ropes 
leaving  the  pulleys  placed  on  the  posts 
to  support  them. 


The  above-named  illustrations  re- 
present examples  of  this  system  of 
ropeway,  of  which  some  several  hun- 
dred miles  have  been  erected  by 
Messrs.  Bullivant  and  Co.,  Limited,  in 
conjunction  with  the  author,  in  various 
parts  of  the  world.  Of  these,  perhaps 
it  is  only  necessary  to  refer  to  Mauri- 
tius, where  some  thirty  miles  are  at 
work  carrying  sugar-cane,  etc.  ;  to 
India,  where  a  number  are  at  work 
for  various  purposes.  Similar  lines 
exist  in  many  other  parts  of  the 
world. 

Respecting  the  lasting  power  of  the 
ropes,  which  are  the  chief  wearing 
parts  and  the  most  expensive  to  re- 
new, it  may  be  of  interest  to  state  that 
on  a  line  in  Spain  constructed  on  this 
system,  carrying  300  to  350  tons  per 
day  over  a  length  of  one  mile,  the 
rope  carried  over  160,000  tons.  This 
represents  an  outlay  of  about  Jd.  per 
ton  per  mile  for  rope  renewal.  See 
illustration  (Fig.  3). 

Including  renewals  of  wear  and  tear 
and  labour,  but  not  fuel,  the  average 
cost  per  ton  per  mile  for  transport, 
may  be  taken  as  varying  from  2d.  to 
4d. 

(2)  An  ENDLESS  ROPEWAY,  with 
the  carriers  hanging  therefrom  and 
moving  with  it,  being  rigidly  fixed  in 
position  on  the  rope.  This  second 
system  is  similar  to  the  first  in  some 
respects,  and  is  especially  Suitable 
where  very  steep  inclines  and  sudden 
and  continual  changes  of  level  have 
to  be  operated  over.  The  incline  on 
which  this  system  of  ropeway  can 
be  worked  seems  to  have  no  limit. 
As  guard  or  depressing  pulleys  may 
be  placed  wherever  necessary,  with- 
out obstructing  the  passage  of  carriers, 
the  vertical  angle  of  the  line  may 
change  at  each  post.  It  has  the 
driving  gear,  the  tightening  gear,  the 


Aerial  Wire  Ropeways. 


291 


292 


Engineering  Times. 


endless  rope  and  the  pulleys,  as  in 
System  No.  i,  but  the  carrier  does 
not  rest  on  the  rope,  but  is  clipped  to 
it  by  means  of  a  steel  band  which 
embraces  it,  tightened  by  a  convenient 
arrangement.  The  position  of  the 
carriers,  therefore,  is  fixed  ;  they  are 
placed  in  position,  and  where  the  rope 
goes  they  must  go.  As  a  result,  at 
the  terminals,  they  must  go  round  the 
terminal  wheels.  The  driving  wheel 


devices,  both  ingenious  and  more  or 
less  efficient,  have  been  devised  for 
loading  the  carrier,  either  while  it 
passes  round  the  driving  drum,  or  at 
a  point  adjacent  thereto,  e.g.,  by  means 
of  hoppers  or  cages  moving  at  the 
same  speed  as  the  carrier  and  operated 
by  it.  It  is  not  unusual  with  this  system 
to  arrange  the  ropeway  to  run  slowly, 
say, at  a  speed  of  2  to  2 \  miles  per  hour, 
in  which  case  loading  and  discharging 


FIG.   3. 
This  Rope  was  supplied  to  a  Wire  Rofieway  (Carringtons  System)  from  Badovalle  to  Ortuella,  and  was  put  to  wotk 


at  the  beginning  of  July,  /<?oj  :  it  -worked  continuously  until  fitly  2oth,  iSQ5,  carrying  765,000  tons  of  Iron&re.  ft  was 
then  taken  off,  as  it  was  thought  it  had  done  enough  work.  That  this  was  not  the  case  is  conclusively  show^n  by  the  fact 
that  the  breaking  strain  of  the  Rope  when  new  was  29^  tons,  and  the  breaking  strain  of  the  Rope  when  taken  off, 
after  having  done  such  extraordinary  work,  was  found  to  be  2j\  tons. 

can  be  done  without  any  special 
apparatus  as  the  carriers  pass  the 
terminals,  thus  dispensing  with  all 
complicated  gear. 

Many  lines  on  this  system  have 
been  erected  from  the  author's 
designs  in  situations  where  it  would 
have  been  impossible  to  use  any  other. 
For  moderate  loads  they  have  proved 
an  excellent  means  of  transport. 


is  generally  in  the  form  of  a  special 
clip  drum,  and  the  terminal  wheel, 
where  the  tightening  takes  place,  is 
arranged  so  that  the  passing  round  of 
the  carriers  is  easily  effected. 

Unloading  can  be  readily  done  by 
allowing  the  carrier  to  strike  a  catch, 
causing  the  bucket  to  capsize  or  open 
at  the  bottom.  Loading,  however,  is 
a  more  complicated  matter,  and 


Aerial  "Wire  Ropeways. 


293 

• 


FIG.   4.-VIEW  OF  A   ROPEWAY   IN  WARWICKSHIRE,    l%    MILES   IX   LENGTH.   CARRYING   20O   TONS  OF   IRONSTONE 
PER   DAY,    SHOWING    LOADING    TKKMINAL,    WITH    A   VIEW   OF   THE    LINE    FROM    KM)   TO    KM). 


294 


Engineering  Times. 


One  example  out  of  many  is  illus- 
trated in  Fig.  5,  and  represents  a 
ropeway  in  Ceylon  for  the  carriage  of 
tea-leaf ;  it  is  about  three  miles  in 
length,  passing  over  several  ridges, 
one  having  a  great  elevation.  The 
leaf  in  bags  is  placed  in  the  great 
carriers,  which  are  in  the  form  of  a 
cage,  as  they  pass  the  driving  terminal. 
This  driving  terminal  is  operated  by 
wire  rope  transmission,  communicating 
the  power  required  from  a  turbine 
some  three-quarters  of  a  mile  distant ; 
the  carriers  with  the  bags  of  tea-leaf 
in  them  travel  from  the  driving  ter- 
minal. The  ground  having  such 
frequent  changes  in  the  vertical  direc- 
tion, necessitates  the  use  of  a  con- 
siderable number  of  guard-wheels,  by 
which  the  rope  is  depressed  until  the 
load  passes,  when  its  weight  relieves 
the  pressure  on  the  guard-wheels,  and 
enables  it  to  pass  under  the  guard- 
wheel,  which  again  performs  the  office 
of  depressing  the  rope.  Over  this 
section  it  is  difficult  to  imagine  any 
other  system  which  can  give,  at  the 
same  cost,  such  a  good  result.  This 
ropeway  has  now  been  at  work  for 
several  years,  and  both  in  efficiency 
and  wear  and  tear  has  given  the  most 
gratifying  results.  On  the  loads 
arriving  at  the  tightening  and  dis- 
charging terminal,  the  bags  of  tea-leaf 
are  lifted  out  of  the  carriers,  or  if 
desired,  a  projecting  bar  strikes  the 
catch  of  the  carriers,  and  the  bags  are 
delivered  automatically. 

From  the  illustration  an  idea  of 
the  nature  of  the  ground  traversed 
will  be  obtained.  The  labour  re- 
quired for  working  this  line  need  not 
exceed  four  men. 

(3).  The  FIXED  ROPE,  in  which 
the  carriers  are  drawn  along  and  hang 
from  a  fixed  rope  which  acts  also  as 
a  rail,  returning  on  a  parallel  rope. 


The  third  system  of  ropeway  is  that 
in  which  two  parallel  fixed  ropes  are 
used  on  which  the  carriers  run,  drawn 
along  by  means  of  a  hauling  rope. 
It  should  be  employed  where  the 
quantities  to  be  transported  exceed 
400  tons  per  clay,  except  in  the 
case  where  grouped  lines  of  the  first 
type  are  suitable,  and  where  the 
loads  exceed  6  cwt,  also  where  the 
inclines  exceed  I  in  3,  and  spans 
exceed  600 ft. 

It  is  economical  in  wear  and  tear, 
but  the  first  cost  is  greater,  and  it 
does  not  lend  itself  to  sudden  vertical 
changes,  and  where  the  quantities  to 
be  transported  are  not  large,  the 
fourth  and  fifth  type  may  be  found  to 
possess  advantages. 

The  construction  of  this  system  of 
wire  ropeway,  is  as  follows  : — Two 
fixed  ropes  are  stretched  parallel  to 
one  another  about  seven  feet  apart, 
being  supported  by  posts  fitted  with 
saddles,  about  3Ooft.  apart.  They 
are  anchored  at  one  of  the  terminals 
and  tightened  at  the  other  by  suitable 
gear.  On  these  fixed  ropes  the 
carriers  run  as  on  a  rail,  being  fitted 
with  running  heads  carrying  steel 
grooved  wheels,  in  which  the  hanger- 
is  pivoted  from  which  the  receptacle 
hangs.  These  carriers  are  moved  at 
a  speed  of  from  four  to  six  miles  per 
hour,  by  means  of  an  endless^  hauling 
rope,  operated  by  suitable  driving 
gear  at  one  end  and  controlled  by  a 
tightening  gear  at  the  other.  The 
attachment  of  this  hauling  rope  to 
the  carrier  is  an  essential  point,  as  it 
must  be  made  by  means  of  an  auto- 
matic clip  which  will  release  itself  on 
touching  a  bar  on  arrival  at  the  ter- 
minal station,  and  at  the  same  time 
will  hold  sufficiently  tight  to  enable 
the  hauling  rope  to  drag  the  carrier 
up  any  steep  inclines  which  may 


Aerial  Wire  Ropeways. 


295 


FIG      S        VIEW  OF   A   ROPEWAY    IX   CEYLON.    ABOUT   3    MILES    IN    LENGTH.    CARRYING   TEA-LEAK,    SHOWIN 

DISCHARGING    TERMINAL. 

The  rope  being  run  at  a  low  speed,  the  carriers  may  be  unloaded  as  they  pass  the  terminal.     Pion'ision 
also  made  Jor  automatic  discharge. 


296 


Engineering  Times. 


occur.  This  is  done  by  forming  a 
knot  in  the  hauling  rope,  or  putting  a 
sleeve  round  the  same,  or  a  suitable 
casting  inside  the  rope  at  certain 
points,  so  as  to  make  an  enlargement 
at  the  point  on  which  the  clip  engages 
by  a  suitable  device  ;  all  these  devices 
result  in  undue  wear.  A  better  ar- 
rangement is  that  of  a  clip  by  means 
of  which  the  hauling  rope  is  held 
simply  by  pressure  resulting  from  the 
operation  of  wedges  acting  on  inclines 
or  screws.  This  method  is  certainly 
far  superior  to  any  device  of  knot  or 
sleeve  attachment  to  the  hauling  rope, 
and  gives  better  results  in  the  working 
of  the  rope.  Where  the  inclines  are 
only  slight,  simple  pressure  may  be 
used  by  pressing  two  pulleys  or  plane 
surfaces  together  on  each  side  of  the 
hauling  rope.  This  system  has  an- 
swered sufficiently  well  where  the  pull 
en  the  hauling  rope  is  slight,  but 
where  the  incline  is  great,  the  type  of 
clip  in  which  the  attachment  results 
from  the  use  of  an  incline  or  wed  ere 

o 

must  be  used. 

This  system  of  line  has  shunt  rails, 
driving  and  tightening  gears,  in  com- 
mon with  the  first-named  system. 
At  each  of  the  supports,  rollers  have 
to  be  provided,  in  which  the  hauling 
rope  rests  where  it  sags  between  the 
carriers.  These  rollers  are  provided 
with  guide  bars  to  increase  the  range 
of  support  which  guide  the  hauling 
rope,  should  it  be  deflected  from  the 
vertical,  into  the  above  named  pulleys. 

Among  the  examples  of  this  system 
of  line  may  be  mentioned  a  ropeway 
in  Japan,  of  which  illustrations  (Figs. 
6  &  7)  are  annexed.  This  line,  about 
i, 800  yards  in  length,  for  the  greater 
part  on  an  incline  of  I  in  ii,  is  em- 
ployed for  the  carriage  of  ore  from 
the  upper  terminal  to  the  lower. 
Such  is  the  power  generated  by  the 


descending  loads  that  it  is  necessary 
to  absorb  the  greater  portion  of  it  and 
thus  render  the  line  amenable  to  the 
control  of  a  hand  brake.  For  this 
purpose  a  water  brake  was  introduced 
in  which  a  revolving  fan  drives  the 
water  against  fixed  vanes  which  again 
repels  it.  In  this  way  some  50  h.-p. 
is  absorbed  and  the  speed  of  the 
ropeway  can  be  regulated  to  a  nicety 
by  adjusting  the  reaction  vanes 
against  which  the  water  impinges. 
A  small  supply  of  cold  water  is 
provided,  to  keep  the  temperature  of 
the  water  employed  in  the  brake  at 
a  sufficiently  low  temperature.  Illus- 
trated details  of  this  ropeway 
indicate  the  position  of  the  above 
named  brake,  etc.  Ropeways  on  this 
system  have  been  constructed  by 
Messrs.  Bullivant  and  Co.,  of  London, 
from  the  author's  designs,  in  various 
parts  of  the  world,  and  notably  we 
may  refer  to  one  in  Peru,  having  a 
length  of  nearly  two  miles  on  an 
incline  of  I  in  ij.  The  nature  of  the 
ground  traversed  is  very  severe,  and 
the  application  of  the  clip  named 
above,  together  with  suitable  gear,  has 
caused  the  line  to  work  in  a  most 
efficient  and  satisfactory  manner. 

(4)  The  SINGLE  FIXED  ROPE,  in 
which  one  carrier,  hanging  from  a 
fixed  rope,  is  drawn  to  and  fro  by 
means  of  an  endless  hauling  rope. 
The  fourth  system,  or  single  fixed 
rope  with  one  carrier,  was  introduced 
by  the  author,  and  is  most  suitable  in 
situations  where  moderate  quantities 
have  to  be  transported  in  heavy  loads 
or  pieces,  and  where  spans  of  con- 
siderable length  have  to  be  worked 
over.  With  this  system,  inclines  up 
to  I  in  I,  or  even  steeper,  can  be 
worked, spans  up  to  2,000  yards  maybe 
operated,  and  loads  up  to  5  tons  may 
be  dealt  with.  It  is  cheaper  in  first 


Aerial  Wire  Ropeways. 


297 


298 


Engineering  Times. 


cost  than  the  third  system,  and 
simpler  to  erect,  and  less  costly  to 
manipulate. 

The  arrangement  consists  of  one 
single  fixed  rope  on  which  one  carrier 
is  employed,  the  latter  being  drawn 
to  and  fro  by  an  endless  hauling  rope, 
operated  by  suitable  motive  power, 
the  driving  gear  being  arranged  with 
the  reversing  motion,  so  that  the 
direction  in  which  the  carrier  runs  may 
be  changed  by  the  driver.  The  fixed 
rope  is  supported  on  posts  at  intervals 
of  about  3Ooft.,  and  the  hauling  rope 
is  carried  on  pulleys  fitted  with  guide 
bars,  placed  in  the  centre  of  the  post 
over  which  the  carrier  passes,  the 
posts  being  arranged  so  as  to  allow 
of  the  carriers  passing  through  them. 
The  return  hauling  rope  is  supported 
on  an  outside  pulley  mounted  on  an 
arm  of  each  post.  The  hauling  rope 
is  attached  to  the  carrier-head  by  a 
peculiarly  -  shaped  pendant,  which 
causes  it  to  pass  under  the  saddle 
transom.  Messrs.  Bullivant  have  made 
this  type  of  tramway  for  some  years 
for  transporting  large  quantities  over 
short  distances,  an  important  ex- 
ample being  that  of  a  ropeway  on 
Table  Mountain,  5,280  feet  in  length. 
Commencing  at  sea  level,  and  follow- 
ing the  ground  on  posts,  spaced  some 
3Ooft.  apart,  the  cable  takes  a  span  of 
i,5ooft,  rising  to  a  projecting  rock 
some  i,48oft.  above  the  starting  point. 
Resting  on  a  support  at  this  point, 
the  cable  again  makes  a  span  of 
i,4Ooft.  to  an  upper  terminal  62,2Ooft. 
above  the  lower  one. 

An  illustration  (Fig.  8)  shows  a 
ropeway  on  this  system  erected  for 
the  carriage  of  passengers  only. 
This  is  probably  the  only  example 
of  a  ropeway  constructed  solely  for 
this  purpose  of  any  considerable 
length.  It  is  situated  in  Hong  Kong 


in  connection  with  a  large  sugar 
works,  in  which  a  number  of  European 
workmen  are  employed,  and  to  secure 
freedom  from  fever  these  men  are 
transported  at  the  end  of  their  day's 
work  to  a  sanatorium  at  a  high  level 
above  the  sea.  The  carrier  is  ar- 
ranged for  the  accommodation  of  six 
men  at  a  time.  The  speed  of  the 
ropeway  is  eight  miles  per  hour,  and 
as  the  men  leave  their  work  in 
batches  they  come  to  the  terminal 
and  find  the  carrier  prepared  to  take 
them  up.  This  ropeway  has  been  in 
operation  for  several  years,  and  has 
given  excellent  results  and  performed 
its  work  with  absolute  safety  to  those 
travelling  on  it. 

Many  other  similar  ropeways  have 
been  erected  from  the  designs  of  the 
author. 

(5)  The  use  of  Two  FIXED  ROPES, 
with  an  endless  hauling  rope,  in 
which  one  carrier  travels  in  one  direc- 
tion, while  the  other  runs  on  a 
parallel  rope  in  the  opposite  direc- 
tion. This  is  a  thoroughly  service- 
able type  of  tramway,  capable  of 
being  used  over  extremely  long 
spans,  and  of  carrying  loads  up  to 
five  tons.  This  system  is  one  which 
is  intermediate  between  the  third  and 
fourth,  adopting  the  use  of  two 
parallel  fixed  ropes,  as  in  the  third 
system,  but  with  the  use,,  of  one 
carrier  on  each  rope,  as  in  th^  fourth 
system.  It  may  be  used  where  the 
quantities  required  to  be  moved  are 
such  as  will  admit  of  the  ropeway 
being  worked  by  gravity,  one  carrier 
descending  loaded,  while  the  empty 
carrier  ascends  unloaded.  With  this 
arrangement  spans  up  to  2,000  yards 
may  be  made  without  supports,  loads 
up  to  six  tons  may  be  carried,  and 
quantities  up  to  100  tons  per  day 
transported.  In  other  cases  steam 


Aerial  Wire  Ropeways. 


299 


power  may  be  employed,  and  the 
loads  moved  from  the  lower  ^to  the 
upper  terminal,  while  the  empty  car- 
rier descends  loaded  or  unloaded,  as 
may  be  the  case. 

By  the  experience  gained  in  the 
construction  of  a  number  of  such 
ropeways,  great  efficiency  has  been 


The  control  of  the  line  is  effected  by 
a  breakgear,  situated  at  the  upper 
terminal,  operated  by  one  man,  who 
can  perfectly  regulate  the  speed. 

While  many  ropeways  on  this  sys- 
tem are  employed  simply  to  span 
from  the  upper  portion  of  a  mountain 
over  a  valley  to  the  lower  side  of 


FIG.  7. — VIEW  OF   A   ROPEWAY   IX    JAPAN    FOR   CARRYING    MINERAL     FROM   THE   TOP  OF   A    MOUNTAIN. 
SHOWING   A   SHUNT   RAIL  AT  THE   UPPER   TERMINAL   WITH   A   CARRIER   IN   POSITION. 


arrived  at,  so  much  ±o  that  these 
ropeways  may  be  relied  upon  to  pro- 
vide a  safe  means  of  transport  for 
passengers,  and  the  speed  at  which 
the  carriers  run  can  be  very  great— 
indeed,  not  infrequently  amounting 
to  thirty  to  forty  miles  per  hour. 


another,  others  are  constructed  with 
one  or  more  supports,  and  skirt  the 
side  of  a  steep  hill.  In  this  latter  case 
a  slower  speed  must  be  maintained, 
not  above  ten  miles  per  hour,  as  the 
passing  of  the  carriers  over  the  sup- 
ports at  a  higher  speed  is  inadmis- 


300 


Engineering  Times, 


sible.  As  the  loaded  carrier  is  usually 
much  heavier  than  is  necessary  to 
draw  up  the  empty  one,  a  propor- 
tionate amount  of  material  may  be 
transported  up  as  well  as  down  ;  in- 
deed, in  some  cases,  where  water  is 
available,  it  is  possible  to  run  materials 
up  alone,  employing  the  descending 
carrier  as  a  counter-balance  filled  with 
water.  Where  loads  are  required  to  be 
carried  up  the  incline  and  not  down, 
and  steam  power  is  supplied,  rope- 
ways of  considerable  efficiency  have 
been  constructed ;  in  this  case  an 
engine  or  other  motive  power  operates 
a  driving  gear  at  the  lower  terminal, 
and  a  carrier  containing  the  necessary 
passengers  or  materials  to  be  trans- 
ported moves  at  a  speed  of  eight  to 
ten  miles  an  hour  up  the  incline,  while 
the  empty  carrier  descends  loaded  or 
unloaded  as  the  case  may  be. 

The  annexed  illustrations  (Figs. 
9  &  10)  gives  examples  of  this 
type  of  ropeway,  operated  by  gravity 
only,  which  are  being  worked  in  the 
Alps  and  Pyrenees.  The  long  spans 
are  clearly  shown  on  these  views,  and 
an  idea  can  also  be  obtained  of  the 
terminal  arrangement,  and  a  general 
knowledge  of  the  utility  of  the  system 
can  be  readily  gained  by  studying  the 
situation  in  which  these  ropeways 
have  been  erected.  An  example  of 
this  system  working  in  the  Alps  is 
employed  for  the  upward  carriage  of 
minerals  and  for  military  stores  for 
the  service  of  forts  on  the  mountains, 
which  are  in  close  proximity  to  the 
national  frontier.  On  this  a  succes- 
sion of  ropeways  (three  in  number), 
a  span  of  1,560  yards,  carrying  loads 
of  10  cwt,  has  been  at  work  for 
several  years.  Few  renewals  have 
been  necessary,  and  the  ropes,  of  the 
highest  class  made  specially  for  the 
purpose,  show  but  little  wear  and 
tear  after  some  seven  years'  work. 


This  will  give  an  idea  of  the  low  cost 
of  maintenance  with  this  type  of 
ropeway.  Situated  at  an  elevation 
of  some  6,oooft.  above  the  sea,  ex- 
posed during  the  winter  months  to 
the  force  of  all  the  elements,  on 
ground  snowed  up  many  feet  in 
depth.  Indeed,  no  better  example 
can  be  cited  as  proving,  when  pro- 
perly attended  to,  the  lasting  power 
of  wire  rope  and  ropeway  machinery. 

Another  example  is  that  of  a  rope- 
way in  the  Pyrenees  where  a  series  of 
five  sections  are  placed  in  succession, 
bringing  ore  from  an  elevation  over 
6,oooft.  in  height.  Each  of  these 
sections  is  worked  by  three  men,  and 
is  capable  of  transporting  some  100 
tons  per  day. 

Illustration  Fig.  10  represents  a 
ropeway  in  which  the  loads  are  trans- 
ported up  hill,  the  ropeway  being 
operated  by  power  at  the  lower  ter- 
minal. This  is  erected  in  Spain,  and 
is  daily  used  both  for  the  transport  of 
material  and  workmen.  It  has  now 
been  in  operation  for  several  years, 
and  has  proved  itself  thoroughly 
efficient.  The  incline  is  exceedingly 
steep,  being  about  I  in  i|,the  longest 
span  being  some  i,iooft.  Loads  up 
to  locwt.  are  carried,  but  this  maybe 
increased,  when  necessary,  to  indi- 
vidual loads  of  1 5  cwt. 

