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N2  4.    UoL.  2. 


ONE  SniLLlNQ   NET. 


AvRiL,  1903. 


iniiV4iAyu*« 


PUBLISHING  OFFICES.  CLUN  MOU5E,  SURREY  STREET,  STRAND,  LONDON,  W.C. 

PARIS—  UNITED  STATES—  BERLIN—  VIENNA—  CANADA— 

22,  Rue  de  la  Banque.  Subscription  News  Co.,  «;,  Unter  den  Linden.  7,  Kumpfgasse.                                                         Toronto  News  Co. 

ST.  PETERSBURG-  Chicago.  "   CHINA  &  JAPAN—  SOUTH  AFRICA  &  AUSTRALASIA—                Montreal  News  Co. 

14,  Nevsky  Prospect.  International  News  Co.,  N.Y.  Kelly  &  Walsh,  Ltd.  Gordon  &  Gotch. 


N2  4.    UoL.  2. 


ONE  5niLLlNQ   NET. 


April,  1903. 


■i 


PUBLISHING  OFFICES.  CLUN  MOUSE,  SURKE/  STREET,  5TR3ND,  LONDON,  W.C. 

PARIS—  UNITED  STATES—  BERLIN—  VIENNA—  CANADA— 

22.  Rue  de  Li  Banque.  Subscription  News  Co.,  S,  Unter  den  Linden.  7,  Kumpfgasse.                                                         Toronto  News  Co. 

ST.  PETERSBURG-  Chicago.  CHINA  &  JAPAN—  SOUTH  AFRICA  &  AUSTRALASIA—              Montreal  News  Co. 

14,  Nevsky  Prospect.  International  News  Co.,  N.Y.  Kelly  &  Walsh,  Ltd.  Gordon  &  Gotch. 


3 


Westinghouse 

Induction    Motors. 

Dust    and    Water-Proof. 
Designed   to    Withstand   Long 

and    Continuous    Runs. 
Require    no   Skilled    Attendance. 


T 


C 


The 

British    Westinghouse 

Electric  &  Mfg.  Co.,  Ltd. 

Head  Offices : 

London— Norfolk  Street,  Strand,  W.C. 

^  _„,  Works:  Trafford  Park,  Manchester. 

Branch  Offices: 

\    Manchester— 5,  Cross    Street.  For  Australia,  New  Zealand,  and  Tasmania,  communicate  with: 

\  Glasgow  -6s.  Renfield  Street.  ^  ^^^^  p.^^  5^^^^, 

NewcastIe-on=Tyne— CollinRwood  j        j  -^ 

Buildings,  Collingwood  Street.  Melbourne     Noyes  Bros.,  15  &  17,  Queen  St. 

Cardiff— Phcenix  Bulldin$>:s,  Mount  Stuart 
Square. 


■?M5 


TT'- 


mEmm      Mining  Machinery 


1$  HARDY  PATENT  PICK  CO..  LTD.  « 

SHEFFIELD,  England. 


Makers  of   the    "Universal"    and    "Acme"    Mining    and    Navvy   Picits. 
HAND   &   POWER   BORING    MACHINES   FOR   ROCK   &   COAL. 

Picks,  Shovels,  Spades,  Forks,  Hoes,  Axes,  Hammers,  Wedges,  Crowbars, 

and  all  Mining,  Quarry,  Contractors,  and  Agricultural  Tools. 


ii     SPECIAL    TOUGH    DRILL    STEEL.    SHEAR,    CAST,   <5   BLISTER    STEEL,    SAWS.   FILES,  6  RASPS.    JT 
^  IMPORTERS    OF    HICKORY    HANDLES.  ^ 

The  whole  of  the  contents  of  this  publication  is  copyright,  and  full  rights  are  reserved. 


LAUNCH    OF    THE    CHILIAN     BATTLE 
SHIP    "LIBERTAD" 

UNDER-WATER    AUTOMOBILE 

The  Xtw  American  Submarine  Torpedo-boat 
Protector.  With  Five  Illustiations. 
Mr.  Kyfe  gives  a  detailed  account  of  the  "Lake" 
submarine  torpedo-boat  and  discusses  its  efficiency 
as  compared  with  the  Holland  submarines.  The 
main  feature  that  distinguishes  the  "Lake"  type 
is  the  power  of  travelling  on  the  Hoor  of  the  ocean. 
Mr.  Lake  states  that  travelling  at  the  bottom  is 
the  most  simple,  safe,  and  reliable  method  known 
of  under-watcr  navigation,  and  liis  boats  differ 
from  the  "diving  toipedo-boats"  owned  by  Great 
Britain,  France,  and  the  United  States  in  that  they 
go  under  on  an  even  keel  and  can  rest  on  their 
wliftls  when  on  the  sea  Hoor. 

THE     LAYING     OUT     OF     ENGINEERS' 
WORKSHOPS.-II. 

With  Si\  Illustrations. 
iJeals  with  the  various  shops  and  departments  which 
form  separate  units  comprised  in   an   engineer's 
works.       This    article    is    second    of    the    series 
commenced  ni  the  ^L■^rch  issue. 

UNDERGROUND     CONDUITS     IN 
CHICAGO.-I. 

With  Fourteen  Illustrations. 
The  action  of  the  State  in  monopolising  the  tele- 
phones and  interfering  with  the  application  of 
eleciricity  has.  in  the  opinion  of  manv  people, 
thrown  this  c  untry  a  generation  behind  most  of 
the  nations  of  the  Continent  and  North  America. 
A  description,  therefore,  of  a  modern  conduit 
system  in  one  of  the  leading  cities  of  the  United 
States  will  be  of  considerable  mterest  to  our 
readers,  and  is  now  presented  in  article  form,  with 
several  unique  pliotographs.  It  shows  the  scope, 
extent,  and  construction  of  the  underground 
conduits  of  the  lUinois  Telephone  and  Telegraph 
Company  in  Chicago.  The  intention  of  the  com- 
pany is  to  build  a  telephone  system  composed  of 
conduits  and  cables  which  will  accommodate 
loo.ooo  subscribers. 


Herbert  C.  Fyfe. 


Joseph  Horner 


George  W.  JacKson 


307 


317 


S 


OUR 


BIOGRAPHY    OF   THE    MONTH 

With  Portrait. 
Prof.  James  A.  Kw.ng,  M.A.,   LL.D.,  F.R.S.  :    Pro- 
fessor of  Applied  Mechanics  in  the  University  of 
Cambridge. 


The  Editor  does  not  hold   himself  responsible  for  opinions  expressed  hy  individnaPcontributors 

identify  himself  with  their  views. 


nor  does  he  necessarily 


~?li5 


;Ba@!i^  ffteOMHCSElf  Weighing  Machines 


t&4.,  ^.., 


'V' ROYAL  WARR 


All- 


f^3 


J'O  H. 


M.THE 


W  iiT'i^yiEiiT^lF 


The  Largest  ^ 


Weioh^Ridoes 


^'  ;V^  Makers  of 


IN  THE  WoRld 


AVERY'S    5ELr  CONTAINED     IKON 

WEIGHBRIDGES 

For   Road   or   Railway  Traffic. 

Capacities.   2   tons  to  200   tons. 

Can   be   fitted   with 

AVERY'S  PATENT  RECORDING  STEELYARD 

for   Printing   the  Weights  on  Tickets. 


The  Largest  Makers  of  Weighbridges  in   the  World. 


J 


(Conlinuecl  from  Page  2.) 


'WIRELESS"     TELEGRAPHY 

The  author  discusses  the  present  position  of  cable 
and  ■■  wireless  telegraphy.  He  argues  that  the  eon- 
census  of  opinion  amongst  men  of  undisputed 
scientific  attainments  in  the  held  of  physics  and 
telegraphy  practically  amounts  to  this,  that  the 
failure  to  ensure  secrecy  and  non-inlerference,  is 
in  Ihe  present  state  of  our  knowledge,  an  ap- 
parently insurmountable  obstacle  to  the  successful 
con^pet'iticn  of  "wireless"  telegraphy  with  long 
distance  submarine  cable  work. 


Edward     C     de    Segundo, 
A.M.lnst.C.E. 


335 


BUSINESS    SYSTEM    AND    ORGANISA 
TION.— Second  Series— I. 

The   author   indicates  the    lines  on   which, 
experience,    the    important    question    of 


should  be  dealt  with  in  factories, 
ex. implex  are  given. 


in    his 

labour 

Some  significant 


WATER.TUBE  VERSUS  CYLINDRICAL 
BOILERS 

Under  this  heading  in  the  October  number  this 
subject  was  discussed  from  a  naval  and  also  from 
an  engineer's  point  of  view.  Fol  owing  up  that 
survey.  Mr.  T.iylor  gives  a  further  account  of  the 
experiments  of  the  Boiler  Committee,  whose 
iiivesli-.;.iti"ns  did  not  cease  with  the  1902  trials. 

WORKSHOP  PRACTICE     .... 

With  Diagram. 
A  Massive  Turret  Lathe. — New  Gear  Cutlers,— 
A  New  Gould  and  Etierhardt  Machine. — A  Draw 
Stroke  Shaper. — New  High-speed  Lathe. — The 
Metric  System.— The  Drying  of  Foundry  Moulds  — 
Spiral-crane  Drums, 

BRITISH  AND  AMERICAN  RAILWAY 
METHODS -OFFICIAL  REPORT  TO 
THE    BOARD    OF    TRADE 

111  this  repoit  are  embodied  the  conclusions  formed 
by  Lieut--Col.  Yoi  ke  during  Ins  recent  investigation 
of  American  railway  methods  tor  the  iloard  of 
Trade.  The  abstract  here  given  will  be  of  excep- 
tional interest  to  all  who  are  connected  with  the 
organisation  of  British  lines. 

NAVAL  NOTES 

Monthly  Notes  on  Naval  Progress  in  Constructioa 
and  Armament. 

LOCOMOTIVE    ENGINEERING    NOTES 
AMERICAN    RESUME 
OUR  MONTHLY   RESUME 

NOTABLE    BRITISH     PAPERS    OF    THE 

MONTH 
BOOKS    OF    THE    MONTH 

NEW  CATALOGUES  AND  TRADE  PUB- 
LIGATIONS 


D.  N.  Dunlop 


Benjamin  Taylor 


341 


344 


348 


Lieut.  Col   H.  A.  Yorke,  R.E.     351 


N.  I.  D 


The  Editor 


357 


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PAGES  MAGAZINE 


^^^^^^^^^3 


An    Illustrated    Technical    Monthly,   dealing    with     the    Engineering, 
Electrical,  Shipbuilding,  Iron  6  Steel,  Mining,  6  Allied  Industries. 


DAVIDGE    PAGE,    Editor. 

Clun     House.    Surrey     Street,    Strand,     London,    W.C, 


Telephone  No.  :    3349   GERRARD. 

Telegraphic  and  Cable  Address: 

"SINEWY,  LONDON.  ■ 


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The  whole  of  the  contents  of  this  publication  are 
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individual  contributors,  nor  does  he  necessarily  identify 
himself  with  their  views. 


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ADVERTISEMENT  ^LANAGER,  Clun  House,  Surrey  Street,  Strand. 
London,  W.C." 


Copy   for   Advertisements 

should  be  forwarded  on  or  before  the  3rd  of  each   month  preceding 
date  of  publication. 

^°  Machinery  Merchants 

Send  for  our  Xew  C:ilnIot;tie  of  Lather,  Drills.  Pliiies.  nnd  other 
Engineers'  Tot'ls.  Also  tor  Circular  ot  the  Latest  New  Petrok-um 
Oil  EuLiines  (Two  F^atents,  1002). 

BRITANNIA    ENGINE    AND    TOOL    FACTORY. 

COLCHESTER.    ENGLAND. 


Editorial. — Ail  coimniinicatioiis  intended  for  fublica- 
lion  should  be  written  on  one  side  of  the  paper  only, 
and  addressed  to  "  The  Editor." 

Any  contributions  offered,  as  likely  to  interest  either  home 
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The  copyright  of  any  article  appearing  is  vested  in  llie 
proprietors  of  Paige's  MA(iAziNE  ///  the  absence  of  any 
written  agreement  to  the  contrary. 

Correspondence  is  invilcd  from  any  person  upon 
siihiects  of  mlerest  to  the  engineering  conimnnity.  In 
all  cases  this  must  be  accompanied  by  full  name  and 
adilress  of  the  writer,  not  necessarily  for  publication, 
but  as  a  proof  of  good  faith.  Xo  notice  whatever  can 
be  taken  of  anonymous  communieations. 


Second  Edition,  Revised.      Price  ys.  6d. 

DEPRECIATION  OF  FACTORIES,  Mines,  • 
and  Industrial  Undertakings,  and  their  Valuation.     With  Tables 
and  Examples. 

By  EWIXG  MATHESOX,  M.Inst.C.E. 

The  Principles  which  should  guide  the  Writing  off  for  wear  and 
tear.  Obsolete  plant :  Terminable  or  wasting  properties  ;  Effect  oa 
1  ncome-tax  ;  Value  defined  as  for  Compulsory  purchase  ;  Going  concern, 
or  dismantled  ;  Rateable  value,  rental  value. 

"A  successful  attempt  to  systematise  existing  information  and  to  make  it 
possible  to  arrive  at  unifonuity  and  accuracy  in  makings  up  balance  sheets  for 
valuations.     The  work  is  unique  of  its  kind." — Tiie  Engineer. 

E.  &  F.  N.  SPON,   12s,  Strand,    London. 


Mr.G.H.BDGHE8.A.M.I.Mech.E., 

Consulting  Engineer  for  Water  WorKs, 
97,   QUEEN    VICTORIA    ST.,    LONDON,    E.C. 

Telephone  Xo.:  5734  Bank. 


HARDING 

CHURTON    &   CO., 
INGRAM   STREET. 

LEEDS. 


DYNAMOS  AND   MOTORS. 


See  Page 
79. 


JOSEPH  BOOTH  BROS..  LTD., 
RODLEY,    LEEDS. 


LIFTING   MACHINERY. 


See  Page 
67. 


SELIG.  SONNENTHAL  <5  CO.. 

85,  Queen  Victoria  S...  6  GRINDING     MACHINES. 

Lambeth  Hill,   London,   E.C, 


THOS.    W.    WARD, 
ALBION    WORKS. 

SHEFFIELD. 


MACHINE    TOOLS. 


See  Page 
15. 


See  Page 
19. 


THE    SHANNON,    LTD., 

Ropemaker  St..  London,  E.C. 


OFFICE  APPLIANCES. 


See  Page 
92. 


"■"TT V<~ 


m^^lBmMmtif 


Pumps 


Telejtrartls 
MATHORN,   LEEDS. 


PUMPING 
MACHINERY 


Specialities— 

DIFFERENTIAL    PUMPING    ENGINES. 
ROTATIVE  PUMPING   ENGINES. 


PLUNGER 
PUMPS. 


Horizontal  and  Vertical. 
Compound    and    Triple. 


HYORRULie    PUMPS. 
UNOERGROUIVD    PUMPS. 
ELEeTRie    PUMPS. 
WaTER     WORKS    PLANT. 


BUCKET 
LIFTS. 


HATHORN,  DAVEY  &  CO., 

LIMITED, 

LEEDS, 

ENGLAND. 


BUYERS'    DIRECTORY. 

KOTE.— The  display  advertisements   oj   tlie  firms  mentioned  under  each  heading  can  be   found  readily  hy  reference  to  the 
Alphabetical  Inde-v  to  Advertisers  on  pages  57,  59,  Go,  62. 

/(/  order  to  assure  /air  treatment  to  advertisers,  each  firm  is  indexed  under  its  leading  speciality  only. 

Advertisers  who  prefer,  however,  to  bi  entered  under  tii':»  or  m?re  diferent  sections  can  do  so  by  an  annual  payment  oj  ^s. 
for  each  additional  section. 


Addressing  Bureaux* 

The  Automatic  Addressing  Biiieaux,  Ltd..  19,  20,  21,  High  Holbnrn, 
London,  W.C. 

Addressograph. 

Addtessograpli,  Ltd.,  <n  &.  92,  Shoe  Lane.  London,  E.G. 

Belting. 

Fleming,  Birkby  &  Goodall,  Ltd.,  West  Grove.  H.d:la\. 

Boilers. 

Cl.ivton.  Son  &  Co.,  Ltd..  Leeds  City  Boiler  Works,  Leeds. 
G.dioways,  Ltd..  Manchester. 

Boilers  (Water-tube). 

Babcock  &  Wilco.x,   Ltd.,  Oriel  House,  Fariingdon  Street,  London, 

E.C. 
Cochran  &  Co.  (Annan),  Ltd..  Annan,  Scotland. 
B.  K.  Rowland  &  Co.,  Ltd.,  Climax  Works,  Keddish.  Manchester. 
Stirling  Co.  uf  U.S.A.,  53,  Deans^ate  Arcade,  Manchester. 

Bolts,  Nuts,  Rivets,  etc. 

Bayliss  Jones  iS:  Baylies,  Ltd.,  Wolverhampton. 

Richard  Davies  &  Sons,  Bilberrv  Street.  RLinchester. 

Herbert  W.  Periam,  Ltd..  Floodgate  Street  W.iiks.  Birmingham. 

Books. 

Charles  Griffin  &  Co..  Ltd..  Exeter  Street.  Strand,  London,  W.C. 
E.  &  F.  N.  Spon,  125. Strand,  London,  W.C. 

Boring  Machinery. 

John  G.  Thoni,  Canal  Works,  Patricroft,  Manchester. 

Brass  Engine  and  Boiler  Fittings. 

Hunt    iS:   Mitton.  Crown   Brass   Works,  Oozells  Street  North,    Bir- 
mingham. 

Bridges. 

Cleveland  Bridge  and  Engineering  Co..  Ltd..  Darlington.  England, 
Andrew  Handyside&  Co..  Ltd..  Derby. 

Buildings. 

A.  ^:  J.  Main    &    Co.,  Ltd..  Structural    Engineers,  Clydesdale   Iron- 
works. Possil  Park,  Glasgow. 
Portable  Building  Co.,  Ltd..  Fleetwood. 

Cables. 

St.  Helen's  Cable  Co..  Ltd..  Warrington,  Lancashire. 
Suddeutsche  Kabehverke  A.-G.,  Mannheim.  Germany. 

Carborundum. 

l^)h!^lle^^  ^llpply  Co.,  27,  Chancery  Lane,  London,  W.C. 

Clutches  (Friction). 

David  Bridge  &  Co  ,  Castleton  Ironworks,  Rochdale.  Lancashire. 

Condensing  Plant. 

Wheeler  Condenser    and    Engineering    Co.,    179,    (Jueen    Victoria 
Street,  London,  E.C. 

Conduits  (Steel). 

Simplex  Steel  Conduit  Co.,  Ltd.,  So,  Digbelh.  Birmingham. 

Consulting  Engineers. 

(i.  H.  Hughes,  A.M.l.M.F.,  97.  Queen  Victoria  Street,  London,  E.C. 

Continental  Railway  Arrangements. 

Swutli  Kastcru  iS:  Lli.itljani  R.ii!>.'..iv  ^^  ". 

Conveying  and  Elevating  Machinery. 

Ad'ili  Bk-ichctt  i*i'  C«i.,  Leipzig-Gohlis,  Germany. 

Blown  Hoisting  Machinery  ^o..  39,  Victoria  Street,  London,  S.W. 

linllivant  &  Co.,  Ltd.,  72,  Mark  Lane,  London,  E.C. 

Graham,  Morton  &  Co.,  Ltd..  Black  Bull  St..  Leeds,  England. 

Ropetvays  Syndicate,  Ltd.,  30.  Jit.  Mary  Axe,  London,  E.C. 

Cranes,  Travellers,  Winches,  etc. 

jos;ph  Booth  cN:  Bios.  Ltd  .  K.Kiley.  Leeds. 
Broadbent,  Thomas,  A:  Suns,  Ltd.,  Hudderi>licUl. 

Cranks. 
Clarke  s  Crank  &  Forgc  Co..  Ltd..  Lincoln,  England. 
Woodhoiise  iS:  Rixson.Sheftield. 

Destructors. 

Horsfall     Destructor    Co.,    Ltd.,    Lord    Street     Works,     Whitehall 
Road,  Leeds. 


Dredges  and  Excavators. 

Ruse.  Downs  &  Thompson,  Ltd..  Old  Foundry',  Hull. 

Economisers. 

E.  Green  &  Son.  Ltd.,  Manchester. 

Electors  (Pneumatic). 

Ihiglies  ^:  Lancaster,  47,  Victoria  Street,  London,  S.W. 

Electrical  Appparatus. 

Allgemeine  Eiektricitats  Gesellschaft.  Berlin.  Germany. 

Brush    Electrical  Engineering    Co.,  Ltd.,  Victoria  Works,  Belvedere 

Road,  London,  S.E. 
British  Westmghouse  Electric   &  Manufacturing   Co.,   Ltd.,    Norfolk 

Street,  Strand,  London,  W.C. 
Crompton  &  Co.,  Ltd.,  Arc  Works,  Chelmsford. 
Greenwood  &  Bailey,  Ltd..  Albion  Works,  Leeds. 
T.  Harding,  Churton  &  Co.,  Ingram  Street,  Leeds. 
International      Electrical    Engineering    Co.,     Clun    House,   Surrey 

Street,  London,  W.C. 
Matthews  &  Yates,  Ltd.,  Swinton.  Manchester. 
PhiL-nix  Dynamo  Manufacturing  Co.,  Bradford,  Yorks. 
Turner.  Atherton  is:  Co.,  Ltd.,  Denton,  Manthester. 

Engines  (Electric  Lighting). 

I.  X  H.  McLaren,  Midland  Engine  Works,  Leeds. 

Engines  (Locomotive). 

Huiislet  Engine  Co..  Ltd.,  Leeds,  England. 
Hudswell.  Clarke  cS:  Co.,  Ltd.,  Leeds,  England. 

Engines  (Stationary). 

K  h.  Hiiidley  vV  Sons,  ii.  Queen  Victoria  Street,  London,  E.C. 
Kiihcy  ^:  Co.',  Ltd.,  Globe  Works,  Lincoln,  England. 

Engines  (Traction). 

]u'>   Fowler  \  Lo.  (Leeds),  Ltd,,  Steam  Plough  Works,  Leeds. 

Engravers. 

(ill.  Swam  &  Son,  Ltd.,  5S.  FarringJon  Street,  London.  E.C. 

Fans,  Blowers. 

Davidsnn    \.    Co.,    Ltd,,    "  Sirocco"    Engineering    Works.    Belfast, 

Ireland. 
James  K'eith  &  Blackman  Co.,  Ltd.,  27,  Farringnon  Avenue.  London, 

E.C. 
Matthews  iS:  Yates,  Ltd.,  Swinton.  Manchester. 
'Ihe  Standard  Engineering  Co.,  Ltd.,  Leicester. 

Feed  Water  Heaters. 

Royles,  I. Id.,  lilain.  near  Manchester. 

Firewood  Machinery. 

M.  Gl'iver  ^c  Co.,  Patentees  and  Saw  Mill  Engineers.  Leeds. 

Fountain  Pens. 

M.iba-.  Tndd  &  Bard,  93,  Cheapside,  London,  E.C. 

Forgings  (Drop). 

j.  11.  Williams  &  Co.,  Brooklyn,  New  York.  U.S.A. 

Furnaces. 

DeiLihton's  Patent  Flue  A  Tube  Company,  Vulcan   Works,  Pepper 

Road,  Leeds. 
Lectin  Forge  Co.,  Ltd..  Leeds. 

Gas  Producers. 

W.  1-.  .\Lison.  Ltd..  Engineers,  Manchester. 

Gear  Cutters. 

L   G.  Wrigley  I'i  Co.,  Ltd.,  Koun:Iry  Lane  Works,  Soho,  Birmingham, 

Gears. 

Butiolinc  Noiseless  Gear  Co.,  LeveUNluiInie,  Manchester. 
E.  Arnold  Pochin,  Cron  Street,  Pendleton,  .Manchester. 

Gold  Dredging  Plant. 

L"hnii/  ^'v  L.I..  Ltd,,  Renirew,  .Scotland. 

Gauge  Glasses. 

|.  L.  1  re.'i-'Uii:  \  Co.,  V.iuxhaU  Road,  Liverpool. 

Hammers  (Steam). 

D.iMs  iV  i'limrose.  Leilh  Ironworks,  Edinburgh. 


jfrnMrni 


n^ 


Typewriters 


NEW    MODEL 

TYPEWRITER 

Exhibits    many   valuable    improve- 
ments   of    the    utmost    importance    to 
Typewriter  Owners  and  Operators. 

It  is  SWIFT,  SMOOTH,  and  QUIET  in  action. 

and  its  ingenious  mechanical  devices  are  VERY  CONVENIENT. 

Send    or  Illustrated  Booklet  which  gives  details 

The  YOST  TYPEWRITER  Co.,  Ltd..  50,  Holborn  Viaduct,  London,  EC 


Save  £9  and  a  lot   of 


EMPIRE 


TYPEWRITER. 


worry,  and  buy  an 

The  Machine   With   ALL   the    Writing   in   Sight 


Price 

£13    2s.   6d. 

complete. 


NOT 

SURPASSED 

B/  ANY  MACHINE 

IRRESPECTIVE 

OP  PRICE. 


Contractors  to  H.M.  Goverameot. 


Tllf  Empire  Typew^riter  Syndicate,  L!^ 

1bca&  ®mce  :    77,  QUEEN  VICTORIA  STREET,   LONDON,  E.G. 


Branches   or  Agencies  :— 

BIRMINGHAM-43,  Temple  Street.         MANCHESTER-49,  Corporation  Street. 
BRISTOL-9,  John  Street.  LEEDS-! 7,  East  Parade. 

HANLEY -Post  Omee  Buildings.  BRADFORD    35,  Charles  Street. 

LIVERPOOL -7,  South  John  Street.     GLASGOW— 87,  West  George  Street. 


NOTTINGHAM-48,   Parliament  Street. 
LEICESTER- 34,  Charles  Street. 
DUBLIN-Wellington  Quay. 
And  throughout  the  World. 


Buyers'   Directory— (Conf/nued). 


Hoisting  Machinery. 

,Stv  Conveyinji  Machinery. 

Indicators. 

T-  S.  Mclnnes  &  Cl.  Ltd..  41  &  42,  Clyde  Pi.ice,  Gbsgow. 

Injectors. 

\V.  H.  Willco.K  &  L'o.,  Ltd,,  23,  34,  S  30,  Southwarlc  Street,  London. 

Iron  and  Steel. 

Brown.  Bayley's  Steel  Works,  Ltd.,  Sheffield. 

Consett  Iron  Co.,  Ltd.,  Consett.  Durh.lm.  and  Xewcaslle-on-Tyne. 

Farnley  Iron  Co.,  Ltd.,  Leeds   Enjiland. 

Fried.  Krupp,  Grusonwerk,  Magdeburg-Buckan,  Germany. 

Hadlield's  Steel  Foundry  Co.,  Ltd.,  ShefSeld. 

J.  Frederick  Melling,  14.  Park  Row,  Leeds,  England. 

Parker  Foundry  Co.,  Derby. 

Walter  Scott,  Ltd.,  Leeds  Steel  Works,  Leeds,  England. 

Laundry  IVIachinery. 

W.    Suninierscales    &    Sons,    Ltd.,    Engineers,    Phceni.\    Foundry. 
Keighley,  England. 

Lifts. 

iVaygood  &  Otis,  Ltd.,  Falmouth  Ko.ad,  London,  S.E. 

Lubricants. 

Blumann  &  Stern.  Ltd.,  Plou.gh  Bridge,  Deptford,  London.  S.E. 
The  Reliance  Lubricating  Oil  Co.,  n)  tk  20.  Water  Lane,  Great  I'ouer 
Street.  London,  E.C. 

Lubricators. 

Thomas  .A.  Ashton,  Ltd.,  Norfolk  Street,  Sheffield. 
losepli  Kaye  S:  Sons,  Ltd.,  Hunslet.  Leeds. 
Teale  &  Co.,  Birmingham. 

Machine  Tools. 

George  .'\ddy  <!i  Co.,  Waverley  Works,  Sheffield. 

William  -Asqiiith.  Highroad  Well  Works,  Halifa.\,  England. 

Bertrams.  Ltd.,  St.  Katherine's  Works,  Sciennes,  Kdinburuh. 

Cunlifte  &  Croi^m,  Ltd..  Broughton  Ironworks,  Manchester. 

Britannia  Engine  and  Tool  F'actory,  Colchester  England. 

C.  W.  Burton,  Gnlfilh's  and  Co.,  i,  2,  &  3,  Ludgate  Squaie,  Ludgate 

Hill,  London,  E.C. 
Chas.  Churchill  ;<:  Co.,  Ltd  ,  g-15,  Leonard  Street,  London.  E.C. 
Jones  &  Lamson  Machine  Co  ,  Exchange  Buildings,  Birmingham. 
Luke  &  Spencer.  Ltd.,  Broadheath.  Manchester. 
Jos.  C.  Xicholson  Tool  Co.,  City  Road  Tool  Works,  Newcastle-on- 

Tyne. 
J.  Parkinson  &  Son,  Canal  Ironworks  Shipley,  Yorkshire. 
Pratt  &  Whitney  Co  ,  Hartford,  Conn.,  U.S.A. 
Rice  &  Co.  (Leeds).  Ltd.,  Leeds,  England. 
Wm.  Ryder,  Ltd.,  Bolton,  Lanes. 

Schisch'kar  &  Co.,  Ltd..  65-60.  Stafford  Street,  Birmingham. 
Selig,  Sonnenthal&  Co.,  S5,  yueen  Victoria  Street,  London,  E.C. 
Taylor  and    Challen,   Ltd.,   Derwent    Foundry.    Constitution    Hill, 

Birmingham. 
H.  W.  Ward  &  Co..  Lionel  Street,  Birmingham. 
T.  \\'.  Ward.  Albion  Works,  Sheffield. 

West  Hydraulic  Engineering  Co..  23,  College  Hill,  London,  E.C. 
Charles  Winn  &  Co.,  St.  Thomas  Works,  Birmingham. 

Metals. 

Magnolia  Anti-Friction  Mclal  Co.,  Ltd.,  of  Great  Eritain,  40,  (Jueen 

Victoria  Street.  London,  E.C. 
Phi  >^phor  Bronze  Co.,  Ltd.,  Southwark,  London,  S.E. 

Mining  Machinery. 

Chester,  toward.  &  Co.,  Ltd. 