Another  excellent  example  of  this 
type  of  ropeway  is  one  employed  for 
the  carriage  of  coal  from  steamers 
lying  alongside  a  pier  and  delivery  of 
the  same  into  a  large  depot  in  the 
centre  of  a  large  sugar  factory.  For 
this  purpose  a  tower  some  /oft.  in 
height  is  erected  where  the  deposit 
has  to  be  made.  From  this  tower 
three  ropeways,  as  described  above, 
are  led  to  the  quay  side,  at  which  they 
are  anchored,  and  extending  to  the 
rear  of  the  tower,  are  there  tightened. 
About  i  ,000  tons  a  day  can  be  trans- 


Aerial  Wire  Ropeways. 


301 


FIG.   8. — VIEW  OF  A   ROPEWAY   AT   HONG    KOXG,   ERECTED    FOR    THE    CARRIAGE   OF   WORKMEN,   SHOWING 
SUPPORT  WHERE   THE    ROPEWAY    PASSES   OVER   A   RESERVOIR  :    THE   CARRIER  CAPABLE  OF   HOLDING   SIX 

MEN   IS  SHOWN  OCCUPIED   BY  TWO. 


302 


Engineering  Times. 


ported  by  this  means,  the  engine 
power  being  placed  at  the  top  of  the 
tower,  the  steam  being  led  thereto  by 
a  pipe.  The  coal  on  arrival  at  the 
top  is  dumped  into  a  hopper  placed 
machine,  by  which  it  is 


on  a  weigh  in 


FIG.  9. — VIEW  OF  A  ROPEWAY  IN  THE  ALPS.  SPAN 
1,100  Y  VRD-j  ;  L3\>  CARRIED,  8  CWTS..  SHOWING 
ARRANGEMENT  OF  TIGHTENING  ROPES  &  ALSO  GEAR. 


weighed,  recorded,  and  delivered  into 
the  general  depot.  This  arrangement 
enables  the  approaches  to  the  pier  to 
be  kept  perfectly  free,  and  does  not 
interfere  with  any  of  the  buildings  of 
the  works. 

(6)  The  use  of  ONE  FIXED  ROPE 
placed  on  an  incline  un  which 
carriers,  from  which  are  suspended 
loads,  are  allowed  to  run  down  un- 
controlled one  at  a  time.  This  is 
generally  called  a  "shoot."  This 
system  is  of  a  simple  nature,  and 
used  for  the  transport  of  undamage- 
able  goods.  It  consists  of  a  light 
wire  rope  stretched  between  two 
points,  the  elevation  of  one  being 
considerably  above  that  of  the  other. 
On  this,  loads  from  I  cvvt  to  4  cwt, 
hanging  from  a  runner  carrying  one 
or  two  wheels,  are  allowed  to  run 
down  uncontrolled.  At  the  lower 
end,  brushwood,  or  other  convenient 
means,  are  provided  to  absorb  the 
force  produced  by  the  running  load 
when  it  arrives  at  the  lower  ter- 
minal. This  can  be  considerably 
lessened  by  regulating  the  sag  of 
the  rope  where  the  section  of 
ground  will  admit,  so  as  to  reduce 
the  speed  of  the  runner  with  its 
load  as  it  approaches  the  lower 
terminal.  Such  type  of  ropeway 
is  largely  used  for  the  carnage  of 
firewood,  coffee,  or  other  like  ma- 
terials. Spans  can  be  made  without 
support  up  to  7,oooft,  and  all  that 
is  required  for  fixing  the  rope  is  a 
good  anchorage  at  the  upper  end, 
and  another  with  a  tightening  gear 
at  the  lower  end.  Ropes  for  this 
purpose  up  to  3,5Ooft.  spans  are 
used,  made  in  the  form  of  a  strand; 
above  this,  in  order  to  obtain  the 
necessary  strength  with  a  moderate 
size  of  wire,  ropes  are  used  consist- 


Aerial  Wire  Ropeways. 


303 


FIG.    10.— VIEW   OF   THE   LOWER   END  OF  A   ROPEWAY   IX   SPAIN,   CONSTRUCTED   FOR    THE   CARRIAGE   OF   BUILDING 

MATKRIAL   AND    PASSENGERS. 


304 


Engineering  Times. 


ing  of  several  strands  formed  each  of 
several  wires.  The  runners  have 
wheels  of  small  diameter,  and  are 
made  as  light  as  possible  in  order  that, 
after  50  or  100  loads  have  been 
delivered,  the  empty  ones  may  be 
carried  up  to  the  upper  end  for  a 
further  delivery  of  material. 

The  applications  of  this  system  are 
too  numerous  to  recite;  probably  many 
hundreds  of  miles  are  in  operation, 
and  with  a  rope  or  strand  of  suitable 
material  and  strength,  together  with 


well-made    runners,   the    carriage    of 
such  material  as  can  be  treated  in  the 
manner  named  above,  is  alike  efficient 
economical,  and  speedy. 

From  the  above  descriptions  the 
need  of  several  systems  to  meet  the 
varying  needs  of  the  situations  where 
ropeways  are  erected  must  be  clearly 
realised,  and  the  large  number  of  rope- 
ways on  each  system  which  Messrs. 
Bullivant  and  Co.  have  erected  from 
the  author's  designs,  fully  prove  the 
efficiency  of  each  system. 


ROPEWAYS  AS  A  MEANS  OF  TRANSPORT. 

By  J.  PEARCE  ROE,  M.  L  &  S.  Inst. 


employment  of  aerial 
ropeways  as  a  means — and 
in  many  cases  the  best  and 
most  economical  means — of  transport- 
ing material  under  certain  conditions 
has  already  been  established,  though 
the  recognition  of  their  merits,  or  at 
any  rate  their  introduction  in  Great 
Britain,  has  been  slow  as  compared 
with  many  other  countries.  This  is 
doubtless  due 
in  a  measure 
to  the  general 
proximity  of 
quarries,  in- 
dustries and 
the  like, to  the 
number  les  s 
existing  rail- 
ways or  their 
ramifications, 
and  hence  the 
more  extend- 
ed adoption 
of  aerial  rope- 
ways in  countries  less  well  served  in  this 
respect.  Another  reason,  to  judge  by 
the  writer's  experience,  is  a  conserva- 
tism in  adopting  new  appliances,  as 
well  as  the  difficulties  not  unfrequently 
imposed  by  landowners,  local  authori- 
ties and  similar  bodies  with  respect  to 
way  leaves  and  so  forth,  and  it  has 
several  times  occurred  that  while  the 
would-be  purchaser  has  been  prepared 
to  adopt  an  aerial  ropeway  plant,  he 
has  had  to  give  up  the  scheme  on 
account  of  extraneous  opposition  and 


FIG.    I.— PLAN   AND   ELEVATION   OF  DRIVING   STATION. 


the   consequent   expenses    he   would 
have  had  to  incur  in  meeting  it. 

Incidentally  it  may  be  of  interest 
to  mention  that  in  certain  countries 
the  utility  and  public  benefit  derived 
from  ropeways  is  so  well  understood 
that  special  and  very  liberal  laws  re- 
lating to  the  necessary  rights  of  way, 
etc.,  are  in  operation,  so  that  the 
status  of  a  ropeway  as  a  means  of 

transport  is 
officially  re- 
cognised in  a 
manner  that, 
it  is  almost 
needless  to 
add,  is  un- 
known here. 

In  spite, 
however,  of 
the  facts  just 
noted,  there 
is  unquestion- 
ably a  very 
considerable, 
if  not  a  large  field  for  aerial  rope- 
way transportation,  and  the  writer, 
on  behalf  of  the  Ropeways  Syndicate, 
Limited,  has  already  constructed  a 
good  many  lines  in  this  country, 
while  evidence  is  not  lacking  to  show 
that  greater  interest  is  being  taken 
in  this  mode  of  transport  for  min- 
erals and  other  materials  than  for- 
merly existed. 

Aerial  ropeways,  it  is  almost  need- 
less to  say,  are  not  new,  and  although 
their  origin  appears  to  be  somewhat 


30; 


306 


Engineering  Times. 


obscure,  it  may  be  said  for  all  practi- 
cal purposes  that  they  seem  to  have 
taken  workable  form  in  the  mind  of 
Mr.  Charles  Hodgson,  about  the  year 
1868,  when  he  both  patented  and 
commenced  to  operate  wire  tramways. 


years,  has  introduced  many  important 
developments. 

It  may  here  be  observed  that  rope- 
ways can  be  broadly  divided  into  two 
types — first,  that  in  which  a  plain, 
endless  rope  both  suspends  the  loads 


FIG.    2. — PLAN    AND    ELEVATION    OF   TENSION    AND    DISCHARGING    STATION. 


In  those  days,  however,  they  were 
crude  things  that  naturally  lent  them- 
selves to  improvements,  and  the 
writer  has  been  one  of  those  who, 
having  had  an  extensive  connection 
with  these  appliances  for  the  past  20 


and  moves  them  along  ;  and  second, 
that  in  which  the  loads  are  suspended 
from  runners  drawn  along  fixed  rail 
cables  by  means  of  a  separate  traction 
rope.  Each  of  these  broad  types 
differ  again  in  detail  according  to  the 


Ropeways  as  a  Means  of  Transport. 


307 


308 


Engineering  Times* 


duty  or  kind  of  work  to  be  performed. 
For  instance,  the  design  and  mode  of 
operation  would  be  different  where 
heavy  individual  loads  are  to  be 
handled  over  short  distances  from 
what  would  be  adopted  for 
transporting  over  long  distances 
regular  quantities  of  such  material  as 
mineral  that  could  readily  be  sub- 
divided. These  points  and  a  variety 


FIG.   4.— CARRIER   AND  MINERAL  BUCKET. 

of  other  factors,  such  as  the  nature  of 
ground  and  so  forth,  determine  the 
design  of  an  aerial  ropeway,  and,  as 
the  conditions  to  be  met  are  not  alike 
in  any  two  cases,  it  will  readily  be 
seen  that  careful  consideration  has  to 
be  devoted  to  each  project  upon  its 
merits,  if  the  best  results  are  to  be 
looked  for. 

From  the  foregoing  observations  it 
may  be  realised  also  that  the  purposes 


to  which  aerial  ropeways  can  be  put 
are  so  numerous  that  it  would  be  be- 
yond the  scope  of  these  remarks  to 
treat  the  whole  subject,  and  the 
writer,  therefore,  proposes  referring 
more  particularly  to  recent  examples 
of  single  endless  ropeways  for  the 
transportation  of  materials  in  the 
ordinary  acceptation  of  the  term, 
particularly  as  this  is  the  most  general 
use  for  which  they  are  employed. 

It  may  be  observed  that  while  the 
instances  are  numerous  where  aerial 
ropeways  would  compare  favourably 
with  light  railways,  even  where  no 
great  difficulties  occur  in  the  construc- 
tion of  the  latter,  their  merits  become 
more  particularly  apparent  where 
rough  or  mountainous  ground  has  to< 
be  dealt  with,  and  in  such  places  the 
methods  of  the  ropeway  and  railway 
engineer  are  fundamentally  different, 
especially  in  the  choice  of  ground,  for 
while  the  one  seeks  easy  grades  by 
working  round  contour  lines,  and  thus 
steers  clear  as  far  as  possible  of  vertical 
irregularities,  the  other  ignores  this 
element  within  wide  limits,  and  seeks 
rather  to  avoid  curves  in  plan  by 
striking  as  near  as  possible  a  bee  line 
from  point  to  point. 

Then,  again,  with  respect  to  power,  in- 
termediate grades  being  balanced,  they 
are,  broadly  speaking,  negligeable,  the 
difference  in  altitude  between  terminals, 
or,  in  other  words,  the  meart  grade 
only,  has  to  be  taken  into  account  in 
relation  to  power.  In  many  cases, 
where  the  mean  grade  is  in  favour  of 
the  load,  ropeways  are  self-acting,  and 
in  some  instances  develop  a  large 
amount  of  surplus  energy. 

An  ideal  ropeway  should  go 
straight  from  point  to  point,  and  the 
rope  should  be  supported  where  the 
ground  naturally  lends  itself  to  this 
without  the  introduction  of  high 
standards.  In  practice,  however,  this 


Ropeways  as  a  Means  of  Transport. 


309 


r 


Engineering  Times. 


cannot  always  be  absolutely  carried 
into  effect,  but  how  nearly  it  has  been 
realised  in  modern  practice  may  be 
judged  from  some  of  the  accompany- 
ing illustrations  of  various  ropeways 
erected  on  the  Roe  and  Bedlington 
system  in  different  parts  of  the 
world. 

In  the  early  days  of  ropeways 
angles  and  high  trestles  were  of  fre- 
quent occurrence,  for  the  purpose  of 
avoiding  heavy  gradients  and  spans, 
but  with  the  improvements  now  at 


trict  a  ropeway  of  the  same  length 
and  capacity  had  been  previously 
erected  where  the  number  of  trestles 
amounted  to  83,  and  many  of  these 
exceeded  looft  in  height.  To  put 
the  matter  in  another  way,  the  trestles, 
if  placed  one  on  top  of  the  other,  would 
in  one  case  have  reached  an  altitude 
of  about  45oft,  and  in  the  other  about 
3,6ooft,  both  installations  being  of 

*J '  O 

about  the  same  length  and  daily 
capacity. 

The    self- resistance    or    friction    of 


FIG.   6. — VIEW   SHOWING   ROUGH   GROUND  AND   PORTION   OF  LONG   SPAN. 


command  they  are,  or  should  be,  the 
exception. 

An  example  of  what  the  Roe  and 
Bedlington  improvements  suddenly 
effected  may  be  cited.  In  the  first 
line  that  the  writer  designed  and 
erected  in  which  these  were  partially 
introduced,  the  valleys  were  spanned 
direct  without  intermediate  supports, 
and  the  number  of  these  was  only 
nineteen  in  a  ropeway  having  a  daily 
capacity  of  250  tons,  and  a  length  of 
2,750  yards,  with  intermediate  grades 
of  i  :2 J. 

It  happened  that  in  the  same  dis- 


ropeways,  which,  by  the  way,  is  a  fail- 
measure  of  wear  and  tear,  varies  very 
considerably,  and  is  largely  dependent 
upon  care  and  suitability  of  design, 
proper  distribution  of  strains,  and 
class  of  material  employed.  For  in- 
stance, the  writer  has  known  lines  for 
300  tons  that  have  required  power  to 
drive  them,  despite  the  fact  that  there 
has  been  a  mean  grade  of  fully  1:6  in 
favour  of  the  load  ;  whereas,  on  the 
other  hand,  in  a  recent  example  within 
the  writer's  practice,  surplus  power 
has  been  obtained  from  a  ropeway 
having  a  mean  grade  in  favour  of 


Ropeways  as  a  Means  of  Transport. 


312 


Engineering  Times. 


the  load  of  only  1:23.  It  is  proper  to 
say  in  this  connection  that  the 
mechanical  efficiency  of  a  ropeway 
having  a  considerable  capacity  is 
somewhat  higher  than  for  small 
quantities,  and  the  line  just  referred  to 
was  a  350  tons  per  day  installation. 

When  the  aptitude  of    a  ropeway 
for  dealing  with  rough  country  as  it 
comes  is  realised,  its  advantages  as  a 
means  of  transport  become    manifest 
where  the  quantities  are  within  range 
of  its  capacity.    This  is  brought  home 
in  a  striking  manner  by  noting  the 
difference    in    altitude    between  ter- 
minals in  some  of  the  ropeways  that 
the  writer  has  designed  and  erected, 
and  also  comparing  the  length  of  the 
ropeways   and    the     length     of     rail 
track    that    would    be     required     at 
an    average   grade   of    1:40   to    deal 
with  the  same  difference  of  altitude. 
Thus     in     one     instance    the     rope- 
way   length    is    only     1,630    metres 
with  a  difference  of  altitude  of  645 
metres,  which  would  require  with  a 
railway   a  length  of  1 5  miles,  graded 
at  1 140.     In  another  case  the  ropeway 
length  is  2,700  metres,  and  the  differ- 
ence of  altitude  between  terminals  of 
403    metres,   equal    to  nine   miles  of 
rail  at  1 140  grade.   Analysis  of  another 
ropeway,     where     length     is     4,200 
metres,  shows  that  1 3  miles  of  rail  at 
1 140  would  be  needed  for  the  altitude. 
With  such  figures  as  the  above  in 
the   mind's  eye,    it  at  once  also  be- 
comes apparent  that  not  only  is  the 
capital  outlay  for  ropeway    plant  in 
many   cases    much     less    than     that 
required  for  a  railway,  but  the  cost  of 
transport  from  point  to  point  is  also 
much    smaller,    and  hence    from    all 
aspects   the    ropeway    in    numerous 
instances  is  the  best  and   most  eco- 
nomical mode  of  transit  that  has  yet 
been  devised — a   dictum    that   holds 
good    even    when    taking    into    full 


&£ £9+ 


Ropeways  as  a  Means  of  Transport. 


313 


3H 


Engineering  Times. 


account  that  the  cost  of  transit  per 
unit  of  length  is  in  some  circum- 
stances higher  by  rope  than  rail. 

In  well  designed  and  constructed 
installations  of  modern  date,  the  cost  of 
transport  per  ton  per  mile  is,  however, 
remarkably  low,  although  it  necessarily 
varies  a  good  deal  according  to  the 
conditions  to  be  met,  quantities  to  be 
handled,  etc.  On  some  of  the  Roe 
and  Bedlington  lines  under  observa- 
tion rope  costs — which  represent  the 
largest  item  under  the  head  of  wear 
and  tear — have  been  reduced  to  some- 
thing below  one-third  of  a  penny  per 
ton  per  mile. 


The  illustrations,  Figs.  3,  5,  6,  7, 
show  different  portions  of  a  rope- 
way, having  a  capacity  of  350  tons 
per  day,  for  the  transport  of  iron  ore 
from  mines  in  the  hills  to  a  railway 
junction  in  the  south  of  Spain,  and 
convey  a  fair  idea  of  the  ready 
manner  in  which  ground  of  a  rugged 
and  irregular  nature  is  dealt  with. 
It  will  be  seen  from  the  photographs 
to  what  extent  prominent  parts  of 
the  ground  are  taken  advantage  of 
for  supporting  the  ropes,  and  the 
way  valleys  are  spanned  so  as  to 
avoid,  as  far  as  possible,  high  trestles. 
The  average  height  of  these  is  only 
2oft.,  and  average  distance  apart  1 10 
yards,  although  the  spacing  is  of 
course  really  irregular,  and  there  are 
spans  of  considerable  length,  one 
being  over  i,2Ooft. 

The  upper  terminal  station,  and  the 
manner  in  which  the  carriers  take  on 
to  and  leave  the  rope,  so  as  to  permit 
of  their  being  run  on  shunt  rails 


H^^^  v:.'  '••>  ' 


FIG.    10.— GENERAL  VIEW  OF  PORTION   OF   ROPEWAY, 


Ropeways  as  a  Means  of  Transport. 


315 


3i6 


Engineering  Times, 


round  a  bin  or  bunker  for  loading 
is  shown  in  illustration,  Fig.  7  ; 
and  in  Fig.  10  is  seen  the  highest 
trestle  on  this  line,  with  the  discharg- 
ing station  in  the  background,  where 
provision  is  made  for  stocking  some 
8,000  tons  of  mineral.  This  line 
is  self-acting,  and  an  automatic  regu- 
lator is  fitted  to  govern  the  speed. 

The  illustration,  Fig.  9,  has  reference 
to  a  300-ton  daily  capacity  line  having 
a  length  of  4,500  yards,  which  is  also 
self-acting  and  is  worked  in  one  section. 
It  is  employed  for  the  transport  from 
mines  to  smelters  of  argentiferous  ore 
in  Mexico.  The  route  in  this  instance 
is  over  exceptionally  rough  and 
mountainous  ground,  and  some  idea 
of  this  and  the  onerous  work  of  erect- 
ing such  an  installation  may  be 
gathered  from  the  photographs.  It 
may  be  mentioned,  too,  that  all  the 
material  for  construction  had  to  be 
conveyed  by  bullock  and  pack  mule 
for  some  100  miles  over  trackless, 
mountainous  ground. 

The  ropeway,  a  part  of  which  is 
illustrated  in  Fig.  n,  is  over  easy 
ground,  forming  a  contrast  with  some 
of  the  examples  already  referred  to, 
and  rough  local  Spanish  timber  is  em- 
ployed for  the  trestles,  which,  from  an 
engineer's  point  of  view,  do  not  com- 
pare in  appearance  with  wrought  iron 
structures. 

The  illustration,  Fig.  4,  shows  in 
some  detail  an  ordinary  form  of  mineral 
skip  and  hanger  attached  to  the  car- 
rier, which  is  shown  resting  upon  a 
rope.  The  whole  is  constructed  of 
mild  steel  and  malleable  iron. 

Apart  from  the  photos  the  writer 
thinks  the  profile  illustrated  in 
Fig.  8,  will  be  of  interest,  as  showing 
probably  the  roughest  piece  of  ground 
ever  dealt  with  even  by  an  aerial 
ropeway.  This  is  laid  out  naturally, 
the  vertical  and  horizontal  scales  be- 


ing the  same.  It  refers  to  a  ropeway 
having  a  capacity  of  about  60  tons  in 
one  direction  and  30  tons  in  the  other, 
per  day.  It  will  be  observed  that  in 
this  case  there  are  only  17  supports 
for  the  whole  distance,  which  mea- 
sures some  4,000  yards,  and  each 
support  is  placed  on  the  top  of  the 
hills,  which  causes  them  to  be  all  low 
structures,  while  long  spans  are  worked 
from  point  to  point,  two  of  these 
clearing  distances  of  nearly  2,oooft. 
without  supports.  The  rope  passes 
over  a  ridge  i,52oft.  at  its  highest 
point  above  the  discharging  station. 
In  this  line,  too,  an  altitude  is  attained 
of  i,i3oft.  in  the  remarkably  short 
distance  of  some  1,200  yards. 

The  writer  has  more  than  once  had 
it  urged  that  an  aerial  ropeway  inter- 
feres with  a  landscape,  and  in  one 
English  case  a  scheme  had  to  be 
abandoned  on  this  account.  To  what 
extent  this  is  the  case  may  be  left  to 
more  impartial  judges  than  one  pro- 
fessionally engaged  in  ropeway  con- 
struction, but  a  glance  at  the  illustra- 
tion on  the  opposite  page  will  dissipate 
the  notion  that  there  is  anything  un- 
sightly in  either  the  structural  or  run- 
ning work  of  an  aerial  ropeway  when 
well  designed. 

The  present  remarks  have  pur- 
posely been  confined  to  that  class  of 
ropeway  employed  for  the  continuous 
transport  of  material  over  coiisider- 
able  distances,  but  it  must  not  be 
supposed  that  this  by  any  means  ex- 
hausts the  uses  to  which  aerial  ropes 
can  be  put  by  introducing  special 
features  for  the  work  to  be  performed, 
and  in  this  connection  it  will  perhaps 
not  be  out  of  place  to  indicate  in  a 
general  manner  their  adaptability  to 
such  purposes  as  the  following  : — The 
conveyance  of  bales  and  other  material 
from  point  to  point  or  between  build- 
ings, over  roofs  and  yards  in  factories. 


Ropeways  as  a  Means  of  Transport. 


317 


FIG.  12.— VIEW  OF   LIGHT   STEEL  TRESTLE,   SHOWING   BALANCE   SHEAVE    GROUPING  FOR  DISTRIBUTING 

ROPE   PRESSURE. 


Engineering  Times* 


For  making  direct  and  short  con- 
nection across  ravines  for  the  convey- 
ance of  persons  and  merchandise  by 
which  circuitous  and  long  mule  or 
cart  tracks  would  be  avoided  by  the 
introduction  of  a  single  span,  and  the 
writer  has  also  proved  their  usefulness 
and  economy  for  handling  construc- 
tive material  up  precipitous  ground 
from  lower  lying  and  more  get-at- 
able  points  to  sites  at  an  altitude 
where  the  work  had  to  be  erected. 
Other  instances  of  their  utility  may 
be  found  in  connecting  lines  of  rail- 
way at  opposite  banks  of  rivers  where 
bridge  building  would  be  unduly 
costly  or  difficult,  and  lighterage,  on 
account  of  floods,  shoals,  etc.,  im- 
possible. In  an  example  of  this  kind 
plant  was  constructed  by  the  writer  to 
pick  up  wagons  with  their  loads, 
traverse  and  put  them  on  track  at  the 
other  side  and  vice  versa. 

Another  class  of  ropeway  known  as 
suspended  cableways  is  also  exceed- 
ingly useful  for  bridge  and  dam  con- 
struction, as  well  as  in  connection  with 
certain  kinds  of  quarry  work  and  the 
like. 

Thus  it  will  be  seen  that  with  the 
variety  of  purposes  to  which  they  can 
be  applied,  it  can  hardly  be  doubted 
that  ropeways  have  a  great  and  in- 
creasing future  before  them,  and  that 
as  a  means  of  transport  alone  the  field 
for  their  employment  is  very  exten- 
sive, and  will  become  wider  as  experi- 
ence of  their  working  displaces  the 
want  of  knowledge  and  prejudice  that 
have  to  a  considerable  extent  existed. 
Greater  familiarity  would  also  tend  to 
save  the  ropeway  engineer  from  the 


many  very  curious  enquiries  that 
emanate  from  would-be  users  with 
hazy  ideas  as  to  the  legitimate  uses  of 
this  mode  of  carrying  material.  This 
will  be  understood  when  reference  is 
made  to  an  enquiry  for  transporting 
waiters  and  their  tea-trays,  etc.,  between 
pavilions  in  connection  with  a  refresh- 
ment business,  and  others  of  a  similar 
kind,  coupled  with  suggestions  that 
the  constructor  should  take  payment 
in  gate  money.  An  enquirer  also 
occasionally  specifies  that  trees  some- 
where or  anywhere  near  the  route  are 
to  be  made  use  of  for  supporting  the 
ropes.  There  was  a  slight  epidemic 
of  this  sort  of  thing  after  the  publica- 
tion of  an  illustrated  reference  to 
ropeways  in  a  popular  magazine, 
which  indicated  also  that  there  was  a 
prevalent  idea  that  ropeways  could  be 
supplied  at  popular  prices,  some- 
thing in  advance  of  a  clothes  line. 
Needless  to  say,  they  cannot  be,  and 
there  is  no  immediate  prospect  of  any 
such  happy  development  as  would 
meet  expectations  of  the  kind.  Such 
enquiries  are,  of  course,  harmless,  and, 
frequently,  comical,  but  it  occasionally 
happens  that  injury  is  done  to  the 
reputation  of  ropeways  by  th2  class 
of  gentleman  commonly  described  as 
"  a  bit  of  an  engineer,"  and  who  goes 
lightheartedly  to  work  in  the  belief 
that  he  is  fully  equipped  with  the 
necessary  knowledge  to  tackle  a  rope- 
way problem,  and  ends  in  becoming 
a  sadder  and  wiser  man,  who  has  in- 
cidentally damaged  a  good  thing 
having-  a  lar^e  and  useful  future  that 

t>  o 

would  be  the  better  for  intelligent 
encouragement. 


"OTTO"    ROPEWAYS. 

By    R.    E.    COMMANS,    M.    Inst.    CE. 


QT  SHOULD  like  to  preface  the 
J^  remarks  I  have  to  make  by  say- 
ing that,  although  I  consider  the 
original  single  rope  system  of  aerial 
ropeways  very  suitable  for  short  lines 
with  easy  gradients  and  small  carry- 
ing capacity,  I  am  satisfied  that,  for 
anything  like  a  permanent  installa- 
tion, where  large  quantities  have  to  be 
carried  over  rough  country,  the  double 
rope,  or  "  Otto  "  system  is  the  best. 
For  this  reason,  therefore,  I  propose 
to  confine  myself  to  a  description  of 
this  system. 

It  is  now  a  good  many  years  since 
this  system  was  first  introduced,  and 
to-day  there  are  over  900  of  these 
41  Otto "  lines  at  work  in  different 
parts  of  the  world. 

The  advantages  of  aerial  transport 
are  by  no  means  appreciated  as  they 
ought  to  be,  and  the  more  these  are 
made  known,  the  better  for  both 
makers  and  ought-to-be  users. 

By  the  single  rope,  or  u  Hodgson  " 
system,  one  endless  running  rope  is 
employed,  fulfilling  the  dual  functions 
of  carrying  and  hauling.  The  charac- 
teristic of  the  double  rope,  or  "  Otto  " 
system  on  the  other  hand,  is  the 
employment  of  two  ropes — a  heavy 
fixed  rope  of  large  section  for  carry- 
ing, and  a  light  running  rope  for 
hauling  the  buckets  along  the  said 
carrying  rope. 

A  single  rope  line,  as  far  as  first 
cost  is  concerned,  is  therefore  evi- 
dently cheaper  than  a  double  rope 


line,  and  for  this  reason,  in  certain 
cases,  it  might  be  given  the  prefer- 
ence. Cheap  is  perhaps  a  wrong 
term  to  use  ;  less  expensive  would  be 
possibly  more  correct,  for  if  there  is 
one  thing  more  than  another  to  which 
the  old  saying  "  cheap  and  nasty  " 
applies,  it  certainly  is  an  aerial  rope- 
way. Like  a  chain,  the  soundness 
and  reliability  of  a  ropewayare  entirely 
dependent  on  the  strength  of  its 
weakest  link,  so  that,  no  matter  how 
good  the  ropes  may  be,  if  any  detail 
in  the  driving  gear,  or  more  especially 


FIG.     I. — ORDINARY    SPIRAL     ROPE    AND     NEW     PATENT 
LOCK    COIL    ROPE. 

in  the  grips — by  which  the  buckets  or 
carriers  are  attached  to  the  rope — 
should  fail,  the  \vhole  line  may  come 
to  a  standstill,  resulting  in  endless 
worry,  annoyance,  and  expense. 

It  might  be  well  here  to  mention 
that  anyone  is  at  liberty  to  use 
double  ropes.  It  is  to  the  numerous 
details  which  go  to  make  up  a  com- 
plete ropeway  installation  that  the 
"  Otto  "  patents  apply,  details  which 
have  been  arrived  at  only  after  years 
of  practical  experience  gained  in  the 
erection  and  running  of  these  lines. 


319 


320 


The  Engineering  Times. 


KE  VIEW   GOLD  Mi: 


In  an  article  like  the  present  it 
would  be  impossible,  and  out  of  place 
to  fully  describe  these  details  and  the 
many  improvements  to  which  the 
great  success  of  this  system  of  aerial 
transport  is  entirely  due. 


To  those  who  have  had  any  experi- 
ence with  wire  ropes,  it  will  be  evident 
that  a  quick  running  hauling  rope, 
which  has  to  work  round  grooved 
pulleys,  should  be  as  light  and 
flexible  as  possible,  in  other  words, 
should  be  built  up  of  numerous 
strands  of  small  wires.  If  the  same 
rope  be  required  to  both  haul  and 
carry  the  load,  it  is  further  evident 
that  it  would  have  to  be  of  larger 
section  than  if  it  had  the  hauling 
alone  to  do.  This  increase  of  the  size 
of  the  rope  means  more  weight  to 
drive,  and  consequent  loss  of  power, 
and  greater  wear  and  tear.  Where, 
therefore,  heavy  loads  have  to  be 
carried,  large  spans  to  be  crossed,  and 
steep  gradients  surmounted,  it  is 
highly  desirable  to  employ  fixed  or 
rail  ropes  to  carry  the  load,  and  a 
light  rope  to  do  the  hauling. 

Numerous  forms  of  carrying  rope 
have  been  tried,  and  in  the  earlier 
days  even  iron  rods  were  used  to 
carry  the  buckets.  Two  sections  of 
carrying  rope  employed  in  the  con- 
struction of  the  "  Otto "  lines  are 
shown  in  the  illustrations.  Fig.  i. 
The  ordinary  spiral  rope  com- 
posed of  stout  round  steel  wires 
and  the  patent  Otto  "  Simplex " 
lock-coil  rope.  Where  first  cost  is 
not  of  primary  importance,  the  latter 
rope  is  strongly  to  be  recommended. 
This  simplex  lock-coil  rop<|  is  a 
comparatively  recent  improvement, 
and  has  proved  an  immense  success 
wherever  it  has  been  employed,  and 
is  in  fact  an  ideal  section  for  this 
special  purpose.  These  simplex 
ropes  were  used  for  the  ropeway 
supplied  by  me  to  the  now  famous 
Lake  View  Gold  Mining  Company  in 
Western  Australia,  a  view  of  which 
is  shown  in  Fig.  2. 

This  ropeway  is  employed  to  trans- 
port ore  from  bins  erected  alongside 


"Otto"  Ropeways, 


the  shaft  to  the  top  of  the  5O-head 
stamp  mill,  situated  some  distance 
off  on  the  hillside.  The  ore,  as  raised 
from  the  mine,  is  dumped  over  a 
grizley,  or  screen,  the  fines  falling 
through  direct  into  the  bins  below. 
The  big  pieces  pass  to  a  Gates  Rock 
Breaker  to  be  further  crushed  before 
falling  into  the  bins,  from  which 
through  half-a-dozen  shoots,  the 
ore  is  rapidly  delivered  to  the 
ropeway  buckets.  The  object  of 
placing  the  mill  on  the  hillside  was 
to  secure  the  advantage  of  natural 
gravitation  for  dealing  with  the 
slimes  and  tailings,  the  cyanide 
house  being  situated  on  the  slope 
of  the  hill  about  halfway  between 
the  main  shaft  and  the  battery. 
The  plant  works  admirably,  and 
has  conveyed  the  ore  without 
interruption  to  the  mill  ever  since 
the  ropeway  was  started. 

It  is  surprising  what  vague 
notions  many  people  have  with 
regard  to  ropeways.  They  seem 
to  think  nothing  could  be  simpler 
than  to  run  a  rope  across  country 
on  top  of  sundry  poles.  When 
they  are  informed  that  it  is  not 
possible  to  work  in  and  out  and 
generally  round  about,  and  that 
the  height  of  each  support,  the 
distribution  of  the  loads,  etc.,  all 
require  to  be  most  carefully  calcu- 
lated, they  appear  astonished,  and 
slowly  begin  to  realise  why  a  rope- 
way cannot  be  sold  at  so  much 
per  ton. 

When  entertaining  the  idea  of 
employing  a  ropeway,  the  following 
points  should  be  borne  in  mind  : — 

The  end  stations,  wherever  pos- 
sible, should  be  so  chosen  that  the 
ropeway  connecting  them  will  be  in 
a  straight  line,  and  also  so  arranged 
that  the  loading  and  unloading  may 


be  performed  with  the  least  amount 
of  handling.  If  the  ropeway  cannot 
be  carried  in  a  straight  line  from  one 
station  to  the  other,  one  or  more 
intermediate,  or  angle  stations  would 
be  required.  These,  however,  increase 
the  first  cost  of  the  line,  and  also  add 
to  the  working  expenses  of  the  same. 


FI  }.  3 — BUCKET  USED  ON   THE   "  OTTO  "    ROPEWAYS. 

The  distance  between  any  two 
stations,  even  over  favourable  ground, 
should  not  exceed  3^  miles.  Wherever 
there  are  steep  gradients,  especially 
wherelargequantitieshave  to  be  carried, 
the  stations  should  be  nearer  than  this 
to  one  another  in  order  to  avoid  too 
great  a  strain  on  the  hauling  rope. 


322 


The  Engineering  Times* 


If  it  be  necessary  to  divide  a  line 
into  sections  for  any  of  the  above 
reasons,  the  positions  of  the  inter- 
mediate stations  can  often  be  so  chosen 
as  to  secure  a  more  evenly  graded  route 
for  the  ropeway,  than  if  it  were  carried 
in  a  straight  line  between  the  terminal 
stations. 

The  design  of  carrier  depends  on 
the  material  or  class  of  goods  it  is 
intended  to  transport  over  the  line. 
The  bucket  carrier  shown  in  Fig.  3  is 
very  largely  used  and  is  suit- 


sacks,  barrels,  boxes,  etc.,  sling  carriers 
are  handier  than  the  bucket  ones,  as 
they  permit  of  the  loads  being  very 
quickly  despatched  and  discharged. 

The  supports  can  be  made  either  of 
wood  or  iron.  Fig.  5  shows  a  good 
example  of  a  wooden  support  of  an 
"  Otto  "  line  at  work  at  the  Progress 
Mines  in  New  Zealand,  employed  for 
the  transport  of  gold  quartz.  The  tim- 
ber for  these  supports  was  cut  in  the 
adjoining  forest.  This  line,  which  is 
some  7,oooft.  long,  has  at  its  lower 


FIG.     4. — ILLUSTRATION    OF    AN    "  OTTO  "    ROPEWAY    SHOWING    LOADED     BUCKETS     ON     ONE     SIDE     AND     EMPTIES 

RETURNING    ON    THE    OTHER. 


able  for  coal,  ore,  clay,  sand,  and 
such  like  material.  The  buckets  are 
suspended  slightly  below  the  centre 
of  gravity,  which  permits  of  their 
being  easily  tipped  and  emptied  of 
their  contents. 

Fig.  4  gives  a  very  good  idea  of  the 
general  arrangement  of  an  "  Otto " 
ropeway,  and  shows  the  loaded 
buckets  being  hauled  along  on  the  one 
carrying  rope,  and  the  empties  return- 
ing to  the  loading  station  on  the 
other.  For  the  transport  of  logs, 


end  a  span  of  i,9Ooft,  or  neatly  two 
and  a  half  times  the  width  of  the 
Thames  at  London  Bridge.  Where 
timber  is  scarce,  or  the  white  ant  in 
evidence,  iron  supports  should  be 
used.  Such  supports  are  shown  in 
Fig.  2  which  is  a  view  of  the  Lake 
View  Company's  ropeway  above 
referred  to. 

Where  large  quantities  of  ore,  or 
similar  material,  have  to  be  trans- 
ported, it  is  highly  desirable  to  so  con- 
struct the  loading  stations  that  the 


"Otto"  Ropeways. 


323 


&''*•  i  *.»•••    '•  «fc*  -  £a05MR 

^ 


FIG.  5.-KXA.MPLE   OK  A   WOODEN  SUPPORT  OF  AN   "  OTTO "  LINE   IN  NEW  ZEALAND. 


,324 


The  Engineering  Times* 


buckets  can  be  filled  automatically 
from  spouts  connected  with  bins,  or 
hoppers  overhead.  In  this  way  no 
time  is  lost,  and  the  carriers  can  be 
regularly  and  rapidly  forwarded  as 
soon  as  they  are  filled. 

The  unloading  stations  should  also 
be  designed  so  as  to  reduce  as  far  as 
possible  unnecessary  handling  of  the 
material.  Fig.  6  shows  a  fairly 
typical  unloading  station,  with  bins 
of  large  capacity  arranged  alongside 


very  generally  employed.  These  can 
be  fixed  at  either  the  loading  or  un- 
loading stations  as  most  convenient. 

The  grips  for  attaching  the  carriers 
to  the  hauling  rope  are  automatically 
thrown  into  gear,  and  released  at  the 
loading  and  unloading  stations.  These 
grips  are  the  most  vital  part  about  a 
ropeway  ;  there  must  be  no  uncer- 
tainty about  their  action,  and  no 
matter  what  the  climate  or  weather 
may  be,  one  must  feel  quite  sure  that 


FIG.   6. — UNLOADING    STATION    AT   MOUNT  LYELL  MINK    IN   TASMANIA. 


the  railway  for  automatically  loading 
up  the  railway  wagons  with  ore,  or 
whatever  is  brought  down  by  the 
ropeway.  This  unloading  station  is 
of  an  "  Otto"  line  just  completed  for 
the  Mount  Lyell  Mining  and  Railway 
Company  in  Tasmania. 

Where  it  is  desirable  to  check  the 
weight  of  the  material  carried  over  a 
line,  weighing  machines  (see  Fig.  7) 
which  automatically  record  the  weight 
and  number  of  each  bad,  are  now 


when  once  a  carrier  has  started  on  its 
journey  it  will  arrive  at  theend  of  it  with- 
out a  hitch  of  any  kind.  As  a  proof 
of  the  reliability  of  the  "  Otto  "  grip- 
under  most  trying  circumstances,  I 
would  mention  the  case  of  a  ropeway 
in  Norway  constructed  for  the  Bede 
Metal  Company,  and  used  for  the 
transport  of  copper  ore.  In  the 
winter  the  cold  being  most  intense,, 
it  often  happens,  after  this  rope- 
way has  been  standing  all  night,  that 


"Otto"  Ropeways. 


325 


when  the  line  is  started  in  the  morn- 
ing,    the     ropes    and     buckets     are 
thickly  covered  with   ice   and   snow, 
but   in   no  single  instance    have  the 
grips    been    known    to   fail.     Fig.    8 
shows  the  loading  station  of  this  line 
taken    when    snow 
was  on  the  ground. 
Heat    also     has 
its  drawbacks,  and 
must    be    allowed 
for  in  the  design  of 
these  ropeways.     I 
well    remember    a 
rather  amusing  in- 
cident     that     was 
told    me    by  an 
engineering   friend 
of  mine,  who  some 
years    ago   was 
present     at     the 
starting  of  a  single 
rope    line    he   had 
designed     for    a 
mine  in  the  tropics. 
The    line    was    to 
work    by    gravity, 
the     descending 
loaded     buckets 
hauling    up    the 
empty  ones.  When 
everything     was 
ready,  and  the  sig- 
nal given  to  start, 
the  rope  refused  to 
budge.     My  friend 
was     at     his    wits' 
end  to  account  for 
this,    as    he    felt 
sure    his     calcula- 
tions    were     right 
although  the  margin  of  surplus  power 
was    small,    and,    with    the    patience 
and    long-suffering   common    to    his 
class,  meekly  submitted  to  the  rather 
tropical  abuse  of  the  mine  manager, 
and    chaff  of    his   staff.      All    of    a 


sudden,  to  the  surprise  of  every- 
body, the  line  commenced  to  move  of 
its  own  accord.  The  laugh  was  now 
on  the  side  of  the  engineer,  who,  in  a 
moment,  grasped  the  situation  :  the 
rope,  due  to  the  mid-day  heat,  had 


FIG.   7. — AN    AUTOMATICALLY      RKU  KDI.Nd   \VK!C;niN«i   MACHINK. 


become  elongated,  the  tension  re- 
duced, and  the  friction,  which  had 
been  too  great,  overcome.  On  in- 
vestigation, it  was  found  that  an  all 
too  conscientious  fitter  had  rigidly 
fixed  the  tension  gear,  and  as  soon  as 


326 


Engineering  Times. 


this  was  released, the  line  worked  away 
beautifully. 

Ropeways  have  been  little  adopted 
in  this  country,  due  in  a  great  measure 
to  the  difficulty  experienced  in  almost 
every  instance  of  obtaining  the  neces- 
sary way  leaves.  Some  landowners 
object,  no  doubt,  conscientiously,  and 
are  prejudiced  against  this  system 
of  transport,  under  the  impression 


upon  the  unfortunate  company  or  in- 
dividual who  is  desirous  of  taking  a 
ropeway  over  their  land.  Owners  of 
bog  and  moor  land,  which,  before  the 
idea  of  a  ropeway  was  mooted,  would 
have  been  glad  to  find  a  purchaser  at 
almost  any  price,  suddenly  discover 
this  same  land  to  be  most  eligible 
for  building,  and  ask  a  prohibitory 
amount  for  a  right  of  way  accor- 


<«•*•  gf 

TOW 


FIG.    8. — LOADING   STATION   IN   NORWAY. 


that  the  line  will  interfere  with  their 
crops,  or  that  the  buckets  may  dis- 
charge their  contents  on  them,  or 
on  their  cattle.  The  majority,  how- 
ever, I  fear,  are  not  so  conscientious 
in  their  objections,  but  are  swayed 
by  other  motives,  and  rather  look 
upon  a  ropeway  in  much  the  same 
light  as  they  would  upon  a  railway, 
and  appear  to  think  that,  as  a  matter 
of  principle,  it  is  their  duty  to  impose 


dingly.  I  could  cite  a  number  of 
instances  where  ropeways,  which 
would  have  been  most  beneficial  to  a 
district,  have  had  to  be  abandoned 
owing  to  it  being  impossible  to  come 
to  terms  with  one  or  other  of  the 
owners  of  the  land  over  which  the 
line  would  have  had  to  pass.  As 
already  stated,  ropeways  cannot  be 
worked  round  curves,  and,  therefore, 
one  dog-in-the-manger  proprietor,  by 


"Otto"  Ropeways. 


327 


objecting  to  grant  a  right  of  way, 
may  render  the  carrying  out  of  a 
scheme  on  a  workable  basis  im- 
possible. 


had  powers,  where  they  see  it  is  de- 
sirable in  the  interests  of  the  com- 
munity at  large,  to  compel  ignorant 
or  unprincipled  proprietors  to  sub- 


It  is  high  time  that  our  County  or      mit  their  claims  to  arbitration,  or  to 
Parish  Councils,  as  on  the  Continent,      accept  a    fair  compensation   for  any 


323 


Engineering  Times. 


slight   inconvenience   they   might   be 
put  to. 

Ropeways  in  no  way  interfere  with 
the  cultivation 
and  natural 
drainage  of  the 
land  like  a  rail- 
way, and  the 
graceful  curves  of 
the  ropes  and 
general  airiness  of 
the  whole  struc- 
ture,  are  a 
pleasing  addition 
to  any  landscape. 

The  carrying 
capacities  of  these 
lines  may  be  any- 
thing from  50  to 
500  tons  and 
more  per  day  of 
ten  hours.  When- 
ever the  quantity 
carried  exceeds 
800  tons  it  is  ad- 
visable to  build  a 
double  line.  On 
the  well  -  known 
Garrucha  Rope- 
way, in  the  Sierra 
de  Beclar  district, 
in  the  South  of 
Spain,  although 
this  is  only  a 
single  line,  as 
much  as  800  tons 
of  iron  ore  have 
been  carried  per 
day  of  sixteen 
hours.  This  line 
is  9f  miles  long. 
The  accom- 
panying illustra- 
tion, Fig.  10, 
shows  the  large  span,  over  900! t. 
wide,  at  Villa  Reforma.  This  line 
was  constructed  and  run  for  a  num- 


ber of  years  by  Mr.  J.  Pohlig  of 
Cologne,  to  whose  untiring  energy 
and  skill  the  immense  develop- 


ment of  the  "Otto"  system  on  the 
Continent  is  mainly  due.  He  has 
constructed  still  longer  lines,  \2\  and 


n  Ropeways. 


329 


333 


Engineering  Times* 


19  miles  respectively,  in  Hungary, 
and  only  quite  recently  has  completed 
the  survey  of  a  line  for  the  transport 
of  general  merchandise  over  moun- 
tainous country  for  a  distance  of  30 
miles. 