Eraser  &  Chalmers.  Ltd.,  43,  Threadneedle  Street.  Londim,  E.C. 

Hardy  Patent  Pick  Co.,  Ltd.,  Sheffield. 

Humbolt  Engineering  Co..  Kalk.  Xr.  Cologne,  Germany. 

Ernest  Scott  &   Mountain,   Ltd.,  Electrical  and  General   Engineers, 

Xewcastle-on-Tyne,  England. 
Wiltley  Ore  Concentrator  Syndicate.   Ltd.,  711,   Mooigate  Street, 

London,  E.C. 

Office  Appliances. 

Library  Bureau.  Ltd.,  10,  Bloomshury  Street,  London.  W.C. 
Library    Supply    Co,    Bridge    House,   181,   Queen    Victoria    Street, 

London,  E.C. 
Lyie  Co.,  Ltd..  H.arrison  Street,  Gray's  Inn  Road,  London.  W.C. 
Partridge  &  Cooper,  Ltd.,  lyi-iyz  Heet  Street,  London.  E.C. 
Rockwell-Wnbash  Co.   Ltd..  Iio.  Milton  Street.  London,  EC. 
Shannon,  Ltd.,  Ropeiiiaker  Street,  London.  E.C. 

Oil  Filters. 

Vacuum  Oil  Co.,  Ltd.,  Xorfolk  Street,  London,  W.C. 

Packing. 

Combination  Met.allic  P.acl<ingCo.,  Ltd..  Hill.gatc.Gateshe.ad-on-Tync. 
Frictionless    Engine    Packing    Co.,    Ltd..  Hcndham    Vale    Works 

Harpurhey,  Manchestei. 
Lancaster  i(;  Tonge,  Ltd.,  Pendleton,  Manche'tcr. 
United    Kingdom    Self-Adiusting    Anti-Friction     Metallic    Packing 

Syndicate,  14.  Cook  Street,  1  iverpool. 
United  States  Metallic  Packing  Co.,  Ltd.,  Bradford, 
J.  Bennett  yon  tier  Heydc,  6,  Brown  Street,  Manchester. 


Photo  Copying  Frames. 

I    H.ildeii  i*^  Co.,  ,s.  Albert  Square,  Manchester. 

Presses  (Hydraulic). 

Edwin  Mills  &  Son,  Aspley  Ironworks,  Huddersfield.  • 

Printing.  ,         ,      j 

southwood.  Smith  &  Co.,  Ltd..  Plough  Court,  Fetter  Lane.  London, 
E.C. 
Pulleys. 

Henry  Ciowtlier.  Cleckheaton,  Yorks. 

Pumps  and  Pumping  Machinery.  . 

Blake  ^i   Knowles   Steam    Pump  Works.  Ltd..  170.  Queen  \ictoria 

Street.  London.  E.C. 
Drum  Engineering  Co.,  27,  Charles  Street.  Bradford. 
J.  P.Hall  &  Sons,  Ltd.,  Engineers,  Peterborough. 
Hathorn,  Dayey  i^  Co.,  Ltd.,  Leeds,  England. 

Pnlsometer  Engineering  Co.,  Ltd..  Nine  Elms  Ironworks,  Reading. 
Tangyts,  Ltd., 'Cornw.aU  Work-,  Birmingham. 

Rails. 

Wm.  Firth.  Ltd..  Leeds. 

Railway  Carriages. 

Metropolitan  Amalgamated  Railway  Carriage  &  Wagon  Co.,  Ltd., 

Oldbury,  Birmingham,  England. 
W.  R.  Reiis'haw  &  Co..  Ltd..  Phcenix  Works  Stoke-on-Trent. 
Transpoitalion  Deyelopment  Co.     Incorporated,  6,  Clement's  Lane, 

Lombard  Street,  London,  E.C. 

Riveted  Work. 

F.  A.  Keep.  Iiixon  &  Co.,  Forward  Works,  Barn  Street,  Birmingham. 

Roller  Bearings. 

Auto  M.ichinery  Co.,  Ltd.,  Read  Street,  Coyentry. 

Roof  Glazing. 

Mell.  .uc>  &  CO..  Sheffield. 

Roofs. 

D.  Anderson  &  Son,  Ltd.,  Lagan  Felt  Works    Belfast 

Safes. 

Chubb  S  Sons  Lock  and  Safe  X'o.,  Ltd.,  128,  Queen  Victoria  Street, 
London,  E.C. 

Stampings. 

Arm^trong.  Steyens  &  Son.  Wh  ttall  Street.  Birmingham. 
Tho^.  Smith's  Stamping  Works,  Ltd.,  Coyentry. 
Thomas  Siiiith  &  Sou,  of  S.altley,  Ltd. 

Steam  Traps. 

British  Steam  Specl.alities,  Ltd.,  Fleet  Street,  Leicester. 

Steel  Tools. 

Saml,  Hiickley.  St.  Paul's  Square.  Birmingham. 

Stokers. 

Meldriim  Brothers  Ltd..  Atlantic  Works,  Manchester, 
Triumph  stoker.  Ltd.,  39,  Victoria  Street,  London,  S.W. 

Time  Recorders. 

Howaul  Brothels  10,  St.  George's  Crescent,  Liverpool. 
International    Time    Recording    Co.,    171,   Queen    Victoria  Street, 
London,  E  C. 

Tubes. 

Thomas  Piggott  &  Co..  Ltd.,  Spiing  Hill,  Birmingham. 

Tubes,  Ltd..  Birmingham. 

Weldlcbs  Steel  Tube  Co.,  Ltd.,  Icknield  Port  Road,  Birniingliam. 

Turbines. 

(,  Gilkes  S  Co..  Ltd.,  Kendal. 

W,  Gun'.her  &  Sons,  Central  Works  Oldham. 

S.  Ho\\cs  oj,  Mark  Lane,  London,  E.C. 

T'ypewriters. 

I':mpire  I'ypewriter  Co..  77.  Queen  Victoria  Street.  London.  E.C.^ 
Hammond  Typewriter  Co..  50.  Queen  Victoria  Street,  London,  E.C. 
Remington  Typewriter  Co..  100.  Gracechurch  Street,  E.C, 
Yost  Typewriter  Co..  50,  Holborn  Viaduct,  London,  E.C. 

Valves. 

Scotch  .ind  Irish  Oxygen  Co.,  Ltd.,  Rosehill  Works, GUasgow. 
Ventilating  Appliances. 

Mallhew^  .\  N'.iu-.  l.ul,,  Swinton.  Manchester. 

Vulcanized  Fibre. 

Mo-ses  Jt-  .Miuhcll,  70  &  71.  Chiswcll  Street.  London,  E.C. 

Wagons    Steam. 

Ill  .1  ii\ .  ri'il  •^Icini  W'.igonCo  ,  Ltd..  Homelield  Chiswick,  London,  W. 

Weighing  Apparatus. 
W.  r.  A\cry  Jt  Co  .  S  dio  Foundry.  Birmingham,  England. 
Samuel  lienisoii  it  Son,  Hunslet  .\Ioor,  near  Leeds. 

Wells  Light. 

,\,  L    Well.  &  lo  .  ion,  Midland  Road,  St.  Pancras,  London,  N.W, 

Wood  Working  Machinery. 

Ku-ssling's  Machine  Co.,  4^ .  Rivington  Street.  London,  E.C 
Kirchner  &  Co.,  2l-2.s,  Tabernacle  Street,  London.  E.C. 


Bmmni 


n^ 


Machine  Tools 


CHARLES  CHURCHILL  &  CO..  L 

ENGINEERS    AND     IMPORTERS    OF 

riT^'t*''    MACHINE 

LABOUR- 
SAVING 


TD. 


Lathe  Centre  Qrindins;. 


These    Grinders   are    Electrically  Driven,  and 
have  a  wide  range  of  worK  : — 

CENTRE    GRINDING, 

REAMER,    and 

CUTTER     GRINDING. 
■      SURFACE    GRINDING, 

PARALLEL    GRINDING, 

INTERNAL    GRINDING. 
a 


We    carry  Large   Stocks    at 
all   our   'Branches    of  .     .     . 

LATHES,   SHAPERS, 

AUTOMATICS,   PLANERS, 

BORING    MILLS. 

RADIAL,    UPRIGHT,    and 

SENSITIVE    DRILLS. 

GAS   OVENS,   FORGES, 

HACK    SAWS,  &c.,   &c. 


Surface  Grinder  on  Planer. 


LONDON  :    9  to  15,  Leonard  St.,  E.G.      BIRMINGHAM :    2  to  10,  Albert  St. 

MANGHESTER:  2,  Gharlotte  St.,  Mosley  St.    GLASGOW:  52,  Bothwell  St. 

NEWGASTLE=ON-TYNE  :    Albion  Buildings,   St.  James'   St. 


®MDfflElff         Machine  Tools 


ELECTRICALLY- DRIVEN  TOOLS. 


SPECIAL   MOTORS 
FOR   ALL   KINDS   OF 
HEAVY    MACHINERY. 


ANGLE     AND     TEE     IRON      BENDING     MACHINE. 


OROMPTON  &  Co.,  Ltd.. 

ARC    WORKS,    CHELMSFORD. 

Head  Office  :  SALISBURY  HOUSE,  LONDON  WALL,  LONDON,    E.C.        (29| 


Machine  Tools 


M.  C.  NICHOLSON  TOOL  Co. 


Engineers    and    Machine    Tool    MaKers. 


City   Road   Tool   Works,   NEWCASTLE-ON-TYNE. 

r  ff>  Telegrams  :  -MACHINERY." 

Specialities  :  -        jLjj  ^^^ 


PROPELLER  SHAFT  KEYWAY  MILLING  MACHINE. 

For  Cutting  Key^vays  in  Propeller  Shafts,  4 '.in.  wide 

by   lin.  deep  by  3ft.  6in.  lon^  at  one  cut. 

Belt  cr  Motor  driven. 


HORIZONTAL  DRILLING  MACHINE. 

For  Drilling  Holes  in  Pipe   Flanges 
and   Girders,  by  Hand  or  Power. 


(WRITE     FOR    OUR     NEW     POCKET    CATALOGUE.) 


PATENT    PLANING 
MACHINE. 


One  of  the  greatest  disndvantages  in  connection 
with  the  American  type  of  Planing  Machines 
hitherto  has  been  the  restricted  position  of  the 
belt  drive.  There  is  only  a  latitude  of 'a  few 
inches  on  one  side,  the  Vertical  position.  This 
lias  been  overcome  by  our  patented  attachment, 
which  enables  the  belt  to  drive  at  any  angle 
between  Vertical  and  Horizontal  from  the 
countershaft  to  the  machine. 


CUNLIFFE  &  CROOM,  Ltd., 

Broughton    Iron   Works, 
MANCHESTER. 


Showroom  : 

66,    Victoria    Street,    MANCHESTER. 

FSTABLISHED    iShd. 


Machine  Tools 


RADIAL,  DRILLING,    BORING, 
^  TAPPING  MACHINES 


FOR  ALL  PURPOSES. 


A  SPECIALITY. 


ELEQTRIQ  and   BELT  DRIVEN,    wUi   unique  ■Features  ..nl  thoroughly  modernised,  11   taking 

FULL  ADVANTAGE       new  HIGH  SPEED  CUTTING  STEELS, 3  ft.  6  in.  1 

7  ft.  radius,  always  in  progress. 


WILLIAM   ASQUITH,  Radial  Maker,  HALIFAX, 


ENGLAND. 


Contractor  to  H.M.  War  Department,  the   Lords  of  the  Admiralty.  Imperial  Japanese 
Navy,  and  other  Foreign  Governments.        ESTABLISHED   1865. 


14 


Machine  Tools 


Selig,  Sonnenthal  ^  Co. 


'^S^Siii 


PORTABLE  CRANES  AND   HOISIS. 

For   lifting   work   on   and   off   machine   tools,   etc. 
For    transporting     heavy    pieces    about    the    shop, 

etc.,    etc. 
These   cranes   are   actually  tested   to    the   full   load 

before    being   sent   out. 


85,    Queen  Victoria    Street,    and 
Lambeth   Hill, 

LONDON,  E.C. 


Machine  Tools 


jfi  "  ■ * 

3! 


a? 

3? 


Milling  Machines. 


3; 

a? 

3? 
* 
3? 


6  by  80  in.  New  Thread  Milling*  Machine. 


3; 
3; 


3? 

3? 

3i 
3? 
3- 
3; 
3; 
3? 


AN    ENTIRELY    NEW    MACHINE,    designed  for  the   nwmi- 

facture  of   precision    screws,  worms,  lead  and   teed   screws,  and    spiral    gears 

for   high-grade    machine    tools ;    also   for   threading   on    other   work,    such    as 

rock  drill  feed  screws,  temper  screws,  etc.,  etc. 

This  machine  possesses  more  ilexibility  and  adaptability  to  miscellaneous 
thread  cutting  tiian  the  engine  lathe  possesses  ;  it  does  the  work  within 
narrower  limits  of   error  and  at  a  fraction  of    the  cost  of   engine  lathe  work. 


Send  to  any  of  the  following-  Offices  for  Illustrated   Booklet: 

PRATT  &  WHITNEY  Co. 


LONDON    OFFICES  : 
BUCK  &  HICKMAN,  Ltd.,  2  S  4,  Whitechapel  Rd.,  E. 
NILES-BEMENT-POND  Co.,  2325,  Victoria   St.,  S.W. 


Works  :  HARTFORD,  CONN.,  U.S.A. 


COt'EN'HAGEX.    DliN'MAUK  :    V.   Low  i:\KU.       STOCKHOLM.    SWICUEX  :     Aki  n:iini..\i;i:T,    V.    Lo\vi..\i:r.       PAKIS  :     1-i;nuiu 
Kkkkks  it  Co.,  2[,   Rue  Martcl.  Agents  for   Kraiicc,  Spain.    Italy,   Hcli;ium,  Switzerland,  and  Portiii<al. 


3? 
3f 
3f 
3? 
3? 
3? 
3* 
3* 
3? 
3? 
3? 
3? 
3? 
3J 


3- 
3- 


3? 


i6 


^HMMMEjf 


Machine  Tools 


C.  W.  BURTON  BRIFFITHS  &  CO. 

1,  2,  6  3,  Ludgate  Square,  Ludgate  Hill,   LONDON,   E.C. ; 
and  at  59,  Finnieston  Street,  GLASGOW. 


The  "Burton" 


is   the   very   latest   pattern   of 


Universal  Disc  Grinder 

on  the  riarket. 
NOISELESS.         VIBRATIONLESS.        ACCURATE.        ROBUST. 


J6 


Made    in  2 
sizes : 

20  inch 

discs. 

28  inch 

discs. 


«^ 


Made  in    2 

styles : 
Plain 
and 
Universal. 


^ 


SOME    advantages   offered   by   the  .  .  . 

"Burton"  Universal  Disc  Grinder. 

Discs  20  and  jS  inches  diameter.  Very  long  gun-metal  bearings,  self-oiling.  Both  tables  provided 
with  improved  angle  gauges.  Both  tables  counterbalanced.  Both  tables  tilt.  Micrometer  feeds  and 
adjustments.     Dust  Depositing   Troughs  and  Guards  to  both  discs.     Press  attached  to  base  at  back. 


FOR     COMPLETE     DESCRIPTION,     WRITE     FOR     OUR     NEW     TREATISE     ON     GRINDING. 

17 


^^iWH«i 


Machine  Tools 


RICE  6  CO.  (Leeds),  Ltd., 


Three-Ton  Hydraulic  Crane. 


LEEDS, 

ENGLAND. 

HYDRAULIC 

Riveters, 

Lifts, 

Presses, 

Pumps, 

Cranes, 

Accumulators, 

PoDciies, 

Intensifiers, 

Sliears, 

Valves. 

Hoists, 

&c.,  &c. 

ABC  Code.  4th  Edition,  used. 
TeleSrapliic   Address:   "Press,    Leeds." 

Tclcplione  Xo.  :  2362. 

!!^  Tt  is  mortb  i  Cbe  Reliance  Cubricating  Oil  Co.  Cbe  Reliance  Cubricating  Oil  Go.,     # 

"P  •»         771UI1                        M.inijf.i.  tiire  ,111.1  .sniipi;  iiu- iv-.r  and  i'Ii.mi  e^t  19  &  20,  Water  Lanc,  Grcat  Tower  street,    T^ 

,i,VOUrlUmiC  HIGH-CLASS     NON-CORROSIVE  London,  E.c.                               <^ 

*,  to  HUV                                     LUBRICATING     OILS  *'*''  ^^'  <5''«>a*  Clyde  Street,  Glasgow;    and  d|, 

^  '"  ""'^                                   i.uisr5io«i  inv.     uii-o          1,  Sandhill,  Newcastlc-on-Tyne.  iT 

"*?  Direct  '^'*°   solidified    lubr  cants  »              rf*. 


Castor.  I,ar>i, 


e.  Neatsfoot,  aiul  Linseeii  nils,  Tal 


Telegrams;    "SUIIASTRAL.  LONDON.' 
Telephone  Nl>.;    A\ENUE  s^yi.  ABC  Code  Used. 


1^$$^$$$$^^$$^$$$$$$$$$$^$^$^$^$$$$$$$^^^$^^^^^^^$^ 


/^'gs^.^V^.lg^^ 


>3-:\l?*\r'3?J^  [mi.l.\iVS  L9)S.i\l\Ji^J^s  &^/ 


i8 


SEND    FOR   CATALOGUES 


HIGH-CLASS    NEW    MACHINE    TOOLS 

IN    STOCK    FOR    IMMEDIATE    DELIVERY. 


Telegrams:    "MILLINQ.    SHEFFIELD."        for  thC  CflUSt  .111(1  niOSt  Ur-IC-DatC 
National  Telephone  No.  :  985. 


HEAVY  =  = 
MACHINE 
TOOLS   =  = 


PLATE    BENDING    MACHINE. 


Also  Special  Lifting  JacK  for  Electric 
WRITE  .  .  .  Tramcars. 

GEORGE  ADDY  6  Co., 

WAVERLEY  WORKS,  SHEFFIELD. 


Patent  Bevelling  Machines 

FOR    SHIPS'    FRAMES. 

STEAM     HAMMERS 

FOR    SMITHS     SHOPS    AND    FORCES 

Forge    Cranes,    Hand    and     Steam 


DAVIS   &  PRIMROSE, 

Xcitb  JromvorSs,  EDINBURGH. 

Code  word  for  this  Machines  "  EYEGLASS."         Al  and  ABC  Codes  used. 
Telegrams:  "EtXA.   LEITH." 


19 


A\(  n/A 


as" 


Machine  Tools 


Wood  Working 


Complete  Catalog'ue,  containing' 
over  200  illustrations,  sent  .  . 
free  on  application 


Machinery. 


DL    HEAVY    PLANING    and    THICKNESSING    MACHINE. 

Kicssling's  Machine  Co., 

46,  RIVINQTON  STREET,  OLD  STREET,  LoNDON,  E.G. 


Machine  Tools 


I 


s 


■A 


IS 

•!S 
IS 


WINN'S 

SCREWING  MACHINES 


MODERN     DESIGN 


^ 


FOR  TUBES  OR  BOLTS— ALL  SIZES  MADE 


JLlso     other      Tyr>es. 


CharlesWinn&Co. 

BIRMINGHAM. 


I 
I 

& 

9- 

9- 


6^ 


ST.    THOMAS    WORKS, 


'l^lfiff\^\q^qpi^\^\^\*fKq^(li\^\^\^\^\^\'4\'4\^\n^^\^\'f^'f^^^^ 


\Mmm_ 


Luke  &  Spencer,  ua., 

BROADHEATH, 

MANCHESTER. 


Telegraphic  Address  : 

"Emery,  Altrincham.' 

National  Telephone  : 

"Altrincham  49." 


Manufacturers  of 


GRINDING , 

and 

POLISHING 

MACHINES. 

EMERY.     .     . 

WHEELS.     . 

Etc 

Send  for  our 
Enlarged 
Catalogue, 
free    on 
Application. 


Machine  Tools 


SCHISCHKAR  &  COIVIPANY,  Ltd., 

Sole  Eiirupsan  Agents  for  the  ACME  AUTOMATIC  SCREW  MACHINE. 

Output  three  to  four  limes  that  of  any  Sinj^Ie  Spinale  MaLhuie- 

Gr eater  Aci.uiacy,  Better  Finish. 

IMPROVED    DISC     GRINDERS. 

UNIVERSAL     CUTTER     GRINDERS      &C..    &C  , 

THE     MILWAUKEE     MILLING    MACHINE. 

Write  for  Cataloi^ue  and  Prices  to 
65     to     69,     STAFFORD     STREET,     BIRMINGHAM. 


Sawing  6  Woodworking  Machinery. 


Contractors  to  most 
Governments,  many 
Railway  Companies, 
Collieries,  Shipyards, 
Dockyards,  ©'c,  &c. 


Over  I, coo 
Workmen     em- 
ployed in 
this 
Department. 


M 


Catalogues   and 

Prices 
on    Application. 


Over  70.000 

Sawing    «S     Wood= 

worKing  Machines 

supplied. 

"GRAND   PRIX," 
Paris,   1900. 


Over    70   Gold 

Medal.s 

and  other 

Hi^he^t 

Distinctions. 


HFA  Large  Patent  Horizoxtai,  Hand  Mill. 


l'^TTl/*%  IJl^TlT^Tl        CD       ^^A\  Chief  Office  and  Showrooms:  ¥  J  17*    /^ 

KlRCrlNLR  cr  OU.,  21=25.  tabernacle  st..  London,  L.C 


IfteMlirailf  Hydraulic  Machine  Tools  j 


THE 


West  Hydraulic  Engineering  Co., 


Telegrams  : 
"AcROSTicAL,  London." 
'  AcROSTlCAL,  Bradford." 


Contractors 

to  the 

Governments 

of 

Great    Britain, 

India, 

Germany, 

France, 

Russia, 

Italy, 

Spain, 

Belgium, 

S^vitrerland, 

Japan, 

Chili. 


23,  COLLEGE  HILL,  LONDON,  E.C. 

WorKs:    LUTON  (BEOS). 
MaKers  of  .   . 


High  Grade 
Hydraulic   Plant 
and 
Machinery. 


TYPE     "A"     HYDRAULIC     PRESSURE     INTENSIFIER. 

With  worKing  non=return  and  automatic  regulating  valves. 

100  Tons  on  Main  Ram.  75  Tons  on  Horizontal  Ram.  50  Tons  on  Stripping  Ram. 


Machine   Tools 


FORGING 
MACHINES 

CAPSTAN    LATHES 

AND    OTHER    TOOLS. 


I,    SAWING  MACHINES. 


0 

GOVERNMENT 
ORDERS  NOW  IN 
PROGRESS. 


WILLIAM  RYDER,  Ltd.,  BOLTON.  ,. 


THE  BOLTON  BLACKSMITH." 


BERTRAMS    LIMITED 


Londcn  Office : 

21,  Gt.  St.  HELEN'S,  E.G. 


ST     KATHERINE'S    WORKS, 

SCIENNES,  EDINBURGH. 


Circular  Cutter  with  Punch  and 
Apparatus  for  Circles. 


Manufacturers   of   all   kinds   of 

MACHINE    TOOLS 

FOR    ENGINEERS,    SHIP    BUILDERS, 

BOILER    MAKERS,    &.c.,   &c. 


"V 


For  Gears,    Bevels,    Worm   Wheels,  Spirals, 
or  anything  in  the  gear  line,  write  to 

THE  BUFFOLINE  NOISELESS  GEAR  Co., 

LEVENSHULME. 
WHO    ARE    THE    ENGLISH 

GEAR  SPECIALISTS. 


Sf^ 


^^ 


Machine  Tools 


Uv^Bda 


THIS 


LATHE 


is  for 


"  SLOGGING " 

or 

HIGH-SPEED 


it 


HAS 


ONE    OF    A    GOOD    LINE    OF    LATHES. 

NEW      CATALOGUE      N  O  AV      READY 


POWERFUL 

DRIVE  AND 

FEEDS. 


J.  PARKINSON  &  SON,  Shipley,  yorks 


Telephone  No.  :   1469. 
Telegrams:  "Tuduk,  Biumixgham.' 


Modern  .  .  . 
Macbine  Tools. 


CAPSTAN    AND    TURRET    LATHES. 
DRILLING    MACHINES. 
MILLING    MACHINES. 
BORING    MACHINES. 


H.W.WARD&Co. 

ONLY  ADDFESS- 

86,    Lionel    Street, 

BIRMINGHAM. 

Contractors  to  British  and  Foreign  Governments 
and  Principal  Engineering  Firms. 


\f^^^^^^r, 


C3 


J     ^  -  

J.  BENNETT  VON  DER  HEYDE,  6.  Brown  St.,  MANCHESTER. 


THE 


DRUM 

PUMP. 

^OHATSO/V'S         PATENTS. 


39 


Write  Jor  Catalogue  6j. 


POSITIVE     ACTION. 

NO     VALVES. 
HIGH     EFFICIENCY. 


Section  01  ■'  Dku.m  '  I'usip. 


DRUM 
ENGINEERING  CO.,' 

27,  Charles  St., 

BRADFORD. 


BimMM 


Mining  Macliinery 


to 

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BmiMmi 


Mining 


TF" 


LOBNITZ"  QOLO   DREDQERS  ARE 

AT  WORK  IN  BRITISH  NORTH 

AND  SOUTH  AMERICA,  AFRICA, 

ASIA,  &c. 


GOLD 


DRED 


AU  VW"- 


,ad=  to  gwSe 


Quick  delivery 


otst.nd:ad.'«- 


UOBNTTi^-i: 


ReNFREXi; 


ftnOTUAND:, 


Telegraphic  Address: 
LOBNITZ,  RENFREW.    Ai  Code  used. 


EDWARD  CHESTER  &  Co.,  Ltd. 


Manufacturers  of  all  Classes  of 


MINING  MACHINERY 

Branches  :   Johannesburg,  Bulawayo,  Barberton,  Port   Elizabeth  in 
South  Africa,  and  Kalgoorlie,  Australia. 

^Vorks:   RENFREAV,   Scotland. 


HEAD    OFFICE:     120,     Bishopsgate    Street    Within,    London,    E.G. 


J.  P.  Hall  &  Sons, 

Ltd.. 

PETERBOROUGH. 

We  make   a  SPECIAL  Compound 
Direct  Acting  Slow  Running 

Boiler  Feed 
Pump 


ECONOMICAL  AND  EFFICIENT. 

We  deliver  100  lbs.  of  Water  for 
the  experiditure  of  t  lb.  of  Stean]. 
Tl^ls  with  our  2,000  gallon  Pump, 
and  a  much  higher  efficiency  as 
the  size  of  the  Pump  Increases. 

AN     IDEAL     PUMP     FOR     GENERAL 
BOILER    FEEDING    PURPOSES. 

Apply  for  Particulars. 


1 

1 

•  1 

4 

4 

► 

r*^''"  ^ 

H 


J.  B.Treasure  aC- 

Excelsior  Fire-Polished 

GAUGE    GLASSES, 

LUBRICATORS, 
INDIA-RUBBER    WASHERS, 

&c.,    &c. 

Vauxhall  Road,  Liverpool. 


J'  Fredk.  Melling, 

14,  PARK   ROW, 
LEEDS,    England. 


Iron  &  Steel  Bars,  Plates,  Sheets, 
Girders,  Channels,  Angles,  Rails, 
Blooms,  Billets,  &  Slabs. 


Write  for 
Section  Lists 
•ind  Prices. 


Telegr.nms  ;  "  LEG.4TION.  LEEDS." 


WMMmif 


Mining 


m 


ERNEST  SCOTT  &  MOUNTAIN.  L 


TO. 


Branch  Offices. 
LONDON:    20,    New  Bridge  St., 

Blackfriars. 
GLASGOW:  93.  Hope  Street. 
CARDIFF  :  8,  Working  Street. 
Sheffield,  Birmingham,  Calcutta, 
Bombay,  Shanghai,    Singapore, 

Johannesburg. 


STEAM 
DYNAMOS, 


^ 


"  Scolt  and  Moimt.iin  '  Protected  Type  Motor,     Operating  Scull  Breaking  Winch. 


MOTORS. 


Boosters. 
Mining  Pumps 

AND 

Haulage   Gears. 
Coal   Cutters. 

NEW     LISTS     NO^V     READY. 


r  -'         /•'T 

w^t^# 

— 

.^^<^J 

n 

1 

"  Scolt  and  Muuntain  "  JMininjt  Pump,     300  galls  per  inin. 
1,500  ft!  head. 


ELECTRICAL  AND  GENERAL  ENGINEERS, 


NEWCASTLE-ON-TYNE, 
ENGLAND. 


28 


'^~^ 


Jlimi^Mmyi     Mining  Machinery 


Blast    Furnace 

GAS     ENGINES 


TWO  CYCLE  G/\S  ENGINES, 
RIEDLER  BLOWING  ENGINES, 
RIEDLER   AIR  COMPRESSORS, 
RIEOLER  ELECTRIC  PUMPS, 
RIEDLER  EXPRESS  PUIVIPS, 
RIEDLER  STEAM  PUIV|PS, 
CORLISS  CORNISH  PUMPS, 
RAND  COMPRESSORS, 
WINDING  ENGINES, 
CORLISS  ENGINES, 
BOILER  PLANTS, 
ROASTING,  SMELTING,  and 

REFINING  MACHINERY, 
COMPLETE  STAMP  MILLS, 
CRUSHERS   and  PULVERIZERS, 
CONCEflTRATION  MACHINERY, 
PROSPECTING  OUTFITS, 
CYANIDE  PLANTS, 
ELMORE   OIL  CONCENTRATION 
PLANTS, 
CONDENSING  PLANTS, 
BOILER  FEED  PUIV|PS. 
RAND  ROCK  DRILLS, 
ROBINS  BELT  CONVEYORS, 
PELTON  WATER  WHEELS. 


(KORTING'S    PATENT). 


500    H.P.    Kopting    Blast    Furnace    Gas    Kngine,    with 
Blowing-  Cylinder. 


Any   of  tbe   above    Catalogues 
on  Applicatioa. 


Gas  Engines  from  400  to  3,000  B.H.P. 


FR ASER  &  CHALMERS,  L= 

Engineering  and  Mining  Macliinery, 
OFFICES:    43^    THREADNEEDLE    STREET,    LONDON,    E.G. 

Works  :  ERITH,    KENT. 

29 


'^^ilMMMmi 


Aerial  Ropeways 


Aerial  Ropeways 

AND   INCLINES   ON  ALL  SYSTEMS 

CONSTRUCTED  BY 

BULLIVANT  &  CO.,  LTD. 