Although  ropeways  are  more  espe- 
cially used  in  connection  with  mining, 
they  may  also  be  employed  with  great 
advantage  to  industrial  purposes,  and, 
as  a  case  in  point,  I  would  refer  to  Figs. 
9  &  1 1,  of  a  short  line  I  supplied  some 
years  ago  to  Messrs.  Henry  Tate  and 
Sons  for  the  transport  of  sacks,  barrels 
and  their  well-known  boxes  of  cube 
sugar,  at  their  factory  at  Silvertown. 
By  means  of  this  ropeway,  they 
were  enabled  to  carry  goods  from 
a  warehouse  over  a  yard  to  the 
wharf  side  without  in  any  way 


interfering  with  the  shunting  of  the 
railway  trucks  belowr.  In  this  case 
the  sling  carriers  above  referred  to 
were  used,  and  have  proved  a  great 
success. 

I  also  supplied  a  similar  ropeway 
to  Messrs.  Lever  Bros,  for  the  trans- 
port of  alkali,  etc.,  from  lighters  into 
their  works  at  Port  Sunlight. 

With  the  improvements  constantly 
being  made  in  the  material  and  design 
of  the  ropes  and  various  parts  con- 
stituting a  ropeway,  these  lines  are 
bound  to  come  more  and  more 
into  general  use,  and  it  is  to  be 
much  regretted  that  their  introduction 
into  this  country  has  been  so  handi- 
capped, as  explained  above,  by  the 
difficulty  of  obtaining  the  necessary 
way  leaves. 


SECTIONAL    AERIAL    WIRE    ROPEWAYS. 
By  J.  WALWYN   WHITE. 


QT T  may  safely  be  taken  for  granted 
J[  that  no  one  will  dispute  the  mam- 
ad  vantages  that  an  aerial  wire 
ropeway  possesses  as  a  means  for 
economically  conveying  goods  from 
one  point  to  another,  over  an  ordinary 
railway  or  tramway,  in  point  of  cost 
of  material  and  simplicity  in  laying, 
especially  in  rough  or  hilly  country, 
saving,  as  it  does,  all  the  cost  of  level- 
ling, bridges  over  streams,  and  the 
cuttings  and  embankments  so  neces- 
sary to  prepare  a  track  for  a  rail- 
way, to  say  nothing  of  the  saving  in 
severance  of  land  entailed  by  the  latter 
mode  of  conveyance. 

On  the  aerial  ropeway  the  material 
is  carried,  suspended  in  mid  air,  out 
of  the  way  of  ordinary  traffic,  and 
without  interfering  with  the  occupation 
or  cultivation  of  the  land. 

Why  then  have  aerial  ropeways  been 
so  severely  left  alone?  especially  in  this 
country  where  land  is  so  dear,  and 
where  the  compensation  exacted  is  so 
excessive,  even  for  running  a  tramway 
across  a  field. 

The  answer,  especially  in  the  case 
of  heavy  traffic,  is  not  far  to  seek. 

Hitherto  the  exacting  conditions 
requisite  for  an  ordinary  ropeway 
have  generally  more  than  counter- 
balanced the  admitted  advantages. 

Chief  among  these  disadvantages 
may  be  mentioned  : — 

Firstly — The  necessity  for  the  rope- 
way to  run  in  straight  lines, 
curves  being  impossible  with- 
out costly  angle  stations. 
Second  1}' — The  very  limited  capa- 
city in  weight-carrying  power, 


the  individual  loads  carried  be- 
ing very  small,  and  the  conse- 
quent output  of  material  con- 
veyed, very  restricted. 
Thirdly — The    difficulty  of  taking 
off  branches  or  turnouts  from 
the  main  line  of  ropeway. 
Fourthly — The    inflexibility    of   a 
ropeway,  both  in  alignment  of 
plan  and  in  length. 
An  ordinary  ropeway  consists  usually 
of  a  long  wire-rope  stretched  from  one 
point  to  another,  and   suspended    at 
intervals  along  the  line  of  route,  over 
saddles  resting  on  supporting  towers 
of  wood  or  iron.     Over  the  top  of  this 
rope,  run  a  pair  of  grooved  sheaves, 
mounted  in  a  frame,  from   which  the 
load  is  suspended.     The  whole  being 
drawn    along   sometimes    by    animal 
power,  but  more  usually  by  an  end- 
less hauling  rope,  which  travels  from 
end   to  end   of  the  ropeway,  running 
around    a  driving  drum  at  one  end, 
and   around   a  tension  drum,  as  it  is 
called,  at  the  other   terminal.     This 
arrangement,   of    course,   requires    a 
return     carrying     rope,    which    runs 
parallel  with  the  first  rope,  and  usually 
about  6ft.  or  8ft.  from  it.     The  empty 
boxes  or  carriers  come  back  by  this 
return  rope  from  the  discharging  ter- 
minal to  the  loading  end,  and  where 
the  ropeway  has  sufficient  gradient  or 
fall,  in  favour  of  the  load,  the  descend- 
ing loads  haul  the  empty  boxes  back 
again.     In  this  case  the  driving  drum 
already  mentioned  is   replaced  by  a 
drum  or  drums  provided  with   brake 
gear,    and    occasional!}'    there    is    so 
much  extra  energy  developed  by  the 


331 


332 


Engineering  Times. 


falling  loads  that  power  may  be  taken 
off  one  or  other  terminal  to  drive  other 
machinery. 

This  briefly  describes  the  usual 
type  of  ropeway,  more  commonly 
known  as  the  Bleichert  system, 
although  in  another  type  of  ropeway 
generally  known  as  the  Hodgson  or 
Hallidie  system,  only  one  (endless) 
rope  is  employed,  combining  the 
double  function  of  both  carrying  and 
hauling  the  load.  This  system,  how- 
ever, is  capable  of  carrying  such  ex- 
ceedingly small  loads,  usually  about 
loolb.  or  so  of  net  weight,  that  I  do 
not  propose  to  deal  further  with  it, 
although  the  objections  I  have  given 
apply  equally,  if  not  with  greater 
force,  to  this  system  of  ropeway. 

Now  to  take  seriatim  the  dis- 
advantages of  the  Bleichert  system  of 
fixed  carrying  rope. 

This  rope  merely  rests  on  the  sup- 
porting saddles,  being  free  to  slide 
through  them. 
The  sides  or 
flanges  (AB)  of 
the  saddles 
have  necessarily 
1 3  be  made  very 
low,  in  order 
not  to  interfere 
with  the  free  running  of  the  carrying 
sheaves.  If,  therefore,  the  slightest 
attempt  be  made  to  pull  this  rope  out 
of  the  straight  line — in  other  words,  to 
turn  the  slightest  angle — it  at  once 
mounts  the  flange,  and  is  drawn  out 
of  its  saddle,  and  falls  to  the  ground. 

It  will  be  seen,  therefore,  that  a 
straight  undeviating  line  must  be 
maintained  throughout  the  length  of 
the  ropeway  (in  a  vertical  plane,  of 
course),  a  matter  very  often  of  great 
difficulty  and  entailing  a  large  amount 
of  extra  expense  in  going  over  a  hill 
or  other  obstruction,  which  could  be 


saved  if  the  ropeway  could  only  go 
round  it.  Where,  however,  it  is  abso- 
lutely necessary  to  turn  a  corner,  then 
an  expensive  "  angle  station,"  as  it  is 
usually  called,  has  to  be  introduced, 
This  angle  station  practically  divides 
the  line  into  two  separate  ropeway 
systems.  The  loads  are  taken  by 
shunting  rails,  off  one  carrying  rope, 
conveyed  by  manual  labour  along  the 
shunting  rail,  to  the  second  carrying 
rope,  fixed  at  the  required  angle  to 
the  first  one,  and  there  attached  to 
the  second  hauling  rope.  It  will  be 
seen  this  not  only  involves  expense  in 
the  first  cost  of  the  angle  station,  but 
it  limits  the  carrying  capacity  of  the 
rope  and  involves  a  large  addition  to 
the  working  expenses  by  the  constant 
attendance  of  one  or  two  shunters  to 
transfer  the  loads  from  one  ropeway 
to  the  other. 

And  all  this  trouble  and  expense  is 
involved  at  every  corner  or  angle  the 
line  has  to  make.  Truly,  a  very  great 
disadvantage  ! 

Taking  the  second  objection,  as  to 
the  small  individual  carrying  power 
of  the  ordinary  ropeway. 

Suppose  for  the  sake  of  argument 
that  a  ropeway  be  three  miles  long  in 
a  straight  line.  It  will  consist  of  a 
carrying  rope  three  miles  long, 
stretched  from  end  to  end,  and  sup- 
pose, further,  that  it  is  required  to 
carry  ten  ton  loads  along  it,  spaced  at 
intervals  of  100  yards  apart.  Quite  a 
small  matter  compared  with  a  railway, 
and  really  a  very  ordinary  condition. 
And  yet  the  skilled  ropeway  engineer 
will  at  once  say,  "Impossible,  it  can- 
not be  done!"  Exactly,  that  is  the 
objection. 

Let  us  see  why. 

Three  miles  of  rope  contains  5,280 
yards  in  length,  and  if  the  loads  are 
to  be  100  yards  apart,  there  will  be 


Sectional  Aerial  Wire  Ropeways. 


333 


52  loads  on  the  rope  at  once^  or  an 
aggregate  of  520  tons  in  all.  Now 
the  straining  tension  on  a  carrying 
rope  may  be  taken  roughly  at  four 
times  the  load — depending,  of  course, 
on  the  length  of  the  spans,  and 
amount  of  deflection  allowed.  We 
should,  therefore,  have  a  total  tension 
on  the  rope  of 
some  2,000 
tons,less  some 
deduction  for 
saddle  fric- 
tion between 
the  rope  and 
the  saddle! 
It  will  be  seen 
that  we  are  at 
once  out  side 
the  practical 
conditions  of 
use  with  a 
steel  \v  i  r  e 
rope,  and 
hence  the 
impossibility 
already  nam- 
ed,of  carrying 
heavy  loads 
along  an  or- 
dinary aerial 
wire  ropeway. 
I  now 
come  to  the 
third  objec- 
tion to  the 
aeriajl  rope- 


carriers  from  the  main  ropeway  and 
shunting  them  on  to  the  branch  line, 
involving  a  large  expense  in  working 
and  maintenance. 

The  fourth  objection  named  will 
be  self  evident  from  the  description 
already  given,  and  this  want  of  flexi- 
bility both  in  length  and  alignment 


the 

of 
off 
or  turnouts  from  the  main 


w  ay  — 
difficulty 
taking 
branches 
line. 

Obviously  the  only  practicable 
method  of  doing  so,  is  to  establish  at 
the  point  of  turnout,  an  angle  station, 
as  already  described,  with  its  requisite 
attendants  for  taking  the  loaded 


(objection    No.    i)  is   a   very   serious 
drawback  in  practicable  working. 

\Ve  have  now,  however,  "  changed 
all  this,"  and  effectually  overcome 
each  of  the  objections  named,  by  the 
simple  expedient  of  providing  a 
separate  and  distinct  rope  for  each 


334 


Engineering  Times^ 


span.  The  end  of  each  rope  is 
fastened  to  its  own  supporting  stan- 
dard, and  the  span  is  thus  self  con- 
tained and  complete  in  itself. 

The  difficulty  of  course,  was  to 
make  a  good  pathway  for  the  carrier 
wheels  from  one  rope  to  another, 


and  after  some 
experimenting,  the 
author  designed 
the  simple  contri- 
vance of  a  rocking 
rail,  shown  in  the 
photograph,  Fig.  i , 
and  in  outline 
elevation  in  Fig.  2. 
Here  A  and  B  are 
the  two  adjacent 
carrying  ropes, 
turning  round  the 
guides  on  the  stan- 
dard as  shown  ; 
between  them  is 
pivoted  at  C,  the 
rocking  rail  R, 
which  is  grooved 
underneath  at  the 
ends  R1  and  R-, 
so  as  to  fit  nicely 
on  to  the  ropes 
whilst  the  top  of 
R  is  turned  to  the 
same  radius  as  the 
rope. 

This      rockiner 

o 

rail  is  held  normal- 
ly in  the  position 
shown,  by  a  spring 


or  counter-weight,  so  as^to  form  (as  it 
does  in  practice)  a  smooth  easy  track 
from  the  rope .  to  the  rail,  for  the 
carrier  wheels  advancing  in  the 
direction  of  the  arrow. 

As  soon  as  the  wheels  have  passed 
on  to  this  rail  and  the  |weight  has 
advanced  beyond  the  point  of  sus- 
pension C,  the  rocking  rail  tips  over 
slightly  to  the  right,  so 'as  to  rest  on 
rope  B,  on  to  which  it  gives  a  good 
lead  for  the  carrier  wheels.  The 
counter-weight  then  brings  the  rock- 
ing rail  back  to  the  original  position, 
readv  for  the  next  load. 


Sectional  Aerial   Wire  Ropeways. 


335 


Of  course  it  will  be  understoed  that 
the  ends  of  these  carrying  ropes  are 
not  only  led  downwards  by  the  guides, 
but  also  backwards,  out  of  the  way  of 
the  suspended  loads,  as  shown  i:i 
Fig.  3.  The  end  of  one  rope  is 
fastened  directly  to  a  hook  at  the 
back  of  the  rail  at  H,  whilst  the  end 
of  the  next  rope  has  a  short  length  of 
open  link  chain  attached  as  shown  at 
K.  When  it  is  desired  to  tighten  up 
the  rope  from  wear,  etc.,  a  straining 
screw  is  attached  to  the  chain,  and 
connected  to  the  base  plate.  It  is 
then  tightened  up  a  link  or  two  and 
fastened  by  passing  the  nearest  link 


PLAN 


carrier  wheels  to  run  upon  This 
is  simplicity  itself.  And  now  let 
us  see  what  advantages  such  a 
system  gives  us  over  the  old  order  of 
things. 

1.  A    much    lighter   carrying  rope 

may  be  used,  as  it  need  only 
be  strong  enough  to  carry  the 
strain  due  to  the  greatest  load 
that  can  come  on  one  span  at 
a  time. 

2.  A    much   flatter  catenary  curve 

may  be  obtained,  as  a  larger 
relative  tension  can  be  put 
upon  the  carrying  rope  with- 
out unduly  straining  it. 


FIG.    4. 


in  the  chain  to  the  holding  hook  jK 
on  the  standard,  and  the  thing  is 
done. 

When  the  rope  has  been  in  use  for 
some  time,  and  begins  to  show  signs 
of  wear,  where  the  end  of  the  rocking 
rail  rests  upon  it — a  few  links  of 
chain  are  attached  to  the  dead  end  of 
the  rope,  so  as  to  allow  it  to  be  moved 
a  few  inches  along,  through  the  guides 
in  order  to  expose  a  fresh  surface  to 
the  rocking  rail,  and  at  the  same  time 
the  rope  can  be  given  a  quarter-turn 
round  along  its  whole  length,  so  as 
to  present  a  fresh  surface  for  the 


3.  Should  any  part  of  the  carrying 

rope  get  worn  or  broken,  it  will 
be  only  necessary  to  replace 
the  rope  of  the  one  defective 
span,  instead  of,  as  at  present, 
having  to  renew  the  whole 
rope  or  splice  new  portions 
into  it,  entailing  a  stoppage  of 
the  whole  line  while  this  is 
being  done. 

4.  Curves    can    be    readily    made 

without  the  necessity  of  special 
angle  stations,  as  at  present 
required. 

5.  u  Turn-outs  "  or  "  pass-byes  "  can 


336 


Engineering  Times 


be  taken  from  any  post,  it  be- 
ing only  necessary  to  substi- 
tute a  switching  rail  for  the 
ordinary  rocking  rail  at  the 
post. 

6.  Muchlargerindivid.ua!  loads  can 
be  carried  on  the  single  rope, 
and  in  case  of  extra  large  loads 
of  (say)  15  to  20  tons,  the 
weight  can  be  equally  divided 
on  two  or  more  ropes  (one 
rope  vertically  underneath  the 


ropes  in  use  they  can  be  readily 
turned  round  from  time  to  time 
to  ensure  equal  wear  all  round; 

9.  The  separate  ropes  may  be  in- 
sulated from  each  other,  when 
an  absolutely  automatic  block 
system  of  electric  traction  is 
at  once  provided  ;  one  rope 
carrying  the  positive  current, 
the  other  rope  carrying  the 
negative  or  return  current. 

It  would   be   well    to    inquire  how 


ac- 


other)  as  shown  in  the 
companying  drawings  Figs.  7, 
8  and  9,  and  photograph  Fig. 
14. 

/.  Each  post  and  its  attachments 
being  all  self-contained,  the 
ropeway  can  be  readily  re- 
moved about  from  place  to 
place,  thus  forming  a  portable 
ropeway. 

8.  Owing  to  the   short  sections  of 


these  advantages  which  I  claim  may 
be  substantiated. 

The  first,  second,  and  third  items 
are  self  evident,  and  will  doubtless  be 
readily  admitted. 

The  fourth  advantage  that  "  curves- 
can  be  readily  made,  without  the 
necessity  of  special  angle  stations  as 
at  present  required  "  may  possibly 
need  some  explanation,  although  it  is 
really  very  simple. 


Sectional  Aerial  Wire  Ropeways. 


337 


As  we  have  seen,  a  curve  or  angle 
cannot  be  made  on  an  ordinary  rope- 
way, because  the  rope  would  be  at 
once  drawn  out  of  its  saddle,  were 
a  deviation  made  from  the  straight 
line,  but  in  this  case,  the  ropes  are 
passed  over  guides  leading  backwards, 
and  the  ends  fastened, 
so  that  they  could 
not  possibly  be  drawn 
out  All  that  is 
necessary,  therefore, 
is  to  lead  off  the  rope 
to  the  required  angle, 
and  to  make  the 
connecting  rocking 
rail  curved  to  suit  the 
angle,  see  Fig  4.  In 
the  case  of  a  relatively 
sharp  curve,  the  rope 
guides  may  be  turned 
to  a  corresponding 
angle,  though  for 
moderate  change  of 
direction  this  is  not 
necessary.  A  guy 
rope  is  then  fixed  to 
the  back  of  the  stan- 
dard, as  shown,  and  to 
take  up  the  side  strain, 
and,  if  necessary,  a 
vertical  guide  roller 
may  be  placed  on  the 
front  of  the  standard 
to  keep  the  hauling 
rope  within  proper 
bounds. 

TheyS///;  claim  will 
now  probably  be  ad- 
mitted after  this  explanation,  the 
cases  being  somewhat  similar,  and 
the  same  figure,  No.  4,  will  show 
the  arrangement,  whilst  the  sixth 
claim  will  doubtless  also  be  allowed 
on  inspection  of  the  drawing :  Fig. 
15,  showing  details  of  a  ropeway 
we  have  designed  for  competition  for  a 


Government  departmental  inquiry 
and  of  which  the  following  is  a  brief 
description  of  the  conditions  required, 
The  line  of  ropeway  is  to  be  half  a 
mile  in  length  in  spans  of  2Ooft.,  the 
supporting  towers  of  steel  to  be  24ft. 
high.  The  whole  is  to  be  capable  of 


FIG.  6. 

carrying  10  ton  gross  loads,  and 
arrangements  are  to  be  so  made,  that 
a  branch  line  of  ropeway  can  be  taken 
off  at  any  supporting  standard,  and  at 
the  same  time  the  whole  plant  must 
be  so  portable  that  it  can  be  readily 
removed  during  the  winter,  and  re- 
erected  again  for  work  in  the  summer.. 


338 


Engineering  Times- 


In  the  case  where  still  heavier 
loads  have  to  be  carried,  the  loads 
can  be  supported  on  two  ropes  in- 
stead of  one,  as  shown  in  the  Figs. 
7,  8  and  9. 

The  weight  of  say  (20)  tons  is 
equally  divided  between  the  two 
ropes,  the  ends  at  one  standard  being 
connected  together  and  passed 
-around  a  pulley  sheave,  thus  ensur- 
ing that  the  strain  on  the  two  ropes 
shall  always  be  equal. 

This  brings  us  to  our  next  claim, 
No.  9,  that  a  system  of  absolute  block 


electric  haulage  is  provided.  In  this 
case  the  top  carrying  ropes  are  car- 
ried over  varnished  or  paraffined  oak 
guides,  in  order  to  insulate  them  from 
each  other,  the  bottom  carrying  ropes 
going  over  the  usual  steel  guides,  and, 
in  fact,  are  preferably  electrically 
bonded  together  with  copper  bonds, 
so  as  to  provide  a  complete  metallic 
circuit  for  ths  return  current  to  the 
dynamo.  The  positive  current  is 
taken  from  the  dynamo  by  a  separ- 
ate insulated  electric  cable  running 
the  whole  length  of  the  ropeway,  and 


branches  from  this  convey  the  elec- 
tric current  to  every  alternate  rocking 
rail.  It  will  be  seen  that  only  the 
span  rope  on  which  the  feeding  rock- 
ing rail  is  resting  can  be  supplied 
with  electric  energy,  whilst  the  adja- 
cent rope,  having  no  electric  circuit  to 
it,  is  dead.  An  absolute  automatic 
block  is  thus  provided,  as  shown  dia- 
grammatically  in  Figs.  I,  ir,  and  12. 
Here  A,  B,  C,  and  D  represent  the 
top  ropes  of  four  spans  of  ropeway, 
electrically  insulated  from  each  other, 
whilst  the  bottom  rope  is  shown  by 


//*• 


FIG.  8. 


G,  G',  the  different  spans  of  this 
being  electrically  connected  into 
practically  one  rope.  K  is  the 
separate  main  electric  cable,  and 
branches  go  from  this  to  the  alternate 
top  rocking  rails,  E  and  F,  as  shown. 
Suppose  the  load  to  be  on  span  A 
(Fig.  10),  the  current  will  go  from 
K,  through  the  rocker  E,  which 
makes  electrical  contact  with  rope  A 
conveying  the  current  to  it,  thence 
through  the  wheel  L  of  the  carrier, 
through  the  motor  M,  bottom  carry- 
ing wheel  N  to  the  return  wire  G, 


Sectional  Aerial  Wire  Ropeways. 


339 


and  so  back  to  the  dynamo.-  (See 
also  Fig.  7  for  these  connections.) 
The  motor  M  is  connected  with  worm 
gearing  to  the  two  driving  wheels  L, 
and  X,  which  are  thus  driven  round 
as  shown  in  Fig.  14. 

The  rocker  E  is  held  normally  by 
a  counter- weight  in  the  position 
sho\vn  in  the  drawings,  Figs.  10,  I  i,and 
12  (of  course  exaggerated),  but  when 
the  advancing  load  tips  it  over  into  the 
position  shown  at  E  (Fig.  11),  it  is 
held  there  by  an  electro  magnet 
shown  at  Q  (Fig.  8)  which  is  in 
electrical  connection  with  rope  B,  and 
E  is  thus  held  down  in  this  position 
(Fig.  11)  as  long  as  any  current  is 
flowing  through  the  magnet,  or 
rope  B. 

The  current  is  thus  cut  off  alto- 
gether from  span  A,  and  consequently 
no  load  can  travel  along  it,  so  long  as 
there  is  a  load  on  span  B. 

When,  however,  this  load  has  ad- 
vanced to  the  next  span,  C  (Fig.  12), 
there  will  be  no  current  going  through 
B  (the  electricity  now  coming  via 
rocker  F),  so  the  magnet  Q  will  lose 
its  power,  and  rocker  E  will  fall  back- 
to  its  original  position  and  once  more 
energize  span  A. 

There  is  thus  provided  an  auto- 
matic and  perfectly  effective  absolute 
block  system,  the  passing  load  making 
its  own  electric  connections  without 
shock,  stoppage  or  reversal  of  current, 
or  sparking,  and  no  load  can  ever  get 
•within  a  clear  span,  either  of  the  load 
in  front  of  it  or  of  the  load  behind  it. 

Each  load  can,  therefore,  be  de- 
spatched on  its  journey  without  re- 
quiring the  attendance  of  a  man  in 
charge. 

In  order  to  overcome  the  ascending 
gradient  on  the  approach  to  a  stand- 
ard, the  spans  are  all  made  of  ap- 
proximately equal  length,  and  two 


340 


Engineering  Times. 


loads  connected  together 
at  half  span  distance,  as 
shown  in  Fig.  13,  so  that 
as  one  load  goes  down  hill 
it  will  pull  the  other  up, 
and  vice  versa.  If  desired 
the  latter  load  may  be 
merely  a  trailing  load,  only 
the  one  carrier  being  pro- 
vided with  an  electric  motor. 


~*£*3l 

4£L--t- 


(irO^H  *  i 


'Having  thus  proved  our^   N^ 
claims    to    the    advantages  £     '\2 
we    have    named    for    our 
system   of  ropeway,  let  us 
see  if  we  have  successfully 
overcome     the    disadvant- 
ages    we     quoted    at    the 
outset  to  belong  to  ordinary 
ropeways. 

The  first  of  these — that 
of  the  necessity  of  the 
ropeway  to  run  in  straight 
lines — is  disposed  of  by  our 
fourth  claim.  The  second 
objection  —  of  limited 
weight  carrying  power — 
is  completely  got  over  by 
our  sixth  claim,  proving  ^ 
our  ability  to  carry  in- 
dividual loads  of  20  tons 
each,  and  my  firm  (R. 
White  and  Sons,  of 
Widnes)  is  now  prepared  6 
to  supply  any  ropeway  for", 
any  loads  up  to  20  tons 2 
each,  with  an  output  of 
]  0,000  tons  per  day  of  10 
hours,  if  necessary.  The 
third  objection  is  complete- 
ly met  by  our  fifth  claim, 
and  the  last  objection — as 
to  the  inflexibility  of  the 
ordinary  ropeway — is  com- 
pletely answered  by  our 
fourth  and  seventh  claims. 


1? 

Lf 


-M:: 


3; 


t 


UNIVERSITY 


Sectional  Aerial  Wire  Ropeways. 

With  regard  to  this  last,  it  roay  be 
pointed  out  that,  by  our  system,  a 
ropeway  can  be  built  up,  section  by 
section,  as  it  proceeds  along,  the 
materials  for  a  new  section  being  con- 
veyed along  the  finished  ropeway, 
span  by  span,  thus  saving  a  large  item 
of  expense  in  conveying  materials 
into  distant  countries,  and  avoiding 
the  necessity  for  conveying  a  length 
of  several  miles  of  rope,  weighing 


341 


FIG.    14.— FRONT  VIEW   OF   ELECTRIC   MOTOR. 

T!ie  electric  current  travels  alonsc  the  tight  rope, 
thence  to  the  top  carrying  ivheel  A,  dvwn  the  insulated 
lead  B  to  the  motor  .V.  It  returns  by  lead  C  to  the 
bottom  wheel  D,  and  so  along  the  bottom  carrying  rope,  to 
the  dynamo. 

The  armature  of  the  motor  is  connected  to  the  flexible 
s  'toft  E  which  drives  the  two  worm  wheels  F  and  G,  which 
gear  into  pinions  on  the  wheels  A  and  D  which  are  thus 
drh'en  around. 

Tlte  load  is  attached  to  the  carrying  hook  K. 

several  tons,  on  mules'  backs,  over 
mountain  tops,  as  is  now  occasionally 
required. 


342 


Engineering  Times* 


Further,  a  span  need  only  be  made  a 
part  length  at  first,  where  necessary, the 
extra  length  of  rope  for  the  full  span 
being  coiled  up  at  one  end,  ready  for 
use  when  required,  as  shown  in  Fig.  3. 

I  have  only  dealt  here  with  the 
question  of  carrying  rope,  which  is,  of 
course,  the  main  question,  the  matter 
of  hauling  rope  and  connections  with 
the  loads  being  ordinary  matters  of 
everyday  practice  with  ordinary  end- 
less rope  haulage. 

I  show  in  Fig.  15  a  diagrammatic 
elevation  of  a  length  of  ropeway, 
showing  the  separate  ropes  for  each 
span  on  which  the  load  is  carried,  and 
in  Fig.  9  a  similar  view,  where  the 
load  is  carried  on  two  ropes,  from 
which  it  will  be  seen  that  the  ends  of 
the  carrying  ropes  may  either  be 
attached  to  the  standards  themselves, 
or  carried  down  to  the  ground  and 
anchored  there,  according  to  local 
circumstances. 

There  is  no  limit  to  the  length  of 
the  spans  that  may  be  used,  but 
practical  considerations  decide  a  span 
of  about  100  yards  or  so,  as  being  the 
most  convenient,  although  by  this 
system  of  separate  ropes,  much  larger 
spans  than  usual,  can  be  readily 
employed,  if  required. 

It  is  surprising  what  a  poor  opinion 
of  ropeways  a  lot  of  works  managers 
possess.  I  suggested  to  a  firm  the 
other  day,  who  at  present  are  carting 
about  500  tons  of  stone  per  day  a 
distance  of  two  miles  from  their  works 
to  the  railway,  by  means  of  horse 
carts  and  traction  engine,  that  they 
should  adopt  an  aerial  wire  rope- 
way for  carrying  their  goods  down. 
I  was  met  by  the  reply  that  there 
was  a  want  of  finality  in  such  a 
scheme,  as  a  ropeway  at  best  could 
only  be  a  temporary  arrangement, 
and  they  would  before  long  require 
to  carry  down  something  like  800  to 


1,000  tons  per  day.  My  answer  to 
this  was  that  my  firm  would  guarantee 
to  supply  and  equip  a  ropeway 
complete,  capable  of  conveying  1,000 
tons  of  material  per  day  of  10  hours, 
at  less  than  a  third  of  the  cost  of  a 
railway  (to  say  nothing  of  the  cost 
of  the  land),  and  that  we  would 
guarantee  the  working  expenses  in- 
cluding interest  on  the  amount,  with 
proper  allowances  for  depreciation 
and  maintenance,  not  to  exceed  2d.per 
ton  per  mile  for  goods  conveyed.  I 
was  then  met  with  the  reply  that  the}' 
were  afraid  that  a  ropeway  conveying 
such  a  quantity  of  material  would 
require  to  be  constantly  renewed  ; 
my  answer  to  this  being  that  we 
would  guarantee  the  carrying  ropes 
to  convey  an  aggregate  weight  of  not 
less  than  400,000  tons  before  the 
carrying  cables  required  any  renew- 
ing ;  whilst  of  course  the  supports, 
terminals  and  carriers  would  be  good 
for  a  much  greater  weight,  so  that 
even  the  cost  of  renewing  the  cables 
would  only  be  relatively  a  small 
matter.  I  further  undertook  that 
such  a  line,  with  a  good  falling 
gradient  in  favour  of  the  load,  would 
require  only  a  brakesman  and  a 
despatching  man  for  the  carrying 
boxes  at  the  delivery  terminal  ;  that 
the  boxes  would  go  to  the  discharging 
end  of  the  line,  there  automatically 
tipping  their  contents  into  th|  storage 
hoppers,  and  the  empty  buckets 
returned  to  the  despatching  terminal 
without  any  attention  whatever  ;  the 
tipping  of  the  material  being  done 
automatically  at  any  point  required. 

I  think  that  such  a  statement  as  this 
has  greatly  altered  my  friend's  view 
that  a  ropeway  is  nothing  but  a  toy. 


SINGLE-SPAN     CABLEWAYS  :     TRAVELLING,     FIXED     AND 

SEMI-PORTABLE. 

By  S.  M.  COCKBURN,  Assoc.  M.  Inst.  CE. 


/gJrtHE  "  Cableway "  may  be  de- 
fined as  a  hoisting  and  con- 
veying device,  employing  as  a 
trackway  a  suspended  cable  in  one 
span.  What  are  known  as  "  wire 
rope  tramways,"  "  wireways,"  "  rope- 
ways," whether  inclined  or  otherwise, 
have  no  capacity  for  hoisting,  and  are 
limited  to  the  sole  function  of  con- 
veying, and  unlimited  in  the  number 
of  spans. 

In  the  present  article  I  will  deal  with 
the  cableway  only,  and  particularly 
with  a  few  installations  which  I  had 
the  pleasure  of  seeing  in  operation  in 
America  a  year  or  two  ago.  I  am  to 
a  certain  ^extent  compelled  to  deal 
with  American  practice,  as  British 
engineers  and  contractors  have  yet  to 
fully  appreciate  the  cableway  as  a 
means  of  hoisting  and  conveying 
materials. 

The  cableway  has  a  very  wide 
range  of  uses,  and  up  to  the  present 
has  proved  valuable  in  bridge,  canal, 
lock,  dam,  pier  and  wall  construction, 
quarry  and  open  pit  mining,  such  as 
iron  and  phosphate  mines,  excavating 
and  conveying  sand  and  gravel,  sewer 
and  trench  excavations,  and  the  con- 


veyance of  goods  from  one  warehouse 
to  another,  and  such  uses. 

Wire  rope  tramways  date  back  to 
the  early  part  of  this  century,  and 
inclined  cableways  of  short  span  and 
for  comparatively  small  loads  have 
been  in  use  in  quarries  both  in  this 
country  and  America  for  the  last  30 
or  40  years,  but  the  first  cableway  of 
large  span  and  for  handling  heavy 
loads,  was  designed  and  constructed 
by  the  Lidgerwood  Manufacturing 
Company  of  New  York,  and  so  many 
excellent  improvements  have  been 
made  in  the  speed  and  capacities  of 
the  machine  that  the  Lidgerwood 
Cableway  is  now  considered  to  be  the 
most  perfect  one  of  its  kind  available 
at  the  present  time.  I  shall  therefore 
confine  my  remarks  to  this  system. 

Before  proceeding  to  deal  with 
some  of  the  interesting  installations 
and  apparatus  which  have  come 
under  my  notice,  it  may  be  interesting 
to  give  one  or  two  points  which 
might  assist  intending  purchasers  to 
obtain  the  most  suitable  available 
systems  for  their  particular  work  at 
the  proper  price.  If  an  estimate  for 
a  ropeway  is  required  particulars 
should  be  given  of  (a)  the  span  or 


343 


344 


Engineering  Times. 


distance  between  towers  ; 
(b)  the  maximum  load 
(tons)  to  be  carried  ;  (c) 
the  average  load  (tons) ; 
(d)  the  daily  capacity  de- 
sired (tons) ;  (e)  whether 
the  load  is  to  be  delivered 
at  one  point  or  several  : 
(f;  whether  the  load  is  to 
be  taken  from  one  point  or 
several  ;  and  (g)  what  the 
nature  of  the  material  is 
which  has  to  be  handled  ; 
and  in  order  to  enable  a 
maker  to  clearly  design  the 
most  efficient  installation  a 
profile  sketch  or  drawing 
of  the  proposed  cableway, 
with  at  least  approximate 
distances  and  elevations, 
should  be  supplied.  Makers 
of  systems  will  then  be 
placed  in  a  position  to 
state  what  they  are  best 
able  to  do  respectively  to 
suit  each  particular  case. 

In  1890  the  Lidgerwood 
Manufacturing  Company 
constructed  the  first 
travelling  cableway.  It  was 
made  to  the  order  of  the 
contractors  of  the  Chicago 
Drainage  Canal,  and  so 
successful  did  it  prove  that 
in  a  short  time  over  twenty 
similar  plants  were  erected 
along  the  canal.  The 
requirements  specified  by 
the  purchaser  called  for  a 
machine  having  the  ability 
of  moving  readily  parallel 
to  the  direction  of  the  pro- 
posed cutting  at  a  rate  ot 
2 1  ft.  to  5ft.  per  day,  and 
being  capable  of  handling 
300  cubic  yards  per  day. 
It  was  found  on  trial,  how- 


ever, and  after  a  few 
improvements  had  been 
effected,  that  (where  the 
material  broke  favourably 
under  the  blast)  as  much 
as  600  yards  could  be 
handled. 

The  sketch  (Fig.  i) gives 
a  general  idea  of  the 
travelling  cableway  used  in 
the  construction  of  the 
Chicago  Drainage  Canal. 

The  span  varies  some- 
what on  the  different  sec- 
tions, as  it  is  governed  by 
local  conditions,  but  is 
generally  /ooft.,  the  head 
tower  being  93ft.,  and  the 
tail  tower  73ft.  high.  The 
head  tower  is  the  one 
carrying  the  engine,  and 
is  made  higher  to  add  to 
the  size  of  the  spoil  bank 
as  the  material  is  spo  led 
on  that  side  of  the  canal. 
The  main  cable,  on  which 
the  carriage  travels,  is  2  Jin. 
diameter  steel,  and  the 
other  ropes  are  of  suitable 
size  to  handle  a  load  of 
eight  tons.  The  operating 
power  is  furnished  by  a 
IQX  12  double  cylinder 
hoisting  engine,  which  I 
will  refer  to  hereaSfter,  ana 
the  steam  is  supplied  by  a 
locomotive  fire-box  boiler 
ratc-d  at  70  h.-p.  A  three- 
wheel  carriage  is  used,  and 
"  Miller  "  fall  rope  carriers, 
modified  to  accommodate 
an  extra  line  for  dumping, 
serve  to  render  it  easy  to 
lower  the  empty  fall  block 
rapidly  at  any  point. 

The  dumping  is  effected 
by  an  auxiliary  rope  called 


Travelling,  Fixed  and  Semi-Portable  Cableways. 


345 


the  dump  line,  which  is  attached  to 
the  rear  end  of  the  skip  or  tray. 
When  it  is  desired  to  dump  the  latter 
this  line  is  drawn  in  at  a  higher  rate 


Each  of  the  towers  is  moved  by 
small  reversible  engines,  with  6J  x  8 
double  cylindersand  compound  geared 
to  give  ^high  pulling  power  with  a 


of  speed  than  the  hoisting  rope,  the  small  amount  of  steam.  It  has  re- 
skip  is  tilted,  and  the  load  dumped  versible  link  motion  and  a  winch 
without  stopping  the  onward  progress  drum.  On  the  head  tower  steam  is 
of  the  carriage  on  the  cable.  taken  from  the  main  boiler,  while  on 


346 


Engineering  Times, 


Travelling,  Fixed  and  Semi-Portable  Cableways. 


347 


the  tail  tower  the  engine  is  -run  by 
compressed  air  from  the  drill  pipe 
which  runs  along  the  canal. 

A  jin.  diameter  steel  rope  is 
stretched  under  the  centre  of  the  car 
parallel  to  the  line  of  the  canal,  for 
several  hundred  feet,  and  anchored  at 
each  end  to  a  deadman.  A  bridle 
leads  from  under  the  car  in  each 
direction.  The  ends  of  the  bridle  are 
attached  to  the 
timbers  of  the  car, 
one  end  under  the 
inner  posts,  and  the 
other  to  the  timbers 
carrying  the  rear 
axles.  A  pair  of 
single  blocks  are 
attached  to  the 
bridle  and  to  the 
anchorage  line  on 
each  side.  A  rope 
is  woven  through 
the  single  blocks  on 
one  side,  then 
several  times 
around  the  drum  of 
the  engine,  and 
through  the  blocks 
on  the  other  side, 
as  shown  by  the 
sketch.  (See  Fig. 
3.)  As  the  engine 
is  reversible,  the 
tower  may  be 
moved  in  either 
direction,  at  a 
speed  of  soft,  per 
minute,  but  a 
greater  speed  could 
desirable. 

The  track  is  either  laid  for  some 
distance  ahead  of  the  machine,  or 
more  frequently,  I5ft.  sections  per- 
manently attached  to  the  ties  are 
used,  and  transferred  from  one  side 
of  the  car  to  the  other. 


The  illustration  (Fig.  4)  shows  the 
interior  of  the  engine-house  on  the 
head  tower,  and  presents  a  good  view 
of  the  specially-designed  engine  used 
in  working  the  loads  on  these  travel- 
ling cableways.  As  already  stated 
the  latter  has  10  by  12  cylinders 
with  cranks  connected  at  an  angle  of 
90  degrees,  and  is  fitted  with  rever- 
sible link  motion.  The  drums  are 


FIG.  5. — CABLE  CARRIAGE  AND  FALL  ROPE  CARKIKKS. 


be     had     if 


Beekman  patent  friction  type  with 
strap  brakes,  and  can  be  operated 
either  together  or  independently.  The 
two  drums  being  of  the  same  diameter 
the  ropes  travel  at  the  same  rate  of 
speed  when  both  drums  are  revolving, 
and  the  load  may  be  carried  in  either 
direction  at  a  uniform  distance  from 


348 


Engineering  Times. 


FIG.   6. — THE   MILLER   DIVIDED   BUTTON. 


the  cable.  The  endless  or  travers- 
ing drum  is  shown  at  the  right. 
This  drum  is  turned  with  a  curved 
surface,  around  which  the  endless 
rope  is  wrapped  five  or  more  times 
to  secure  sufficient  friction  to  keep 
it  from  slipping  in    the  opposite 
direction  to  that  in  which  the  drum 
is  turning.    The  hoisting  drum  is 
divided  into  two  parts;  the  wider 
part   receives    the    main    hoisting 
rope,  and  the  narrow  part  the  dump 
line.     Between  these  two  parts  of 
the  hoisting  drum  is  the  portion 
of  the  drum   with   the  increased 
diameter  on  which  the  dump  line 
is  shifted  when  the  skip  is  to  be 
dumped.  The  shifting  mechanism 
is  shown  on   top   ot    the  engine, 
and     all     operating     levers     are 
assembled  in  a  rack  in  a  convenient 
position  at  the  rear  of  the  engine. 
The  engine  is  designed  to  lift 
eight  tons  at  a  speed  of  3<Doft.  per 
minute,  and  to  convey  it  along  the 
cable  at  a  speed  of  i,oooft.    per 
minute  ;  but  with  increased  steam 
pressure  it  works  at  much  higher 
speeds.      The    boiler    is    of    the 


locomotive  fire-box  type, 
70  h.-p.,  and  supplies 
steam  for  both  cableway 
engine  and  the  moving 
on  the  head  tower. 

These  cableway 
engines  are  fitted  with  a 
patent  oiling  device  for 
the  friction  pins,  which 
prevents  heating  and 
burning  out  of  the  points 
when  running  con- 
tinuously at  high  speeds. 

Important  features  of 
the  Lidgerwood  cable- 
ways  are  the  carriages 
and  fall-rope  carriers, 


FIG.    7.— AN   AERIAL  DUMP. 


Travelling,  Fixed  and  Semi-Portable  Cableway. 


349 


illustrated  in  Fig  5. 
The  former  are 
light  in  proportion 
to  strength,  and 
are  capable  of  hoist- 
ing eight  tons.  All 
the  wheels  are  brass 
bushed  into  self- 
oiling  bearings. 
Attention  has  also 
been  paid  to  effect 
simplicity  in  con- 
struction so  that  it 
may  be  easily 
repaired  in  case  of 
accident.  The  fall- 
rope  carriers, — 
designed  and 
patented  by  Mr. 
Spencer  Miller, — 
are  used  exclusive- 
ly on  all  Lidger- 
wood  cable \vays, 
and  are  light  and 
strong,  and  have 
suitable  wheels  for 
supporting  the 
hoisting  or  fall  rope, 
the  dump  rope,  and 
also  the  endless  or 
traversing  rope. 
They  ride  on  the 
horn  shown  in  front 
of  carriage  until 
they  are  displaced 
by  means  of  the 
steel  buttons  on 
the  button  rope. 
The  spaces  in  the 
carriers  are  gradu- 
ated in  size,  as  are 
also  the  buttons,  so 
that  each  button 
will  pass  through 
every  carrierexcept 
the  one  which  it 


pulls  off  the  horn  of  the  carriage.  The  but- 
tons being  made  fast  to  the  rope  at  regular 
intervals — suited  to  the  requirements  of  the  cable- 


350 


Engineering  Times. 


way — it  is  evident  that  as  the  carriage 
passesalong  the  carrier  will  bedisplaced 
from  the  horn  at  each  button,  and  hence 
the  ropes  will  be  perfectly  supported. 
The  illustrations  of  the  button  (see 
Fig.  6),  are  so  explanatory  as  to  render 
a  detailed  description  of  it  unnecessary. 
As  the  carriage  moves  in  the  opposite 
direction  the  carriers  will  be  picked 
up  by  the  horn  on  the  carriage  as  fast 


these  carriers  the  speed  at  which  the 
cableway  could  be  operated  was  not  in 
any  way  limited.  A  few  remarks 
may  be  opportune  regarding  the 
aerial  dumpingof  loads.  Thecarriage 
is  moved  along  the  cable  by  an  end- 
less or  traversing  rope,  which  passes 
from  the  carriage  over  the  head 
tower,  and  several  times  round  a 
winch  drum  on  the  engine  to  secure 


FIG,   9.— THE    "  LID GER  WOOD  "    ENGINE   USED   FOR   ORDINARY   FIXED   CABLEWAYS. 


as  reached.  The  importance  of  these 
fall  rope  carriers  will  be  seen  when  it 
is  considered  that  if  the  fall  rope  were 
allowed  to  sag  down  for  any  distance 
it  would  simply  be  impossible  to  lower 
the  fall  block,  and  the  cableway  would 
be  inoperative,  in  addition  to  which 
would  be  the  great  wear  on  the  rope 
from  chafing  on  the  ground,  the  danger 
attending  same,  etc.  By  the  use  of 


frictional  hold,  then  back  over  the 
head  tower  to  the  tail  tower,  and  then 
returns  to  the  rear  end  of  the  carriage. 
A  hoisting  rope  passes  from  the 
engine  over  the  carriage  to  the  large 
fall  block  for  raising  the  load.  An 
auxiliary  hoisting  rope,  the  dump 
line,  comes  from  the  other  side  of  the 
same  drum  of  the  engine,  and  passes 
to  a  smaller  block  attached  to  the 


Travelling,  Fixed  and  Semi-Portable  Cableways. 


351 


rear  end  of  the  skip.     This     \ 
line  is  shown   in  the  illus- 
tration (Fig.  7)  just  below 
the   cable.       The   hoisting 
rope     carries     the     whole 
weight  of  the  skip,  and  the 
dump  line  comes  in  slack, 
but   at   the   same    rate    of 
speed.      When    the    spoil 
bank  is  reached,  the  dump 
line     is     thrown     on      an 
increased  diameter  of  the 
drum, and  being  thus  drawn 
in  at  a  higher  rate  of  speed, 
the     load     is     discharged. 
The  load  is  dumped  while 
the   carriage  is  in  motion, 
and     the     engine     is    im- 
mediately     reversed,     the 
carriage  returning  for  the 
next     load     without     the 
slightest  delay. 

The  button  rope  is  iust 
above  the  cable,  one  carrier 
is  shown  arrested  by  a 
button,  while  the  others 
have  already  been  picked 
up  by  the  horn  of  the 
carriage. 

The  skip  ismade  ofboiler 
plate  about  /ft.  square,  2ft. 
in  height,  and  has  an 
average  capacity  of  about 
r8  yards  "place  rock." 

The  travelling  cableways 
have  done  excellent  work- 
on  the  Chicago  Drainage 
Canal,  and  the  cost  of 
operating  them  has  proved 
that  they  are  superior  to 
any  other  methods  em- 
ployed for  similar  work.  | 
The  total  operating  cost 
for  labour,  coal,  oil,  waste, 
etc.,  may  vary  from  £3  to 
£3  1 5s.  per  day,  the  capa- 


352 


Engineering  Times. 