(From  desii<ns  by  W.  T.  H.  CARRINGTON,  M  Inst.C.E.) 

EXAMPLES   AT    WORK    ALL    OVER    THE    WORLD. 


View  ol  a  Ropeway  recently  conalruclod  tor  the  Corporation  ol  Liverpool. 
Hopeways  constructed  to  carry  from  50  to  2,000  tons  per  day.     Suitable  for  the  trarisport 

descriptions  of  niaterials. 

ILLUSTRATED    PAMPHLET    MAY    BE     HAD   ON     APPLICATION. 


of  all 


Makers  of 


Flexible  Steel  Wire  Ropes  for  Cranes,  Lifts,  Hoists, 

Suspension  Bridges,  Ropeways,  &c,,  Hauling  and  Winding 

Gear,  and  Pulleys,  Clamps,  Crabs,  &c. 


^iAy■i^J^%'-,'■■l 


Regd.  Office:  72,  Mark  Lane,  E.G. 


Works  :  Millwall,  E. 


Aerial  Ropeways 


ADOLF  BLEICHERT&C' 


LEIPZIG=GOHLIS, 

ermany. 


/Il>aimtncturci*5 
of  .  .  . 


vi#« 


NfeM 


./*'~«« 


For    the    rapid    and    economic 
handling  of  COAL,  IRON  ORB  and 
BULK  MATERIAL  at  Docks  and   Manufacturing   Plants. 
^      ^      ^      ^      ELECTRIC     OR     STEAM     DRIVEN. 


Hoisting  and  Conveying  Plant,  erected  for  the  Norddeutsche  Kolilen  &  Coakswerke  a.g.  Hamburg. 
T!ie?L'  Tlirce  Cranes  inilo.id  1,500  Tons  Cargoes  in  Ten  Hours. 

SHIPBUILDING    and    YARD   CRANES. 

Cable  Hoist  Conveyors.       Blast  Furnace  Hoists. 

THREE-MOTOR    ELECTRIC    TRAVELLING    CRANES. 
^     ^     ^     Improved    Band    Friction    Hoisting    Machinery. 

Plants  also  designed  in  connection  with  BLEICHERT'6  WIRE-ROPE  TR.iMWAYS, 
as  per  adveftisement  of  the  preceding  and  following  number. 


AN    EXPERIENCE    OF  30  YEARS. 


IRcpresent.itivc  :— 


>; 


J.  SCOTT-ANDERSOH.  "*'=- 


Proposals  Cheerfully  Furnished. 


M.I.Electr.Engrs. 
SHEFFIELD,  Royal  Insurance  Buildings. 


Iron  and  5teel,  &c. 


"'y'B{. 


-y™  ,^  .wUBJigMB^  j^^ 


Brown  Bayley's  Steel  Works,  L™ 


Telegraphic  Addresses 


\   "BAYLEY,  SHEFFIELD." 
'(  "  BALI,  LONDON." 


5HEFriELD. 


Manufacturers  of  steel  by  the  "SIEMEN'S"  and  "BESSEMER"  Processes. 


MAKERS  OF     .     . 

Tyres,  Axles,  and  Springs  for 
Railway  Locomotives,  Railway 
Carriages  and  Wagons,  and  for 
Tramway  Engines  and  Cars. 


Special  Guaranteed  Spring  Steel  for 
Railway  Locomotive  Springs,  Railway 
Carriage  and  Wagon  Springs,  and  for 
Lorry,  Dray,  and  Cart  Springs. 


Planished  Steel  Bars  for  Shafting  for  Engineers, 
and  Agricultural  Implement  Makers. 


STEEL  FORGINGS. 

SPECIAL  STEEL  BLOOMS  AND  SLABS 


London  Office:  Suffolk  House,  Lawrence  Pountney  Hill,  E.c. 


'   GlSjTjlJiSFaR-' 

ENGINEERS  &TOOL  Makers 

TD  MACHINE    CLEAN  «-.  BRIGHT 
ALL    OVER. 

PAKKEK  FOUNDRYrO.DEJ^BY. 


ON     AUIJIIBALVV     Ur.T 


Fried.  Krupp 
Grusonwerk. 

Magdeburg-Buekau  (Germany  i. 


RAILS 


^^    POINTS  AMD  CROSSINdS. 


^       LEEDS     ' 


Complete  Installations  for 

Powder   and 


4^    Explosive 


Factories. 


A^enl  fur  Ciicat  I'.rit.iin  and  hcl.iiul  : 

WQTAMM  25,  College  Hill, 

■  OiniUlUi  Cannon  Street,  London. 


32 


Iron  and  Steel 


DROP-FORCED  WROUCHT  STEEL  SPANNERS. 

S^  .-"v        T->  -.1111    :M6Ihs  to  3-in,    Nut- 


SOLID    ?=?   DYNAMO 
DROP    5=^       EYE 
FORCED.  ^S.    BOLTS. 


0 


l\ 


Armstrong,  Stevens  &  Son, 

\VHITT.\LL   STRliin, 

Birmingham. 

^  Price  Lists  on  application.  = 


N 


k= 


ON    ADMIRALTY    AND    WAR    OFFICE    LISTS. 


DROP 


Established  1848.  Incorporated  1886. 


FORGINGS 


THOMAS  SMITH  &  SONS 

of  SALTLEY,  Limited,    BIRMINGHAM. 


33 


.(MsiicaEir 


■   tWII    ' 


Iron  and  Steel 


I  _  —  « 

I  vyranKsnaiis  cr  r  orgings  i 

^  (ON  ADMIRALTY,  WAR    OFFICE,  «Sc  ,  LISTS.)  * 

*  t 

■ft 
■* 


Orankshafts  &  F  orgings 


* 

« 
* 

^  BENT  CRANKS  (Square  or  Round)  FOR  MARINE  AND  OTHER  PURPOSES. 

'  WOODHOUSE  a?  RIXSON, 

.     .     .     SHEFFIELD. 


■ft 
* 


Drop 
Forgings. 


You    should    use  them    instead 
of  castings   if  you    want 
Strength,   Lightness  and  Finish. 
Inquiries   solicited. 


SMITH'S     STAMPING 
WORKS,  Ltd ,  Coventry 

The   Eneineering  and   Shipbuilding  Stampers. 


Iron  and  Steel 


Buok  &  Hickman,  Lt.rt 
London. 


Baxendale  &  Co., 
Manchester. 


F.  A.  KEEP,  JUXON  &  Co 


RfVETTEDWPBK 


OF    EVERY    DESCRIPTION. 


TANKS 


FOR 


TRANSPORT 
SERVICE. 


MISCELLANEOUS 
IRON-PLATE   and 
CONSTRUCTIONAL 
IRONWORK. 


r  orward    iV orks, 

BARN     STREET. 

BIRMINGHAM. 

National  Telephone:  S779. 

TeleL'rams  ;    "  Structures.  Birmingham. 


C    2 


fc^Dcai 


Iron  and  Steel 


Fainley  Iron 


ROLLING     BARS 


Farnley  Bar  Iron  is  used  in 
Mining  for  pit  cages,  suspending 
gear,  and  other  important  parts, 
and  on  all  the  leading  Railways 
in  Great  Britain,  India,  and  the 
Colonies,  for  shackles  and  other 
vital  parts  subjected  to  repeated 
shocks. 

Farnley  Iron  will  stretch  cold 
from  Is  in.  to  2^  in.  in  a  length 
of  G  in  before  fracture,  and  is 
safest  for  welding. 


-^^■ 


Address:  The  Farnley  Iron  Co.,  Ltd.,  Leeds,  England. 


ON    ADMIRALTY    LIST. 


Telegrams:   "CRANKS.   LINCOLN. 


FOR    eRHNKS 
&  FORGINGS 
©F    EVERY 
DESeRIPTIOIV 
WRITE   T© 


eLHRKE'S 
eRaNK   & 
FORGE   e©., 
LTD.,  LIIVe©LN, 
ENGLAND. 


Iron  and  Steel 


WALTER    SCOTT,    Ltd., 


LEEDS      STEEL  Telegrams : 

"  Bessemer, 

WORKS  .    .    .         ''"''^•" 
LEEDS,  ENGLAND. 

Manufacturers  of    .    . 

Rolled  Steel 
Joists, 
Channels,  etc. 

Mild  Steel   Blooms,  BiUets, 

Slabs,     Tinbars,      Rounds, 

and  Flats. 

SpecialifV; 

Tramrails. 

Books  of  Sections  and  other  in/ormatior, 
on  application. 


RICHARD    DAVIES    &    SONS, 


VICTORIA 

BOLT  AND  NUT 

WORKS, 


BILBERRY 

ST., 

MANCHESTER. 


Manufacturers  of  BOLTS,   NUTS,  WASHERS.   RIVETS.  TIE-RODS   IN    IRON   OR  STEEL.     Also   BEST    BRIGHT  FINISHED  NUTS, 
SET  SCREWS.  WASHERS.  &c.,  FOR  ENGINEERS  AND  MACHINISTS.    Telegrams :  "  HEXAGON,  Manchetter. 


EDWIN  MILLS  &  SON, 

Estd^io.       Bsplefi  Jron  MorSs,  HUDDERSFIELD. 
HYDRAULIC    PRESSES    for    all    purposes. 
HYDRAULIC    PRESS    PUMPS     £>     d 

HYDRAULIC    HOISTS    and    LIPTS. 
5CREVV    PRESSES    of  all   descriptions. 

Textile  Slull  and  Finishing  Presses.  Hay  and  Straw  "';«««• 

Oil  Presses.  Fibre  Presses.  g  Steam,  Hand,  and  Belt  Driven 


Cotton  and  Wool  Presses. 


High  Pressure  Pumps. 


Press  and  Pump  Leathers  of  Best  Manufacture  always  on  Hand. 


Tih'I'hoiK  Xo. 


■  ..5/.  Telegrams:  ■■  OilO,  HUDDERSFIELD/ 

A  B  C  Code,  4th  and  sih  cdilions. 

.37 


Roofs,  &c. 


More  durable  than  iron.  Cheapest  forall  spans  up  to  100  Feet. 


D.   ANDERSON    6   SON,   Ltd., 


LAGAN     FELT    WORKS,    BELFAST,    and 
FINSBUKY    PAVEMENT     HOUSE.     LONDON.     E.C. 


The 


Portable  Building  Co.,  Ltd. 


Finsbury  Pavement  House, 

LONDON. 


PLEETWOOD. 


Manchester   Chambers, 

MANCHESTER. 


Buildings 

for  Home 

and 


__Aiji"fi?^f 


Portable, 
Artistic,  and 
Comfortable 
Export.    ''""r'^r'"^*'H?frM-         OwelUngs. 

Bungalows,  &  Motel  Buildings.  ** 

SPECIAL    DESIGNS    FOR  ALL    CLIMATES. 

Buildings  Packed  &"  Marked  in  Sections 
for  Easy  Transport  &  Erection. 

DELIVERED     F.O.B.    LIVERPOOL,    LONDON,    or    SOUTHAMPTON. 
Estimates,   Designs   6  Catalogues   Free. 


South  African  Address: 

P.O.     BOX     175    JOHANNESBURG. 


Derby, 


Handyside 


London 

Al.AB.C.     . 


TheGLEVELAND  BRIDGE  &  ENGINEERING  G" 


NEW    HIGH    LEVEL    BRIDGE     NEWCASTLE-ON.TYNE. 


LIMITED, 

DARLINGTON,  ENGLAND. 


Bridge  Builders  & 
Contractors. 

Annual  output  15,000  tons. 


CONTRACTORS     FOR 

The  New  Migh-Level  Bridge  over  the  Tyne 
at  Newcastle  for  the  North  Eastern  Rly.  Co., 
carrying  four  Railroads,  value  half  a  million. 

SPECIALISTS     IN     DEEP     FOUNDATION    WORK. 


39 


"~7^ 


fmmM(^MmM( 


Tubes 


MANUFACTURERS    OF 

Weldless  Steel 


and 


Iron 
Tubes, 


Steam  Pipes,  Hydraulic     M- 
Tubes,  Boiler  Tubes, 
High  Pressure   .   . 
Steam  Mains, 


HOLLOW  FORCINGS, 
COLLARS,  FERRULES 
BUSHES,  LINERS. 
COUPLINGS,  AXLLS, 
PISTON  RODS, 
Etc..  Etc., 
Quoted  fur  (in  .  . 
receipt  of  .  .  . 
particul.irs. 


FOR 


Super-heaters 

A  SPECIALITY. 

Contractors  to  the  War  Office 
and  Admiralty. 

Tubes  Limited. 

BIRMINGHAM. 

Nat,  Telephone  No.:  2582,    Telegrams:  "  Cylinders,  Birmingham." 


•JO 


Tubes 


C 


Thomas  Piqqott  &  Co.,  Ltd.,"; 


ATLAS    WORKS, 

5PRING    HILL. 
RMINGHAM. 


GAS,  HYDRAULIC  and 
GENERAL  ENGINEERS. 

•H     -3»     ^ 

Gas  Plants  and  Construc- 
tional Ironwork  of  all 
descriptions. 

Columns,  Girders.  Castings. 

Welded  and  Rivetted  Steel 
Pipes. 

Stamped  and  Steel  Angle 
Flanges. 

Steel  Chimneys  of  all  sizes 
and  designs. 

Tanks  in  Steel  or  Cast  Iron 
for  Petroleum  St  Water. 

Pans  for  Sugar.  Cassada, 
&c..  for  all  Markets. 


London   O/Juc: 

i4.Ct.Si.TH0IVIAS  APOSTLE 

TeU'i^rams  : 
"Atlas,  Birmingham." 
"  Intersection,  London.  ' 

ABC  and  Ai  Codes  iis^d. 


^aams^eiss^^^^^sm.'v^^-    ^sj^t^m 


steel  Lattice  Girder  Bridge,  in  one  span  of  115  feet  10  inches.  12  feet  deep,  and  13  feet  wide,  erected 

over  the  River  Teme  at  Lullow.  and  carrying  Welded  Steel  Main  3  feet  6  inches  diameter, 

for  the  Birmingiiam  Welsh  Water  Scheme. 


THE  WELDLESS  STEEL  TUBE  Co., 

LIMITED. 

ICKNIELD   PORT   ROAD,   BIRMINGHAM. 

(Welcless.J 

Trade  Mark. 


The  Original  Makers  of 

PATENT    WELDLESS    STEEL    TUBES 


ON    ADMIRALTY    LIST. 


ESTABLISHED     1872. 


For  BOILERS 

HYDRAULIC     PRESSES 
FERRULES 
BORING     RODS 
BUSHES 


SHAFTING 
COUPLINGS  6 
GENERAL 
ENGINEERING 
PURPOSES 


41 


!i BP 

jfmMmi 


?ii5' 


Boilers,  &c. 


Engineers  and 
Manufacturers  of 


BABCOCK  &  WILCOX  Ltd., 

Patent  Water=Tube  Steam  Boilers. 


OVER   3,500,000   H.P.    IN    USE    IN  ALL   INDUSTRIES. 

The  only  Water-Tube  Boiler  which  gained  the  GRAND   PRIX 
(Hij^hest  Award)  at  the  Paris  International    Exinhition.    1900. 


Complete  Installations  of  Steam 

Piping  and  Boiler  House  Plants. 


ALSO 


WATER-TUBE  MARINE  BOILERS. 


ESTIMATES    AND    PLA:^S    ON    APPLICATION. 


Babcock  &  Wilcox  Boiler,  i  rrTi:D  with  Sltkrhearkr, 


A  valuable  treatise  on  "  Steam  "  and  "  Ac- 
cessories" Catalogue  free  on  application, 
to  Entiineers  and  Steam  Users. 


Head  Offices  — 

LONDON :  Oriel  House,  Farringdon  St., 
E.C. ;  and   Branches. 

WORKS:   RENFREW,  Scotland. 


HerbeetWermL™ 

flooDGATES^v/oi^KS 
BiRmiNCHAM. 

TELEGRAPHIC   ADDRESS 

"floodgate"  BIRMINGHAM. 

TELEPHONE     N?  373. 

STOCK     250.000.    CROSS 


Boilers 


THE  STIRLING  COMPANY 
OF  U.S.A. 

The  Original  Manufacturers  of  the 

STIRLING 
BOILER 


WATERTUBE 

SAFETY 


THE  MOST  ECONOMICAL  BOILER  ON  THE  MARKET. 

ADAPTED  for    ANY    KIND   of  FUEL,  and  for 
either  HAND  or  MECHANICAL  STOKING. 


Specially  suitable  for  Firing  by  Gas 
from  Blast  Furnaces  or  Producerf ,  or 
forutilisingWaste  Heat  from  Healing 
Furnaces.  Upwardsof  1,400,000  H. P. 
of  our  Boilers  in  operation. 


ESTIMATES      GIVEN      PO?      COMPLETE      BOILER-HOUSE      EQUIPMENTS, 

BRITISH     BRANCH— 

53,  Deansgate  Arcade,  Manchester. 


TELEPHONE  3098. 


Telegrams:    "TUBULOUS,    MANCHESTER. 


THE    MORRIN    PATENT 

'CLIMAX' WATER  TUBE  BOILER 

600,000  H.P.  in  use. 


Made  in  all  sizes 
up  to  1,500  H.P. 

-uitable  for  all  Steam-rai^inn 
purposes,  and  all  conditions 
of  working. 

llest  disposed  Heating  Sur- 
face for  utilisation  of 
furnace   gases 

i'.est  Wdter-circulatingsysteni 
and  steam  superheating 
system  obtamable. 

Tubes  all  one  size,  and  ex- 
panded into  one  drum  only. 

P^conomical  in  Hoor  space. 

ICconumical  in  working, 
whether  fired  by  hand  or 
meclianicallv- 


Also  Coal,  Coke,  and  Ash 

Conveying  Plants,  Water 

Softeners,  and  Purifiers. 

Steel  Chimneys.  &c. 

B.yOMD8llO., 

LTD.. 

CliKiiix  Boiler  Ulorks, 
REDDISH,  near 
MANCHESTER 


London   Office:  47,  VICTORIA  ST.,   WESTMINSTER. 


LEEDS  CITY  BOILER  WORKS 

{Established  1862. 
a     a     ON     ADMIRALTY     LIST,     a     0 


MAKERS  OF 


High-Class 


BOILERS 

To  stand  any  test  or 
pass   any  inspection. 

^..  MAI'E    ll\    THK 

LATEST  IMPROVED 
MACHINERY. 


VERTICAL    BOILERS 

Always   in    Stock  and  in  Progress.  *' 

SPECIALITY.— Boilers     Htted     "ith     DeiKhtons     P.itent    Corrugated 

Fluf.-  uive  211  per  cent,  increased  heating  surface  over  ordinary  Hues. 

Contractors  for  Roofs  and  all  kinds  of  Structural  Iron  and 

Steel  Work. 


43 


IffeiiilHidMDca] 


US) 


Boilers,  &c. 


ROVLES    limited-  iRLAM  •  A\ANeH ESTER. ^ 


COCHRAN  BOILERS 

PATENT  VERTICAL  MULTITUBULAR 


AND 


High=Class   Cross    Tube 


Supplied   to   alt    the 
LEADING 

STEAMSHIP    OWNERS, 

RAILWAY    COMPANIES, 

and    GOVERNMENTS 

throughout    the    World. 


COCHRAN  &  GO.  (Annan), 

LIMITED, 

Annan,  Scotland. 


44 


Wells'  Specialities 


a' 

Vi 

It 

0' 

if 
11 


it 
i* 

♦1 

i* 

♦ 

0 


THE     i4 


^t» 


mens  Ddhi" 

WVliirOfA'  *  WELLS'   PATENTS). 


POWERFUL     PORTABLE     LIGHT     FROM     OIL 

Up  to  5,000  Candle  Power. 

For  ENGINEERS,  CONTRACTORS.  SHIPYARDS,  RAILWAYS,  COLLIERIES, 
QUARRIES,    MINES.    HARBOURS,     DOCKS,    etc. 

OVER      17,000      SOLD. 

Supplied  to  500  British  and  Foreign  Railways. 

Adopted  by  26  Governments  and  all  leading  Firms. 

Exclusively  used  by  the  Great  Military  and  Naval  Powers. 


Xo.  0.     Lamp,      soo  Candle-power.     Small  Hand  pattern  

1.  Do.      500  or  I. ^oo  Candle-power.     Hand  pattern 

2.  I  i;oo  or  2. SCO  Candles.     Useful  and  Portable  pattern 

,',     3.    2.500  or  3.500  Candles.     Manchester  Ship  Canal  pattern 

4-    3$°°  or  5  °°°  Candles.    A  most  powerml  Lamp 

Burns  either  heavy  Wells'  Oil  or  Petroleum,  but  the  former  is  very  cheap  and  gives  about 
30  per  cent,  more  light  than  petroleum. 


£7 
£10 
£15 
£16 
£17 


7s, 
Os 

10 

10s 

15 


;N 


Kettle  Torch  Lamps. 

The  Miner's   Favourite. 

Thousands  Sold. 

Used  exclusively  bv  De  Beers. 

Randt  Mines,  &c. 

Also  liirgelyusedby  Ccui- 

tractors.  Corporations, 

Collieries.  &c. 

Large  Flaming  Light. 

No.    iS.    ^    Pints,    li    in. 

Wick.  4s.  6d.  each. 
No.  28.  same  shape    as 
above,  but  having  two  Wicks, 

6  Pints,  9s,  each,  — 

A  Splendid 
Lamp,      fitted 
with  2  in.  Wick. 
5  Pintscapacity 
9s.  each.  Suit- 
able for  Sewer- 
ge  and    Drainage    Work 
Steam  Trawleis.  &c. 


WELLS'  OIL  CAS 
GENERATING    LAMPS. 

Light  from   Kerosene  or  Petrr)leum 

without  Wick,  Smoke,  or  Smell 
at  less  than    One    Penny  per   hour. 

Perfect  Safely. 

Xo  Ex}loswe  Naptlia 

used. 

Thoiisaiuis  sold. 

Uuatjected  by    Wind. 

EACH 

No.  12.  3  hours  119 

No.  13A,  «ith  Tripoti  13  9 

I^o.  13,  5  hours  14- 

No.  13A,  with  Tripod  17/- 

No.  14.  7  hours       ..  16/- 

No.  I4A,  with  Tripod  19/- 


Extra  Burners 
for  above. 
2s.  each. 


j^  Wells  Lightning 

W|!1L_    LIME&CDLDR 


WASHER. 


—  V«LLW0RK!<W£llSW7fMrS 


♦« 


NO    OUTSIDE    POWER    REQUIRED. 

LIME.    WHITING,  OR    COLD  WATER    PAINTS, 

Applied  at  a   speed    of  from   8    to   10   square  yards 
per   minute,   in  a  manner  superior  to  brush    work. 

One  coat  with  the  Machine  on  rough    surfaces  is  equal  to  two  applied  with  brushes. 


Will  save   First   Cost   in  a   Few  Days. 

1^  ^         frice.    with    5   it.    foie,    bmgie  spraymy  iMj:t/,n:.  ^..il.       £C      1  OS. 

No.  4* 

No.  6. 


Price,    with    5   ft.    Pole,    Single  Spraying  Noz/.le.  and 

20  ft.  Speci.il  Aimoured    Hose, 
Price,    with    Wheels.   5   ft.   Pole.  Single    Spiaying        £]0      lOS. 


Noz/Ie.  and  20  ft.  Special  Armoured  Hose. 
Same  capacity  as  No.  1  Machine. 


£7     7s.    — 


a 
0 
o 
o 

a 
c$ 
a 
o 

a 

0 
0 

ii 


A.   C.   WELLS   6    Co., 
100a,    Midland    Road,    St.     Pancras, 


te^feitofe«.,JP* 


WorKs  :  Cheetham,  Manchester. 


LONDON.  N.W. 


.it 
It? 


♦I 

It} 

J0 


»    »    ^    ♦    ♦ 


45 


Brass  Foundry 


Hunt 


and 


MittOD, 


MAKERS    OF 


HIGH^CLASS 
FITTINGS  ONLY 

for  Engines  and  Boilers.    :^^^^^^^= 


Engineers'  Brass  Finishers. 


CROWN  BRASS  WORKS, 
OOZELLS  STREET  NORTH, 

BrRMINGHAM.1 


Patent  "  End  Sitjlit"  Oil  Distributing  Box. 


Telegrams  : 

MiTTON.  Birmingham." 

Telephone  :  394. 


Complete  Self-contained  Boiler 
Equipment. 


Oil  Gauge  Indicator  for  Solid 
Bearings. 


Skani  Cylinder  Gic.ise  Cups. 


46 


Killingbect's  Sight  Kced  Lubricator. 


.©^DKIEtr^ 


Packings 


THE 
BEST 


METALLIC  PACKING 


IN     THE     WORLD. 


OVER    130,000    FITTED 

TO    ALL    TYPES    OF    ENGINES    IN    EUROPE.    ASIA, 
AFRICA.    AND    AMERICA. 


Supplied   to   the    British,   United    States,    Dutch,    Spanish. 

Japanese.   6c.,   Navies.      Friction    Decreased.      Power  and 

Fuel     Saved.  Vacuum     Improved.  Automatic    Self- 

Adjusting.    Steam  Setting.     Entirely  Metallic. 


United  States  Metallic  Packing 


CO.,    LTD. 


Telegrams:  "Metallic.  Bradford.' 
Telephone  No.:  604. 


BRADFORD. 


Also  MaKers  of 


THE  BRADFOR 
PORTABLE 


°  Power  Drill  &  Reamer. 


AIR    COMPRESSORS    and    PNEUMATIC    HAMMERS. 
PNEUMATIC    HOISTS.      PNEUMATIC    PAINTERS. 
PNEUMATIC    RIVETERS,    <Sc..    <&c. 


OVER        3,000,000        H.P.        FITTED 

Correspondence   invited. 


COMBINATION 
METALLIC 

PACKING 


.  .  THE 

METALLIC 


3* 

•1 


COMBINATION 

GATESHEAD=ON=TYNE. 


47 


PACKING 

CO.,  LTD., 


<;     (1) 


3 

&) 

S 


p* 
d 
•d 

V 

3 
a 

7i 

c 

3 


Packings,  &c. 


"-it|i!i';!(| 


Jik^^SSBM.^ 


9^^ 


1^ 


^■x1 


xie^tX% 


MetSmPACKlNG^'PI^'^ONS^  5TE|^TRAP5-£c 


^^*^mam 


v/^" 


'''r-:ZZ^<^K 


^ 


^:i 


LANCASTER  tTONGE  vrp  PENDLET(DN'MANCHE3TER 


EXHAUST   HEAD   pSr 

Prevents   the    Ejection   of   Oil    and    Water, 

Reduces  the  Noise  of  the  Exhaust.     Saves  the    Oil    or    Grease. 
Prevents    Damage    to    Property.  No    Back    Pressure. 

Guaranteed    Effective. 

Sole    Licensees. 

THE   FRIGTIONLESS  ENGINE  PACKING  CO.,  LTD., 

Hendbam  Vale   Works,  Harpurbey,  Manchester. 


Sole    Proprietors 

"KARMAL"    ENGINE    PACKING. 


ROKO'EDGE     BELTING. 


NOW    READY. 


Image's    Magazine 

*  Vol.   I.    JULY-DECEMBER,    1902. 

Fully   Illustrated.    Handsomely  bound   in  half  morocco.    £1    Is.  net. 


C/.U/V  House,  Surrey  Street,  Str'nd.  W  C. 


m^mf 


Lubricators.  &c. 


MOSSES  &  MITCHELL'S 

Genuine  Vulcanized  Fibre 

SHEETS. 
TUBES. 
RODS. 

INSULATORS. 
VALVES. 

WASHERS. 

STAPLES. 


WRITE    FOR    PAMPHLET    AND    PRICES. 

MOSSES    &    MITCHELL, 

70-71,  CHISWELL  STREET,  LONDON,  E.G. 


RATEMT 


LUBRICATORS,  OIL  CONDUCTORS, 

GREASE    CUPS. 


FINEST 


Various 
Size-. 


QUALITY. 


Standard 
Threads 


BEARING    BALLS. 


_9, 
32 


A  7 

8  16  2 

Cast  Steel  and    Phosphor  Bronze. 
Sbno     for     New     Catalogue. 

TEALE  6  CO.,  Birmingham. 


W.  H .  WILLCOX  <S  Co.,  Ltd. 

23,  34  and  36,  Southwark  Street,  LONDON. 

PENBERTHY   PATENT    INJECTOR 

For  ALL  Boilers.  '"''"""''"'^tnetlt&c"" ''"'"°° 

OVER    250,000    IN    USE. 

HANDLES    HOT    WATER.  Will  Deliver  at  Boiling  Point. 

Works  on  High  and  Low  Pressures. 
AUTOMATIC  and   RESTARTING.  Lifts  up  to  22  ft. 

N     3     STYLES     AND     16    DIFFERENT     SIZES. 


ASHTON'8  "p!?^^-  LUBRICATORS 

Never  fail.       Thousands  Sold 


Size 


SENT    FOR    ONE    MONTH'S    FREE    TRIAL. 


Pints. 


Ash 


Price      3©-         39/-         4S-         TSl-         ilO/-    each. 

Do  not  confuse  this  with  the  cheap,  unfinished,  American  make. 

for  Lis.  36.   THOMAS  A.  ASHTON,   Ltd.,  Norfolk  Street,  Sfieffield. 


43 


Lubrication 


"VACUUM"    WASTE    OIL    FILTERS    (Patent). 

SAVE    INITIAL    OUTLAY    IN    A    SHORT    TIME. 

Prices  from  37s   6d   to  £21  each,  with  filtering  capacities,  v,irvinfi  from  2  .,^all.>ns  per  week  1"  ■<>  frillons  per  day.      ( In  three  types  ) 
Largely  adopted  b^  gas  enfime  and  cfhe?  machinery  users.     Invaluable  for  Electric  Lighting  Stations,     b  ull  particulars  on  apphcafon-also  of  c 

"B"  TYPE 
PATENT  FILTER.  = 


Closed. 


■0-2" 

=  !  u..i: 

—  ^    lU   u 

,,  E  £  S 

O  C        ZC 

3  "  a  m2 
3  '€  ^■"'  ^ 
:;S.S£E 


z 


■5     10 


.  a 


■o 
a 


a 
10 


3 
ID 


VACUUM    OIL  COMPANY,  LI°    Norfolk  Street,  LONDON,  W.C. 


so 


steel  Tools,  &c. 


___ — u . — ^^ ._^ — . — 

We  have  three  Specialities  - 
BUCKLEY'S  BOHLER  STYRIAN  TOOL  STEELS 
BUCKLEY'S  STUD   STEEL 

BUCKLEY'S  PATENT  JACK 


The   Patent   BucKley  JacK  has  a 
vertical,   firm,   and   steady   lift. 
One   man   can   lift   10   tons. 


Made 
in 

Three 
Sizes. 


Also  fitted  ^vith  Independent  Traversing  Base, 


No.  1  "Bl'Ckley"  Jack... 
No.  2  "Buckley''  Jack... 
No.  3  '-Buckley"  Jack... 


When  Down. 

measures  5J  in. 

9      u 
12       „ 


When  Raised. 


Load. 


Hi 

in. 

10  tons. 

22 

n 

15      t. 

30 

1) 

-'O       „ 

BUCKLEY'S  STUD  STEEL  TESTS. 


Size  „        ~  Specimen     Yield  Point,  Ult.  Stress,  Elong.ation  Contraction 

Bar.      I        "°^  lESTED.  Number.      Tons  sg.  in.    Tons  sg.  in.     ° ,,  on  4  in.     of  Area  °  q. 

68-0 
66-3 


^  .         (  Untreated 

i      ■      (  Oil  tempered 


4.6 1 5 

4,622 


'27'6 

22'7 


SO"."? 
346 


25-0 

2I"2 


BEND  Screwed    !,    in.    Bar,   specimen   No.   4,627,   bent   from    o"   to    90"   and    back   to   o" 

TEST,      seventeen    times   before   fractme.      Total    degrees   bent   through    1.530    in. 


Particulars 


SAMV   BUCKLEY, 

St.  Paul's  Square,  BIRMINGHAM. 

Works:   Styrian   Steel   WorKs,   SHEFFIELD. 


51 


Miscellaneous 


BALL   BEARINGS 


For  Crane  Hooks, 
Crane  Posts, 
Worm 

Gearing, 
Turntables, 
Turbine 

Shafts, 
Propeller 

Shafts, 
Etc. 


ROLLER 

BEARINGS, 
STEEL  and 

METAL 

BALLS, 
and  Bright, 

Accurately 

Finished 

NUTS. 


The  Auto  Machinery  Co.,  L*"^ 


COVEN^TK'V. 


COLONIAL  AND  FOREIGN 
CONTEMPORARY  OPINIONS 
OF  "PAGE'S  MAGAZINE.' 


"Its  editor   is  Mr.D.uidge  P;i_   . 
clear  conception  ol"  what  his  Magazine  ouglit  to  be  to  capture 

t 


and  lie  has  evidently  a 
ture 
and 


the    patronage   of   those   engaged   in   the  engineering  anc 
shipbuilding    trades.      Students    in   all   departments   of  en 
gineering    will    tind    Pace's   Magazine  a   profitable    and 
informing  companion." — Xmi  Zealand  Times. 

'•We  welcome  the  publication  as  a  distinct  addition  to 
the  litei.iture  connected  with  all  the  principal  branches  of 
the  mechanical  arts.  .  .  .  Each  monthly  issue  is  an 
admirable  shilling's  worth."— 7";;hc.>  i)/  Ceylon. 

"  Page's  Magazine  is  most  attractive  in  appearance  and 
design,  and  to  the  technical  it  will  be  found  deserving  of  a 
regiiiar  place  on  desk  and  she\i:'—yi'hainicsbur:^  Star. 

"The  Magazine  is  quite  a  model  of  what  a  technical 
paper  shouUrbe."— .Ya/n'  Adveiiisei: 

■'  Page's  Magazine  promises  to  rank  as  one  of  the  best  of 
the  technical  monthlies."— .l/d&OH;»t:  Ai'^iis. 

'•  Page's  Mac^azine  is  one  of  the  most  beautifully  produced 
monthlies  published.  The  illustrations  are  exquisitely 
piinted.'' — Jainaiea  Gleaner. 

"  The  new   Magazine  seems  likely  to  take  a  prominent, 

if  not  a  leading  place  in  the  long  list  of  technical   journals. 

Altogether  it   is   a  notable  production  fully  meriting, 

in  our  opinion,  the  high  encomiums  passed  by  a  number  of 

men  of  note  and  influence  at  home.''— A'ci/'i'  Herahl. 


Miscellaneous 


One  Actual   TEST  is  worth   100  Opinions. 
DENISON'S 

.  .  NEW.  . 

C.  I.  Bar  Tester. 


I*  1* 


Tests  to  Destruction  Specimens 
2  in.   X    I  in.    and    I  in.    square. 


V      V 


S.  DENISON  &  SON, 

HuNSLET  Moor, 


THE  . 


Phosphor  Bronze  Co., 

SOUTHWARK   LONDON,  S.E. 


LTD. 


SILICIUM    BRONZE    WIRE 


iln  five  grades  of  Conductivity  and  Tensile  Strength.) 

The    best    for    Electrical    Aerial  Lines.     As  used  by    British 
and    Foreign    Governments,    and     the    principal    Telephone 
Companies,  Electrical  Engineers,  etc. 
SILICIUM    BRONZE  is  also  supplied  in  the  form  of  Billets.  Ingots, 
Strip,    Sheet,    and    Rods. 


Miscellaneous 


SEND  us 

YOUR 

CAT 


ALOGUE 


Or, 


Anything  else  you  would  liKe 
to  have  attractively  printed, 
and    let    us     send     quotations. 


GOOD   PRINTING  PAYS   THE  USER. 


Telephone  :   504    HOLBORN. 


Telegrams  : 

"SOUTHERNWOOD,  LONDON. 


SOUTHWOOD,    SMITH   &   Co.,  Ltd. 
Plough  Court,  Fetter  Lane, 

LONDON,   EC. 


>(SMaKIl)f 


Fans,  &c. 


■' SIROCCO"  FANS    FOR  S.S.  •■CELTIC," 


"SIROCCO" 

Centrifugal 
Fans 

.  .  FOR  . 

VENTILATION, 
FORCED    DRAUGHT 
INDUCED  DRAUGHT 
HEATING, 
COOLING, 
DRYING. 
REfRIGERATION. 
DUST   REMOVAL. 
FORGE  FIRES,  ETC.,  ETC. 


3lso  "Sirocco"  Propeller  Pans,  Furnace  Fronts,  Engines,  etc. 


Illustrated    and   Descriptive  Pamphlets 
on   Application-  4  -^  ^  ^ 


DAVIDSON   {3  CO.,  Ltd., 

Branches:  LONDON.^MmH^^^^^^^^^  "  Sirocco  "  Engineering  WorKs,  BELFAST. 


"  STANDARD " 


EXHAUSTERS, 
BLOWERS. 

FANS. 


Write  for  Prices   and    Particulars   to 

THE  STANDARD  ENGINEERING  CO.,  LTD., 

LEICESTER. 


431  WiLFLEY  Tables 

Have  been  installed  by  the.  .  . 
ANACONDA  COPPER  COMPANY, 
and  are  now  in  use  at  that  mine. 


If  you  are  in  the  market  for 
CONCENTRATINQ  MACHINERY, 
send  for  particulars  of  the  No.  4 
WILFLEY  TABLE,  to  be  obtained 
of  the  Sole   Proprietors:  — 

THE  WILFLEY  ORE    CONCENTRATOR 

SYNDICATE,  Ltd., 

7-II,  Moorgate  Street,  London,  E.C. 

Telegraphic  Address  :  "  WRATHLESS.  LONDON. " 

Telephone  N'o. :  1652  London  W.all. 

Codes  used  :    BEDFORD    McXeill  :  A.  B.  C.  :   MOREIXG  &  NeaL, 

General. 

More  than  4,000  Wilfleys  have  been  sold. 
Upwards  of  600  mines  are  using  our  Concentrator. 


1 


Iron  and  5teel 


CALCUTTA: 

31,   Dalhousie  Square. 


Steel  Buildings 
and  Roofs. 


MFRS. 
OF 

IRON 

AND 

WIRE 
FENCING, 
HURDLES, 
RAILING, 

GATES, 

TREE- 

GUARDS„ 

&C. 

uow 

Prices. 


^      h 


u 


'U 


1 


) 


Also 

MANUFACTURERS 

of  the 

"EUREKA" 
LOCK-NUT, 

and 

ALL    KINDS    OF 

RAILWAY 

A  and 

'^         TRAMWAY 

FASTENINGS 

^^a^;;        GALVD. 
FT   »"  TELEGRAPH 


) 


POLES, 
TIE-BARS, 
NAVVY 
BARROWS, 

&c.,    &c. 


\<'f('w:i^i^j^^«r 


itTTril 


LISTS 
FREE. 


INDEX'TO'ADVERTISERS 


Addy,  Gcorj;e,  &  Co 

Addiessogiaph,  Ltd 

Allgemeine  Elektricitiits-Gesellscli.ifl     . 
Anderson,  D.,  &  Son,  Ltd. 

Armstrong,  Stevens  &  Son         

Ashton,  Thomas  A.,  Ltd 

Asquith,  W. 

Auto  Machinery  Co.,  Ltd.  

Automatic  Addressing  Biueaii.x.  Ltd.    . , 
Avery,  \V.  &  T.,  Ltd 

Babcock  and  Wilcox,  Ltd.         .  . 

Bayliss,  Jones  &  Bay liss,  Ltd.    ...         

Becker,  R.  &  Co 

Bertrams,  Ltd 

Blake  and  Knowles'  Steam  Pump  WurU^;,  Ltd, 

Bleichert,  Adolf,  &  Co 

Blumann  &  Stern,  Ltd.    ... 

Booth,  Joseph  &  Brothers,  Ltd 

Bridge,  David,  S  Co. 


P.A(iE 
19 

<».! 

^5 
,>^ 
3.> 
4' I 
14 
5- 
91 
3 

4^ 
56 


.SI 

60 


S,) 


P.AGK 

Britannia  Engine  and  Tool  Factoi 

y   ... 

6 

British  Steam  Specialties,  Ltd.  ... 

. .     I OC 

Broadbent,  Thos.  &  Sons,  Ltd. 

86 

Brown  Bayley's  Steel  Works,  Ltd. 

...     32 

Brown  Hoisting  Machinery  Co. 

71 

Brush  Electrical  Engineering  Co., 

Ltd. 

^35 

Buckley,  Samuel    ...          

.=;r 

Buffoline  Noiseless  Gear  Co. 

^4 

Bullivant  &  Co.,  Ltd. 

so 

Burton,  C.  W.,  Griffiths  &  Co. 

17 

Chester,  Edw.  &  Co.,  Ltd. 

21 

Chubb  &  Sons  Lock  and  Safe  CVi. 

,  Ltd. 

76 

Churchill,  Charles,  &  Co.,  Ltd.  ... 

II 

Churton,  T.  Harding 

79 

Clarke's  Crank  &  Forge  Co.,  Ll>l. 

36 

Clayton,  Son  &  Co.,  Ltd 

43 

Cleveland  Bridge  and  Engineciiii 

gCn. 

39 

Cochran  &  Co.  (.Annan)    .  . 

44 

Combination  Metallic  Packing  Co 

,  Lid. 

■     47 

BLACKMAN  ELECTRIC  FANS 

(Or  Belt  Driven) 

FOR  VENTILATING. 

OVER  60,000  IN  USE. 

MOST  CONVENIENT 
EFFICIENT,  & 
ECONOMICAL. 


GOLD    MEDAL 

PARIS,    1900. 


JAMES  KEITH  &  BLACKMAN  GO. 

Ltd.. 

Specialists  in  I)catln9,  Uentllatins 

and  Bigh  Pressure  «as  Lighting, 

27,    Farringdon    Avenue, 

LONDON,     E.G., 

And  BRANCHES. 

Works  I  HOLLOWAY,    N. 
Foundries  t    ARBROATH. 


57 


Ventilation,  &c. 


MATTHEWS  &  YATES,  Ltd., 


Swinton,    MANCHESTER. 


Cyclone  Fans 


=  =  and  = 


Blowers 


Are  not  onlv  Ventilating  most  of 
the  Important  Public  Buildings 
throughout  the  Country,  but  have 
been  adopted  by  the  Principal 
Steam  Ship  Companies  also. 

BELT,  ELECTRIC,  &  STEAM  DRIVEN. 


WRITE    FOR    CATALOGUE. 


Cyclone  Electric  Fan.        Enclosed  Motor. 


^j  yed  for  IRi  drain£§e  of  CASTB?URME 

Bombay,  RANGooH,5ouTnAMPToM,  | 

G\P5ToWM  and  many  offTer  Townj.       . 

Compressed  AIR  lim^ 

for  raising  water  from  WBLL5.  BoREHOLE5&c. 

\lRComE551f1GKS 


MliffilH 


nstTmotes  o  ParTTculora  "n  appllcdTioh. 


5« 


Index  to  Advertisers 


-(Contd.) 


Conselt  Iron  Co.,  Ltd 

Crompton  &  Co.,  Ltd 

Crowther,  H.  

Cunliffe  &  Croom,  Ltd 

Davidson  &  Co.,  Ltd 

Da  vies  &  Sons,  Richard 

Davis  &  Primrose  

Deightons  Patent  Flue  &  Tube  Co 

Denison,  S.,  &  Son  

Drum  Engineering  Co 

Empire  Typewriter  Co 

Karnley  Iron  Co.,  Ltd 

Firth,  William,  Ltd 

Fleming,  Birkby  &  Goodall,  Ltd. 
Fowler,  John,  &  Co.  (Leeds),  Ltd. 

Eraser  &  Chalmers,  Ltd 

Frictionless  Engine  Packing  Co  ,  Ltd 

Galloways,  Ltd. 

Gilkes,  G.,  &  Co.,  Ltd 

Glover,  M.,  &  Co.  

Graham,  Morton  &  Co 

Green,  E.,  &  Son,  Ltd 

Greenwood  &  Batley,  Ltd. 
Griffin,  Charles,  &  Co.,  Ltd.      ... 
Gunther,  W.,  &  Sons       

Hadfteld's  Steel  Foundry  Co.,  Ltd. 
Halden,  J.,  &  Co 


Ltd. 


I'AI.E 

..     34 

12 

■  •     77 
..     13 


19 

71 


3" 

100 

66 

29 

4» 

77 

6(1 

70 

Inside  Back  Cover 

So 

59 

...  77 

65 

^*7 


Hall,  J.  P.,  &  Sons,  Ltd 

Hammond  Typewriter  Co 

Handyside,  Andrew,  &  Co.,  Ltd. 

Hardy  Patent  Pick  Co.    Ltd 

Hathorn,  Davey,  &  Co.,Ltd.      .. 

Hindley,  E.  S.,  and  Sons 

Horsfall  Destructor  Co 

Howard  Bros 

Howes,  S.  ... 

Hudsu-ell,  Clarke  &  Co.,  Ltd     

Hughes  &  Lancaster        

Hughes,  G.  H 

Humbolt  Engineering  Works  Co. 

Hunslet  Engine  Co. 

Hunt  &  Mitton       

International  Electrical  Engineering  Co. 
International  Time  Recording  Co. 

Kaye,  Joseph,  &  Sons,  Ltd 

Keep,  Juxon  &  Co.  ...  

Keith,  J.,  &  Bhckman  Co.,  Ltd. 

Kiessling's  Machine  Co 

Kirchner  &  Co 

Krupp,  Fried 

Lancaster  &  Tonge,  Ltd.  

Leeds  Forge  Co.,  Ltd 

Library  Bureau,  Ltd 

Library  Supply  Co.  

Lobnitz  &  Co.,  Ltd 


PAGE 

..  27 

..  8S 

..  39 

I 

..  7 

..  lOO 

..  74 

..  9* 

-  72 
..  64 

..  5« 

..  6 

..  26 

-  77 
...  46 

..  80 

..  99 

..  50 

■  •  35 

...  57 

...  20 

...  22 

...  32 

...  4f* 

...  69 

..  95 

...  96 


CHARLES   GRIFFIN^  &  CO.,  Ltd.,    PUBLISHERS. 

I'ST  Oi  T.    In  Cr<nvn  ^vo.    Handsome  Cloth.     With  ujimerous  Ilhistrntions.    Os.  net. 

ELECTRICAL    PRACTICE    IN    COLLIERIES. 

By  D.  BIKN^  M  E  ,  M.lNST.M.h,.  LccUircr  un  MiniiiK  :uid  (.C0I014V,  Gl.isjr.w  and  WlsI  01  .Sculland  TttlmiLal  Culle.Sc.-.  ^ 

Units  of  Measurement.  Conductors.  Sc— The  Theorv  01  the  Dynamo.— The  Dvnamo.  Details  of  Construction  and  \\  "rkmg.— .Motors. 
l.ii;htin«  Installations  in  Collieries.— Pumrinj;  by   Kleclricity.— Electrical    Haulage.— Coal   Cuttini;.— Miscellaneous  .Applications  ot  tlcctiiciiy 

ill 'Mines.— IXDt;.\.  

In  CTOii'n  8fo,  Handsome  Cloth.     With  Numerous  Illustrations.    5s.  net. 

EMERY     GRINDING     MACHINERY. 

By  ];   K.  HOlJ(j-~i  IN,  .\.M  iNsl.MlcH.E 
lNTR<inrcTIo.s'. — Tool  tirinding  —Emery  Wheels  — Mounting  Emery  ' 

Working. — Leading  Typesof  Machines.— Concave  and  Conve.\  Grinding- — Cup  ;.....    -....- .  -  u-   "      f    ntv 

and  Cutter  Grinding  Machines.— Ward  Universal  Cut  er  Grinder.— Press  Tool  Grinding.— Lathe  Centre  Grinder.— Polishing.— 1NDE.\. 


rinding  -Emery  Wheels'-M.iunting  Emerv  Whcels.-Emerv  Kings  and  Cylinders.-Londitions  to  Ensure  tnicieiu 
f  Machines.-Concave  and  Convex  Grinding— Cup  and   Cone  Machines.— Multiple   Grinding.— •Guest      cnivers.u 


Fifth  ErjrtluN,  lUcrouihly  Rr.ised  ami  considerably  Enlarged.    Larffe  8vo.     With  numerous  Ilhislrations  and  Micro-Plibtoaraphic, 

Platcsof  different '.ariclias  of  Steel.    ii>. 

An  Introduction  to  the  Study  of  METALLURGY. 

By  SlH  W.  HUBERT  .\U,-^ThN',  K.C  B.,  D.C.I.  ,  F.R,^..  -Associate  of  the  R..yal  ^ch,,..l  of  Mines  ;  Late  Che  i  ibl  ana  .\bs;iyer  to 
the  Royal  .Mint  and  Professor  of  Metallurgy  in  the  Royal  College,  f  Science. 
■'  Xo  English  te.xt-book  at  all  approaches  this  in  the  cciMfletknkss  with  which  the  most  modern  views  on  the  subject  are  dean  wim. 
I  INV.XLrABLE.  not  Only  to  the  student,  but  also  to  those  whose  knowledge  of  the  art  is  far  ad\anced    —Chemical  .^t■;c^. 


Professor  JAMIESON'S    POPULAR    WORKS. 

ADVANCED     MANUALS.  ELEMENTARY     TEXTS 

STEAM    AND    STEAM    ENGINES.    Thirteenth  Edition.  STEAM    AND  THE    STEAM    ENGINE.     Ninth  Edition. 

Revised  and  Enlarged,    .s?,  6d.  i  i.;e\iscd  and  Enlar.i;cd      ;v.  (,d. 

APPLIES  MECHANICS.    Vol.  L— Work  and  its  .\pplication  ;  I  APPLIED  MECHANICS.    Fifth  Edition.    Revised.  Enlarged. 
Ge.aring.     Third  Edition.     7s.  6d.  and  Illustiated.     is.  i.a, 

V"l    IL— Motion   and    Energy;    Graphic   Statics;    Strength   of  ' ^.  »-^.^«,**i.w-v        i-ifih    l.-^itir,n 

MaUri;.ls;  Hydraulics.    Second  Edition.     8s.  M.  j   MAGNETISM      AND      ELECTRICITY.      Fifth    Edition. 
Either  ot  the  above  can  be  purchased  sepaialely.  Fully  Illustrated.    ;,i.  6d. 


LONDON:     CHARLKS    GRIFFIN    &    CO.,     LIMITED.    EXETKR    STREET.    STRAND. 


59 


Index  to  Advcrtisers- 


(Contd.) 


PAGE 

P.AGK 

Luke  and  Spencer,  Ltd 

22 

Pressed  Steel   Car  Co. OS 

Lyle  Co.,  Ltd 

97 

Pulsonieter  Engineering  Co.,  Ltd.       61 

Mabie,  Todd  &  Bard        

Sg 

Reliance  Lubricating  Oil  Co 18 

Mclnnes,  T.  S.,  &  Co.,  Ltd 

89 

Keniinj^ton  Typewriter  Co.        ...         .  .                     ...     !S.S 

McLaren,  J.  &H B 

tck  C 

over 

Renshaw,  W.  R.,  &  Co.,  Ltd 6S 

Magnolia  Anti-Friction  Metal  Co.,  Ltd. 

63 

Rockwell-Wabash  Co.,  Ltd 94 

Main,  A.  &  J.,  &  Co.,  Ltd 

56 

Rice  &  Co.  (Leeds),  Ltd 18 

Mason,  W.  F.,  Ltd 

75 

Riter-Conley  Mfg.  Co — 

Matthews  &  Yates,  Ltd 

5« 

Robey  &  Co.,  Ltd.           5 

Meldrum  Bros.,  Ltd 

76 

Ropeways  Syndicate,  Ltd — 

Melting,  J.  F 

27 

Rose,  Downs  &  Thompson,  Ltd.                     71 

Mellowes&Co 

60 

Rowland,  B.  R.,  &  Co 43 

Met.  Amalgamated  Ky.  Carriage  &  Wagon  Co 

,  Ld. 

62 

Royles,  Ltd.         ...          ...         ...         .  .     44 

Mills,  Edwin,  &  Son       

37 

Ryder,  William,  Ltd 24 

Mosses  &  Mitchell           

Nicholson  Tool  Co.          

49 
13 

Schischkar  &  Co.,  Ltd 22 

Scotch  iV  Irish  Oxygen  Co.,  Ltd 87 

Parker  P'oundry  Co 

3^ 

Scott  &  Mountain,  Ltd 28 

Parkinson,  J.,  &  Son        

25 

Scott,  Walter,  Ltd ,v 

Partridge  &  Cooper,  Ltd 

96 

Selig,  Sonnenthal  &  Co.  ..         .• 15 

Periam,  H.  W.  Ltd 

42 

Shannon,  Ltd ...     92 

Phoenix  Dynamo  Mfg.  Co 

79 

Simplex  Steel  Conduit  Co.,  Ltd.            62 

Phosphor  Bronze  Co.,  Ltd 

53 

Smith's  Stamping  Works,  Ltd.  ...          ...         .  .          ...     34 

Piggott,  Thos.,  &  Co.,  Ltd 

41 

Smith,  Thomas  &  Sons,  of  Saltley,  Ltd.           ,.           ..     .,3 

Pochin,  E.  Arnold            

77 

South  Eastern  &  Chatham  Ry 90 

Polishers' Supply  Co.       ..           

100 

Southwood,  Smith  &  Co.,  Ltd 54 

Portable  Building  Co.,  Ltd 

3S 

Spon,  E.  &  F.  N 0 

Pr.itt  &  Whitney  C 

ifi 

St.  Helen's  Cible  Co.,  Ltd.                                                        7 

M^%.       High=class 

T 

1 

JRRICANTS 

fB&sl 

1  . 

^\^ 

^  1-^  IV  *  ^^^^^  ^  ^  1  ^ 

TRADE    MARK. 

For   Ma 

ch 

M.S. 

iner 

•VIPER 

y   of    Every   Description. 

"   when    her   Engines   developed   12.000  Indicated   Horse- 

NOTICE.    Durint 

'    the    recent    trials  of   H. 

£1    i'           power 
to  43 

,  and  the  Admiralty  mean  speed   for  the  six  runs  showed  36'581    knots,  or  a  velocity  equivalent 
miles  an  hour,  our  Lubricating  Oil  was   used  with   most  satisfactory  results. 

BLUMi 

PlNN  &  STER^ 

1,  Ltd.,  SI  Deptford,  London. 

Telegrams:  "BLUMANN, 

LONDON." 

Telephone  No.:   .J2   DEPTFORD.                                         S.E. 

MELLOWES  &  CO  s 


PATENT 


No.   8  BAR. 


"ECLIPSE" 

ROOF 

GLAZING 


NO  PUTTY, 
NO  PAINTINO, 
NO 

MAINTENANCE 
NECESSARY. 


SHEFFIELD  (Works). 
LONDON  :  28,   Victoria  St., 

Westminster. 

to 


Pumps 


tr[7c  Palsometer*! 


Steam   Pump. 


Of  all  Pumps 


The  easiest  to  put  to  work, 
the  least  liable  to  get  out 
of  order,   and 


The  Most  Suitable  o. 

Hard  Work, 
Exposed   Situations, 
Bad  Water. 


There  are  no  parts  to  rust  up,  no  oir  or 
packing  is  necessary,  and  the  pump 
can  be  left  on  constant  work  for  weeks 
together  without  attention. 

WRITE     FOR     LIST     14-8. 


pulsomctcr  €n9ineermg  G?,U? 

nine  €tm&lronivork5,  R-eadtttg, 


aisi 


^.n* 


tVm-MLMi 


Index  to  Advertisers  (contd) 


Stamm,  VV.  ..  

Standard  Engineering  Co.,  Ltd. 

Stirling  Co.  of  U.S.A 

Suddeutsche  Kabelwerke,  A.-G. 
Summerscales,  W.,  &  Sons,  Ltd. 
Swain,  John  &  Son,  Ltd 

Tangyes  Ltd 

Taylor  &  Cliallen,  Ltd 

Teale&Co 

Thorn,  John  H 

Thornycroft  Steam  Wagon  Co.,  Ltd. 

Treasure,  J.  B.,  &  Co 

Triumph  Stoker,  Ltd 

Tubes,  Ltd.  

Turner,  Atherton  &  Co 


United     Kingdom    Self  -  Adjusting    Ant 
Metallic  P.icking  Syndicate,  Ltd.  ... 


I'AGE 

32      1 

55 

4.^ 

87 

7.1 

go 

7.^ 

i8 

4') 

52 

6o 

27 

>^9 

40 

.S6 

Friction 

62       i 

PAGE 

United  States  Metallic  Packing  Co.,  Ltd 47 

Vacuum  Oil  Co.,  Ltd 5° 

Von  der  Heyde,  J.  Bennett         25 

Ward,  H.  W.,  &  Co 25 

Ward,  T.  W 19 

Waygood  &  Otis,  Ltd 88 

Weldless  Steel  Tube  Co.,  Ltd 41 

Wells,  A.  C,  cS:  Co 45 

West  Hydraulic  Engineering  Co 23 

Westinghouse  Co.,  The  British  ...         Inside  Front  Cover 

Wheeler  Condenser  and  Engineering  Co 72 

Wilfley  Ore  Concentrator  Syndicate,  Ltd 55 

Willcox,  W.  H.,  &  Co.,  Ltd 49 

Williams,  J.  H.,  &  Co 35 

Winn,  Charles,  &  Co 21 

Woodhouse  &  Rixson     34 

Wrigley,  E.  G.,  &  Co.,  Ltd 64 

Yost  Typewriter  Co.         ...         ...         ...         ...           ...  9 


Designers   St    Constructors 
of  Railway  Carriages, 
Wagons,  Tram  Cars. 
Underframes   &   Ironwork 
of  every  Description. 


HEAD    OFFICES: 

Oldbury, 
Birmingham. 

London  Offices  : 

'M,  Victoria  Street, 

Westminster. 
TcUgytirns : 

"  Raii.car,  London." 

"CARRtAdE.   Ol.DRL'RY." 


SIMPLEST    &    .    . 
MOST   DURABLE 


METALLIC  PACKING 


F'oi:*    xkll    d£k,sses    of   EZn^ia^es. 


IVl£«.x^v    miousa,KKCls    i»»    Use. 


THE  UNITED  KINGDOM  SELF-ADJUSTING   ANTI-FRICTION      14.  CooK  St. 
METALLIC    PACKING    SYNDICATE,    LTD.  Liverpool. 


^ 


THE 


Simplex  Steel  Conduit 
Co..  Ltd., 


CONDUIT 
MANUFACTURERS, 


^ 


80,  Digbeth,  Birmingham. 
20,  BucKlersbury,   London, 
1,  Peel  Street,  Manchester. 


E.G. 


SIMPLEX 


CONTRACTORS   TO 

MM.  Government  <f 
Leading    Municipal   <£ 
Electrical  Corporations. 

fiighcsl  Hward,  Paris,  i900. 


THE,   SIMPLEX 

Systftn  of  Steel 
Conduits  is  the  best  for 
Interior  Wiring  Work. 
It  is  the  most  complete, 
and  comprises  six  grades 
of  Conduits  and  over. SOO 
fittings.  It  IS  manufac- 
tured with  the  greatest 
111  only  first 
materials      are 


ca  re. 

quality 

used. 


Immediate  Delivery. 
Blrminoham  &  London 


INQUtRtES 

SOLICITED, 

Telegrams  : 
"Economy,  Birmingham.** 


|li^5Wlte<§^!IKIIEV('       Magnolia  Metal 


Magnolia 
Metal . . 


Best  Anti=Friction  Metal 
for  all  Machinery 
Bearings. 


"Flower"  Brand. 

The  Name  and  Trade  MarK  appear  on  each 
Box  and  Ingot. 

^^  Magnolia  Anti-Friction 
^''      Metal  Company,  of 
Great  Britain,  Limited, 

49,    QUEEN    VICTORIA    STREET, 

LONDON,    E.C. 


Telephone  :  592S  Bank, 


Telegrams:  "MAGNOLIER,   LONDON." 


BERLIN  :     FRIEDRICH    STRASSE,  71.  PARIS  :    50.    RUE    TAITBOUT. 

LIEGE.    BELGIUM  :    36,    RUE    DE    L'UNIVERSITE. 

GENOA,    VIA     SOTTORIPA  :     1.     PIANO     NOBILE. 


Miscellaneous 


ESTABLISHED    1860, 


TEL.  ADDRESS:    "LOCO.,    LEEDS," 


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64 


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PAGE'S  MAGAZINE 


An  Illustrated  Technical  Monthly,  dealing  with  the  Engineering,  Electrical,  Shipbuild  ng.  Iron  and  Steel, 

Mining  and  Allied  Industries. 