Travelling,  Fixed  and  Semi-Portable  Cableways. 


353 


city  may  vary  from  400  to  6po  yards 
per  day,  and  it  may  therefore  be 
assumed  that  the  cost  per  cubic  yard 
for  these  items  is  about  twopence  per 
yard.  The  cost  of  operating  at  night 
is  practically  the  same  as  during  the 
day,  and  about  the  same  amount  of 
material  can  be  handled,  the  only 
additional  expense  being  a  slight 
amount  for  lights.  The  cableway  has 
proved  itself  5^d.  to  6id.  cheaper  per 
cubic  yard  of  rock  handled  than  the 
inclines,  and  on  a  run  of  several 
months,  has  shown  itself  2jd.  per 
yard  cheaper  in  the  cost  of  opera- 
tion than  any  of  the  other  methods 
employed  for  the  same  work,  while  the 
outlay  for  plant  was  much  less. 

The  illustration  (Fig.  8)  represents 
a  3 \  ton  cableway  installed  at  quarries 
at  Old  Forge,  Fa.,  and  designed  to 
transport  stone  across  the  main  line 
of  a  railway  company,  in  order  to 
reach  the  tracks  of  a  competing  line 
with  whom  it  was  more  desirable  to 
make  shipping  arrangements.  This 
plant,  which  has  been  in  successful 
operation  for  several  years,  is  another 
example  demonstrating  the  absolute 
safety  insured  in  using  a  properly- 
designed  suspension  cableway  con- 
tinuously over  the  main  line  of  a  rail- 
way or  public  thoroughfare.  There 
need  be  no  obstruction  to  travel,  nor 
yet  danger  to  traffic  or  passers-by. 

Where  aerial  dumping  is  not  re- 
quired, the  hoisting  engine  shown  in 
Fig.  9  is  used  in  a  Lidgerwood  cable- 
way  installation.  This  engine  has 
double  cylinders,  with  cranks  con- 
nected at  an  angle  of  90  degrees,  and 
is  fitted  with  reversible  link  motion. 
The  drums  are  of  the  Beekman  fric- 
tion type,  one  to  carry  the  hoisting 
rope  and  the  other  is  turned  with  a 
curved  surface,  as  shown  in  the  en- 
graving, and  carries  the  endless  rope. 

The  hoisting  and  conveying  cable- 


s-ay, shown  in  Fig.  10,  is  claimed  by 
the  Lidgerwood  Manufacturing  Com- 
pany to  be  the  longest  in  existence. 
It  is  suspended  over  the  Kanawha 
River,  W.  Va.,  and  has  a  clear  span 
of  1, 505ft.  The  main  cable  is  2iin.  in 
diameter,  and  has  carried  loads  of  4 
tons. 

The  illustrations  (Fig.  11)  show  the 
application  of  the  cableway  to  bridge 
construction.  The  bridge  depicted  in 
course  of  building  is  the  Court  Street 
Bridge  over  the  Genesee  River,  at 
Rochester,  N.Y.  Two  Lidgerwood 
cableways  were  used.  They  were 
identical  in  every  respect  and  inde- 
pendent, except  that  one  boiler 
supplied  steam  for  both.  The 
capacity  or  maximum  load  handled 
by  each  was  four  tons,  which  was  the 
weight  of  some  of  the  heaviest  blocks  ; 
the  smaller  stones  and  other  material, 
such  as  cement  and  gravel,  were 
loaded  into  skips,  which  were  sus- 
pended from  the  fall  block  of  the 
carriage.  All  material,  although  the 
bulk  of  it  came  from  one  side,  was 
picked  up  and  delivered  at  any  point 
along  the  line  with  the  greatest  ease 
and  entirely  under  the  control  of  the 
engineer,  a  conveying  speed  of  6ooft. 
per  minute  being  easily  attained. 
The  wooden  towers  at  either  end  for 
the  cables  were  5oft.  high,  and  were 
made  of  lox  loin,  pine  timber.  The 
clear  span  between  the  towers  was 
63oft.,  and  the  diameter  of  the  cables 
I  fin.,  steel.  The  engines  were  double 
cylinder  8J  x  loin.,  reversible  link 
motion,  30  h.-p.,  with  large  drums  for 
high  speed.  One  40  h.-p.  boiler  sup- 
plied steam  for  both.  A  very  impor- 
tant part  of  the  work  assigned  to  the 
cableways  was  the  removal  of  the  old 
bridge  piers,  etc.,  and  the  removal  of 
about  5,000  cubic  yards  of  rock  from 
the  bed  of  the  river,  and  at  the  abut- 
ments. The  cableway,  being  over- 


354 


Engineering  Times. 


head,  was  well  adapted  for  this  work, 
as  it  was  out  of  the  way  of  the  blast. 

The  last  illustration  depicts  a  semi- 
portable  cableway  used  at  Orange, 
N.J.,  for  sewer  excavation.  With  a 
single  bucket  and  in  good  digging 
this  cableway  easily  handled  220 
yards  per  day,  averaging  44  loads  per 


hour,  and,  for  a  single  hour,  has  fre- 
quently handled  60  loads.  The 
problem  of  rapid  and  economical 
trench  excavation  seems  to  have  been 
solved  by  this  type  of  cableway.  The 
whole  apparatus  can  be  taken  down, 
moved  ahead,  and  re-erected  in  a  few 
hours  with  very  little  expense. 


NEW    MACHINERY,    APPLIANCES,    ETC. 

( Manu.  acturcrs  arc  invited  to  send  particulars  and  illustrations  of  Hew  Machinery  for  Notice,  free  of  charge,  undo 
this  Heading.  Although  the  merits  of  every  machine  and  appliance  are  investigated  by  an  expert,  the  Editor 
desires  it  to  be  understood  that  in  some  instances  he  is  dependent  to  a  large  extent  on  the  statements  of 
manufacturers.) 


50-TON   OVERHEAD   ELECTRIC 
TRAVELLER  (3  MOTOR). 

HTHERTO,  with  regard  to  trans- 
portation in  or  about  works,  any 
contrivance  that  would  lift  and 
carry  the  required  load  was  considered  by 
most  engineers  as  "good  enough,"  the 
economy  of  time  and  labour  being  entirely 
neglected,  but  now,  the  new  economic 
conditions  engendered  by  close  competition 
render  it  incumbent  on  every  progressive 
engineer  to  provide  in  his  shops,  an  efficient 
method  of  handling  plant  and  manufactures 
expsditiously. 

Although  the  obvious  advantages  of 
Electricity  as  a  means  of  conveying  power 
from  a  stationary  to  a  moving  source  have 
always  attracted  considerable  attention  from 
Engineers,  it  is  only  within  the  last  few 
years  that  electric  driving  has  been  adopted 
in  engineering  shops  to  any  great  extent. 

Messrs.  Vaughan  &  Son,  of  Manchester, 
were  amongst  the  first  to  grasp  its  possi- 
bilities with  reference  to  their  speciality  of 
manufacture,  viz.,  Overhead  Travelling 
Cranes. 

The  5O-ton  Electric  Traveller  illustrated 
herewith,  is  one  of  Messrs.  Vaughan  & 
Son's  latest  productions,  and  is  erected  in 
the  boiler  shop  at  Messrs.  Hick,  Hargreaves 
&  Co.'s,  Ltd.,  Works,  Bolton.  It  has  a 
span  of  5oft.,  the  girders  being  con- 
structed of  double  web  mild  steel  plates. 
The  depth  of  the  girders  at  their  centres 
being  5ft.  Current  is  conveyed  along  the 
gantry  to  the  three  switches  by  two  bare 
copper  wires,  and  collected  by  means  of 
a  sliding  contact.  The  switches  are 
located  in  the  cage  slung  at  one  end  of 
the  crane  girders,  and  control  the  three 
motors.  They  are  so  arranged  that  the 


operator  can  manipulate  the  three  motions 
of  the  traveller  either  separately  or  simul- 
taneously as  required.  The  three  reversing 
motors  are  series-wound  and  suitable  for 
continuous  current ;  they  were  specially 
designed  for  this  crane,  their  speeds  being 
variable  from  zero  to  their  maximum,  by 
simple  movements  of  the  respective  switch 
handles.  The  hoisting  and  cross  traverse 
motors  are  incorporated,  practically  in  the 
crab  sides,  the  reduction  of  speed  being 
accomplished  by  means  of  spur  gearing 
suitable  for  two  speeds  of  hoisting  on  each  of 
the  two  barrels.  The  longitudinal  motor  is 
carried  on  brackets  at  the  end  of  girders, 
and  by  means  of  suitable  spur  gearing  and  a 
connecting  cross  shaft,  motion  is  conveyed 
to  one  travelling  wheel  in  each  wheel  box, 
thus  ensuring  smooth  running  and  freedom 
from  "  cross- winding." 

Any  risk  in  hoisting  through  want  of 
attention  or  carelessness,  is  removed  by 
means  of  a  powerful  automatic  brake. 
When  current  is  switched  on  to  the  hoisting 
motor,  it  puts  into  circuit  an  electro-magnet 
of  sufficient  power  to  raise  the  brake  lever, 
and  render  it  inoperative  at  the  moment 
when  hoisting  or  lowering  commences.  The 
brake  lever  is  "  held-up  "  as  long  as  current 
is  switched  on  to  the  hoisting  motor,  the 
act  of  "switching  off"  immediately,  and 
without  any  attention  whatever  on  the  part 
of  the  operator,  allows  the  brake  to  be 
instantly  applied.  The  advantage  of  such 
an  arrangement  is  obvious,  as  if  through  any 
reason  during  working  operations  the  current 
should  fail,  the  brake  magnet  would 
instantly  release  the  brake,  and  allow  it  to 
take  charge  of,  and  sustain  the  load.  It  is 
fitted  with  a  patented  arrangement  which 
enables  it  to  be  gradually  applied,  and, 
whilst  securing  effectual  control  of  the  load, 


Engineering  Times. 


prevents  any  undue  shock  that 
might  arise  through  the  brake 
being  too  suddenly  applied. 

The  speeds  at  which  the   5<>ton 
crane  works,  are  as  follows  : — 


Longitudinal  Traverse  ^ 

20oft.permin.  / 
Cross  „  looft. 


With  light 
loads  or 
empty. 
Large 
barrel. 
Small 
barrel. 


Hoisting 50  tons  at  i;f  ft.  per  min.  \ 
,,  25tonsat3^ft.  ,,  I 
*„  7tonsati2ft.  ,,  \ 
„  3  J  tons  at  24ft.  ,,  / 

It  is,  of  course,  quite  possible 
to  use  the  same  generator  for  both 
"shop"  lighting  and  the  trans- 
mission of  power.  In  Messrs. 
Vaughan  and  Son's  shops,  for 
example,  a  30  H.P.  Dynamo,  200 
amps,  no  volts,  worked  from  the 
ordinary  line  of  shafting,  generates 
sufficient  current  for  working 
simultaneously  : — 

(i.)  A    20-ton    three   motor 

Electric    Crane   with   full 

load,  and  all  three  motions 

at  once. 
(2.)  Efficiently  lighting  the 

shops    by     means     of    a 

number  of  arc  lamps. 
(3.)  Working    one    or    two 

motors  in  connection  with 

machine  tools. 

It  is  a  fact  that  cranes,  even  in 
the  busiest  shops  are  not  actually 
engaged  for  more  than  about  \  of 
the  working  hours.  The  rest  of 
this  time  is  taken  up  whilst  adjust- 
ing slings,  preparing  loads,  &c. 
In  a  rope-driven  crane,  the  con- 
sumption of  power  is  constant, 
whether  the  crane  is  working  or 
not,  whilst  in  an  electrically 
driven  crane,  assuming  the  dynamo 
is  driven  from  the  ordinary  line  of 
shafting,  the  belt  is,  to  all  intents 
and  purposes,  as  running  on  a 
loose  pulley  during  these  periods, 
and  even  when  working,  the 
strictest  proportion  between  the 
actual  work  done  and  the  power 
consumed  is  always  observed. 

In  comparing  this  with  a  rope- 
driven  crane  —  where  it  takes 
several  horse-power  to  alone  keep 
the  rope  moving — the  high 
economy  must  be  apparent. 


68 


Water  Purifying  and  Softening. 


The  following  particulars   of  a  u-st  ni.uh- 
5-ton  Vaughan's    Hl.'ctrir    Tra\vlK-r, 
1:1  about  joft.   will  pro\v  inU-ivstin^  : 


Load.         per       Amps.    Volt-    JJJJJJJ 
minute 


Hoisting      .. 

Light         i  lift.          S          100 

ro 

5j  tons  I       5^ft. 

2SJ          ICO 

3-3 

5  \  tons 
Longitudinal 
Traverse     Light 

85ft 

16 

26 

103 

3-6 

„ 

5^  tons 

26oft. 

38 

103 

5? 

A.  G.  P. 

THE  "  ARCHBUTT-DEELEY  »  PROCESS 

OF  PURIFYING  AND  SOFTENING 

WATER. 

•    •    • 

Gf  X  a   previous  issue  we  dealt  in  a  general  way 
with  the  subject  of  softening  and   purifying 
the  water  for  boilers,  and  therefore  no  intro- 
ductory remarks  on  the  subject  will  be  necessary 
before    proceeding   to   describe    the    "  Archbutt- 
Deeley "'  process 

The  illustration  below  represents  a  purifier 
suitable  for  the  treatment  of  from  5,000  to  10,000 
gals,  per  Jiour.  It  consists  of  a  cast-iron  tank, 


divided  into  two  equal  parts  bv  a  transverse  par- 
tition. The  two  tanks  thus  formed  are  fitted  up 
exact  Iv  in  the  same  wav,  the  processes  of  filling, 
softening  and  clarifying  being  carried  on  in  one, 
whilst  softened  and  clarified  water  is  being  drawn 
off  from  the  other. 

For  3,000  gals,  per  hour,  and  less,  one  softening 
tank  is  sufficient  if  a  storage  tank  is  provided, 
For  more  than  10,000  gals,  per  hour  three  or  four 
tanks  are  desirable. 

Flard  water  is  admitted  to  either  tank  by  means 
of  the  supply  pipe,  which  is  connected  up  to  a 
pump  or  main.  The  water  is  run  in  up  to  the 
level  of  a  gauge  mark  on  the  side  of  each  tank. 

While  the  tank  is  filling,  quicklime  and  sodium 
carbonate  (58  per  cent,  alkali),  in  proportions 
which  depend  upon  the  character  of  the  water, 
are  weighed  out,  and  boiled  up  with  water  in  the 
small  chemical  tank  by  means  of  live  steam. 
The  lime  is  first  slaked  in  the  hot  water,  and  then 
the  alkali  is  added  and  stirred  until  dissolved. 

When  the  tank  is  full,  and  the  inlet  valve  has 
been  closed,  steam  from  the  boiler  is  admitted  to 
the  blower,  causing  a  current  of  water  to  cir- 
culate through  the  rose,  the  three-way  cock, 


ARCHBUTT-IJEELEY1'    WATER    SOITI.MN',    AI'i'AJ- 


Engineering  Times, 


(usually  ten,  but  vary- 
ing with  different 
waters)  the  steam  is 
turned  off,  and  in 
about  one  hour  very 
nearly  all  the  precipi- 
tate will  have  settled 
to  the  bottom  of  the 
tank,  and  the  water, 
even  down  to  a  depth 
of  6ft.  from  the  sur- 
face, will  not  contain, 
on  an  average,  more 
than  about  one  grain 
per  gallon  of  suspend- 
ed matter. 

At  this  stage  of  the 
process  the  water  is 
tested  to  ascertain  if 
it  has  been  properly 
treated.  This  test  is. 
very  simple  and  effec- 
tive, and  is  easily 
made  by  the  man  in  charge. 

Uncarbonated  softened  water  is  liable  to  form  a 
deposit  in  pipes,  and  especially  in  the  feed  appa- 
ratus of  steam  boilers,  which  may  become  very 
troublesome.  This  is  not  a  peculiarity  of  water 
softened  by  our  process,  but  is  common  to  all 
methods  of  treatment. 

The  process  of  carbonating  is  extremely  sim- 
ple, and  the  extra  labour  and  cost  involved  are 
inconsiderable,  and  the  operations  of  carbonating 
and  drawing  off  are  automatically  and  simul- 
taneously effected. 

Experience  proves  that  for  boilers,  carbonatini; 


WATER    SOFTENING    APPARATUS   AT   SWADLINCOTE    AND    ASHBY   WATERWORKS 
CHEMICAL  TREATING   HOUSE   AND  TANKS 

down  the  vertical  pipe  and  back  into  the  tank 
through  the  perforations  in  the  ^lppe)•  row  of 
horizontal  pipes.  On  opening  the  small  tap 
the  prepared  chemical  solution  is  slowly  drawn 
into  the  circulating  current,  and  thus  diffused 
throughout  the  body  of  water  in  the  tank. 

The     cock     is     next     opened    to    admit     air 
through  the  pipe  at  the  top  of  the  blower,  and  by 
reversing   the   three-way   cock    this   air  is  forced 
through  the  perforations  on  the  under  side  of  the 
lower  row    of  pipes.        From    these    it    rises    in 
streams  of  bubbles,   stirring  up  some  of  the  pre- 
cipitate or  mud  from  previous  operations  which 
lies    on    the    bottom 
of  the  tank.     Before 
being  mixed  with  this 
mud,  the  new  precipi- 
tate,   which    is    very 
finely     divided,    will 
not     coagulate,     and 
takes  a  long  time  to 
settle  ;   but  when  the 
old    precipitate,  con- 
sisting of  coarse  par- 
ticles, is  stirred  up  the 
fine    particles    attach 
themselves  to    the 
coarse   particles,   and 
subsidence  of    the 
precipitate  is  thereby 
greatly       accelerated 
when    the     water     is 
allowed  to  rest. 

After    the     blower 

has  been  in  operation  WATER  SOFTENING  APPARATUS  AT  SWADLINCOTE  AND  ASHHY  WAT:-:R  WORKS 

for     a    few     minutes  CHEMICAL  TREATING  HOUSE— INTERIOR. 


Water  Purifying  and  Softening. 


Engineering  Times* 


is  not  always  necessary  ;  and  that  where  it  is 
necessary,  occasional  carbonating  is  often  suffi- 
cient to  prevent  any  trouble  from  deposit  in 
feed  pipes. 

The  precipitate  is  prevented  from  unduly 
accumulating  in  the  tank,  by  its  partial  removal 
at  regular  intervals ;  this*is  effected  in  various 
ways,  to  suit  different  circumstances.  From  the 
nature  of  the  precipitate  it  is  easily  dealt  with. 
In  small  plants,  a  discharge  pipe  is  provided  in 
one  corner  of  the  tank,  and  by  lifting  a  plug 
daily,  a  sufficient  quantity  of  mud  can  be  run 
off.  In  larger  plants,  the  mud  is  swept  out,  at 
longer  intervals,  through  mud  doors,  into  a 
trough  which  conveys  it  on  to  waste  ground  ;  or, 
it  is  raised  out  of  the  tank  or  trough  by  a  steam 
lifter,  and  discharged  into  a  cart  lined  with 
waste  furnace  ashes,  through  which  the  excess  of 
water  readily  drains,  leaving  the  nearly  dry  mud 
and  ashes  ready  for  tipping. 

That  steam  boilers,  and  their  feed  apparatus  and 
economiser  ubes,  can  be  kept  quite  free  frcm  scale 
b  the  above  process  of  softening  the  water,  ha 
been  amply  proved  at  the  works  where  it  has 
been  adopted.  A  plant  softening  30,000  gallons 
per  hour  ihas  been  in  successful  and  continuous 
operation  at  the  locomotive  works  of  the  Midland 
Railway  Company,  at  Derby,  since  1891.  The 
hardest  water  at  present  (1898)  being  treated  is  at 
a  mill  in  Nottingham  ;  it  has  35^  deg.  of  hard- 
ness, and  contains  both  carbonate  and  sulphate  of 
lime,  as  well  as  a  large  quantity  of  magnesium 
salts  ;  by  this  treatment,  the  hardness  of  the 
water  is  reduced  to  an  average  of  3-2  deg.,  and 
the  formation  of  boiler  scale  is  entirely  prevented. 

All  the  mechanical  operations  are  very  simple, 
and  the  labour  involved  is  light.  So  far  as 
labour  is  concerned  it  costs  little  more  to  soften 
20,000  gallons  at  one  time  than  to  soften  2,000 
gallons  ;  and  where  the  quantity  of  water  required 
per  day  is  not  large  enough  to  warrant  the  cost 
of  special  labour  it  is  better,  where  there  is  room, 
to  erect  a  plant  of  greater  capacity  than  is  abso- 
lutely necessary,  because  then  the  number  of 
softenings  per  day  is  lessened,  and,  as  each 
softening  takes  only  a  few  minutes,  the  boiler 
attendant  can  spare  enough  time  to  do  what  is 
required. 

'1  he  softening  tanks  are  also  storage  tanks— a 
point  to  be  remembered  when  considering  the 
space  occupied.  Existing  storage  tanks  can  be 
fitted  up  as  softening  tanks  if  of  suitable  size  and 
shape. 

The  steam  used  by  the  blower  is  only  sufficient 
to  raise  the  temperature  of  the  water  about  2 
degrees  F.,  and,  when  the  water  is  required  for 
boilers,  more  or  less  of  the  heat  is  returned  to  the 
boilers,  and  must  not  therefore  be  charged  to  the 
softening  process  ;  if  the  whole  of  it  is  charged  i  t 
amounts  to  very  little. 


To  remove  calcium  carbonate  (carbonate  of 
lime)  from  water  by  this  process  costs  very  liitle, 
because  lime  alone  is  necessary,  and  is  very  cheap. 
To  remove  calcium  sulphate  (sulphate  of  lime) 
alkali  must  be  used,  which  increases  the  cost. 
For  the  removal  of  magnesium  salts,  caustic 
alkali  is  required,  and  the  alkali  has  to  be  used  in 
greater  relative  proportion  ;  waters  containing 
much  magnesium  salts  are  therefore  the  most 
costly  to  treat,  though  in  this  method  of  softening, 
the  caustic  alkali,  being  made  as  required  by 
boiling  lime  and  alkali  together,  is  cheaper  than 
if  caustic  soda  were  purchased  ready  prepared. 
The  costliness  of  softening  is,  in  many  cases,  a 
measure  of  the  necessity  for  softening  ;  and  it  is 
often  more  economical  to  soften  a  bad  vater, 
which  can  be  had  for  the  pumping,  than  to  pur- 
chase a  town's  water  which  is  itself  only  less  hard 
than  the  existing  supply. 

The  makers  of  the  Archbutt-Deeley  Apparatus 
are  Messrs.  Mather  and  Platt,  Limited,  Salford 
Iron  Works,  Manchester. 


THE   "HELICOID"   LOCKNUT. 


E  article  which  appeared  in  a  recent  issue 
on  "  The  Essential  Features  of  a  Good 
Locknut,"  has  brought  us  a  number  of 
enquiries  as  to  where  such  a  nut  as  there  described 
could  be  obtained,  and  we  think  we  could  not 
reply  to  our  correspondents  in  a  better  way  than 
by  giving  them  a  description  of  a  locknut  which,  in 
our  opinion,  is  nearest  what  a  locknut  s%ould  be 
than  any  other  with  which  we  are  acquainted. 