Vol.  II. 


LONDON,  APRIL,   1903. 


No.  4. 


-AT^a-Jis- 


^ 


THE    "  PROTECTOK        KUN.M.NG    XT    FULL   SPEED. 


AN   UNDERWATER  AUTOHOBILE. 

THE  NEW  AMERICAN   SUBMARINE  TORPEDO-BOAT  "PROTECTOR.' 

l;v 

HERBERT    C.   FYFE,  Author  of  "  Submarine  Warfare." 

Mr.  Fyfc  gives  a  detailed  account  of  the  "  Lake  "  submarine  torpedo-hoat,  and  discusses  its  elHiciency 
as  compared  with  the  Hollaud  type. — Editor. 


npHE  launch  of  the  submarine  torpedo-boat 
-*•  Protector  at  Bridgeport,  Conn.,  U.S.A.. 
the  other  day,  is  a  very  interesting  event  in  the 
storv  of  under-water  navigation.  The  Protector, 
the  invention  of  Mr.  Simon  Lake,  is  an  entirely 
new  type  of  craft,  and  differs  very  materially  from 
every  other  submarine  boat  ever  constructed. 

Mr.  Lake  believes  that  under-water  vessels 
have  a  very  useful  future  before  them,  both  from 
a  peaceful  and  from  a  war-like  point  of  view, 
and  already  his  submarine  wreck-raising  boat 
has  performed  valuable  service  in  wreck 
recovery,  raising  coal  from  sunken  barges,  and 
similar  work. 


THE     "ARGONAUT." 

Mr.  Lake  commenced  the  study  of  submarine 
navigation  nearly  twenty  years  ago,  and  he 
claims  that  he  has  travelled  greater  distances 
under  water  than  any  other  builder  on  either 
side  of  the  Atlantic.  The  first  practical  and 
successful  boat  built  by  Mr.  Lake  was  the 
Argonaut,  and  she  has  proved  the  practicability 
of  this  type  of  vessel  for  commercial  purposes. 
She  can  retnain  for  days  under  the  surface  ;  she 
can  steer  as  correct  courses  beneath  the  waves 
as  on  the  surface  ;  she  affords  the  crew  the 
same  comfort  as  when  on  the  surface,  with 
ample  sleeping  and  cooking  facilities,  and  she 


(299) 


in 
D 


(300) 


An  Under=Water  Automobile. 


301 


has  means  of  enabling  divers  to  enter  and  leave 
the  hull  by  an  open  door  through  which  no  water 
can  possibl}-  enter. 

The  Argonaut  is  now  in  the  possession  of  the 
Lake  Submarine  Company  of  New  York.  She 
is  66  ft.  long  and  10  ft.  beam  and  of  about  120 
tons  displacement,  and  has  travelled  thousands 
of  miles  under  her  own  power  along  the  coast, 
and  in  the  Chesapeake  and  Delaware  Bays  and 
Long  Island  Sound.  She  has  been  in  use  over 
three  years,  and  during  all  her  cruises  has  never 
been  compelled  to  take  a  tug  boat  owing  to  any 
breakdown  of  her  machinery.  At  the  present 
time  she  is  engaged  with  the  Sound  and  Coast 
Wrecking  Company  in  their  salvage  operations 
in  Long  Island  Sound. 


TRAVELLING     ON     THE     FLOOR     OF     THE     OCEAN. 

The  main  feature  that  distinguishes  the 
"  Lake  "  type  of  submarine  is  the  power  of 
travelling  on  the  floor  of  the  ocean.  For  this 
purpose  they  are  fitted  with  wheels,  and  when 
on  the  bottom  thev  run  along  the  sea-bed  just 
as  a  carriage  rolls  along  a  high  road. 

Mr.  Lake  declares,  in  a  recent  pamphlet,  that 
travelling  on  the  bottom  is  the  most  simple,  safe 
and  reliable  method  known  of  under-water 
navigation,  and  his  boats  differ  from  the  "diving 
torpedo-boats,"  owned  by  Great  Britain,  France 
and  the  United  States  in  that  they  go  under 
on  an  even  keel  and  can  rest  on  their  wheels  when 
on  the  sea  floor.  Mr.  Lake  says  that  several 
boats  of  the  diving  type  have  taken  head-first 
dives  to  the  bottom,  throwing  their  crew  down 
into  one  end  of  the  craft. 

All  mariners  know  (lie  remarks)  how  difficult  it  is  to 
steer  an  absolutely  straight  course  on  the  surface  ;  then 
liow  much  more  difficult  is  it  to  steer  a  straight  course 
beneath  the  waves  :  On  the  surface  the  vessel  can  only 
swing  to  the  right  or  left  ;  she  does  not  go  up  in  the  air, 


because  she  is  held  to  one  plane  (the  surface  of  the  water) 
by  her  weight ;  neither  does  she  go  down,  because  she  is 
held  to  the  same  plane  by  her  buoyancy,  therefore  the 
rudder  is  able  to  control  her.  But  below  the  surface  all 
these  conditions  are  changed  ;  every  wave  imparts  an  up 
and  down  motion  to  the  particles  of  water  beneath  it, 
and  consequently  affects  the  course  of  the  submarine 
vessel.  Currents  run  in  a  variety  of  directions,  and  as 
soon  as  the  screw  or  propelling  mechanism  starts  in 
motion,  it  affects  the  equilibrium  and  trim  of  the  boat. 
If  one  of  the  crew  move  forward  or  aft,  the  trim  is 
affected,  and  all  these  things  tend  to  elevate  or  depress 
the  bow  of  the  boat  or  affect  her  course,  and  as  she  can 
go  either  to  the  right  or  left,  or  up  or  down,  or,  indeed, 
in  any  direction,  there  is  scarcely  any  limit  to  the 
difficulty  of  holding  her  securely  to  an  appointed  course 
under  the  surface  of  the  water.  Either  she  will  be 
ducking  down  and  running  her  bow  into  the  bottom  of 
the  sea,  or  bobbing  up  again  to  the  surface. 

At  the  best,  a  vessel  navigated  in  this  manner  is  much 
Hke  a  vessel  in  a  dense  fog,  and  it  is  necessary  to  come 
to  the  surface  frequently  to  correct  her  course,  and 
thereby  expose  her  presence  to  the  enemy. 

The  "Lake  "  type  is  not  subject  to  the  above  dilhculties. 
When  travelling  on  the  bottom  she  has  no  perfect  trim  or 
equilibrium  to  maintain,  as  she  can  travel  when  resting 
on  the  guide  wheels  with  a  weight  varying  from  one 
pound  to  two  thousand  pounds  or  more  (according  to  tlie 
conditions  of  the  bottom),  and  she  is  so  proportioned  that 
the  entire  crew  can  move  from  one  end  of  the  vessel  to 
the  other  without  materially  disturbing  her  trim,  great 
longitudinal  stability  being  one  of  the  features  of  the 
type.  She  can  run  more  accurate  courses  than  a  surface 
vessel,  because  she  is  running  over  a  medium,  the  bottom, 
which  is  not  constantly  changing  like  the  surface  waters  ; 
currents  do  not  drift  her  out  of  her  course,  and  when 
the  propelling  machinery  is  stopped  she  is  always 
anchored. 

The  wave  motion  does  not  affect  her,  as  means  are 
provided  to  compensate  for  the  lifting  effect  of  the  ground 
swell  at  sea,  so  that  in  practice  travelling  on  the  sea 
bottom  has  been  found  to  fairly  compare  with  travelling 
over  an  asphalt  pavement  in  a  pneumatic-tired  vehicle. 

In  travelling  in  this  manner  there  is  no  danger  of 
failure  of  some  of  the  diving  machinery,  which  might 
cause  a  head-first  dive  to  the  bottom,  and  in  all  our 
experience  we  have  never  found  a  bottom  that  we  could 
not  readily  travel  over  in  this  manner. 


MODEL   OF   "protector,"    SHOWING    WHEELS    FOR    RfXXIXG    ON    THE    SE.\    BOTTO.M. 


Page's   Magazine. 


LAUNCH    OF    THE    "  I'ROTECTOR  "    AT    BRIDGEPORT,    CONNECTICUT. 


It  is  quite  true  that  some  of  the  earlier  sub- 
marines were  very  erratic  in  their  diving,  and 
showed  a  desire  to  run  their  noses  into  the 
bottom  or  to  stand  up  on  their  tails  and  shove 
their  bows  out  of  the  water.  The  new  Holland 
type,  the  new  "  Vickers- Admiralty  "  type,  and 
the  French  submarines  and  submersibles  are  all 
"  diving  boats  "  ;  that  is  to  say,  when  their 
ballast  tanks  are  full,  and  they  are  running 
awash,  they  are  submerged  by  means  of 
horizontal  rudders  which  send  them  down  an 
inclined  plane.  When  the  requisite  depth  is 
reached  they  are  brought  up  again  on  an 
even  keel,  either  by  hand  or  by  means  of  a 
hydrostatic  valve,  a  pendulum  or  some  other 
mechanism  acting  on  the  horizontal  rudders. 

No  difficulty  appears  to  be  e.xperienced  with 
the  modern  diving  boats,  thanks  to  the  ingenious 
appliances  with  which  they  are  fitted. 

NAVIGATION     AT     A     GIVEN     DEPTH. 

The  "  Lake  "  boats  need  not  always  run  on  the 
ocean  bed,  but  can  be  navigated  at  any  pre- 
determined depth  between  the  surface  and  the 
bottom.  In  this  position  the  depth  of  sub- 
mergence is  maintained  nearly  constant  by 
means  of  hydroplanes,  one  or  more  on  each  side 


of  the  vessel.  These  hydroplanes,  or  horizontal 
rudders,  are  controlled  automatically,  and  the 
boat  in  submerging  always  maintains  a  level 
keel. 

The  method  of  submerging  by  the  side  vanes 
of  hydroplanes  is  as  follows  :  water  ballast  is 
taken  in  to  bring  the  boat  to  the  "  awash  " 
condition.  The  vanes  are  then  turned  down- 
wards and  the  water  flowing  against  the  upper 
portion  of  the  planes  forces  the  structure 
beneath  the  surface  until  the  required  depth  is 
reached,  when  the  "  automatic  depth  regulator  " 
causes  the  planes  to  oscillate  as  required  to 
constantly  maintain  that  deisth. 

THE     "  PROTECTOR." 

We  niav  now  give  some  account  of  the  latest 
"  Lake  "  boat,  the  Protector. 

The  Protector  has  been  built  as  a  speculative 
venture,  by  the  Lake  Torpedo-Hoat  Company, 
of  New  York  City  and  Bridgeport,  from  the 
designs  of  Mr.  Simon  Lake. 

The  following  is  a  comparison  between  the 
"  Lake  "  and  HoUaiui  boats  represented  by 
British  Submarines  Nos.  i  to  5,  and  the  United 
States  boats.  Adder,  Porpoise,  Pike,  Shark, 
Grampus,  Moccasin  and  Plunger. 


An    Under=Water   Automobile. 


.3-3 


"  Lake  "  li  »t. 

Hollaml  Bjat. 

Leii.t;tli  (ivcr 

65  ft 

63  ft.  4  in. 

Beam       

1 1  fl 

1 1  ft.  (1  in. 

Displacement  alluat 

1 15  tons 

105  tons 

Surface  buoyancy 

55  tons 

15  tons 

H.p.  of  gasoline  engine.. 

25"     

160 

H.p.  of  batteries 

75  for  4  hours 

70  for  4  hours 

Screws     

2 

T 

Depth  of  submersion     .. 

150ft 

150  It. 

Armament          

3     Whitehead 

1    Whitehead 

tiirpedo-tubes 

torpedo-tube 

Fuel-carrying  capacity... 

1,400  gallons... 

S50  gallons 

Speed  on  surface 

10  to  11  knots 

S  to  y  knots 

Speed  submerged 

7  knots 

7  knots 

The  Protector  is  65  ft.  long,  11  ft.  beam,  and 
displaces  in  light  condition  115  tons.  She  is 
ship-shape  instead  of  cigar  shape.  On  the 
surface  she  is  driven  by  a  gasoline  engine  of 
250  h.p.,  and  submerged  by  an  electric  motor  of 
75  h.p.  for  four  hours.  The  gasoline  is  carried 
in  tanks  in  the  superstructure,  and  entirely 
outside  of  the  living  quarters  in  the  boat,  so  that 


if  it  escajied  it  could  not  injure  the  crew.  In 
the  HolLiiul  boats  it  is  carried  in  tlie  interior 
of  the  shell.  Twin  screws  are  employed,  and  it 
is  claimed  that  in  manoeuvring  the  operator  has 
better  control  of  the  boat  than  if  there  were  only 
one  screw.  The  hull  has  sufficient  strength  to 
submerge  150  ft.  The  armament  consists  of 
Whitehead  torpedoes,  and  there  are  three  torpedo 
expulsion  tubes,  two  at  the  bow  and  one  at  the 
stern  ;  in  the  Holland  craft  there  is  only  one 
expulsion  tube,  forward. 

The  Protector  carries  three  iS-in.  Whitehead 
torpedoes,  while  the  Holland  boats  each  carry 
five  torpedoes. 

The  vessel  will  be  surprisingly  speedy  in  its 
changes  of  station.  To  change  from  ordinary 
cruising  condition  to  that  of  deck  awash  will 
require  but  three  seconds,  and  an  equal  interval 
will  suffice  for  submergence  from  the  awash  con- 
dition to  the  exposure  of  only  the  sighting  hood. 


THE    SUBM.VKIXE    TORPEDO-BO.^T    "PROTECTOR"    ON    THE    STOCKS,  SHOWING 
SIDE    KUDDERS   .4XD    TWIN    SCREWS. 


304 


Page's    Magazine. 


Complete  submergence  may  be  accomplislied 
in  less  than  a  minute.  The  Protector  can, 
if  desired,  be  sent  to  the  bottom  without 
an}'  interruption  of  the  operation  of  the  bat- 
teries ;  but  in  all  probability  the  jilan  to  be 
usually  followed  will  provide  for  the  stoppage 
of  the  machinery.  The  actual  descent  will  be 
accomplished  either  by  the  admission  of  water 
to  the  tanks  or  by  drawing  the  vessel  down  by 
the  use  of  wire  cables  attached  to  two  anchors, 
previousl}'  lowered  to  the  ocean  bed  from  anchor 
wells  in  the  bottom  of  the  boat.  These  anchors 
serve  a  double  purpose,  inasmuch  as  they,  as 
well  as  a  large  section  of  the  keel  of  the  vessel, 
may,  in  the  event  of  accident,  be  cast  adrift  ; 
the  boat  thus  lightened  will,  of  course,  rise  to 
the  surface. 

UNIQUE     FEATURES. 

The  most  striking  feature  ut  the  ■■  Lake  "  type 
of  submarine  boat  is  found  in  its  equipment  for 
travel  upon  the  bottom  of  the  ocean,  as  above 
described.  For  this  purpose  it  is  fitted  with  two 
large  iron  wheels  which  are  fitted  on  the  keel 
line,  one  in  advance  of  the  other,  and  which 
may  be  raised  or  lowered  at  will.  The  pro- 
pellers push  the  boat  forward  just  as  when  she  is 
afloat,  but  the  wheels  tend  to  keep  the  vessel 
upon  a  straight  course,  once  the  bearings  have 
been  taken. 

The  wheels  are  3  ft.  m  diameter  with  9-m. 
face,  and  are  constructed  of  cast  iron.  The 
bottom  reached,  the  submarine  rests  on  the  two 
wheels  and  becomes  in  realit}-  a  "  submarine 
automol)ile." 

The  Protector  is  also  fitted  with  several  other 
adjuncts  which  have  not  appeared  in  any  other 
submarine  craft,  among  these  being  a  device 
which  indicates  exactly  the  distance  travelled 
on  the  bottom,  and  a  telephone  equipment 
which  enables  ]iersons  on  the  submerged  vessel 
to  communicate  with  those  on  shore.  This 
would,  of  course,  prove  of  advantage  in  war 
operations.  The  lines  of  the  hull  are  such  as  to 
give  the  vessel  a  great  reserve  of  buoyancy  in 
every  condition  save  that  of  total  submergence 
upon  the  bottom,  and  this  ability  to  secure 
absolute  horizontal  stability  without  imjiosing 
other  than  a  reasonable  movement  of  weights 
therein  will,  it  is  claimed,  enable  the  new-comer 
in  the  submarine  field  to  be  readil}-  controlled 
in  rough  weather. 


SUBMERGING     THE     "  LAKE  "     BOAT. 

In  Its  method  ol  submergmg  the  "  Lake  "  boat 
differs  from  the  Holland.  The  first  opera- 
tion, viz..  the  admission  of  water- ballast  to  bring 
the  vessel  to  the  awash  condition,  is  common 
to  both.  The  Holland  is  steered  below  at  an 
angle  by  the  horizontal  rudders  at  the  stern, 
whilst  the  "  Lake  "  is  submerged  on  an  even  keel 
by  the  manipulation  of  four  "hydroplanes"  or 
horizontal  rudders,  two  of  which  are  carried 
on  each  side.  This  is  the  method  of  submersion 
when  under  way.  When  stationary,  however, 
another  method  is  employed.  Two  heavy 
weights  are  lowered  to  the  bottom,  each  weighing 
1,000  lb.  The  winding  mechanism  is  put  into 
operation,  and  the  boat  is  hauled  down  to  the 
bottom.  Then  the  weights  are  hauled  in,  and 
enough  water  ballast  is  admitted  to  keep  her 
from  rising  to  the  surface. 

The  fuel  carrying  capacity  is  1,400  gallons,  the 
speed  on  the  surface  is  estimated  at  ten  to  eleven 
knots,  and  the  submerged  speed  is  estimated 
at  seven  knots  for  three  hours  continuously. 
The  radius  on  the  surface  is  over  1.500  miles. 
The  storage  batteries  can  be  re-charged  by  the 
gasoline  engine  which  drives  a  dynamo. 

An  automatic  drop  keel  is  carried,  and  there 
are  other  automatic  features  to  prevent  the  craft 
submerging  below  a  safe  depth. 

There  are  ample  officers'  and  crews'  quarters, 
with  cooking  and  sleeping  facilities,  and  there  is 
provision  for  the  escape  of  the  crew  in  case  of 
partial  disablement  of  the  vessel  while  sub- 
merged. 

THE     DIVING     COMPARTMENT. 

A  great  feature  ot  the  "  L.d<e  "  boat  is  the 
diving  compartment,  located  in  the  bow  of  the 
boat.  It  is  a  room  about  eight  feet  long  with  a 
door  that  opens  outward  into  the  sea.  An  air- 
lock connects  the  diving  compartment  with  the 
living  quarters  when  the  cajjtain  desires  to  send 
a  man  out.  He  enters  this  compartment,  closes 
the  door,  and  ojiens  a  valve  which  admits  the 
compressed  air  until  the  pressure  of  the  air  in 
the  di\-iiig  compartment  equals  the  jiressure  of 
the  water  at  whatever  depth  the  boat  happens 
to  be.  There  is  a  dupie.x  gauge  in  the  com- 
partment witli  a  red  and  a  black  hand.  The 
black  hand  shows  the  water  pressure  outside, 
and  the  red  hand  shows  the  pressure  of  air 
inside  the  divini;  compartment.     When  the  two 


An    Under=Water  Automobile, 


30s 


hands  are  together  tliis  indicates  tliat  the 
pressure  of  the  water  outside  and  the  air  jiressure 
inside  are  equal.  Then  the  door  can  be  opened, 
and  the  water  will  not  come  in.  The  diver  who 
leaves  the  boat  can  pick  up  and  cut  cables  and 
can  do  mining  and  counter-mining  work.  The 
HolI'Mid  boats,  it  may  be  added,  are  not 
pro\ided  with  diving  compartments. 

Rear-Admiral  Melville  has  said  : — 

I'"rciin  a  careful  study  of  tlie  pl.ms  of  tlie  "  Lake"  and 
Holliiiul  boats  I  caiMiot  sc-e  why  the  "  Lake  "  boat  will  not 
do  everylhiiii;  that  the  Hollond  does,  and,  in  addition  to 
that,  it  could  be  used  lor  mining  and  coiinler-minin.i; 
purposes,  for  cutting  cables,  and  for  other  submerged 
work.  Mr.  Lake  contends  that  it  is  possible  to  travel  on 
the  bottom  anywhere  on  the  United  States  coast  from 
Maine  to  Me.\ico,  and  within  bombarding  distance  of 
the  coast  cities.  Thi:Ar<^onaiit  has  travelled  over  bottoms 
SI)  soft  that  divers  would  sink  up  to  their  waists  in  the 
mud  when  sent  out  on  the  bottom.  Yet  she  rested  so 
lightly  on  her  wheels  tlieydid  not  sink  into  the  mud  over 
six  inches. 

This  kind  of  bottom  is,  however,  found  only  in  inland 
waters.  On  the  bottom  of  the  .\tl.intic  it  is  almost  as 
hard  and  as  smooth  as  macadamised  pavement,  and 
this  is  the  general  condition  of  ocean  bottoms  adjacent 
to  coast  lines.  The  Ameiican  coast  is  an  excellent 
locality  for  wheeling  along  in  this  manner,  and  the 
distance  from  the  shore  that  one  can  travel  in  depths  less 
than  150  ft.  varies  from  15  miles  off  Cape  Hatteras  to 
75  miles  in  other  localities — -ample  in  all  cases  to  prevent 
a  blockade  of  any  of  our  seaports. 

The  air  tanks  charged  at  a  pressure  of  2,000  lbs.  to  the 
square  inch  are  capable  of  supplying  sufficient  air  to 
enable  a  crew  of  six  men  to  remain  submerged  for 
sixtv  hours.  The  sleeping  quarters  consist  of  seven 
folding  berths,  similar  to  those  found  in  .American  sleep- 
ing cars. 

During  the  recent  meetings  of  the  Special  Submarine 
Commit.ees  of  .\'aval  .Affairs,  both  of  the  United  St.ites 
House  of  Representatives  and  of  the  United  States  Senate, 
a  good  deal  of  evidence  was  given  respecting  the  "  Lake  " 
type.  The  opinions  of  the  Pm/rc/or  which  were  given  by 
various  naval  authorities  were  in  many  cases  very 
favourable. 

Lieut. -Coininander  John  R.  Edwards,  United 
States  Navy,  in  his  evidence,  said  : — 

In  my  opinion  the  "  Lake"  boat  will  be  shown  before 
the  end  of  the  year  to  be  a  far  superior  craft  for  naval 
purposes  to  the  Holland.  Her  superiority  will  not  only 
rest  in  special  contrivances  that  are  fitted  in  the  boat,  but 
in  the  manner  in  which  her  propelling  and  other  con- 
trivances have  been  installed. 


Rear-Admiral  Charles  O'Neil  said  that,'  in  his 
opinion — - 

The  Hollaiiiibost  did  not  fulfil  all  the  necessary  require- 
ments of  an  efficient  instrument  of  warfare.  He  believed 
that  the  science  of  submarine  or  sub-surface  navigation 
was  yet  in  its  infancv,  and  that  considerable  further 
development  must  take  place  before  it  could  with 
propriety  be  said  to  have  passed  beyond  the  ex- 
perimental stage.  Apparently  the  Holland  boats  had 
about  reached  the  limit  of  development  to  w'hich  boats  o' 
this  type  were  susceptible,  and  if  we  were  to  progress  in 
the  art,  efforts  should  be  made  to  produce  or  to  encourage 
others  to  produce  submarine  boats  having  fewer  limita- 
tions than  the  Holland  boats,  and  this  could  only  be  done 
by  throwing  the  door  open  to  other  inventors. 

The  United  States  Navy  Department  is  going 
to  carry  out  a  series  of  exhaustive  trials  with  the 
Protector  in  order  to  arrive  at  some  conclusion 
respecting  its  capabilities. 

Although  the  Argonaut  was  designed  for 
peaceful  purposes,  Mr.  Simon  Lake  made  appli- 
cation during  the  Spanish- American  War  for  her 
to  be  allowed  to  disconnect,  by  stealth,  some  of 
the  torpedoes  in  the  mine  fields  abreast  Fortress 
Monroe,  Virginia.  Permission  was  refused,  but 
Mr.  Lake  was  determined  to  show  the  United 
States  naval  and  military  authorities  of  what 
his  vessel  was  capable. 

Taking  his  bearings  when  about  three  miles 
distant,  the  Commander  of  the  Argonaut,  one 
afternoon,  submerged  the  boat  until  the  sighting 
hood  on  the  conning  tower  was  just  above  water, 
while  the  ventilating  pipes  which  the  boat  then 
carried  were  high  above  the  surface.  It  was 
nearing  sunset  when  he  started,  and  a  short 
while  afterwards  the  sun  dipped  and  the  search- 
lights on  the  fort  began  to  sweep  the  whole  area 
of  approach,  but  while  the  lights  picked  up  every 
ordinary  craft  of  any  size  whatever,  they  quite 
failed  to  discover  the  approaching  Argonaut. 
After  an  hour's  run  she  stopped  right  in  the 
midst  of  the  vessels,  rose  to  her  cruising  trim, 
and  anchored  right  under  the  fort's  guns.  The 
military  authorities  were  thoroughly  surprised. 
A  day  later  the  Argonaut  submerged  at  the  same 
spot  and  cruised  around  the  bottom  for  some 
hours,  and  in  that  time  the  diver  could  easily 
have  disconnected  half  the  mines  in  the  adjacent 
fields. 


(5C5 


El'ARTMKNT    FOR    CLEANING    CASTINGS,    MESSRS.   JOHN    I.ANG   AND    SOXS'    FOUNDRY,    JOHNSTONE. 


THE  LAYING  OUT  OF  ENGINEERS'  WORKSHOPS. 


BY 


JOSEPH    HORNER. 

*  This  article  deals  with  the  various  shops  and  departments  which  form  the  separate  units 
comprised  in  an  engineer's  works. — Editor. 


n. 


T  X  order  to  understand  the  lay  of  engineering 
-*■  works  it  is  necessary  to  be  familiar  with 
the  several  units  which  are  comprised  in  them, 
because  the  relations  of  shops  should  be  governed 
by  the  nature  and  sequence  of  the  industries 
which  are  carried  on  in  those  shops. 

OFFICES     AND     SHOPS. 

Factories  include  oftices  and  shops,  and 
though  these  are  intimately  connected,  they  are 
nevertheless  more  widely  differentiated  than 
the  various  shops  are  from  one  another.  Each 
is  a  world  in  itself,  and  each  requires  management 
of  a  different  order  from  the  other. 

THE     OFFICES. 

These  include  two  main  departments — the 
commercial,    and    the    designing   and   drawing 

'  The  first  article  of  the  series  appeared  in  Pack's  Mag.azink  for 
March. 


offices,  each  being  under  different  management. 
The  commercial  is  controlled  by  one  of  the 
principals,  who  seldom  attempts  to  take  any 
active  participation  in  the  conduct  of  the  works. 
Or,  in  the  big  companies,  a  confidentiai  secre- 
tary, possessed  of  much  technical  knowledge, 
and  wide  experience  has  charge  of  it.  Under 
him  are  the  clerks  of  the  several  sub-offices, 
through  whose  books  pass  all  orders  for  materials 
and  stores,  all  the  work  undertaken  by  the  firm, 
its  income,  expenditure,  correspondence,  and 
so  forth.  All  the  work  done  here  is  purely 
commercial,  unless  the  estimating  department 
is  included  in  it.  This,  however,  is  properly  a 
branch  of  the  drawing  office. 

THE     DRAWING     OFFICE. 

This  is  in  charge  of  a  chief  draughtsman,  who 
occupies  a  very  different  position  in  some  works 


(307) 


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(308) 


The  Laying  Out  of  Engineers'  WorKshops. 


309 


than  in  ulhors.  It  he  is  an  ottice  man  mcrL-ly, 
with  httlc  or  no  shop  exjierience,  he  holds  a 
position  inftrioi  to  the  works  manager,  whose 
practical  knowledge  is  necessary  to  check 
the  office  designs.  If  he  is  a  shop  man  as  well  as 
a  draughtsman  the  situation  is  reversed,  and  he 
will  often  exercise  a  strong  control  over  the 
works  manager,  or  may  even  combine  the  two 
]iosts.  Between  these  extremes  all  grades  exist 
in  the  ])ositions  occupied  by  head  draughtsmen. 
Those  who  work  under  the  chief,  include  men 
who  can  design,  and  those  who  cannot — copyists 
and  tracers  merely.  In  large  factories  the  work 
of  drawing  is  often  subdivided  between  two  or 
more  offices.  This  occurs  when  a  firm  produces 
several  specialities.  Such  a  separation  permits  of 
that  subdivision  of  tasks  which  is  carried  on  to  a 
larger  extent  in  the  shops.  Each  sub-office  is  then 
in  charge  of  a  leading  man,  but  all  are  usua'ly 
under  the  control  of  the  chief  draughtsman. 

An  important  appanage  of  the  drawing  office 
is  the  printing  room.  The  growth  of  sun  prints 
has  been  a  marvellous  one.  They  have  taken 
the  place  of  drawings  on  cartridge  paper,  of 
tracings  unmounted,  and  mounted  ;  and  they 
are  blue,  brown,  or  white,  the  latter  permitting 
of  colouring  like  drawings.  Within  the  last 
few  vears  the  cylinder  printing  machine,  illu- 
minated with  an  arc  light  in  the  centre,  has  done 
away  with  the  delays  due  to  cloudy  weather,  and 
in  winter.  And  prints  can,  of  course,  be  made  at 
any  time — in  the  nieht  if  necessary. 

THE     ESTIMATING     OFFICE, 

This  should  always  be,  and  generally  is,  a 
department  of  the  drawing  office,  rather  than  of 
the  commercial  offices.  The  reason  is,  that 
estimates  are  based  primarily  on  the  quantities 
taken  out  on  the  drawings,  and  in  the  largest 
proportion  of  cases  on  drawings  and  specifica- 
tions that  are  invitations  to  tender  only.  The 
quantities  and  weights  for  these  have  to  be  got 
out  in  the  drawing  office,  or  by  a  technically 
trained  staff  of  clerks.  Such  estimating  as  is 
done  on  the  commercial  side  is  based  on  work 
that  has  been  already  carried  through,  and  is 
obtained  from  the  men's  time  sheets,  and  from 
the  quantities  charged  in  the  shops.  This  can 
be  transferred  to  the  drawing  office  department 
more  easily  than  the  technical  work  of  the  latter 
can  be  assimilated  by  the  book-keeping  clerks. 