Before  proceeding  with  the  description,  however, 
we  might  quote  from  the  article  referred  to  as  to 
the  essentials  of  a  good  locknut.  It  must  be  easily 
screwed  on  to  the  bolt  without  any  special  appli- 
ance ;  it  must  remain  firmly  in  position  when  it 
has  once  been  screwed  up,  whether  tight  to  the 
bearing  or  slack  ;  it  must  not  in  any  way  injure 
the  threads  of  itself  or  the  bolt  ingoing  on  or  being 
taken  off ;  it  must  be  easily  removable  without 
injuring  its  locking  powers  ;  it  must  consist  only 
of  one  piece;  it  must  resemble  the  ordinary  form 


Helicoid  Lock  Nut,— Notes. 


of  nut  with  which  "mechanics   are  familiar  ;  and 
must  be  applicable  to  all  purposes.        """ 

Experience  has  shown  that  these  ad  vantages  are 
to  be  found  in  the  Helicoid  Locknut,  which  is 
formed  by  coiling  on  a  mandril  a  bar  of  steel  or 
other  suitable  metal  of  special  section,  in  a  cold 
state,  in  such  a  manner  that  a  close  helical  coil  is 
formed.  This  coil  is  then  sawn  into  suitable 
lengths,  according  to  the  size  of  the  nut  for  which 
it  is  formed.  The  blanks  are  then  tapped,  faced, 
shaped  as  required,  chamfered  and  countersunk  at 
both  ends. 

In  tapping  the  pitch  of  the  threads  are  cut  the 
same  as  the  bolt,  but  the  internal  diameter  of  the 
nut  is  made  slightly  smaller  than  the  bolt  on  which 
it  is  intended  to  be  used,  so  that  in  placing  the  nut 
on  the  bolt  the  former  of  necessity  expands,  thereby 
bringing  into  action  the  spring  of  the  coil. 

The  nut  can  be  removed  and  replaced  on  the 
bolt  as  often  as  desirable  without  in  any  way 
injuring  either  the  nut  or  the  bolt,  or  impairing 
the  self-locking  powers  of  the  nut. 


The  nut  has  the  appearance,  to  all  practical 
intents  and  purposes,  of  an  ordinary  nut.  No 
washer  is  necessary  ;  in  fact  there  is  no  accessory 
of  any  sort  or  kind,  nor  is  any  special  operation 
required  for  placing  it  in  position  on  the  bolt,  an 
ordinary,  spanner  being  quite  sufficient.  It  is  not 
necessary  to  screw  the  nut  down  particularly  hard, 
as  it  will  remain  in  the  position  in  which  it  is 
placed  on  the  bolt. 

The  nut,  which  is  manufactured  by  the  Helicoid 
Locknut  Patents  Co.,  Limited,  147,  Dashwood 
House,  London,  F>.C.,  has  been  thoroughly  tried 
in  practical  use  by  the  leading  railways  and 
engineering  firms,  during  the  last  three  or  four 
years,  and  the  results  have  been  eminently 
satisfactory. 


NOTES. 


\\'E  have  received  a  copy  of  the  new  oil-engine 
catalogue  of  the  Campbell  Gas  Engine  Company, 
Limited,  of  Halifax.  It  is  a  capital  production, 
and  the  illustrations  are  particularly  striking.  It 
contains  every  particular  concerning  the  well- 
known  "Campbell"  Oil-Fngine.  The  great 
merit  of  this  engine  is  its  extreme  simplicity  of 
construction,  its  reliability,  and  easy  management. 
In  its  manufacture  only  two  valves  are  used,  and 
these  are  so  simple  that  any  intelligent  person  can 
understand  their  action.  \Ve  advise  those  of  our 
readers  who  are  interested  in  oil-engines  to  >end 
for  a  copy.  It  contains  a  lot  of  useful  information 

on  the  subject. 

• 

A  SAMPLE  of  Boiler  Covering  from  M 
La \\son  Brothers  and  Co.,  of  Marsh  Works, 
Bristol,  has  reached  us.  The  makers  claim  that 
this  covering  is  equal  to  slagwool,  magnesia  '>r 
asbestos  ;  that  it  possesses  great  tenacity,  adhering 
firmly  to  iron  or  metal.  It  is  fibrous,  tough,  non- 
combustible  and  impervious  to  frost,  and,  further 
—and  what  is  an  important  consideration — it  is 
cheap,  as  one  ton  will  cover  400  superficial  square 
feet  2in.  thick.  Judging  from  the  testimony 
which  Me.->r>.  Maudslay  Sons  and  Field,  Me— r-. 
J.  Lysaght,  Limited,  and  others  have  borne  as  to 
its  merits,  it  would  seem  that  the  makers  are  not 
claiming  too  much  for  their  product. 
+ 

THE  report  of  Robey  and  Co.  (Ltd.)  for  1898 
states  that,  after  writing  off /"6,o8o  for  deprecia- 
tion, the  net  profit  was  ,£30,563.  After  deducting 
debenture  interest,  and  adding  .£770  brought 
forward,  there  is  a  balance  of  ,£24,147  available 
for  division.  The  directors  recommend  a  dividend 
of  IDS.  per  share,  and  the  adding  of  £10,000  to 
the  reserve,  carrying  forward  .£352.  The  directors 
have  resolved  to  pay  off  during  the  present  year 
the  whole  of  the  second  issue  of  debentures, 
amounting  to  ,£46,305. 

4- 

MK»K>.  J.  \M>  H.  (i\\  VNM.,  LIMITKH,  Ham- 
mersmith Ironworks,  have  commenced  the 
erection  of  a  new  foundry,  and  when  completed 
their  present  foundry  will  be  converted  into  a 
fitting  shop.  The  company's  works  are  on  the 
Thames  Bank,  close  to  Hammersmith  Bridge, 
and  the  river  frontage  has  lately  been  increased 
I95ft.  by  the  purchase  of  adjoining  land. 


73 


AN    HOUR    AT   THE    PATENT    OFFICE. 


(Selections  from  recently  published  patent  specifications.     Complete  copies  may  be  obtained  at  the  Patent  Office  Sale 
Branch,  2J,  Southampton  Buildings,  Chancery  Lane,  E.C.     Price  Sd.  each.) 


No.  3,555  of  1898,  C.  P.  Elieson,  of  West 
Kensington,  and  "W.  S.  Naylor,  of  Catnden 
Town,  for  "  A  combined  switch  and  controller 
f or.'electro  motors/' 

With  this  combined  switch  and  con- 
troller, the  speed  of  electro  motors,  par- 
ticularly in  the  case  of  electrically-propelled 
vehicles,  boats,  and  the  like,  can  be  con- 
trolled and  regulated  in  a  more  simple  and 
certain  manner  than  hitherto. 

That  part  of  the  shaft  f  upon  which  the 
contact  arm  d  is  mounted,  is  made  of  square 
section  as  indicated  at  /,  and  we  make  the 
boss  of  the  arm  d  of  a  corresponding  shape 
so  that  the  said  part  /  is  free  to  slide 
therein.  It  is  to  be  understood,  however, 
that  the  part  j  may  be  of  any  desirable  shape, 
or,  if  desired,  a  key  working  in  a  key-way 
may  be  made  use  of,  provided  that  the 
shaft  /"is  free  to  slide  up  and  down,  and  is 
also  able  to  transmit  the  rotary  movement 
to  the  contact  arm  d. 


To  the  lower  end  of  the  said  shaft  f,  a 
contact  bar  k  is  fixed,  the  said  bar  being 
insulated  from  the  said  shaft,  and  on  the 
underside  of  the  plate  b  are  fixed  two  con- 
tact forks  /,  /  which  contact  forks  together 
with  the  bar  k,  are  designed  to  form  a  part 
of  one  of  the  current  leads  to  the  motor, 
whereby  it  will  be  readily  understood  that 
when  the  bar  k  is  in  its  upper  position,  this 
part  of  the  circuit  of  the  .motor  will  be  intact, 
whilst  when  the  shaft /"is  depressed  so  that 
the  bar  k  occupies  the  lower  position,  the 


circuit  will  be  broken  ;  that  is  to  say,  so 
long  as  the  bar  k  is  in  contact  with  the 
forks  /,  /,  the  current  can  be  distributed  by 
the  contact  arms  d  and  e  in  any  desired 
manner  by  rotating  the  shaft/,  whilst  when 
the  said  bar  is  lowered  out  of  contact  with 
the  forks  /,  /,  the  circuit  is  broken,  notwith- 
standing that  the  circuit  is  closed  in  sc  far 
as  the  contact  arms,  d  and  e,  are  con- 
cerned. 

The  operation  of  this  contact  arrange- 
ment is  as  follows  : — Suppose  that  the  cir- 
cuit is  completed  through  the  bar  k,  and 
that  the  contact  arm  d  is  in  contact  with  the 
contact  piece  c'A ,  which  corresponds  with  the 
fastest  speed  of  the  motor ;  if  now  it  is 
desired  to  suddenly  shut  off  the  current  it  is 
only  necessary  to  depress  the  shaft /"so  as 
to  move  the  bar  k  out  of  contact  with  the 
forks  /,  /,  whereas  hitherto  it  has  been 
necessary  to  turn  the  arm  d  back  to  its 
zero  position  past  all  the  contacts  <:2,  c1 , 
and  c,  thereby  causing  an  amount  of 
sparking  which  would  rapidly  cause  the 
deterioration  of  the  said  contents.  When, 
however,  the  contact  is  broken  by  the  bar 
k,  the  contact  arm  d  can  be  turned  back  to 
its  zero  position  without  any  sparking  at  all, 
so  as  to  be  again  ready  for  starting  the 
motor  at  the  slowest,  or  any  intermediate 
speed  as  desired.  By  this  construction  it 
will  be  understood  that  practically  trfe  whole 
of  the  sparking,  if  the  contacts  k,  I  are 
properly  used,  will  take  place  on  these  con- 
tacts, which  can  be  readily  renewed,  in- 
stead of  upon  the  main  contacts. 

(m}.  Is  a  guide  bar  fixed  to  the  plate  bt 
and  having  engaging  with  it  the  forked  end 
of  a  guide  arm  n  fixed  to  the  side  of  the  bar 
k,  the  said  guide  bar  and  guide  arm  serving 
to  maintain  the  said  bar  k  with  its  ends  in 
proper  position  relatively  .with  the  contact 
forks  /,  /  during  the  turning  of  the  shaft/"; 
a,  o  are  adjusting  screws  for  regulating  the 
friction  between  the  ends  of  the  bar  k  and 
the  surfaces  of  the  contact  forks  /,  /. 


New  Patents. 


In  order  to  indicate  to  the^  driver  of  a 
motor  when  the  contact  arms  d  and  e  are  in 
full  contact  with  their  respective  contacts  e, 
cl,  c-,  r'J,  c*,  r5,  c9,  cr,  the  spring  pin  /  is 
used,  which  operates  in  conjunction  with  the 
notches/,  /of  the  segment  A  in  a  well-known 
manner.  An  insulating"  button  q  on  the 
outer  end  of  the  spring  pin/  is  arranged  in 
conjunction  with  a  contact  spring  r  in  the 
circuit  of  an  electric  bell  /-1  and  battery  ;  so 
long  as  the  pin  p  is  in  full  engagement 
with  one  of  the  notches  /,  /,  the  contact 
between  the  spring  rand  the  corresponding 
fixed  contact  s  is  broken.  Should,  however, 
the  segment  //,  which  rotates  with  the  spindle 
/,  stop  in  such  a  position  that  the  pin/  is 
out  of  engagement,  or  only  partially  in 
engagement  with  one  of  the  notches  /,  then 
the  said  pin  will  hold  the  contact  spring  r 
against  the  contact  s,  and  close  the  circuit 
so  that  the  bell  will  ring  ;  that  is  to  say, 
when  the  contact  arm  d  is  not  in  full  con- 
tact with  one  of  the  contacts  c,  c1 ,  c-,  c3, 
the  bell  will  indicate  this  by  ringing. 


No.  6,679,  of  1898,  W.  Marchant,  of  Ashton- 
under-Lyne,  for  **  Improvements  in  and  relating 
to  Valve  Seats." 

The  improvements  refer  to  the  various 
types  of  valves  used  for  the  purposes  of 
steam,  water,  gas,  or  other  uses,  in  which 
the  valve  seating  forms  a  separate  part  from 
the  valve  body.  Hitherto,  such  seatings 
have  usually  been  either  pressed  into  a 
recess  provided  in  the  valve  body  or  screwed 
into  a  similar  tapped  recess  in  the  said 
body. 


In  practice  such  methods  have  given  con- 
siderable trouble  after  a  brief  period  of  work, 
by  reason  of  the  seatings  so  secured  be- 
coming loose  and  leaky,  and  rendering  the 
valve  ineffective  thereby.  In  such  cases  it 
has  proved  either  impossible  to  remove  a 
seating  so  secured,  or  a  task  of  great 
difficulty,  and  expenditure  of  time.  This  in- 
vention obviates  these  defects,  a  more 


reliable  action  of  the  valve  is  obtained,  and 
increased  facilities  are  provided  for  repairs 
or  renewal  of  the  seatings.  To  attain  these 
objects,  the  usual  annular  seating  ring  is 
employed  of  either  angular,  rectangular,  or 
other  section  to  suit  varying  conditions  and 
types  of  valves. 

In  the  periphery  of  this  seating  ring  a 
tapered  groove  or  channel  is  formed  around 
its  whole  circumference,  opposite  this  a 
similar  but  wider  groove  is  cast  in  the  valve 
body,  and  next  which  the  seating  ring  cir- 
cumference rests  ;  this  groove  may  be  con- 
tinuous or  intermittent,  in  the  shape  of  cast 
grooved  lugs,  as  may  be  found  most  suitable 
to  conditions.  Placed  within  the  valve  body 
groove  is  a  circular  metal  clip  ring,  made  in 
any  suitable  section  or  material,  and  formed 
in  one  piece  or  any  requisite  number  of 
segments,  provided  with  necessary  bolting 
ears  or  the  like,  by  means  of  which  it  is 
drawn  together  and  secured.  In  this  tighten- 
ing operation,  one  side  of  the  ring  is  drawn 
in  contact  with  the  side  of  groove  cast  in 
valve  body  whilst  the  opposite  side  of  clip 
ring  is  pressed  against  the  seating  ring 
taper  groove  side  next  the  valve  inlet. 

The  contacts  thus  made  between  the 
clip  ring  and  edges  of  both  grooves  extend 
practically  round  the  whole  outer  circumfer- 
ence of  seating  ring.  Owing  to  the  edges  of 
these  two  grooves  overlapping  slightly  a  space 
is  formed  which  allows  the  clip  to  pass  into 
the  seating  ring  channel  in  the  tightening 
operation,  and  in  so  doing  it  forces  the 
seating  ring  upon  its  bed. 

Fig.  i  is  a  sectional  elevation  of  an  Sin. 
steam  junction  valve,  and  Fig.  2  is  a  plan 
in  section  on  line  A,  B,  also  a  part  plan 
section  on  line  C,  D  showing  the  interior  of 
the  clip  ring  grooves  in  both  the  valve  body 
and  the  seating  ring  rim  as  applied  to  tMs 
type  of  valve.  E  is  the  clip  ring,  F  the  bolting 
ears  to  force  and  hold  the  seating  ring  H 
on  its  bed  or  seat,  G  the  compression  bolt, 
J  the  seating  ring  groove,  and  the  K  the 
ring  groove  in  the  valve  body. 

The  seating  and  clip  ring  are  applied  to 
a  valve  in  the  following  manner  : — 

Compress  the  clip  ring  E  until  it  will  pass 
into  the  groove  K,  next  insert  the  seating 
ring  H  in  position,  bolt  the  clip  ring  K 
together  and  tighten  the  seating  as  re- 
quired. 

To  release  the  seating  H,  and  ring  E, 
unbolt  the  clip  ring  E,  wedge  open  the 
ears  F  sufficiently  to  allow  the  seating 


75 


Engineering  Times, 


ring-  H  to  pass  out  through  the  clip  ring-  E, 
then  withdraw  the  wedge  and  compress  the 
clip  ring  E  sufficiently  to  let  it  pass  out  of 
the  groove  lip  L. 

In  small  valves  the  clip  ring  E  may  be 
applied  in  the  form  of  a  split  spring  ring  and 
hold  the  seating  by  spring  compression 
instead  of  by  means  of  a  bolt. 

The  specification  also  shows  the  inven- 
tion applied  to  an  Sin.  clearway  stop  valve. 


No,  8,039  of  1898,  S.  B.  Bamford,of  Uttoxeter, 
for  "  Improvements  in  Explosion  Engines." 

This  invention  has  for  its  object  to  sim- 
plify and  improve  the  construction  of  oil 
engines  working  on  the  "  Otto  "  or  "  four- 
stroke  cycle  "  principle,  and  to  improve  the 
means  for  governing  and  regulating  the 
speed  of  oil  or  gas  engines. 

Fig.  i  is  a  sectional  view  of  the  rear  end 
of  an  engine  cylinder  having  an  improved 
vaporizer  applied  to  it  ;  and 

Fig.  2  is  a  section  partly  on  the  line  3-3, 
and  partly  on  the  line  3*~3,  Fig.  i. 

(a}.  Indicates  the  engine  cylinder,  which 
is  provided  with  a  cooling  jacket  in  the  usual 
manner,  and  b  is  a  vaporizer,  which  is 
attached  to  the  end  of  the  cylinder,  and 


which  carries  a  valve  box,  c,  containing  a 
valve,  d,  which  serves  to  control  the  admis- 
sion of  air  through  the  valve  box,  and  of 
liquid  hydrocarbon  through  the  nozzle,  e, 
the  said  valve  opening  automatically  by 
reason  of  the  suction  produced  during  the 
outstroke  of  the  piston  in  a  well-known 
manner. 

(/).  Is  a  branch  pipe  upon  the  vaporizer 
for  the  escape  of  the  exhaust  gases,  and  g  is 
the  exhaust  valve,  arranged  in  a  chamber, 


h,  which  is  preferably  provided  with  a  cool- 
ing jacket,  and  which  chamber  is  con- 
nected with  the  exhaust  pipe  by  a  flange 
joint.  The  valve,  g,  is  operated  by  means 
of  a  cam  on  the  usual  side  shaft  of  the 
engine  through  the  medium  of  a  lever 
against  a  roller,  at  one  end  of  which  the 
cam  acts,  and  the  other  end  of  which  is  in 
contact  with  the  stem  ^-1  of  the  exhaust 
valve  g\ 

(/).  Is  an  igniting  tube  attached  to  the 
vaporizer  b,  which  igniting  tube  can  be 
heated  by  a  lamp  for  starting  the  engine, 
and  its  use  then  discontinued  :  or  if  the 


heat  generated  by  the  explosion  is  found  in- 
sufficient to  maintain  the  heat  of  the  vapor- 
izer after  starting  the  engine,  the  use  of  the 
said  lamp  may  be  continued. 

In  the  arrangement  shown  the  vaporizer 
is  formed  with  a  horizontal  portion,  fil, 
with  a  portion,  b~,  inclined  upwards  at  an 
angle  of  about  45  degrees,  and  with  the 
vertical  portion,  /;%  the  top  of  which  verti- 
cal portion  carries  the  valve  box  c  contain- 
ing the  valve  d.  The  inclined  portion,  /;-, 
is  formed  with  an  extension,  ///,  provided  at 
the  end  with  a  plug  or  screw, ;/,  the  removal 
of  which  serves  to  afford  access  to  the  in- 
terior of  the  vaporizer  for  the  purpose  of 
cleaning  out  the  same,  if  necessary. 

It  will  be  noticed  that  the  branch  f 
through  which  the  exhaust  gases  pass,  being 
placed  at  an  angle  with  the  vaporiser  /;,  the 
exhaust  gases  as  they  escape  from  the 
cylinder  impinge  against  the  walls  at  the 
lower  end  of  the  vaporiser  so  as  to  maintain 
the  heat  thereof  in  such  a  manner  as  to 
ensure  the  whole  of  the  oil  charges  being 
vaporised,  and  at  the  return  stroke  of  the 
piston  (when  the  gases  are  compressed), 
ignited. 

It  will  also  be  noticed,  that  the  communi- 
cation between  the  vaporiser  and  the 


New  Patents. 


cylinder  is  at  the  lower  part  of  the  latter, 
and  that  a  slight  fall  is  given  tolhe  passage 
from  the  lowest  point  of  the  cylinder  to  the 
exhaust  valve,  whereby  any  sediment  or  the 
like  in  the  cylinder  will  be  carried  out  by 
the  gases  of  combustion  through  the  exhaust 
valve. 

Modifications  of  the  invention  are  shown 
and  described. 

The  governor  for  controlling  the  speed  of 
oil  and  gas  engines  has  centrifugal  balls 
with  arms  pivoted  in  projecting  lugs  in  the 
usual  way  on  the  rising  head  and  having  a 
removable  weight  on  the  top  ;  the  rising 
head  has  a  groove  in  which  is  fitted  a  collar 
pivoted  to  a  fork  lever  working  on  a  centre, 
the  opposite  end  of  the  fork  lever  is  con- 
nected by  a  vertical  rod  fitted  with  a 
spiral  spring  to  the  horizontal  end  of  a  bell 
crank  lever,  the  lower  end  of  which  forms  a 
stop  to  the  lever  arm  which  opens  the 
exhaust  valve. 

When  the  engine  speed  accelerates,  and 
the  governor  balls  rise,  the  fork  lever  com- 
niunicates  a  downward  motion  to  the 
horizontal  arm  of  the  bell  crank  lever, 
whereby,  when  the  lever  arm  of  the  exhaust 
valve  is  pressed  downwards  by  the  cam  on 
the  side  shaft  for  the  purpose  of  opening 
the  exhaust  valve,  the  lower  end  of  the  bell 
crank  lever  is  moved  laterally  by  the  action 
of  the  governor,  and  comes  into  contact 
with  a  catch  placed  on  the  exhaust  lever 
arm,  thus  holding  open  the  exhaust  valve. 
The  governor,  owing  to  the  spiral  spring,  has 
liberty  to  fall  when  the  speed  of  the  engine 
is  reduced,  and  when  the  exhaust  lever  is 
again  pressed  by  the  action  of  the  cam  on 
the  side  shaft,  the  spring  on  the  vertical  rod 
instantly  removes  the  bell  crank  lever  away 
from  the  catch  on  the  exhaust  lever  arm, 
thus  again  allowing  the  exhaust  valve  to  be 
closed  at  the  proper  time  for  the  next  charge. 

•    •    4 

No.  1036  of  1899,  J.  Vogt,  of  Massevaux, 
Germany,  for  "  Improvements  in  apparatus  for 
deep  boring/* 

This  invention  relates  to  improvements  in 
apparatus  for  boring  at  great  depths,  in 
which  the  boring  tool  or  cutter  is  rigidly 
connected  to  the  bore  rod,  which  is  actuated 
by  a  rocking  beam. 

The  improvements  are  described  by  way 
of  example  as  applied  to  a  construction  of 
boring  apparatus,  similar  to  that  described 
in  the  Specification  to  Patent  No.  30,024, 
of  December  i8th,  1897,  in  which  springs 


are  interposed  between  the  bore  rod  and  th  > 
actuating  beam,  as  also  between  this  and 
the  driving  connecting  rod. 

Figs,  i  and  2  show  respectively  a  side 
view  and  a  front  view  of  the  apparatus,  both 
views  being  partly  in  section. 

Figs.  3  and  4  show  to  a  larger  scale 
detail  views  of  parts  of  the  apparatus. 

The  oscillating  beam  A,  which  raises  the 
bore  rod  P.  is  actuated  by  the  connecting  roil 

B,  receiving  its  motion  from  the  crankshatt 

C.  The    trunnions    a    of    the    beam    are 
suspended  by   means  of  two  screws  1),  1) 
held  by  screw  nuts  /»,  carried  by  the  sliding 
support    K,   which  can  be    shitted  horizon- 
tally upon  the   uprights   F,  by  mean.-,  ot  a 
horizontal    screw    spindle    c,    carried    in    a 
plate  e,  fixed  to  the  uprights  F. 