OFFICE    versus    SHOPS. 

The  present  tendency  is  to  throw  much  greater 
responsibility  and  initiative  upon  the  offices, 
and  to  exalt  them  to  a  more  important  position 
than  was  formerly  done.  The  old  office  and  the 
old  staffs  w-ere  very  different  from  those  which 
are  found  in  advanceil  works  to-day.  The 
tendency  is  increasing  also  to  make  the  offices 
the  heart  of  the  works,  the  pulsations  from 
which  shall  control  the  life  of  every  shop. 
The  initiative  of  men  and  foreman  has  been 
greatly  curtailed  in  consequence.  Less  and  less 
of  individual  judgment  and  choice  remains 
with  the  craftsman.  This  change  involves  a 
vast  amount  of  clerical  work,  but  the  general 
judgment  approves  the  change  as  an  important 
element  in  that  competitive  production  of 
which  we  spoke  in  the  previous  article.  In- 
crease of  clerical  work  and  centralisation  has 
resulted  in  larger  offices,  located  not  in  stuffy 
rooms  in  the  midst  of  the  shops,  but  in  a  separate 
block  of  buildings  in  telephonic  touch  with  the 
offices  of  the  foremen  and  managers  throughout 
the  works. 

THE    SHOPS. 

The  sliops  \-ary  in  two  respects  in  different 
works — as,  in  the  number  of  separate  trades 
carried  on  in  a  works,  and  in  their  relative 
magnitude.  These  differences  immensely 
modify  the  methods  of  laying  out  a  piece  of 
ground.  Speaking  generally,  the  essentia!  shops 
in  any  self-contained  engineers'  works  include  a 
pattern  department,  a  foundry,  a  smithy,  a 
turnery  and  machine  shop,  a  fitting  shop,  an 
erecting  department,  and  a  yard.  But  besides 
these  many  large  works  must  include  a  boiler 
shop,  a  platers'  shed,  or  shop,  a  coppersmiths' 
department,  a  whitesmiths'  shop,  testing  de- 
partment, and  a  paint  shop.  In  some  works 
also  an  electrical  department  is  now  included 
for  the  manufacture  of  dynamos,  motors,  and 
various  fittings. 

THE     PATTERN     SHOP. 

In  this  department  the  patterns  for  foundry 
use  are  made,  and  generally  also  any  models  of 
machines  which  are  required.  The  men  use 
such  tools  as  those  which  are  employed  in 
common  wood  working  trades,  including  turners. 
They  employ  similar,  but  not  identical  methods 
of  construction.  But  there  the  resemblance  ends, 
because  the  work  of  the  pattern-maker  involves 


(3'=) 


The  Laying  Out  of  Engineers'  WorRshops. 


3n 


STORE    FRONT    IX    THE    M\CHI\E  SHOP    OF    MESSRS.    G.    AXD   J.    WEIR,    LTD.,    GLASGOW. 


a  verv  intimate  knowledge  oi  the  trade  of  the 
moulder,  and  also  that  of  the  general  practice  of 
engineering;.  Exceptmsj  in  the  work  of  ronghing 
out  stuff,  there  is  little  help  to  be  obtained  from 
machinery,  so  that  benches,  far  more  than 
machines,  occupy  this  shop. 

The  pattern  stores  are  generally  oi  much  larger 
dimensions  than  the  shop,  for  few  firms  venture 
to  destroy  patterns  until  many  years  have 
elapsed  since  they  appear  to  have  outlived  the 
demand  for  them.  It  is  not  unusual  for  stores 
to  contain  the  greater  portion  of  the  patterns 
that  have  been  constructed  for  thirty  or  forty 
years.  Many  of  the  largest  patterns  are  not 
stored  in  buildings,  but  in  open  sheds ;  some- 
times even  in  open  yards.  Though  the  pattern 
shop  is  not  as  a  rule  of  large  dimensions,  its 
stores  usually  are.  They  should  have  at  least 
from  four  to  si.x  times  the  capacity  of  the  shop, 
and  if  they  are  ten  times  as  large,  so  much  the 
better. 


THE     FOUNDRY. 

"  The  foundry  "  is  a  very  generic  term.  It  may 
mean  a  dark,  dusty,  tumble-down  shed,  where 
candles  and  lamps  have  to  be  used  throughout 
all  the  winter's  dav.  Or  it  may  be  as  light  and 
bright  a  building  as  an  up-to-date  machine  shop. 
A  foundrv  often  includes  brass  moulding, 'as  well 
as  iron  :  machine,  as  well  as  hand  work.  In 
some  shops  the  latter  may  be  nearly  displaced  by 
the  former.  Further,  the  work  may  be  all 
heavy,  like  marine  w^ork,  or  all  light.  Or  the  two 
classes  may  be  carried  on  in  various  proportions. 
Or,  again,  loam  moulding  may  be  carried  on 
most  extensively,  or  green  sand  onh%  or  chiefly. 
Lasth-,  very  special  classes  of  manufacture  may 
be  done,  such  as  pipes,  columns,  ornamental 
castings,  heating  apparatus,  stoves,  and  so 
forth,  which  lie  outside  what  we  are  accustomed 
to  see  in  general  engineers'  works.  It  is  clear 
that  all  these  modify  the  lajing  out  of  foundries 
verv  much. 


(312) 


The  Laying  Out  of  Engineers'  Workshops. 


313 


The  fettling  shop,  or  shed,  is  a  buildine  outside 
the  foundrv,  and  adjacent  to  it.  Here  all  the 
castings  are  brought  when  roughly  stripped  of 
their  sand,  lifters,  nails,  etc.,  and  here  the  fins 
and  runners  are  chipped  and  ground  off,  and  the 
sand  thoroughly  cleaned  away.  In  a  well- 
arranged  foundry,  doing  a  large  volume  of  work, 
there  is  a  good  deal  of  machinery  in  this  depart- 
ment, consisting  chiefly  of  emery  wheels,  and 
tumbling  barrels  ;  in  small  foundries  there  is 
often  nothing  of  the  kind,  but  files,  chipping 
chisels,  and  wire  brushes  chiefly. 

THE     CASTING     STORES. 

This  should  be  a  well  fitted  up  building  or 
buildings.  Iron  and  brass  castings  are.  if 
light,  stored  separately  on  shelves,  but  on  the 
ground  if  moderately  hea\y.  Massive  castings 
are  generally  run  at  once  into  the  portion  of  the 
works  where  they  have  to  be  tooled,  or  fitted,  and 
erected.  Or  if  stored,  thej'  are  not  as  a  rule 
covered  in,  but  left  on  an  area  in  the  open  yard, 
being  protected  first  with  a  coating  of  boiled  oil. 

THE     SMITHY. 

A  good  many  firms  manage  to  get  along  with- 
out a  foundry,  putting  their  castings  out. 
Some  also,  who  cast  their  iron,  put  out  their 
brass,  and  vice  versa,  but  few  attempt  to  do 
without  a  smithy  of  some  kind.  The  work  of 
the  smithy  in  a  shop  where  specialities  are  not 
handled  is  all  done  on  the  anvil,  with  the  aid 
of  a  steam,  or  other  power  hammer,  bv  crafts- 
men. But  little  assistance  is  to  be  obtained 
from  dies  or  stamps.  The  work  thus  comes 
out  costly,  though  uniformity  in  dimensions  is 
not  secured  thereby,  and  the  cost  of  machining 
is  increased.  The  work  of  the  smithy  is. 
therefore,  broadly  divisible  into  hand  forging 
and  die  forging,  and  in  proportion  to  the  pre- 
dominance of  either  of  these  will  the  lay  out  of 
the  shop  be  modified.  In  some  cases  we  see 
nothing  but  a  row  of  forges,  with  a  power 
hammer  or  two.  In  others  there  are  rows  of 
hammers,  and  heating  furnaces,  with  pipes, 
flues,  and  auxiliary  machines.  The  iron  stores 
are  adjacent  to  or  within  the  smithw  The  bars 
and  rods  are  laid  horizontally  on  racks,  or  allowed 
to  stand  perpendicularly. 

THE     TURNERY    AND     MACHINE     SHOP. 

These  departments  take  a  first  rank  in  most 
factories.     They     are,     moreover,     subject     to 


greater  diversities  in  arrangements,  and  more 
minute  sub-divisions  than  either  of  the  other 
departments ;  while  the  question  of  skilled 
and  unskilled  labour  becomes  a  more  burning 
question  here  than  elsewhere,  som.e  few  foundries 
excepted. 

In  the  old  days  the  turner  was  a  nian  who  did 
one  of  two  things  only.  He  worked  a  screw- 
cutting  lathe,  or  a  non  screw-cutting  tool,  the 
first-named  being  considered  the  superior  crafts- 
man. Generally,  too,  men  were  kept  mostly 
either  on  heavy  or  on  light  lathes.  Automatic 
and  semi-automatic  turret  lathes  were  scarcely 
seen  in  the  shops.  Circular  work,  moreover,  all 
went  to  the  lathes,  nowhere  else. 

In  a  present-day  well-equipped  turnery,  the 
old  limitations  have  been  invaded.  A  vast  deal 
of  work  is  now  done  on  machines  which  require 
only  the  attendance  of  youths,  and  in  which 
provision  e.xists  for  ensuring  the  uniform 
accuracy  of  a  score,  or  a  hundred,  or  a  thousand 
similar  pieces,  without  the  inter\-ention  of  a 
skilled  workman,  armed  with  rule  and  calipers. 
Much  screw  cutting  is  now  done  \\ithout  the 
calculations,  the  ability  to  perform  which  set  a 
man  above  his  fellows,  and  put  a  couple  of 
shillinffs  extra  on  his  wages.  The  %-ertical 
lathe  takes  much  from  the  horizontal  face  lathes. 
The  milling  machine  takes  a  considerable 
volume  of  some  classes  of  work  from  the  lathes. 
And  the  greatest  changes  as  affecting  the 
la^'ing  out  of  a  works  are  found  in  the  increasing 
and  careful  subdivision  of  the  turnery  and 
machine  shops,  either  in  distinct  shops,  or  on 
separate  areas  of  the  same  floor.  Thev  are  also 
found  in  the  alterations  in  shafting  and  belting 
arrangements  that  result  from  the  intro- 
duction of  electric  driving,  and  the  laying 
down  of  power  plants.  Sometimes  too,  the 
svstem  of  lifting  and  hauling  adopted  involves 
changes. 

As  the  weight  of  the  machines  used  in  different 
factories,  or  in  the  several  departments  of  a 
single  factorv,  varies,  the  question  of  the  one 
floor,  or  of  the  storied  system  of  building  is  often 
decided  mainly  in  reference  to  the  predominance 
of  either  type.  This  difference  affects  not  only 
the  mass  of  the  machines  themselves,  but 
that  of  getting  the  work  to  and  away  from  the 
machines,  and  therefore  the  hoisting  and  hauling 
tackle. 


(314) 


The  Laying  Out  of  Engineers'  Workshops. 


315 


THE     TOOL     ROOM. 

This  is  a  small  department,  but  one  of  great 
importance  in  a  modern  shop.  It  is  the  micro- 
cosm of  the  turnery  and  machine  shop  ;  con- 
taining its  own  lathes  and  other  tools,  hardening 
furnaces,  grinders,  vices,  and  the  rest.  It  is 
the  visible  embodiment  of  the  centralisation  of 
responsibility  which  distinguishes  the  new  from 
the  old.  The  ideas  of  the  individual  workman 
are  controlled  from  the  tool  room,  while  all  the 
tool  formation  and  construction  is  done  here, 
instead  of  bv  the  workmen,  as  heretofore. 

THE     STORES     FOR     FINISHED     WORK. 

These  are  an  essential  portion  of  a  properly 
arranged  factory.  Into  them  all  the  separate 
pieces  that  go  to  make  up  a  machine  are  sent 
from  the  lathes  and  various  machines,  and  stored 
in  sets.  Thence  they  are  booked  out  to  the 
htters,  assemblers,  and  erectors,  to  be  put 
together  into  their  several  machines.  Orderly 
stores  are  a  great  factor  in  economical  produc- 
tion. The  heavier  parts  are  generally  stored  in 
the  shops  in  piles,  adjacent  to  the  erecting 
areas. 

THE    FITTING    SHOP,  AND    ERECTING    DEPARTMENT. 

These  two  are  often  combined  under  one  roof, 
the  fitters'  benches  bordering  the  sides  of  the 
shops,  the  central  areas  of  which  are  occupied 
with  work  in  course  of  erection.  Often  the  two 
classes  of  work  are  executed  by  the  same  set  of 
men.  But  in  massive  work  it  is  judicious  to 
separate  these  tasks.  The  heaviest  structures 
are  often  necessarily  erected  out  of  doors. 
Then  portions  of  them  may  be  partially  fitted  in 
the  shops,  and  run  out  thus  into  the  yard.  This, 
for  example,  is  the  practice  in  building  massive 
cranes. 

The  amount  of  room  required  for  these  de- 
partments, and  their  location,  whether  on  a 
ground  floor,  or  in  stores,  depends,  as  in  the 
case  of  machines,  on  their  mass  and  bulk.  Light 
fitting  and  erecting  can  be  well  done  in  storied 
buildings,  but  the  heavy  kind  requires  ground 
floors.  The  fitters'  benches  may,  when  light 
work  is  being  done,  occupy  as  much  space  as  the 
erecting  areas  ;  but  in  massive  work  the  open 
areas  exceed  vastly  the  bench  room  required. 
A  certain  amount  of  mechanism  and  appliances 
is  required  in  these  departments,  as  emery 
wheels,    surface    plates,    large    straight-edges, 


pits  over  which  work  is  built — such  as  marine  and 
locomotive  engines — and  many  cranes.  The 
hoisting  appliances  are  often  wanted  very 
powerful — travellers  ranging  from  twenty  to  a 
hundred  tons  or  more,  besides  a  liberal  allowance 
of  wall  cranes  and  pulley  blocks.  From  these 
various  causes  the  fitting  and  erecting  depart- 
ments may  require  a  greater  amount  of  space 
than  the  machine  and  turning  shop,  or  much  less. 

THE     BOILER     SHOP.    AND     PLATERS'     SHED. 

All  firms  that  build  engines  or  steam  cranes 
are  almost  compelled  to  include  these  depart- 
ments, or  endure  vexatious  delays  due  to  non- 
delivery, if  this  work  is  put  out.  These  are  big 
departments,  occupying  a  lot  of  room,  all  of 
which  must  be  on  the  ground.  The  machines 
and  the  work  handled  are  massive.  To  a  certain 
extent  the  two  departments  are  similar,  since 
both  deal  with  plates  and  riveting  ;  and  the  two 
are,  therefore,  often  combined  under  one  roof, 
or  under  adjacent  sheds.  The  same  rolls, 
punching  and  shearing  machines,  plate  edge 
planers,  drills,  riveting  machines,  templet  shed 
or  shop,  compressed  air  or  steam,  or  hydraulic 
plant  will  serve  for  both.  These  shops  are  an 
example  of  big  areas  with  few  men  ;  in  strong 
contrast  with  the  light  machine  and  fitting  shops 
with  small  areas,  crowded  with  men  and  lads. 

The  plate  stores  are  adjacent  to  the  plating 
or  the  boiler  shops,  or  within  them.  Plates  are 
olten  not  stored  in  large  quantities,  the  practice 
being  to  order  the  quantity  wanted  for  a  given 
job,  and  to  stack  them  in  the  shop  where  the 
work  is  to  be  commenced. 

COPPERSMITHS'    AND     WHITESMITHS'    SHOPS. 

These  are  chiefly  found  in  works  that  deal 
largely  in  steam  engineering,  in  brass  finishers' 
work,  in  brewers'  and  sugar  machinery.  They 
are  essential  departments  in  the  marine  and 
locomotive  works.  They  are  never  very  large, 
neither  is  there  so  much  machinery  as  there  are 
appliances  .and  small  tools.  Bending,  raising, 
jointing,  and  brazing  are  the  principal  tasks 
done,  and  alwa\-s  b\-  skilled  craftsmen. 

THE   CARPENTERS'    AND    JOINERS'    SHOP. 

The  carpenters'  shop  is  a  departrnent,  the 
importance  of  which  varies  with  the  nature  of 
the  work  done  by  a  firm.  It  is  a  very  extensive 
one  in  locomotive  and  agricultural  shojjs,  and 


3i6 


Page's   Magazine. 


in  some  high-class  stationary  engine  works, 
while  in  some  shops  it  is  nothing  more  than  a 
department  for  the  making  of  packing  cases,  anrl 
similar  jobs.  In  large  works  the  carpenters 
have  their  separate  shop,  and  foreman.  In 
small  works  they  are  often  under  the  charge  of 
the  pattern  foreman,  ami  are  located  in  his  shop. 

THE     YARD. 

The  "  yard  "  is  an  engineers'  department  of 
considerable  importance.  It  includes  a  gang 
of  labourers,  many  of  whom  are  really  trained 
handy  men,  of  a  different  class  from  the  loafers 
who  gatfier  round  the  gates  for  casual  jobs. 
They  are  under  a  yard  foreman,  and  have  the 
handling  of  all  heavy  materials  and  goods  that 
come  into  and  are  despatched  out  of  a  works. 
Besides  this,  they  often  render  valuable  aid  in 
the  erection  of  big  work  outside  tlie  shops,  and 
are  generally  entrusted  to  dismantle,  paint,  and 
pack  such  heav\-work  as  is  erected  in  the  yard. 

THE    TESTING     DEPARTMENT. 

This,  as  a  separate  department,  is  non-existent 
in  works  that  deal  with  very  massive  machines 
and  engines,  because  in  these  testing,  when 
practicable,  is  done  where  the  work  is  erected. 
But  in  the  lighter  class  of  engines,  and  in  work 
also  where  electrical  tests  com.e  in,  a  separate 
room  or  building  is  fitted  up  for  the  jiurpose. 
The  dimensions  of  this  depend  entirely  on  the 
volume  of  work  done.  Thus,  in  the  case  of  a 
firm  making,  say,  gas  engines,  or  dynamos,  the 
room  would  be  much  larger  than  in  one  building 
large  engines,  because  the  numbers  turned  out 
per  week  would  be  much  greater  in  the  first  than 
in  the  second.  In  the  first  instance,  room  is 
required  for  a  number  of  engines  to  be  tested, 
while  in  the  second,  one  will  be  removed  as  fast 
as  others  are  built. 

THE     ELECTRICAL     DEPARTMENT. 

Many  firms  have  been  adding  this  to  their 
regular  engineering  work  of  late  years,  because 
thev  prefer  to  be  independent  of  outside  help  in  a 
section  of  manufacture,  that  is  of  ever  growing 
importance.  This  may  be  a  department  that 
is  entirely  self-contained,  or  it  may  consist  onl}- 


of  the  electrical  work  projier,  such  as  the  winding 
and  commutator,  and  brush  making,  and 
assembling.  If  it  is  an  entirely  self-contained 
department,  it  will  include  a  full  complement  of 
machines  and  benches,  comprising  a  turnery, 
machine  shop  and  fitting  shop,  as  well  as  the 
windmg  department. 

THE     POWER-HOUSE. 

Until  recent  years  few  firms  possessed  a  power- 
house, or  building,  in  which  the  whole  of  the 
power  for  the  works  is  generated,  and  whence 
it  is  distributed  to  all  the  shops.  Instead  of 
this,  isolated  engines  were  scattered  about  in  the 
several  shops,  as  they  are  still  in  the  majority 
of  works.  The  central  power-house  is  the 
creation  of  electricity,  since  the  distances  across 
which  the  current  can  be  transmitted  in  works 
counts  for  nothing.  It  includes  boilers,  engines, 
dynamos,  switch  boards,  and  in  most  instances 
accumulators,  so  that  a  certain  amount  of 
current  may  be  available  for  lighting,  etc.,  after 
working  hours,  when  the  engines  majv'  be  stopped. 
.\  storage  for  coal  is  also  essential,  and  some 
method  of  handling  it  by  means  of  conveyors  to 
the  boiler  is  now  considered  important. 

THE     PAINT     SHOP. 

This  ranges  trom  the  small  shed  or  room 
in  which  paint  is  mixed,  to  the  immense  buildings 
of  the  locomotive  shops,  into  which  all  the 
engines  and  rolling  stock  are  run  to  be  painted. 
\Miere  there  is  no  painting  shed  the  work  is  done 
where  it  stands. 

THE     SHOP     STORES. 

This  is  the  department  in  which  all  the  light 
materials  required  for  use  in  the  works  are  kept. 
It  is  a  most  miscellaneous  collection,  and  rivals 
in  size  and  quantity  many  large  retail  businesses. 
None  but  tho,-;e  who  are  acquainted  with  the 
internal  working  oi  engineers'  factories  can  form 
an  idea  of  the  varieties  and  quantities  of  stores 
used.  These  are  kept  under  lock  and  key, 
in  charge  of  a  responsible  clerk  with  a  man 
and  lad,  and  everything  is  charged  out  to  the 
heads  of  departments,  or  to  individual  men. 
Generally,  sub-stores  are  kept  by  the  foremen 
of  the  shops  for  the  use  of  their  own  men. 


KIG.    12.      THRKE-WAY    INTERSECTION   AT    CONGRESS    AND    FRANKLIN    STREETS. 


UNDERGROUND    CONDUITS    IN  CHICAGO. 


GEORGE   W.   JACKSON. 

Tlie  action  of  the  State  in  monopolising  tlie  telepliones  and  interfering  with  the  application  of  electricity  has 
thrown  this  country  a  generation  behind  most  of  the  nations  of  the  Continent  and  North  America.  A  description, 
therefore,  of  a  modern  conduit  system  in  one  of  the  leading  cities  of  the  United  States  will  be  of  considerable 
interest  to  our  readers.  This  paper,  originally  read  before  the  Society  of  Western  Engineers,  is  now  presented  in 
article  form  with  several  unique  photographs.  It  shows  the  scope,  extent,  and  construction  of  the  underground 
Londuits  of  the  Illinois  Telephone  and  Telegraph  Company  in  Chicago.  The  scheme  provides  for  a  telephone 
-ystem  composed  of  conduits  and  cables  which  will  accommodate  100,000  subscribers.— Editor. 


T  TP  to  the  present  time  telephone  com- 
*~^  panies  in  different  cities  have  made  a 
serious  mistake  by  not  building  their  conduit 
systems  large  enough  to  allow  for  reasonable 
expansion  from  year  to  year.  In  canvassing  the 
situation  for  a  new  conduit  system  at  Chicago 
for  100,000  telephones,  and  figuring  on  the  space 
required,  it  was  found  that  the  space  was  not 
to  be  obtained  immediately  below  the  surface, 
on  account  of  the  present  congested  condition 
below  the  streets.  An  illustration  of  a  cross  sec- 
tion of  our  6 -ft.  by  7-ft.  6-in.  lateral  tunnel  is 
shown  in  fig.  i.  This  size  conduit  would  only  allow 


us  to  place  enough  cable  for  25,000  telephones, 
coming  in  from  one  direction  to  a  central 
exchange.  The  conditions  as  they  now  exist  at 
the  intersection  of  LaSalle  and  Washington 
Streets  is  shown  in  fig.  2.  The  space  below  the 
paving  is  almost  completely  taken  up  by  water 
and  gas  pipes,  sewers  and  conduits  for  other 
companies.  It  was  ultimately  found  that  the 
conditions  of  the  soil  underlying  Chicago  would 
admit  of  a  deep  tunnel  conduit  system  being 
built  without  any  danger  to  adjoining  property, 
or  interference  with  other  corporation  rights. 
After  Mr.  Wheeler  had  obtained  the  necessary 


1.117) 


31-^ 


Page's   Magazine. 


3.      GEXEKAL    PLAX    OF   SHAI-T    NO.    I. 


jjerniit  from  the  city  authorities,  work  was 
started  at  the  first  shaft,  or  what  is  known  as 
shaft  No.  I.  This  is  on  the  alley  between 
Madison  and  Monroe  Streets,  west  of  LaSalle 
Street.  Fig.  3  shows  the  location  of  the  shaft, 
the  air  compressor,  belt  conveyor,  concrete 
mixer,  the  elevator,  elevator  machinerv  and 
shaft. 


FIG.     I.      CROSS   SECTIOX    OF    LATERAL   CONDflTS. 
Showing  Racks  for  tlii;  Cables. 


LOCATION     OF     SHAFTS. 

It  required  considerable  tune  and  thought  in 
locating  our  shafts,  as  we  had  to  show  property- 
owners  that  by  the  location  of  them  we  would 
in  no  way  inconvenience  their  tenants.  After 
locating  shaft  No.  i,  we  leased  other  basements 
for  other  shafts,  which  are  located  as  follows  :— 
Shaft  No.  2,  on  Dearborn  Street,  just  north  of 
the  Fisher  Building. 

Shaft   No.    3,  at     ir3     and    113, 
Franklin  Street. 

Shaft  No.  4.  at    State    and    Lake 

"T        Streets. 

Shaft   No.    5,    at    Randolph    and 
Clark  Streets. 

Shaft    No.    6.    at 
Clark  Streets. 

Shaft     No.    7.     at 
and  Eldridgc  Court. 
Shaft    No.    8.    at 
Market    Streets.        The   location    of 
these  shafts,  also  shown  on  the  plan 
of  work  as  projected,   was  such  as 
to    allow    us    to    proceed    with    the 
building  of    the    conduits    covering 
the  down   town  district.      The  ulti- 
mate scope   of  our  work  is  intended 
to  extend  on  the  south  side  to  jrst 
Street,  on  the  west   side  to  Kedxie 
Avenue,  and  on    the   north    side  to 
Fullerton    Avenue,    it    having  been 
decided    that    the  building    of    the 
conduits    by  tunnel  methods  would 
be    the    speediest   and  most  econo- 
mical.    Extending  from  the  tunnel 
system  on  the  south,  west  and  north, 
it    is    the    intention    to    build    side 


Harrison    and 

State     Street 

Congress    and 


Underground  Conduits  in  Chicago. 


319 


FIG.    T..      GENERAL    PLAX    OF    SHAFT    NO.    I. 


branches  covering  the  entire  city.  These  side 
branches  will  largely  be  constructed  by  the 
method  of  tunnelhng,  as  far  as  it  is  economical. 
From  this  system  it  is  our  purpose  to  construct 
a  sufficient  number  of  miles  of  tile  conduit 
system  in  outlying  districts,  to  reach  all  of  the 
available  territory  and  accommodate  all  classes 
of  subscribers.  In  short,  the  purpose  of  Mr. 
Wheeler  and  the  board  of  directors  is  to  install 
a  telephone  in  every  residence,  as  well  as  in  ever\- 
business  office  and  manufactory  in  Chicago. 

NO  ACCURATE  MAP  OF  THE  STREETS. 

After  having  our  plans  approved  by  the 
proper  city  authorities,  and  shortly  after  starting 
with  the  building  of  the  conduits,  we  found  there 
was  not  in  existence  an 
accurate  map  of  the  streets. 
We  decided  that  no  further 
work  could  be  done  until 
such  time  as  a  new  survey 
was  made,  and  our  engineer- 
ing department  was,  there- 
fore, called  upon  for  a  new 
topographical  survey.  A 
work  which  necessarily  re- 
quired considerable  time,  as 
it  was  impossible  for  our 
engineers  to  run  lines  until 
after  the  congestion  of  traffic 
was  off  the  streets  at  night. 
We  were  thus  compelled  to 
run  our  lines  after  ten  o'clock 
at  night  and  before  five 
o'clock  in  the  morning.  But 
in  spite  of  the  expense  and 


delay  involved,  the  results  of  the  survey  have 
amply  repaid  the  company.  This  will  be 
appreciated  by  engineers  when  I  say  that  some 
thirty-eight  different  tunnel  connections  were 
to  be  made. 

After  the  work  had  been  checked  and  approved 
by  the  engineer  appointed  b}'  the  Department  of 
Public  Works,  we  were  ready  to  proceed  with 
the  work  in  the  down  town  district,  but  upon 
notifying  the  City  Engineer,  of  this  fact,  we  were 
informed  that  he  would  not  allow  us  to  proceed 
in  the  way  provided  for  by  the  first  permits  that 
were  granted,  as  he  was  of  opinion  that  the 
number  of  manholes  required  on  the  streets 
would  present  obstructions  to  a  subway,  which 
in  his  judgment  the  city  would  some  day  build 


FIG. 


CROSS   SECTION    OF   STREET. 


Showing  the  space  below  the  pavement — occupied  by  Sewers,  Water  and 
Gas  Pipes  and  Conduits — also  showing  the  Lateral 
Conduit  and  Manhole  Connection. 


320 


Page's   Magazin  e 


Permits,  as  originally  granted  the  company, 
allowed  us  to  build  manholes  as  shown  in  iig.  2. 
His  position  was  that  he  could  not  allow  us  to 
construct  such  manholes,  and  also  that  he 
believed  we  were  too  near  the  surface.  This 
compelled  us  to  adopt  a  method  whereby  the 
building  of  manholes  would  be  obviated.  After 
designing  numerous  cross-sections,  and  carefully 
figuring  out  what  space  would  be  required  to 
accommodate  our  business,  the  size  12  ft.  9  in. 
by  14  ft.  for  the  trunk  lines  was  submitted  for 
approval. 


from  the  grade.  At  the  present  time  we  have 
completed  about  twelve  miles  of  the  lateral 
conduits.  The  annexed  table  shows  the  number 
of  yards  of  stone,  gravel,  barrels  of  cement,  and 
number  of  yards  of  excavation  hitherto  required. 

INSTALLATION     OF     THE     PNEUMATIC     SYSTEM. 

After  satisfying  ourselves  as  to  the  nature  of 
the  sub-soil,  we  settled  upon  the  method  for 
carrying  out  the  work.  Experience  having 
taught  me  that  the  pneumatic  system  would  be 
the  most  economical  and  safest,  we  adopted  it. 


WORK   DONE  AND  RATE  OF  PROGRESS. 
Total  No.  of  feet  constructed  


SEPTEMBER   i. 


1902. 
61.726 


WORK   PER   SHAFT, 


No.  Feet 


Working 
Days 


Average  Feet 

per   Working 

Day 


No.  I- 

No.  2  .. 
No.  3. 

No.  4  . 
No.  y... 
No   8. 


18.730 

14,595 
2,464 

17.5'° 
1.244 
7.1S3 


294 
247 
118 
229 
63 
176 


63.1 

59  2 
20.5 
76.1 
19.4 
40  I 


Average  working  days  from  all  shafts... '88 

Average  feet  per  day  from  all  shafts -328 

Total  excavation  from  all  shafts 175,000  cubic  yards 

MATERIAL  USED. 

Cement 90,000  barrels 

Stone 30,000  cubic  yards 

Qra^-gl  60,000  cubic  yards 


CONSTRUCTION     OF     LATERAL     CONDUITS. 

In  going  over  the  situation  with  the  city 
engineer,  he  finally  decided  that  a  12  ft.  g  in. 
by  14  ft.  size  could  be  permitted,  this  enabling 
us  to  lower  the  reels  and  cables  from  our  ware- 
house down  a  shaft  to  the  level  of  our  conduit 
system,  and  to  transport  the  car,  reel  and  cable, 
as  shown  in  fig.  4,  through  these  trunk  conduits 
around  to  the  different  lateral  systems.  By  this 
method  of  lowering  the  reel  and  cable  and  trans- 
porting it  through  the  trunk  system,  we  avoided 
the  building  of  manholes.  It  was  understood 
that  we  would  drop  the  roof  of  our  12- ft.  9-in. 
by  14-ft.  tunnel  so  that  it  would  not  come  any 
closer  than  24  ft.  6  in.  to  the  surface.  In  our 
original  permit;,  as  granted,  we  had  the  right 
to  construct  our  conduit  as  close  as  22  ft.  6  in. 


While  it  was  not  altogether  necessary  for  us  to 
use  this  system,  as  the  nature  of  the  soil  is  such 
that  it  would  stand  without  caving  or  swelling, 
we  put  in  the  pneumatic  system  more  for  the 
purpose  of  being  protected  from  labour  troubles, 
than  anything  else.  With  this  system,  if  the 
men  should  go  on  a  strike,  one  has  no  anxiety, 
as  there  is  no  danger,  if  the  work  is  left  for  a  time 
in  an  uncompleted  state. 

In  installing  our  pneumatic  system,  airlocks 
were  placed  just  outside  the  several  shaft.s. 
These  airlocks  have  iron  doors  with  frames 
imbedded  in  the  concrete,  the  locks  being  long 
enough  to  accommodate  the  work,  in  some  cases 
as  many  as  ten  cars.  I  do  not  know  that  it  is 
necessary  to  describe  the  operation  of  the  air- 
locks in   detail.     Two  airtight  doors  are  used, 


Underground  Conduits  in  Chicago. 


one  at  each  end  of  the  lock.  The  locking-in 
process  is  effected  by  allowing  the  cars  to  enter 
through  the  outer  door,  and  then  the  door  is 
closed.  The  air  under  pressure  is  then  admitted 
from  the  uncompleted  tunnel,  allowing  it  to  flow 
into  the  lock,  thus  equalising  the  pressure  in  the 


is  open  to  atmospheric  pressure),  after  which  the 
outer  door  is  opened  and  the  cars  go  on  to  the 
shaft. 

METHOD     OF     USING     THE     CONCRETE. 

Fig.  4  shows  the  ground  as  excavated  ahead  of 
the  completed  conduit,  after  the  mining  has  been 


t£^ 


iiiitfii  I    1^ 


FIG.    4.       LATERAL   CONDUIT    UNDER    CONSTRUCTION. 


lock  with  that  in  the  tunnel  ;  the  inner  door  is 
then  opened  and  the  cars  are  run  on  to  the 
headings.  In  locking-out  again,  the  inner  door 
is  closed  after  the  cars  have  entered  the  airlock, 
the  valves  opened  at  the  outer  door  allowing 
the  air  to  escape  and  thus  equalising  the  pressure 
with  the  completed  part  of  the  tunnel  (which 


done.  The  concrete  is  then  placed  in  the  bottom 
and  thoroughly  tamped,  the  lagging  placed  on 
top  of  the  concrete,  iron  ribs  made  of  channel 
bars  being  placed  on  the  bottom,  and  lagging 
laid  at  the  sides  against  these.  These  frames  or 
ribs  are  made  of  3-in.  channel  bars,  and  are 
placed  three  feet  apart.     After  the  ribs  have  been 


FIG.    6.       KLEVATOR    HOUSE. 

Used  for  lifting  the  excavated  clay  so  that  it  may  be  dumped  into  waggons  to  be  hauled 

awav  to  the  Lalce  Front. 


aSiS^&tidS-  "         'Ji'" 


Via.    7        UNLOADING    THE    EXCAVATED    CI.AY   AT   THE    LAKE    EUOXT. 
Lilting  auav  the  side  boards  of  tlic  waggon  bed. 


(.122) 


FIG.    ^.      VIEW    OK    TRUXK   CONDUIT    UNDER    CONSTRUCTION". 


(333) 


FIG.    8.      WAGGON'    BED    BOTTOM. 

Swung  round  to  clumping  place,  ready  to  spill. 


FIG.    9.       TRACKS   AND    MOVABLE    PI.ATFORJIS. 
For  dumping  the  excavated  clay  into  scows  in  the  river. 


(}^1 


Underground   Conduits   in    Chicago. 


LOADING    SCOWS    IX    THE    RIVER    WITH    EXCAVATED    MATERIAL    FROM    SHAI-'T    8. 


placed  in  position,  the  lagging;  of  2-in.  plank  is 
adjusted  behind  the  ribs  and  the  concrete  thrown 
in  behind  the  lagging  in  layers  of  six  inches.  As 
can  be  seen  by  the  illustration  (fig.  4).  the  use 
of  concrete  absolutely  avoids  any  chance  of 
settlement  of  the  earth  as  the  concrete  is  tamped 
into  the  entire  space  between  the  lagging  and 
excavation.  It  makes  no  difference  how  irregular 
the  digging  or  mining  has  been  done,  as  everj' 
void  is  tilled.  This  method  of  placing  concrete 
is  carried  up  until  it  reaches  what  is  known  as 
the  key,  as  shown  in  fig.  4.  As  it  is  most  im- 
portant to  have  the  key  properly  placed,  it  is 
built  in  sections  of  three  feet,  or,  in  other  words, 
the  key  boards  are  only  three  feet  long.  These 
are  also  placed  on  the  ribs,  which  are  three  feet 
apart.  The  concrete  is  then  thrown  in,  and  after 
three    or    four   shovelfuls    are    thrown    in,    the 


concrete  is  rammed,  care  being  taken  that 
this  is  effected  so  that  every  void  is  filled. 
Bv  this  manner  of  working,  any  possible  chance 
of  the  ground  settling  is  avoided.  In  proceeding 
with  the  concrete  work  the  face  of  the  preceding 
day's  work  is  cleaned,  and  a  plaster  coating  of 
cement,  made  in  proportions  of  one  to  one,  of 
sand  and  cement,  is  plastered  on  the  old  work. 
This  forms  a  seal,  allowing  the  old  work  to  have 
a  bond  with  the  new,  and  making  it  almost  an 
entirely  homogeneous  structure. 

In  fig.  5  is  shown  some  ribs  and  lagging 
which  was  used  in  the  trunk  system.  Here 
the  ribs  are  made  of  5-in.  channel  irons,  and 
the  lagging  plates  are  made  of  No.  12  steel. 
These  steel  ribs  and  lagging  were  used  as  an 
extra  precaution  on  account  of  the  extra  weight 
of  the  concrete,  as  well  as  to  allow  the  men  to 


326 


Page's  Magazine. 


FIG.   13.     VIEW  OF  6-Kr.  X   7-FT.  6-I\.  LATERAL  CONDUIT. 
Completed  and  ready  for  inspection. 

thoroughly  tamp  the  concrete  without  having 
the  work  left  in  irregular  shape. 

Fig.  5  shows  the  trunk  system  with  steel  ribs 
and  lagging  in  place.  The  walls  of  the  6- ft.  by 
7-ft.  6-in.  lateral  conduits  are  constructed  with 
13-in.  bottoms  and  lo-in.  walls  of  concrete. 
The  trunk  system  conduits  are  constructed  with 
2i-in.  l^ottoms  and  iS-in.  walls  of  concrete. 

METHOD     OF     WORKING. 

The  work  was  carried  on  by  three  shifts  of 
men  working  eight  hours  each.  The  first  shift 
of  miners  went  on  at  four  o'clock  in  the  afternoon 


and  worked  until  midnight  ;  the  second  shift 
went  on  at  midnight  and  worked  until  eight 
o'clock  in  the  morning  ;  the  third  shift,  which 
was  known  as  the  concreting  shift,  went  on  at 
eight  o'clock  in  the  morning  and  worked  until 
such  time  as  they  were  "  through."  The  work 
of  the  third  shift  was  arranged  in  such  a  way  that 
they  would  get  through  their  work  so  that  the 
miners  could  take  up  their  duties  at  the  regular 
time,  4  p.m. 

The  distance  excavated  by  the  two  shifts  of 
miners  averaged  about  21  ft.  at  each  heading. 
Including  all  the  different  shafts,  the  number 
of  working  headings  averaged  about  fourteen, 
and  it  required  about  twenty'  men  to  operate 
each  heading.  About  850  men  were  engaged 
on  the  tunnel  construction,  and  about  600  other 
men  were  employed  in  the  office  forces,  the 
hauling  of  gravel,  stone,  cement,  and  excavated 
material. 

The  cement  used  for  the  making  of  the  con- 
crete was  American  Portland  (Atlas  and  Chicago 
AA).  All  tests  of  cement  were  made  by  the 
company,  and  each  and  every  barrel  was  tested 
and  subjected  to  a  14-days'  test  before  being 
accepted  and  under  very  rigid  specifications. 
Most  of  the  concrete  was  made  with  the  mixture 
of  five  parts  of  broken  stone  and  screenings  to 
one  part  of  cement  ;  but  a  large  portion  of  the 
concrete  was  comjwsed  of  mixed  gravel  and  sand, 
which  was  used  in  the  same  proportions  as 
broken  stone,  five  parts  of  gravel  to  one  of 
cement.  This  mixture  of  concrete  was  used  on 
the  straight  work  of  the  conduit.  At  the  inter- 
sections, a  mixture  of  four  parts  stone  or  gravel 
to  one  of  cement  was  adopted. 
L",  In  order  to  have  everything  run  smoothly,  it 
was  essential  to  make  provision  for  the  prompt 
disposal  of  the  material  excavated.  Some  900 
tram-cars  were  built  running  on  a  gauge  14  in. 
wide,  and  a  double  track  system  was  laid  through 
the  entire  tunnel  system.  Experience  has 
taught  me  that  the  most  economical  way  of 
handling  large  quantities  of  material  is  to  deal 
with  it  in  small  portions.  For  handling  concrete 
and  excavated  material  small  cars  were  therefore 
used,  20  in.  wide  inside  and  48  in.  long.  I 
believe  the  smallness  of  the  cars  was  largely 
instrumental  in  successfully  carrying  out  the 
building  of  the  twelve  miles  of  tunnel  in  the 
short  space  of  time  occuincd. 


Underground   Conduits   in    Chicago. 


327 


METHOD  OF   DEALING    WITH    EXCAVATED  MATERIAL 

The  cars  were  hoisted  b\'  a  power-driven 
elevator  up  the  shafts  to  the  second  floor  of  the 
building,  or  to  a  head-house  built  on  the  curb 
line,  and  the  material  dumped  into  waggons 
standing  on  the  street  or  alley.  The  dumping 
of  excavated  clay  into  a  waggon  is  shown  in 
fig.  6.  Much  of  the  material  was  deposited  at 
the  Lake  Front,  and  for  unloading  the  waggons 
a  lo-ton  stiff-leg  derrick  was  installed.  This 
first  hoisted  away  the  sides  of  the  waggon  boxes 
(fig.  7),  and  then  hoisted  the  entire  bottom  of 
the  waggon  with  its  load.  When  this  was  swung 
round  readv  to  dump,  the  chains  on  one  side 
were  unhitched  and  the  clay  dumped,  as  shown 
in  fig.  8. 

The  reason  I  have  touched  upon  this  jiart  of 
the  construction  is  from  the  fact  that  it  was 
imperative  that  this  branch  of  the  service  should 
be  kept  in  continuous  operation  while  the  miners 
were  at  work,  as  any  delay  in  operations 
would  have  proved  expensive.  The  hauling 
away  of  the  excavated  material  was  done 
mostly  at  night,  between  5  p.m.  and  7  a.m.,  to 
avoid  interference  with  the  usual  street  traffic. 
Another  method  that  we  adopted  for  handhng 
the  excavated  material  was,  at  what  is  known 
as  shaft  No.  8,  which  is  located  on  the  river  at 
the  foot  of  Market  Street.  At  this  shaft  we 
constructed  an  incline  from   the  conduit,   and 


used  an  endless  conveying  chain  with  dogs, 
constructed  in  such  a  manner  that  thev  took 
hold  of  the  axles  of  the  cars  and  conveyed  the 
cars  up  the  incline  to  the  surface  of  the  ground. 
They  were  then  run  on  the  tracks  to  the  edge 
of  the  river,  and  out  on  platforms  extend- 
ing over  dump  scows  moored  to  the  dock 
below. 

Fig.  9  shows  our  method  of  movable  plat- 
forms, which  were  erected  so  that  they  could  be 
raised  or  lowered  and  not  interfere  with  boats 
going  up  and  down  the  river  when  not  in  use. 
The  next  illustration  (fig.  lo)  shows  the  platforms 
being  lowered  down  to  the  scow  and  the  men 
about  to  dump  the  cars.  This  method  of 
handling  e.xcavated  material,  was  found  to 
be  very  economical  and  did  away  with  possi- 
ble delay,  besides  increasing  the  capacity  of  the 
tunnel. 

The  illustration  (fig.  11)  shows  the  lour-way 
intersection  as  built  and  located  at  Washington 
Street  and  Fifth  Avenue  looking  east,  and  (fig.  12) 
shows  the  three-way  intersection  at  Congress 
and  Franklin  Streets.  This  intersection  was 
built  larger  for  the  purpose  of  having  more  room 
in  handling  material  at  shaft  No.  8.  Its  size 
is  7  ft.  by  8  ft. 

The  illustration  (fig:  13)  shows  a  straight  piece 
of  6-ft.  by  7-ft.  6- in.  lateral  conduit,  ready  for 
inspection. 


KIG.    II.       FOUR-WAY    INTERSECTIOX    COMPLETED 


OUR   BIOGRAPHY  OF   THE    HONTH. 


PROF.    JAMES    ALFRED    EWING,    M.A.,    LL.D.,    F.R.S.,    M.Inst.C.E. 

Piotcssor  of  Applied  Mechanics  and  Micluinisiii  in  the  Vnivcrsitv  of  Canibridi^t-. 


PROFESSOR  EWING  was 
born  at  Dundee  on 
March  27th,  1855,  being  the 
third  son  of  the  Rev.  James 
Ewing.  He  studied  engineer- 
ing first  at  the  University  of 
Edinburgh,  under  the  lale 
Professor  Fleeming  Jenkin, 
who,  with  Sir  William  Thom- 
son (Lord  Kelvin),  was  then 
in  practice  as  an  electrical 
engineer.  Becoming  a  member 
of  their  permanent  staff,  he 
obtained  practical  experience 
of  cable  engineering  extending 
over  some  years,  and  was  also 
associated  with  the  develop- 
ment of  several  of  their  inven- 
tions. Appointed,  in  1875, 
Professor  of  Mechanical  Engi- 
neering in  Tokyo,  Japan,  it 
was  for  live  years  his  interest- 
ing duty  to  take  part  in  the 
intellectual  awakening  of  the 
Japanese,  whom  he  found  most 
apt  pupils.  The  Japanese  pro- 
fessorship was  relinquished  in 
1S83,  when  Mr.  Ewing  re- 
turned to  Dundee  to  take  up 
the  Engineering  Professorship 
in  the  University  College 
of  liis  native  town.  In  1890 
he  was  appointed  to  the  Cam- 
bridge Professorship,  which 
he  still  holds.  Shortly  after 
hisappointment  he  induced  the 
University  to  establish  a  Tripos 
in  engineering,  as  well  as  to 
make  provision  for  a  labora- 
tory, and  has  been  highly 
successful  at  Cambridge  in 
developing  a  large  and  active 
schoolof  practical  engineering. 

The  laboratory,  begun  in  a  very  small  wav,  liaN  now 
grown  to  a  great  size  by  the  gifts  of  the  Hopkhison  faniilv 
and  other  donors,  and  is  still  being  extended. 

Professor  Ewing's  experience  as  a  teacher,  ranging  over 
twenty-live  years,  has  rendered  him  an  enthusiastic 
exponent  of  the  laboratory  method  of  teaching.  He  is 
himself  an  ardent  experimentalist  and  author  of  many 
papers  describing  the  results  of  his  researches.  His  dis- 
coveries in  magnetism  were  recognised  by  the  award  of  a 
Royal  medal  in  1895.  While  in  Japan  he  gave  much  atten- 
tion to  seismology,  devising  machines  by  which  the  earliest 
complete  records  of  earthquake  motion  were  obtained. 

More  recently  he  has  taken  up  the  microscope  as  an 


P/wfj  by  Lajaydic,  Ltd  ] 


PROFESSOR    liWIXG,    II.A.,  I.I..D  ,  F.K.S. 

instrument  of  engineering  research.  He  is  well  known 
as  the  author  of  several  scientitic  works,  and  many  of  his 
instruments,  especially  his  extensoraeter,  hysteresis 
tester,  and  permeability  bridge  are  familiar  appliances  in 
most  laboratories. 

Professor  Ewing's  services  as  a  consultant  are  In 
frequent  request.  He  served  in  1901  with  Lord  Kayleigh 
and  Sir  John  Wolfe  Barry  on  the  committee  which  settled 
the  vexed  question  of  vibration  in  the  "  Twopenny  Tube." 

He  has  been  the  recipient  of  many  honours,  including 
the  degree  of  LL.D.  from  the  U[iiversitles  of  Edinburgh 
and  St.  Andrews,  .and  the  Order  of  the  Sacred  Treasure 
from  the  Emperor  of  Japan. 


(j2») 


Electrical  Ore-Finding  System. 

OUK  iUusti-ations  show  the  worUhig  of  the  Electrical 
Ore-Finding  System,  invented  hy  Messrs.  Leo  Daft  and 
Alfred  Williams.  The  apparatus  is  stated  to  have  suc- 
cessfully located  lead  and  zinc  ore  in  Wales,  and  hematite 
in  Cumberland.  Asdescribed  by  the  inventors,  the  system 
consists  of  transmitting  inductors,  which  deliver  electric 
waves  of  a  dehnite  length  extremely  sensitive  to 
the   presence    of    minerals,   and    receiving    resonators 


luned    to     detect    these    waves     and    determine    their 
characteristics. 

The  waves  from  the  inductors  are  impressed  upon  the 
crust  of  the  earth,  in  any  desired  locality,  and  are  radiated 
to  considerable  distances,  horizontally  and  perpendicularly. 
The  area  of  the  ground  thus  energised  is  increased  or 
diminished  at  the  will  of  the  operator,  irrespective  of  the 
prime  energy  used.  Areas  as  small  as  loo  metres  square, 
and  as  large  as  30  square  miles,  or  greater,  are  excited  by 
one  inductor. 


D.\KT-\V1I,LI.AMS    ELECTRICAL    ORE-FIXDIXG    .AI>R\R.\TUS. 


33° 


Page's   Magazine. 


MliTHOD    OF    USING    THE    APPARATUS. 


The  operatoi-  traverses  that  portion  of  tht  energised 
field  to  be  explored  for  mineral,  and  constantly  receives 
manifestations  of  the  waves  beneath.  On  approaching  a 
mineral  vein  or  lode  the  normal  characteristics  of  the 
waves  undergo  a  marked  variation  in  intensity  or 
direction  (or  both)  ;  the  changes  are  heard  in  the  re- 
sonators and  readily  interpreted.  When  the  resonators 
are  over  the  lode,  the  variation  and  intensity  are  greatest. 
Here  some  very  specific  changes  abruptly  take  place,  and 
by  noting  density  of  wave  flux,  rotation  of  path  and 
discord  or  overtone  of  the  waves,  considerable  informa- 
tion as  to  the  depth,  width  and  condition  of  the  deposit  is 
obtainable. 

Veins  or  lodes  which  act  as  insulators,  as  compared 
with  their  enclosing  rocks,  are  discovered  with  the  saine 
facility,  the  surface  variations  of  the  wave  differing  to  a 
considerable  extent. 

Duplicate  working  is  used  where  necessary.  Two 
fields  of  force  are  focussed  so  that  their  waves  will 
coincide,  at  a  predetermined  angle,  on  the  area  to 
be  investigated  for  mineral.  The  phases  of  the 
diplex  inductors  are  tuned  to  produce  periodic 
harmonics. 


Professor  Hele-Shaw. 


The  excellent  portrait  of  I'rolessor  Hele-Shaw,  LL.D., 
F.K.S.,  which  appeared  in  our  March  issue,  was  repro- 
duced from  a  photograph  taken  by  Messrs.  Elliott  and  Fry. 


London  Transit  through  American  Spectacles. 
Mr.  C.  T.  Yerkes,  as  the  principal  speaker  at  a 
dinner  given  by  the  Mayor  of  Kensington  (Major 
Lewis  Isaacs),  said  he  had  noticed  in  his  many 
visits— and  he  had  come  to  London  for  a  great  many 
years — the  very  bad  condition  of  our  intramural  trans- 
portation. He  had  noticed  that  the  people  were  herded 
together  and  had  no  opportunity  of  getting  away  from 
the  centre ;  and  he  ventured  to  say  that  there  were 
hundreds  of  thousands,  if  not  millions,  of  people  who 
did  not  get  one  mile  away  from  their  home  from  year's 
end  to  year's  end.  Their  homes  were  located  in  very 
bad  districts,  the  sanitary  arrangements  were  extremely 
poor ;  and,  in  fact,  in  London  to-day  the  conditions  were 
worse  than  they  were  in  any  civilised  city  that  he  knew 
of  ;  and  there  was  no  one  who  ought  to  appreciate  that 
more  than  an  Englishman.  His  plan,  inaugurated  years 
ago  in  the  United  States,  w.is  to  build  up  the  prairies 
outside  Chicago.  At  the  time  he  spoke  of  their  railroads 
extended  only  five  miles,  and  conveyed  passen.gers  just 
to  the  outskirts.  They  went  on  extending  their  lines 
until  a  man  could  ride  JO  miles.  He  did  il  all  for  one 
fare.  The  labouring  people  going  out  on  the  prairie  all 
inhabited  little  homes  which  were  built  by  private 
enterprise,  and  they  paid  the  owner  and  the  occupier. 
The  labouring  man  brought  up  his  children  in  a  proper 
manner. 

Proceeding  to  advocate  a  similar  extension  of  cheap 
transport  for  London,  Mr.  Yerkes  said  his  idea  was  to 
make  the  fare  2d.  for  almost  any  distance.     As  far  as 


Notes  and  News. 


33' 


lube  lines  were  eoncenied,  we  must  there  have  2cl.  fares 
(or  ahnost  the  whole  of  the  Hnes.  Where  one  crossed 
the  roads  and  had  a  chanije  of  stations  there  must  be  a 
free  transfer  at  those  points. 

As  far  as  he  was  concern  sd,  it  was  not  a  matter  of 
makint;  money  with  him,  though  a  great  many  persons 
thought  it  was.  He  could  make  more  money  by  remaining 
in  America ;  but  he  had  got  to  the  point  where  he  did 
not  care  so  much  for  that.  He  did  want  to  accomplish 
something  in  London,  however,  if  he  was  permitted  to 
do  so,  in  the  direction  of  improvement  of  transportation. 

In  the  Daily  Telegraph  Mr.  Yerkes  has  replied  to  some 
criticisms  on  the  above  speech.  The  critic  is  evidently  in 
favour  of  what  he  calls  "  working-class  colonics,"  and  Mr. 
Yerkes  answers  this  by  denying  the  practicability  of 
placing  the  working  people  in  colonies.  There  is  no 
more  reason  why  the  working  classes  should  be  so  placed 
than  other  classes.  Placing  together  a  particular  class  of 
people  to  the  exclusion  of  others  does  not  tend  to  improve 
the  condition  of  society  which  is  so  necessary  to  making 
good  citizens.  In  Mr.  Yerkes's  opinion,  the  mixing  of  the 
working  people — the  mechanics,  labourers,  clerks,  and 
others  who  are  compelled  to  work  for  their  living — 
together  would  have  much  greater  adv.mtages  than 
having  them  housed  separately  and  distinctly.  He 
further  denies  that  he  was  in  error  when  he  said  that  the 
intramural  transportation  of  London  was  poor,  or  that 
the  outlving  districts  should  receive  more  attention. 
Granted  that  the  Great  Eastern  Railway  has  assisted  in 
building  up  the  suburbs,  it  seems  to  him  there  is  plenty  of 
room  for  improvement  in  other  directions.  Dealing  with 
other  criticisms,  Mr.  Yerkes  states  that  a  train  of  thirty 
cars,  if  necessary,  may  be  hauled  by  electricity,  but  admits 
that  the  question  whether  the  multiple-unit  system  of 
working  will  lead  to  really  improved  acceleration  has  yet 
to  be  proved. 


The  Defences  of  Port  Arthur. 

In  a  recent  issue  of  the  Navy  and  Army  IHnstrated, 
Mr.  Alan  H.  Burgoyne,  F.R.G.S.,  gives  a  striking  account 
of  Port  Arthur,  which  is  described  as  "well  nigh  impreg- 
nable as  Gibraltar,  both  landwards  and  from  the  sea. 
The  site  of  the  old  Chinese  city  is  rapidly  becoming  a 
mass  of  barracks,  and  the  extensive  militiry  works  at 
present  being  carried  out  on  all  the  surrounding  heights 
testify  to  Russia's  firm  intention  to  retain  Port  Arthur  for 
all  time. 

"The  defences  of  the  adjacent  coast  are  remarkable, 
and  extend  in  the  northern  direction  for  a  distance  of 
forty  versts,  whilst  to  the  south  the  sea-line  is  fortified 
along  twelve  versts.  These  fortifications  take  the  form 
of  earth  batteries,  and  mount  either  three  or  four  heavy 
guns  each  ;  the  approach  to  them  on  the  land  side  is 
made  impossible  by  the  erection  about  the  bases  of  the 
hills  on  which  they  are  situ.ited,  of  stout  fences,  or,  in 
many  cases,  castellated  walls,  with  sentries  placed  in 
profusion  around  them  to  prevent  any  inquisitive  stranger 
from  approaching  too  near.  These  two  long  lines  are 
joined  by  a  circle  of  forts  surrounding  the  town  and 
surmounting  the  tops  of  the  hills  which  are  scattered  over 
the  country.  The  huge,  scarcely  finished,  fort  com- 
manding the  entrance  has  just  received  four  new  63-ton 


breech-loading  cannon  on  fortress  mountings,  whilst  on 
the  side  towards  the  sea,  and  halfw-ay  between  the  crest 
of  the  hill  and  the  water  level,  are  two  batteries  of  small 
quick-firers,  with  a  torpedo  and  search-light  station,  the 
combination  making  the  success  of  an  attack  by  torpedo 
vessels  highly  problematical. 

"  As  one  enters  the  harbour  a  large  semi-natural  break- 
water is  seen  on  the  left,  enclosin.g  a  fine  bay  01  about 
two  miles  in  length  by  one  mile  in  breadth.  On  this  is 
placed  a  battery  of  seven  5'5-in.  Canet  quick-firers,  at  an 
elevation  of  not  more  than  10  feet  from  the  mean  sea- 
level,  thus  efliciently  protecting  the  inner  harbour  and 
basin  from  any  torpedo  craft  that  might  by  chance  have 
escaped  the  fire  of  the  outer  batteries." 

Electric  Transmission  Plant  at  Pochin  Colliery. 

^Continued  front  last  month:) 

The  electric  motors  for  driving  the  haulage  gears  (both 
main  and  tail,  and  endless  rope)  are  all  of  55  e.h.p., 
of  the  three-phase  type,  at  500  volts,  but  the  motors  are 
capable  of  working  up  to  100  h.p  ,  at  a  speed  of  590  revo- 
lutions per  minute.  Each  motor  is  complete  with  slip 
rings  which  are  totally  enclosed  for  protection  against 
gas,  and  with  oil-filled  controllers.  The  motors  are 
placed  behind  the  haulage  gears,  and  driven  b^'  means  of 
cotton  ropes  i  in.  diameter. 

The  electric  lighting  installation  includes  a  horizontal 
single  cylinder  engine  which  is  fitted  with  automatic 
trip  expansion  gear,  and  is  of  the  following  dimensions 
and  power  :  Diameter  of  cylinder,  9^  in.  ;  length  of 
stroke,  20  in.  ;  diameter  of  flywheel,  6  ft.  ;  face  of  fly- 
wheel, 10  in.  ;  revolutions  per  minute,  approximate, 
120  in.  ;  steam  pressure  per  square  inch,  120  lb.  ;  brake 
horse-power,  40  lb.  This  engine  drives  by  belt  on  to 
the  lighting  generator,  which  is  of  Scott  and  Mountain's 
continuous  current  two  pole  type. 

The  colliery  is  lighted  above  ground  and  underground 
by  about  15a  i6-c.p.  incandescent  lamps. 

The  whole  of  the  new  plant  described  and  illustrated 
in  this  and  the  previous  number  has  been  constructed 
for  the  Tredegar  Iron  and  Coal  Company,  Ltd.,  by 
Messrs.  Ernest  Scott  and  Mountain,  Ltd. 


New  "Winding  Plant  at  Sand-well  Park 
Colliery. 

.After  a  thorough  investigation  of  current  English  .nul 
Continental  practice,  Alessrs.  Eraser  and  Chalmers,  Ltd.. 
have  been  asked  to  supply  Corliss  Winding  Engines  for 
the  Sand  well  Park  Colliery,  and  Earl  of  Dudley, 
Baggeridge  Sinking,  in  the  South  Staffordshire  district. 
These  winding  engines  are  of  3,000  h.p.  each,  will  be 
duplicates  of  each  other,  and  will  be  among  the  largest 
colliery  winding  engines  in  the  country.  The  duty  of 
each  will  be  3,000  tons  per  day  of  eight  hours,  from  a 
depth  of  600  yards.  The  coal  per  trip  which  \\\\\  be 
w^ound  will  be  7J  tons,  and  the  engines  will  eventually 
run  condensing  with  150  lb.  initial  steam  pressure.  The 
engines  will  be  of  most  economical  type,  and  will  be 
fitted  with  Eraser  and  Chalmers'  standard  Corliss  cut-off 
gear,  and  Whitmore  safety  brake.  It  is  expected  that 
the  first  of  these  winders  will  be  running  in  about  a 
year's  time. 