The  screw  nuts  b  are  formed  as  worm 
wheels  at  their  periphery,  and  gear  with  a 
worm  /". 

To  the  uprights  F  are  fixed  plates  R, 
having  vertical  grooves,  i,  i,  2,  2,3,3,  com- 
municating at  bottom  with  a  horizontal 


groove  £•,  and  the  ends  of  the  trunnions  a 
of  the  beam  are  provided  with  blocks  _»•' 
which  are  adapted  to  slide  in  one  or  other 
of  the  grooves  i ,  2,  or  3,  into  which  they  may 
be  brought  by  first  shifting  them  along  the 
horizontal  groove  if  by  means  of  the  screw  ct 
and  then  raising  them  in  the  required 
vertical  groove  by  means  of  the  worm/", 
which  actuates  the  nuts  b  of  the  suspension 
screws  D. 

Thus  assuming  the  trunnions  a  of  the 
beam  to  be  in  the  position  shown  in  full 
lines  then  on  turning  the  worm  /"  they  may 
be  brought  to  the  position  a1,  and  on  then 
turning  the  screw  €  they  can  be  brought 
either  into  the  position  a'3  or  into  the 
position  a*  ;  on  then  again  turning  the 


77 


Engineering  Times* 


wormy  the  trunnions  of  the  beam  can  be 
brought  either  to  the  position  a'A  or  into  the 
positon  a5 ,  these  several  positions  of  a  be- 
ing indicated  in  dotted  lines. 

It  will  be  seen  from  the  above  description 
that  in  shifting  the  trunnions  a  of  the  beam 
from  the  grooves  i,  i,  of  the  uprights  F  to 
the  grooves  2,  2  01-3,  3  (the  trunnions  hav- 
ing previously  been  disconnected  from  the 
beam  in  any  suitable  manner),  the  stroke 
of  the  bore  rod  P  will  be  diminished,  while 
if  the  trunnions  a  be  shifted  from  the  grooves 
3,  3  to  the  grooves  2,  2  or  i,  i  the  stroke  of 
the  bore  rod  P  will  be  increased,  so  that  by 
this  means  the  action  of  the  boring  appa- 
ratus can  be  adapted  to  suit  strata  of 
different  hardness  through  which  the  boring 
has  to  be  made,  without  requiring  to  re- 
place the  crank  shaft  C  by  another  for 
imparting  to  the  connecting  rod  a  different 
length  of  stroke,  which  operation  would 
cause  a  considerable  loss  of  time. 

When  diminishing  the  stroke  of  the  bore 
rod,  its  speed  can  be  increased. 

The  pivot  h  of  the  connecting  rod  B  is 
fixed  in  a  bearing  /,  fixed  on  a  plate  H, 
resting  on  the  springs  I,  which,  as  described 
in  the  said  specification  No.  30,024  of  1897, 
have  for  their  object  to  deaden  the  shocks 
which  the  connecting  rod  tends  to  impart 
to  the  beam  on  starting  the  upward  motion 
of  the  bore  rod.  On  the  plate  H  rest  counter 
springs  I1,  and  the  tension  of  these  springs 
I  and  I1  can  be  regulated  by  means  of  screw 
bolts  and  nuts  K.  The  counter  springs 
have  for  their  object  to  deaden  the  shocks 
which  the  beam  A  tends  to  transmit  to  the 
rod  B  on  the  downward  or  percussive  motion 
of  the  bore  rod  P.  Their  tension  can  be 
regulated  by  means  of  the  bolts  K  accord- 
ing to  the  weight  of  the  bore  rod,  that  is  to 
say,  according  to  depth  at  which  the  boring 
tool  fixed  to  the  bore  rod  is  acting. 

The  springs  M,  on  which  rests  the  bore 
rod  P,  and  which,  as  described  in  Specifica- 
tion No.  30,024  of  1897,  have  the  object  of 
deadening  the  shocks  which  the  bore  rod  tends 
to  impart  to  the  beam  A  at  the  free  fall  of 
the  former,  are  also  combined  with  counter 
springs  M1  placed  beneath  the  beam  A, 
and  the  tension  of  these  springs  MM1  can 
be  regulated,  according  to  the  weight  of 
the  bore  rod,  by  means  of  screw  bolts  and 
nuts  N.  The  springs  M1  prevent  any  sud- 
den upward  jerks  of  the  bore  rod  when  it  is 
being  raised. 


By  thus  deadening  the  several  shocks  to 
which  the  apparatus  is  liable,  any  damage 
to  the  bore  rod  is  prevented,  and  the  speed 
of  working  can  be  increased. 


No.  1666  of  1899,  L.  B.  White,  of  New  York, 
for  "  Improvements  in  Condensing  Motors/' 

For  many  years  attempts  have  been  made 
to  operate  motors  by  means  of  liquefied 
carbonic  acid  gas  or  liquefied  carbon  dioxide, 
but  the  cost  of  the  liquid  carbon  dioxide  is 
too  great  to  render  the  use  of  such  motors 
economical  under  all  circumstances,  and 
for  that  reason  numerous  attempts  have 
been  made  to  regain  and  liquefy  the  spent 
or  exhaust  carbon  dioxide,  but  such  attempts 
were  not  successful  commercially,  as  the 
cost  of  condensing  or  liquefying  such  spent 
gases  was  too  great. 

The  object  of  this  invention  is  to  provide 
a  new  and  improved  motor,  to  be  operated 
by  means  of  liquid  carbon  dioxide,  and  in 
which  the  liquid  carbon  dioxide  is  heated 


for  the  purpose  of  increasing  its  tension  ; 
and,  after  the  high  tension  gas  has  worked 
the  motor,  the  spent  gases  are  condensed 
and  liquefied  and  then  pumped  into  the 
heater  to  be  again  increased  in  tension,  and 
so  on. 

The  liquid  carbon  dioxide  is  heatea  in  the 
heater  B,  and  its  tension  is  raised  to  a  pres- 
sure of  from  2,500  to  3,000  Ib.  per  square 
inch — that  is  to  say,  by  the  action  of  the 
heat,  it  is  converted  into  a  gas  of  such  high 
pressure,  and  this  high  pressure  gas,  acting 
on  the  piston  or  pistons  of  the  engine  A, 
operates  the  latter  and  the  spent  carbon 
dioxide  gas,  which  escapes  at  a  pressure  of 
about  250  Ib.  per  square  inch,  passes  or  is 
forced  from  the  valve  chamber  of  the 
engine  through  the  pipe  K  into  the  inner 
or  telescopic  chamber  of  the  condenser 
G,  and,  as  it  is  still  under  this  compara- 
tively high  pressure,  it  has  an  extremely 


New  Patents. 


great  tendency  to  escape  from  the  tele- 
scopic sections  or  chamber.  Its  only  way 
of  escape  is  through  the  fine  annular  aper- 
tures or  slots  M,  and,  in  escaping-  through 
these  fine  apertures  or  slots,  the  gas  expands 
to  an  extremely  great  extent  in  the  chamber 
H,  in  which  there  is  no  pressure,  and  in  so 
e.\p  Hiding  intense  cold  is  produced  and  the 
carbon  dioxide  at  once  congeals  into  flakes 
resembling  snowfiakes  or  hail,  which  flakes 
collect  in  the  bottom  of  the  chamber  H  and 
there  melt,  as  the  bottom  and  sides  of  the 
chamber  H  are  in  contact  with  the  outer 
air,  which  is  much  warmer  than  the  interior 
of  rhe  vessel  H. 

The  liquefied  carbon  dioxide  flows  from 
the  chamber  H  through  the  pipe  F,  and  is 
pumped  by  the  small  pump  E  from  the  pipe 
F  into  the  heater  B,  and  is  again  brought  to 
a  high  tension,  operates  the  engine  A, 
escapes  into  the  condenser,  etc. 

The  inventor  is  well  aware  that  the  only 
source  of  power  in  his  improved  motor  is 
fuel  consumed  in  the  burner,  in  the  heater, 
and  that  the  carbon  dioxide  only  serves  as 
a  medium  for  utilising  this  power  in  the 
most  economical  manner  and  to  the  greatest 
advantage.  Of  the  heat  units  in  the  flame 
at  the  burner,  a  certain  amount  are  used 
for  operating  the  engine  and  a  certain 
amount  are  consumed  in  the  expansion  of 
the  carbon  dioxide  in  the  condenser,  and 
the  reason  that  the  improved  motor  is  so 
effective  and  economical  is  that  the  propor- 
tion of  heat  units  lost  in  the  heater  is  ex- 
ceedingly small,  as  the  carbon  dioxide  has 
an  extraordinarily  great  affinity  for  heat  and 
takes  up  almost  all  the  heat  units  and 
further,  the  proportion  of  heat  units  con- 
sumed in  the  expansion  of  the  gas  for 
congealing  it  is  very  small  in  proportion  to 
the  heat  units  consumed  in  producing  the 
power  in  the  engine  ;  or,  in  other  words,  of 
all  the  heat  units  representing  power,  taken 
up  by  the  liquid  carbon  dioxide  from  the 
heater  flame,  the  greater  proportion  is  con- 
sumed in  operating  the  engine,  and  the 
small  balance  is  consumed  in  congealing 
the  liquid  carbon  dioxide,  which  is  thus 
brought  into  its  original  condition  ready  for 
taking  up  new  heat  units  in  the  heater. 

From  the  effective  power  of  the  engine 
the  power  for  operating  the  pump  must  be 
deducted  in  the  same  manner  that  the 
power  for  operating  the  pumps  of  a  con- 
densing steam  engine  must  IJK-  deducted 
from  the  effective  power  of  such  engine. 


No.  1,668,  of  1899,  L.  B.  White,  of  New  York, 
for  "  Improvements  in  Carbon  Dioxide  Motors/ 

Heretofore  carbon  dioxide  motors  have 
been  operated  by  carbon  dioxide  under  higli 
pressure,  and  attempts  have  also  been  made 
to  heat  the  carbon  dioxide  before  it  enters 
the  motor  for  the  purpose  of  increasing  the 
pressure,  and,  in  consequence  thereof,  the 
effective  work  of  the  motor,  but  mechanical 
difficulties  presented  themselves  which  pre- 
vented the  successful  operation  of  such 
motors. 

The  object  of  this  invention  is  to  provide 
means  for  heating  the  carbon  dioxide  im- 
mediately before  it  enters  the  piston  of  the 
motor,  and  thus  obviate  all  losses  by  cooling, 
condensation,  or  friction  in  the  conducting 
tubes,  and  this  is  accomplished  by  making 


the  heater  a  part  of  the  chamber  for  supply- 
ing the  carbon  dioxide  to  the  motor  and  by 
locating  this  chamber  and  heater  in  close 
proximity  or  adjacent  to  the  valve  chambers 
of  the  motor. 

The  double  piston  A  in  the  cylinder  B 
works  the  rock  shaft  C,  which  carries  cams 
D,  that  actuate  the  pivoted  arms  E,  which 
in  turn  act  on  the  ends  of  the  stems  of  the 
inlet  valves  F,  and  the  exhaust  valves  G  are 
operated  by  the  lever  T. 

When  the  inlet  valve  F  is  open,  the  channel 
H  is  open,  and  communication  is  established 
between  the  interior  of  the  cylinder  B  and 
the  short  neck  ],  which  is  attached  to  the 
chamber  K  containing  the  carbon  dioxide 
to  be  admitted  to  the  cylinder  for  operating 
the  motor. 

The  carbon  dioxide  is  conducted  into  this 
chamber  through  a  suitable  supply  pipe  L. 

A  suitable  burner  M  of  any  desired  kind 
is  provided  for  heating  this  chamber  and  the 
carbon  diuxide  therein,  and  it  is  preferred 
to  give  this  chamber  an  annular  shape  in 
cross  section,  that  is,  to  place  an  inner  tube 
O  into  the  chamber  K,  which  inner  tube  O 
at  its  ends  is  open  to  the  air,  whereas  the 
space  between  the  inner  tube  O  and  the 


79 


Engineering  Times. 


chamber  K  is  closed  at  the  ends,  to  com- 
plete and  close  the  chamber,  and  the  burner 
M  for  heating  the  carbon  dioxide  in  the 
chamber  is  preferably  located  within  said 
inner  tube  O,  for  the  purpose  of  preventing 
any  loss  of  heat  and  for  heating  the  carbon 
dioxide  rapidly. 

The  heated  gas,  the  pressure  of  which  has 
been  increased,  passes  from  the  said  cham- 
ber directly  into  the  cylinder,  and  thus  all 


loss  of  pressure  and  power  by  condensation, 
cooling,  or  friction  is  avoided. 

It  is  evident  that  any  type  of  carbon 
dioxide  motor  may  be  used  in  connection 
with  the  heating  chamber,  located  adjacent 
to  the  inlet  ends  of  the  cylinder. 

As  the  heated  carbon  dioxide  must  be 
admitted  into  each  end  of  the  cylinder  alter- 
nately, a  heating  chamber  is  provided  for 
each  end  of  the  cylinder. 


ENGINEERING    LITERATURE. 


MECHANICS  APPLIED  TO  ENGINEERING. 
By  John  Goodman,  Wh.  Sch.,  A.M.  I.C.  E., 
M.I.M.E.  London:  Longmans,  Green 
and  Co.  Price  75.  6d. 

This  is  a  work  written  expressly  for 
engineers  and  students  who  have  a  fail- 
knowledge  of  theoretical  mechanics  and 
elementary  mathematics,  to  assist  them  in 
applying  their  knowledge  to  engineering 
problems.  The  task  which  the  author  set 
himself  was  by  no  means  an  easy  one,  and 
it  has  been  performed  with  a  thoroughness 
which  is  decidedly  creditable.  The  reason- 
ing is  unmistakably  clear,  and  the  work  on 
the  whole  characteristically  concise.  Men- 
suration, Moments,  Resolutions  of  Forces, 
Mechanisms,  Dynamics  of  the  Steam 
Engine,  Friction,  Stress,  Strain,  and 
Elasticity,  Structures  and  Hydraulics,  are 
a  few  of  the  headings  to  chapters  in  this 
valuable  book,  which  runs  into  some  600 
pages,  and  contains  over  600  illustrations. 
To  those  intending  to  enter  examinations 
for  the  Associate  Membership  of  the  Insti- 
tution of  Civil  Engineers,  the  B.Sc.  and 
B.A.  degrees  in  engineering  that  are 
conferred  by  some  of  the  British  Universities 
and  the  Advanced  and  Honour's  Stages  of 
the  Science  and  Art  Department  in  Applied 
Mechanics  and  Machine  Construction,  this 
work  will  be  found  of  real  assistance.  It  is 
the  best  work  of  its  kind  available. 


A  HANDBOOK  FOR  STEAM  USERS.  By 
M.  Powis  Bale,  M.I.M.E.,  A.M.I.C.E. 
London  :  Longmans,  Green  and  Co. 
Price,  2s.  6d. 

A  sixth  edition  of  this  little  work  has 
just  been  issued.  It  is  a  deservedly  popular 
book,  and  should  be  in  the  hands  of  every- 
one having  engines  and  boilers  under  their 
care.  It  is  pregnant  with  useful  hints, 
which  are  so  arranged  under  large  type 
headings  as  to  be  easily  referred  to  in- 
dividually. The  author  has  a  wray  of 
speaking  "to  the  point."  There  is  an 
introduction  devoted  to  the  selection  of  an 
engine  and  boiler,  from  which  we  take  the 
following  :  —  "  In  selecting  a  boiler,  of 
whatever  type,  the  chief  points  to  consider 
are:  (i)  the  quality  of  the  feed-water,  (2) 
the  quality  of  the  fuel,  (3)  the  cost  of  the 
fuel.  ...  In  selecting  an  engine  the 
chief  points  to  be  borne  in  mind  are:  (i) 
the  nature  of  the  work  it  has  to  do,  (2)  the 
speed  and  power  required,  (3)  the  cobt  of 
fuel,  and  (4)  if  under  skilled  management." 
This  is  a  concise  style,  which  appeals  to 
practical  engineers.  "  Rules  for  Engine 
Drivers  and  Boiler  Attendants,"  "  Manage- 
ment of  Steam  Engines  and  Boilers," 
"  Explosion  of  Steam  Boilers"  and  "Advice 
to  Boiler  Attendants"  are  samples  of  the 


80 


cue 


€ncjmccrma  Cimcs, 


APRIL-MAY,  1899. 


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Machinery,  Tools,  <&c.,  Wanted. 

VERTICAL  ENGINE,  compound,  con- 
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and  27in.  if  condensing,  for  steam  150  to 
iSolbs.  Also  MARINE  TYPE  BOILER 
for  this  pressure,  say  lift,  diameter. — 
Andrew  Barclay,  Sons  and  Co.,  Limited, 
Caledonia  Works,  Kilmarnock. 

GOOD   smalf  second-hand    MACHINE 
(steam    power)    for    breaking    oyster 
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— Apply  E.  Cook,  Peel  Square,  Barnsley. 

SECOND-HAND    LATHE,    good    con- 
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S.S.  and  SCREW-CUTTING  LATHE, 
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BED,  one  loin.  SHAPER ;  each  to  be  in 
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motion.— Apply,  Broom  and  Wade,  En- 
gineers,  High  Wycombe. 

DOUBLE  or  single-ended  PUNCHING 
and    SHEARING     MACHINE,     to 
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ROLLS. — Apply  Dean  and   Lowe,  Limited, 
Engineers,  Stoke-on-Trent. 

Second-hand  Machinery  for  Sale. 

FOR    SALE,  two    loin.   Mackey   GoLD 
LEAF  PRESSERS  :  new  :  no  reason- 
able offer  refused.     Apply,  J.  Weight  &  Co.", 
Engineers,  &c.,    Victoria   Road,   St.  Philips, 
Bristol. 


FOR  SALE,  a  pair  of  Vertical  STEAM 
ENGINES  combined,  4-H.-P.  ea-h 
with  governor,  fly  wheel,  etc.  C'omph 
very  good  order:  a  6-H.-P.  Hori/onta! 
SYEAM  ENGINE,  with  Tang  76  governor, 
force  pump,  fly  wheel,  etc.,  complete  ;  good 
as  IH-U  •  M-vrral  second-hand  LIYIIo  and 
LEYYERPRESS  MACHINES.  Ltt  HO 
and  COPPEKPLAYE  PRESSES, 
always  on  sale.  John  II.  Hc.dge-  ,\  Co., 
Engineers  and  Machinists,  104,  Thomas 
Street,  Bristol. 

FOR  SALE,  two  4-H.-P.  hori/oma' 
EN(  i  I  N  ES  in  thorough  working  order  • 
one  WATER  YANK,  in  thorough  repair; 
one4-H.-P.  MULTI-TUBULAR  i:o!l.ER 
(Loco  Type).  Apply.  G.  W.  New.  Engineer, 
Albert  Road  Iron  Works,  St.  Philips,  Bristol. 

FOR  SALE,  PLATE  EDGE  PLAN  ING 
MACHINE,    by    Shanks    &     Co..    to 
plane  I2ft.  6in.,  complete,  and  in  good  con- 
dition.    Harrison   &    Co.,  9,   Bridge   Street, 
Sunderland. 

FOR  SALE,  one  hand  travelling  BOGIE 
CRANE,  2  tons,  4ft.  8A  guage,  radius 
I7ft.,  length  of  gib,  2ift.     Harrison   v.V    Co., 
9,  Bridge  Street,  Sunderland. 

FOR  IMMEDIATE  SALE,  Great  Bar- 
gains, will  sell  separately  or  togetherex- 
cellent  ARC  ELECTRIC  LIGHT  PLANT, 
little  used  by  Corporation  of  Yaunton, 
including  two  25  Norn.  H.-P.  compound 
side-by-side  HORIZONTAL  ENGI N  ES 
by  Ruston,  Proctor  &  Co.,  rive  DYNAMOS 
and  ACCESSORIES,  splendid  COUNTER- 
SHAFT,  PULLEYS,  etc.,  complete  also 
PATENT  LINK  BELTING.  —  Apply 
Charles  D.  Phillips,  Emlyn  Engineering 
Works,  Newport,  Mon.,  or  Charles  D. 
Phillips,  Jun.,  Corporation  Electricity  Works, 
Taunton. 

IN. by 54i^ HORIZONTAL 
ENGINE, condensing.  VERTICAL 
ENGINES,  3in.,  42in.,  6in.  and  I2in.  ; 
BEAM  ENGINE,  I2in.  ;  CORNISH 
BOILER,  I4ft.  5in.  by  4ft.  6in.  :  15  ton 
STEAM  ROAD  ROLLER;  Haywood, 
Tyler  PUMP:  Parker  &  Weston's  PUMP. 
Whitehouse,  Ilkeston. 

FOR  SALE,  new  6in.,  7in.,  8in.,  and  loin. 
CENTRE      S.S.S.      and      SCREW- 
CUTTING   LATHES,  3oin.  BAND  SAW, 
6  to  Sin.  SHAPING   MACHINE.     W.   R. 
Earnshaw  &  Co.,  Lee  Mount,  Halifax. 


FOR  SALE,  HORIZONTAL  ENGIN  E  : 
I2in.  cylinder,  24in.  stoke.  MoRTAR 
MILL  ;  6ft.  pan  ;  over-driven.  HY- 
DRAULIC PRESS:  oin.  ram.  BRICK- 
CUTTING-OFF  TABLE,  side  delivery. 
Various  DONKEY  IT. MI'S:  IRON  and 
BRASS  INJECTORS,  all  equal  to  new. 
New  and  Second-hand  STEAM  WI  NCHES. 
Price  moderate. — E.  Lace  &  Son,  Ltd., 
Engineers,  Cardiff. 


xliv. 


HINTS  ON  AMALGAMATION 


AND   THE 


GENERAL  CARE  OF  GOLD  MILLS. 


By    W.    J.    ADAMS. 


ILLUSTRATED. 


f(  Practical  Book  for 
.   .  .  Practical 


SHOULD    BE    IN   THE    HANDS  OF   EVERY 
MINING   MAN   AND    METALLURGIST. 

All  previous  works  on  gold  metallurgy  have  devoted 
most  attention  to  the  theories,  mechanics,  chemistry  and 
history  of  gold  milling.  This  book  tells 

WHAT  TO  DO  AND  HOW  TO  DO  IT. 

It  is  not  based  on  laboratory  tests,  but  on  the  Practical 
Results  obtained  by  the  author  in  an  experience  of  Cver 
Tzventy  Years,  and  tells  how  best  to  employ  that  which 
is  already  for  use,  not  in  any  one  locality,  but  all  over 
the  world. 

The  articles  from  which  this  book  is  compiled,  first 
appeared  in  our  columns,  where  they  secured  widespread 
interest.  We  have  i  ndertaken  its  publication  at  the 
suggestion  of  prominent  men  in  the  mining  world  who 
wished  to  have  the  valuable  information  therein  contained 
in  more  permanent  form. 

Cloth   Bound,    $  1.50. 


Modern  Machinery  Publishing  Co., 

218,   LA  SALLE  STREET, 

CHICAGO,  U.S.A. 

Another  "  Hiqt  on  Amalgamation." 

Mr.  Mine  Manager  :  —  You  are  interested  in  having 
modern  machinery  throughout  your  plant  ;  so  are 
we  Let  us  amalgamate  ;  you  furnish  the  dollar  and 

we'll  furnish  the  Modern  Machinery. 

IF  THE  BEST  15  NOT  TOO  GOOD 
FOR  YOU 

YOU    WILL   BE    SATISFIED    WITH 

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UNIVERSITY  OF  CALIFORNIA  LIBRARY 

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Contractor 


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Rope 


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Makers  of   Ropes  for  Vauxhall 
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