332 


Page's   Magazine. 


Bogie  Mineral  Waggons  for  the  North- 
Eastern  Railway  Company. 

KL-cently,  tlic-re  left  tlie  Leeds  Koij,'e  Company's 
sidings  at  Armley,  tlie  longest  train  of  high  capacity 
bogie  mineral  waggons  that  has  ever  travelled  in  the 
United  Kingdom.  It  consisted  of  twenty-five  waggons, 
each  with  a  capacity  for  carrying  40  tons  of  coal,  and 
weighing  only  16  tons  ;  thus  the  train,  which  was  con- 
strncted  for  the  North-Eastern  Railway  Company,  when 
fullv  loaded,  would  carry  1,000  tons  of  coal  ;  the  tare 
weight,  or  non-paying  load,  being  only  400  tons,  and  the 
total  length  of  the  train  only  975  ft.  exclusive  of  engine 
and  brake  van.  "This,"  writes  a  correspondent, '•  is  a 
great  advance  on  the  older  type  of  railway  waggons 
now  generally  in  use.  To  carry  the  same  qu;intity  of 
coal  in  the  latter  at  least  lOO  waggons  would  be  required, 
and  the  tare  weight,  or  non-paying  load  of  these,  would 
be  at  least  625  tons,  or  56  per  cent.,  heavier  than  the 
bogie  waggons,  while  the  length  of  this  number  of 
four-wheeled  waggons  would  be  1,900  ft.,  or  about  double 
that  of  the  train  of  bogie  waggons,  consequently  two 
trains  would  be  required  ;  whereas  the  bogie  waggons 
of  the  same  carrying  capacity  were  taken  in  one  train. 
The  tare  weight,  or  non-paying  load,  in  the  case  of  the 
bogie  waggons,  is  only  40  per  cent,  of  the  paying  load, 
and  there  are  only  one-fourth  the  number  of  waggons 
to  deal  with  ;  whereas  in  the  case  of  the  four-wheeled 
waggons  the  non-paying  load  is  62  per  cent,  of  the 
paying  load.  There  is  another  great  saving  in  con- 
nection with  the  high  capacity  waggons,  which  are  of 
the  self-emptyingi  type.  They  are  so  arranged  that  by 
pulling  two  hand  levers  through  an  angle  of  120  degrees 
the  whole  of  the  contents  of  the  waggon  are  discharged 
between  the  rails  upon  which  the  waggon  lests,  and 
shoot   down   into  the   hold   of   the   vessel,  at   the  rate  of 


one  ton  per  second  ;  further,  the  doors  can  be  opeiated 
from  either  side  of  the  waggon,  so  that  to  discharge 
1,000  tons  of  coal,  only  fifty  levers  have  to  be  pulled 
over,  whereas  in  the  four-wheeled  waggons  of  the  same 
capacity,  400  doors  have  to  be  let  down  and  lifted  u|i 
again,  and  fastened  by  hand. 

"  The  waggons  are  constructed  throughout  of  pressed 
steel,  each  being  strong  enough  to  carry  a  load  of  iod 
tons  without  injury.  Indeed,  one  of  the  waggons  has 
been  loaded  with  40  tons  of  coal,  and  upon  this  was 
placed  60  tons  of  pig-iron,  which  load  remained  on  the 
waggon  for  thirteen  days.  It  was  afterwards  shunted 
before  being  discharged,  but  no  injury  whatever  was 
done  to  the  waggon,  thus  showing  the  great  strength  of 
this  form  of  construction.  It  appears  that  the  North- 
Eastern  Railway  Company  recognise  the  advantage  to  be 
gained  by  the  adoption  of  high  capacity  bogie  waggons. 
I  believe  these  waggons  are  the  finest  yet  constructed, 
and  that  nothing  in  the  United  States  or  any  other 
countrv  can  approach  them  for  finish,  strength,  and  low 
tare  weight." 


Polyphase  Electric  Driving. 

Messrs.  T.  H.irding,  Churton  and  Co.,  of  Atlas  Works, 
Leeds,  have  recently  discarded  the  gas  engines  by  which 
their  works  were  formerly  run,  and  put  down  two-phase 
motors  instead  to  do  the  work,  the  current  being  obtained 
from  the  Leeds  Corporation  Supply  mains.  The  motors 
are  of  Messrs.  Churton  and  Co.'s  make,  and  are  of  various 
powers,  constructed  for  a  two-phase,  200  volt,  50  service. 
The  installation  has  proved  very  successful,  and  it  is 
e.'cpected  that  the  marked  economy  which  has  already 
been  effected  will  be  still  further  increased  as  the  power 
is  further  subdivided. 


A    I.OXG    TRAIN    t)l>     HK.H    L.\1'.\C1TV    liOGlK    MIN'Iik.M.    WAGGOXS. 


Notes  and  News. 


333 


Blast  Furnace  Improvements  for  Dusty 
Ores. 

Mr.  Linn  Benlley,  of  the  Coliimbus  Iron  and  Steel 
Conirany,  Columbus,  Ohio,  has  desij^ned  a  blast  furnace 
improvement  designed  to  aid  in  the  handling  of  Hue  dust. 
The  inventor  refers  to  its  object  and  its  construction  in 
these  terms  : — 

"  In  most  iron  ores  there  is  a  considerable  quantity  of 
tine  dust  or  particles  of  ore  deemed  to  contain  the  best 
and  purest  metal,  and  heretofore  in  the  process  of  reduc- 
ing ore  in  a  blast  furnace  a  large  proportion  of  this  dust 
has  been  blown  out  through  the  downtake,  accumulating 
in  and  choking  the  flues  to  such  an  extent  that  it  has 
been  necessary  to  shut  down  the  furnace  at  frequent 
intervals  to  remove  the  accumulation.  This  accumulation 
is  often  lost  or  wasted,  because  when  it  is  added  to  a 
charge  the  ordinary  quantity  of  dust  is  augmented  and 
the  trouble  in  the  Hues  aggravated.  The  object  of  my 
invention,  therefore,  is  to  provide  an  improved  construc- 
tion of  gas-Hue  or  downtake  that  will  prevent  to  a  great 
extent,  if  not  entirely,  the  escape  of  the  ore  particles 
through  the  downtake. 

'■  In  my  improvements  the  downtake  leads  first  upward 
from  the  top  of  the  furnace  and  then  downward,  so  that 
there  shall  be  a  tendency  of  the  ore  particles  to  fall  by 
their  own  weight  back  into  the   furnace,  where  they  will 
be  reduced  along  with  the  rest  of  the  charge.    The  inven- 
tion also  consists  in  providing  the  upwardly  leading  part 
of  the  down  take-flue  with  substantially  horizontally  extend- 
ing obstructions  or   baffles,  against  which  the  ore  par- 
ticles strike  and  are  deprived  of  their  momentum.     The 
invention  also  consists  in  providing  a  'bleeder'  directly 
above  and  in  line  with  the  axis  of  the  upwardly-directed 
part  of  the  downtake,  so  that  the  ore  par- 
ticles  rising   in    it  will   fall  back   into   the 
furnace  through  the  said  upwardly  leading 
portion. 

"  The    invention   further   consists    in    a 
peculiar  construction  of  dust-catcher  where- 
by  most  of   the  metallic   and  other    dust  that   does   get 
around  the  bend  in  the  top  of  the  Hue  may  be  detained 
and  removed." 

The  illustration  shows  a  central  vertical  section  of  a 
blast  furnace  with  the  attachment  referred  to.  Fig.  2  is 
a  section  of  the  dust  trap.  D  is  the  Hue,  or  downtake, 
for  carrying  off  the  gases.  In  the  upward  extension  of 
the  Hue  are  baffles,  as  at  A,  preferably  having  their  upper 
sides  inclined,  so  that  the  particles  dropping  or  lodging 
thereon  shall  tend  to  roll  oft  and  fall  back  into  the 
furnace.  B  is  a  valved  vent  or  bleeder,  to  let  out  gas 
should  the  pressure  become  too  high  for  safety.  This 
bleeder  is  located  above  the  upwardly  leading  part  of 
the  downtake,  so  that  particles  of  dust  entering  or  lodging 
therein  shall  fall  back  into  the  flue  and  furnace. 

The  dust  trap  comprises  a  chamber,  C,  into  which  the 
upper  end  of  the  downtake  discharges,  the  discharging  end 
of  the  downtake  being  shown  to  be  somewhat  enlarged, 
but  of  smaller  diameter  than  that  of  the  chamber, 
so  that  the  branch  flues,  E  E.  forming  a  continuation 
of  the  downtake,  can  lead  upward  out  of  the  upper 
end  of  the  chamber  C.     Thus  the  discharging  end  of  the 


flue  is  practically  in  the  same  horizontal  plane  as  the 
induction  end  of  the  flues  E  E,  and  particles  dropping 
into  the  trap  can  hardly  be  carried  upward  through  the 
flues.      The  lower  end  of  the  dust-trap  is  provided  with 


a  bell-valve,  which  may  be  operated  at  any  time  to 
discharge  the  accumulation  in  the  trap.  The  Hues  E  E 
communicate  or  discharge  into  the  ground  or  other 
Hues  F,  and  the  gases  from  the  furnace  may  be  conveyed 
to  any  place  where  it  may  be  desired  to  utilize  them — 
for  example,  as  fuel  for  stoves  or  boilers.  The  flue  can 
also  be  provided  with  a  safety-valve  to  give  vent  in  case 
of  explosion  in  that  part  of  the  downtake.  With  this 
construction  the  valuable  metallic  dust  heretofore  wasted 
is  saved  and  much  annoyance  and  loss  of  time  due  to 
choking  of  Hues  avoided.— The  Iro\  Tuaues  Review. 


Lord  Selborne  on  his  Scheme. 

The  advantages  oi  the  new  naval  scheme  were  forcibly 
stated  by  Lord  Selborne  in  the  course  of  an  address  on 
Imperial  Defence,  to  the  South  St.  Pancras  Unionist 
Association.  He  remarked  that  the  two  great  pillars  of 
imperial  stability  on  which  this  country  rested  were  the 
maintenance  of  its  credit  and  the  strength  of  its  Navy. 
Proceeding,  he  said  : — 


334 


Page's   Magazine. 


"You  have  also  to  take  into   account  the  quality  of  the 
ships,  the  manner  in  which  they  are  found  and  equipped, 
and  the  quality  of  the  oHicers  and  the  men  who  man  them. 
It   is  in    connection    with    the    quality  of   those   ofticers 
that  I  would  very  brieHy  allude  to  that  scheme  of  entry 
and  training  of  the  officers  of  the  Navy  to  which  Captain 
Jessel  has  referred.    You  may  remember  that  the  object 
of  that    scheme,  which  comes   into   force   this   year,  is 
that  henceforth  a'l  the   officers  of  the  Navy  who  are 
essential  for  the   fighting  of  a   ship  in  action,  be  they 
what  are  known  as  the  executive   officers  or  engineer 
ofticers  or  Royal  Marine  ofticers,  enter  as  boys  into  the 
Service  in  the  same  way,  and  enjoy  the  same  training 
ashore  and  afloat  up  to  the  age  of  twenty,  and  then  branch 
oft'  into  their   different  spheres  and  become  specialized 
in  their  own  particular  lines.     What  is  the  main  point  in 
connection  with  this  scheme,  great  change  as  it  is,  that  I 
want  to  impress  upon   my  country  ?    It  is  this,  that  the 
whole  character  of  the  modern  battleship  and  the  modern 
fleet  has  changed  ;  that  you  are  dealing  with  one  of  the 
most  complicated  collections  of  machinery  in  every  form 
which   the    world    contains.      A   battleship    is  propelled 
by  machinery,  everything   on   board   her  is  moved  by 
machini.ry,  she  is  steered    by  machinery,  her  guns  are 
adjusted   by   machinery.       Is   it   right  that   the   largest 
proportion  of  the  fighting  officers  of  the  Navy  should  be 
trained  so  as  to  remain  in  comparative  ignorance  of  the 
mystery  of  machinery  '■      If  anybody   put   to    you    the 
question   whether   it   was    right  that   the    naval   ofticer 
of   the    future    should    know     comparatively    little     of 
navigation   you  would  laugh  and  say  '  What  else  is  he 
there  for  ?'    If  it  were  put  to  you  that  the  naval  officers 
of  the  future  should  remain  in  comparative  ignorance  of 
gunnery  you  would  again  laugh,  as  the  whole  purpose 
of  the  ship  is  that  at  a  given  moment  the  guns  should 
be  fought  in  such  a  way  that  the  enemy's  ships  should 
be  defeatecj.     Is  it  not  equally  impossible  to  defend  the 
position  that  the  naval  officer  of  the  future  should  not 
have   the   general  knowledge  of  machinery  and  of  the 
craft  of  the  engineer  as  he  has  now  of  the  craft  of  the 
navigator  or  of  the   gunner  r     (Cheers.)     Just  as   now 
every  naval  officer  can  take  the  place  of  the  specialist 
gunnery  ofticer  or  the  specialist  torpedo  officer,  in  them- 
selves really  only  engineers  of  a  very   particular  kind, 
just  as  on  occasion  he  can  take  their  place  or  that  of  a 
navigating    specialist,   will    every    naval    ofticer    be    so 
trained  that  on  occasion  he  can  take  the  place  of  the 
specialist  engineer  ofticer.     You  will  see  what  an   added 
strength  to  the  Navy  it  will  be  when  all  these  ofticers 
are  competent  to  take  up  and  carry  on  each  other's  duties 
— what  an  influence  that  will  have  on  the  expansion  of 
the  fleet,  on  mobilization,  and  how  much  greater  power 
of  oft'ence  it  will  put  into  the  hands   of  the   Admiralty  of 
the  day.     You  need  not  fear  that  the  specialist  engineer 
ofticers  will  be  inadequately  trained.     Every  one  of  them, 
in   common   with  his  shipmates  of  the  other  branches, 
having  had  a  thoroughly  sound  engineering  education  so 
far   as  it  aft'ects   the  Navy,    will   then   pass   on   to    his 
specialist     education,   and     there    will     be     no    young 


engineers  in  the  whole  of  the  country  better  equipped 
for  the  work  they  have  to  do  than  the  naval  engineers  of 
the  future.  One  word  more,  and  I  have  done.  Questions 
have  been  asked  as  to  what  the  future  of  these  different 
branches  of  naval  ofticers  and  marine  ofticers  will  be. 
Whether  they  will  every  one  of  them,  having  had  a 
common  training  up  to  the  age  of  twenty,  for  ever  then  pass 
on  in  separate  lines.  As  I  have  already  said  in  public, 
the  present  Board  of  Admiralty  have  carefully  left  it  open 
for  a  future  Board,  actuated  by  experience,  to  make  a 
decision  in  this  matter  of  personnel.  I  have  no  more 
doubt  than  that  I  am  standing  here,  that  the  scheme  will 
work  out  so  that  all  these  branches  of  the  naval  service 
will,  throughout  the  career  of  the  ofticer,  be  inter- 
changeable ;  that  not  only  will  the  same  promotions  be 
open  to  the  ofticers  of  all  those  branches,  but  every 
appointment  for  which  an  officer  by  his  capacity  and 
merit  mav  prove  himself  to  be  fitted  will  be  open  to  him, 
no  matter  to  which  branch  he  belongs  ;  and  that 
therefore,  eventually,  not  only  in  the  early  entering  and 
training,  but  from  the  moment  of  his  early  training  as 
a  child  to  the  moment  of  his  retiring  after  years 
of  service  to  his  country,  the  essential  and  complete 
unity  of  the  naval  service  will  be  preserved."  {Loud 
cheers.) 


Proposed  Ne-w  Docks  for  Gibraltar. 

A  Blue  Book  has  been  issued  containing  the  report  on 
the  proposed  eastern  harbour  and  dock  at  Gibraltar  by 
Captain  T.  H.  Tizard  and  Mr.  William  Shield.  The 
Commissioners  state  that,  having  carefully  considered 
all  the  conditions  aftecting  the  construction  of  an  eastern 
harbour  and  dock  at  Gibraltar,  they  are  of  opinion  that 
such  a  work  is  quite  feasible,  and  that  a  scheme  which 
they  indicate  by  means  of  a  drawing  accompanying  the 
report  would  be  suitable. 

The  work  consists  generally  of : — 

(1)  A  main  or  outer  breakwater,  ii,oooft.  in  length, 
with  a  span  300  ft.  long  projecting  from  it  on  its  landward 
side  at  a  point  1,000  ft.  from  its  eastern  termination. 

(2)  A  southern  breakwater,  i.Soo  ft.  in  length. 

(3)  A  graving  dock,  700ft.  long,  with  an  entrance  05  ft. 
wide,  and  a  depth  over  the  sill  of  38  ft.  at  low  water. 

(4)  Quays  and  quay  walls  to  the  southward  of  the 
proposed  dock. 

(5)  A  tunnel  through  the  span  of  rock  which  juts  out 
between  the  Monkey  Cave  and  Monkeys'  Alameda. 

(6)  The  enlargement  of  the  existing  tunnel. 

(7)  Additional  workshops,  sheds,  dwellings,  water 
supply,  and  other  accessories. 

The  cost  of  the  works  recommended,  and  the  lime 
required  for  their  construction,  can  only  be  approxi- 
mately estimated  at  the  present  stage  ;  but  it  is  estimated 
that,  after  making  due  allowance  for  contingencies,  the 
works  could  be  constructed  for  _£'6,500,ooo,  and  could 
be  completetl  witliin  ten  years  from  the  letting  of  the 
contract. 


BV 

ED.    C.    DE    SEGUNDO,    A.M.Ixst.C.E. 

The  author  discusses  the  present  position  of  cable  and  "  wireless  "  telegraphy  from  a  commercial 
point  of  view,  and  desires  us  to  state  that  the  following  remarks  apply  solely  to  the  probability  of 
existing  long  distance  submarine  cables  being  superseded  by  any  wireless  system  of  signalling,  and 
must  not  be  taken  to  detract  in  any  way  from  the  splendid  work  which  Sir  Oliver  Lodge,  Mr.  Marconi, 
and  others,  have  done,  and  are  doing,  in  connection  with  wireless  telegraphy,  for  which  there  is 
undonbtcdlv  a  large  field  in  directions  specially  suited  to  the  conditions  involved.— Editor. 


A  BOUT  a  year  ago  the  detection  on  one 
-^  side  of  the  Atlantic  of  an  electric 
oscillation  set  up  on  the  other  struck  terror 
to  the  hearts  of  shareholders  in  cable  com- 
panies, who  deemed  that  in  consequence  the 
days  of  submarine  telegraph  companies  were 
numbered.  They  consequently  rushed  incon- 
tinently to  sell  their  shares,  not  realising 
that  in  so  doing  they  were  playing  into 
the  hands  of  certain  financial  groups,  whose 
avowed  business  is  to  aggravate  the  effect  of  any 
circumstance  calculated  to  affect  the  value  of 
the  shares  of  any  company  ad\-ersely,  by  selling 
shares  in  that  company  (which  they  often  do  not 
even  possess)  in  order  to  unduly  depress  the 
market  price,  and  thus  frighten  genuine 
holders  into  realising,  so  that  the  shares  can  be 
bought  back  at  a  lower  figure  than  that  at 
which  the  financial  groups  in  question  sold. 

A    WAVE    OF    DEPRESSION. 

The  following  table  will  give  some  idea  of  the 
depreciation  in  the  value  of  telegraph  com- 
panies' shares  at  the  beginning  of  the  year  1902. 
caused  by  the  fear  of  wireless  competition  ; — 


Stoclc. 

Highest, 
:8w. 

Highest. 
1900. 

Highest, 
i9or. 

Januaiy 

l<p2. 

AngIo-.A.merican  Tele- 

graph Ordinary 

69 

67i 

M 

4Si 

.■\nglo-.\merican     Pre- 

ference Ordinarv  ... 

uoj 

ii/i 

102 

90.1 

Anglo-.A.merican     De- 

ferred Ordinary       . 

is^' 

17U 

Ili 

S 

Direct  U.S.  Cable      . 

i-'i 

ui- 

lli 

10 

Eastern  Telegraph    ... 

ISS 

159 

151 

130 

Eastern     Extension 

Telegraph 

!«»■ 

l6i 

14! 

15 

Although  at  the  time  of  writing,  the  prices 
of  the  shares  have  recovered  considerably,  the 
present  figures  are  much  below  those  at  which 
these  shares  stood  for  many  years  prior  to 
the  fateful  projection  of  the  letter  "  S  "  in  the 
Morse  code  across  the  Atlantic. 

That  considerable  uneasiness  is  still  felt  by 
shareholders  in  cable  companies  is  evidenced 
by  the  questions  asked  at  meetings  of  the 
telegraph  companies,  and  it  must  therefore  be 
of  importance  to  not  a  few.  and  of  interest 
to  a  large  number  of  people,  to  determine 
whether  the  submarine  cable  is  destined  to 
become  a  relic  of  the  past,  and,  if  not.  whether 
it  will,  or  may.  be  superseded  in  any  degree 


(3.i5> 


336 


Page's    Magazine. 


by  the  wireless  method,    and,   if   so,    to    what 
extent . 

To  prophesy  would  be  easy  ;  to  quote  the 
views  of  the  Chairmen  or  of  the  Engineers  of 
either  cable  telegraph  companies  or  wireless 
method  companies  would  be  unconvincing.  I 
propose,  in  the  following  lines,  to  refer  to  facts 
and  to  quote  only  such  expressions  of  opinion 
as  are  uninspired  and  impartial,  so  as  to  enable 
readers  to  form  their  own  conclusions  as  to  the 
probable  influence  of  wireless  telegraphy  upon 
future  submarine  cable  work. 

It  is  fair  to  assume  that  a  number  of  my  readers 
will  be  non-technical  men,  and  therefore  it  has 
been  suggested  to  me  that  a  reference  to  the 
principles  underlving  "  wireless "  systems  of 
telegraphy  will  not  be  out  of  place. 

First  of  all,  let  me  anticipate  the  objection  of 
the  hypercritical  reader  that  the  term  "  wireless 
telegraphy  "  is  scientifically  inaccurate.  I  agree 
that  such  is  the  case,  but  the  words  "  wireless 
telegraphy "  convey  my  intended  meaning 
sufficiently  well,  and,  indeed,  such  a  term  is 
now  universally  recognised  as  apph'ing  to  all 
systems  of  electric  signalling  in  which  no 
intervening  wires  are  employed. 

THE     ESSENTIALS    OF    "WIRELESS"    TELEGRAPHY. 

My  next  step  will  be  to  try  to  indicate  the 
means  by  which  the  effect  of  an  electric  oscilla- 
tion travels  over  from  one  side  of  the  Atlantic 
to  the  other.  Whatever  system  be  employed, 
some  vehicle  must  exist  by  means  of  which  the 
transmission  of  the  electric  impulse  is  effected. 
In  ordinary  systems  the  vehicle  is  a  visible  copper 
wire.  In  wireless  methods  the  vehicles  although 
invisible,  is  none  the  less  a  physical  entity. 
To  grasp  this,  one  must  first  realise  that  there 
is  no  such  thing  as  an  absolute  void.  We  are 
accustomed  to  demonstrate  the  elementary 
principle  of  subtraction  to  Smith  minor  by 
saying  to  him,  "  If  you  have  two  apples,  and 
Jones  major  takes  them  away  from  you,  what 
is  left  ?  "  and  Smith  minor  naturall\-  replies, 
"  nothing."  He  is  quite  right  in  a  sense. 
Nothing  of  the  nature  of  an  apple  remains, 
but  sotnething  that  existed  in  that  particular 
portion  of  space  occupied  by  the  two  apples 
continues  to  exist  irres]iective  of  the  fact  that 
the  two  apples  have  been  annexed  bj'  Jones. 


There  is  no  such  thing  as  nothing.  Even 
in  a  perfect  vacuum  there  would  still  be  some- 
thing, which  scientific  men  have  the  strongest 
possible  reasons  for  believing  exists  throughout 
space,  is  indestructible  and  unproducible.  This 
something  is  called,  for  want  of  a  better  name, 
the  luminiferous  ether,  or,  shortly,  ether,  and  is 
considered  to  pervade  the  whole  of  space,  that 
is  to  say,  to  exist  even  in  the  space  separating 
one  ultimate  particle  of  matter  from  the  con- 
tiguous particles  which  form  terrestrial  solids, 
liquids,  and  gases. 

The  following  experiment,  which  can  be  carried 
out  by  any  one  of  my  readers,  show's  that 
light  and  sound  are  propagated  through 
different  media.  Take  a  loud  ticking  clock 
to  the  laboratory  of  any  professor  of  physics 
with  whom  you  may  be  acquainted.  Place 
it  under  the  glass,  receiver  of  his  air-pump 
and  then  pump  away  from  around  the  clock  all 
the  air  you  can.  As  the  exhaustion  of  the  air 
proceeds  the  ticking  will  become  fainter  and 
fainter,  till  at  last  you  will  hear  nothing,  but 
the  clock  will,  of  course,  continue  to  go.  Now, 
you  cannot  hear  the  ticking,  but  you  can  see  the 
clock,  which  shows  that  although  the  vehicle  for 
the  sound  waves  has  been  removed,  the  vehicle 
for  the  light  waves  remains.  This  vehicle 
which  exists  in  vacuo  has  therefore  been  termed 
the  luminiferous.  or  light-carrving  ether.  It 
mav  incidentally  be  mentioned  that  it  is  a 
merciful  dispensation  of  Providence  that  the 
luminiferous  ether  does  not  convey  sound,  for 
were  this  the  case  we  might  constantly  be 
subject  to  serious  disturbance  bv  the  noise 
of  the  stupendous  convulsions  of  Nature  taking 
place  in  the  solar  system,  even  as  magnetic 
disturbances  caused  by  volcanic  and  other 
eruptions  in  the  sun  are  appreciated  by  the 
more  delicate  electric  measuring  instruments 
in  use  on  the  earth. 

To  give  some  idea  of  the  wide  range  of  vibra- 
tory motion,  it  may  be  mentioned  that  the 
lowest  sound  that  the  average  human  ear  can 
appreciate  is  produced  by  sixteen  vibrations 
per  second,  and  the  highest  by  forty  thousand 
vibrations  per  second.  Sounds  whose  rates  of 
vibration  are  higher  than  this,  are  inappreciable 
to  the  human  ear.  This  shows  that  a  sound  may 
be  too  shrill  to  be  heard,  which  I  think  will  be  a 


"  Wireless  "  Telegraphy. 


337 


novel  idea  to  some  of  us.  Yet,  if  we  reflect  a 
moment,  we  will  remember  that  on  occasions, 
certain  of  our  friends  have  been  able  to  hear 
the  cr\-  of  a  bat,  while  others  have  said  they 
never  heard  a  bat  cry.  This  is  a  well-known 
fact,  the  reason  of  which  is  simple  ;  the  "■  wave- 
velocity  "  so  to  speak  of  the  bat's  cry  is  in  the 
neii^hbourhood  of  the  extreme  upper  limit  of 
sensil)ility  of  the  human  ear. 

Between  the  wave  velocities  constituting  sound 
and  those  which  are  appreciable  by  the  eye  as 
colour  there  is  a  huge  gap.  The  ultra  red  rays 
have  something  like  100,000,000,000,000  vibra- 
tions per  second — and  in  between  these  are  to  be 
found  the  Hertz  waves  with  a  frequency  of 
approximately  230.000.000  vibrations  per  second, 
which  are  utilised  for  the  purpose  of  projecting 
electric  oscillations  to  a  distance.  It  must  be 
remembered  that  certain  electro-magnetic  waves 
of  induction  are  propagated  through  the  ether, 
and  are  not  influenced  in  the  slightest  by  solids, 
liquids,  or  gases.* 

The  principles  involved  in  "  wireless  "  tele- 
graphy have  been  known  for  a  number  of  years. 
In  1882  Sir  William  Preece  conducted  some 
completely  successful  experiments  in  the  trans- 
mission of  signals  without  intervening  wires 
over  a  distance  of  eighteen  miles.  We  must 
also  not  forget  the  experiments  of  Morse  in 
America,  who  some  forty  years  ago  indicated 
the  means  whereby  "  wireless  "  telegraphy 
might  be  accomplished.  Lindsey — whose 
labours  in  this  field  were  also  of  no  little 
importance — indicated  another  direction  in 
which  signals  could  be  exchanged  without 
intervening  wires.  His  system,  however,  utilises 
the  difference  in  conductivity  of  two  media, 
namely,  earth  and  water,  and  must,  therefore, 
not  be  confounded  with  the  methods  we  are  now 
discussing,  whereby  electric  oscillations  are 
projected  through  the  ether  by  the  utilisation 
of  inductive  effect.  It  is,  however,  of  interest 
to  refer  to  Lindsey's  work,  as  his  ideas  have 
taken  concrete  shape  in  a  system  devised  by 

*  We  are  quite  in  the  d.irlc,  and  probably  shall  lemain 
so, as  to  why  ccitaiii  wave  lengths  can  pass  through  solids 
while  different  lengths  arc  unabl.-  to  do  so,  and  why, 
again — as  in  the  ease  of  the  X  rays— flesh  and  blood  oli'er 
no  resistance  to  the  passage  of  these  rays,  whereas  they 
are  intercepted  by  bony  tissue.  The  fact  remains  that 
such  is  the  case,  and  at  present  that  is  all  that  can  be  said 
about  it. 


;\Ir.  Willoughby  Smith,  which  is  still  in  operation. 
The  fundamental  principles  upon  which  all 
so-called  systems  of  wireless  telegraphy  are 
based  is  as  follows  :  An  electric  disturbance  of 
sufficient  strength  and  of  a  suitable  nature  is 
set  up  at  one  point,  and  this  disturbance  travels 
(like  the  ripple  on  a  calm  sheet  of  water  caused 
by  a  stone  falling  into  it)  through  space  through 
the  medium  of  the  ether,  and  enables  a  suitablv 
arranged  receiving  apparatus  at  another  point 
to  reproduce — although  in  a  proportionately 
faint  manner,  according  to  the  distance 
traversed — the  starting  and  stopping  of  the 
original  impulse.  We  have  likened  the  trans- 
mission of  the  electric  impulse  to  the  ripple 
caused  by  a  stone  dropped  into  a  sheet  of  still 
water.  This  is  not  quite  accurate  ;  the  inductive 
effect  extends  in  all  directions  from  the  point 
at  which  it  was  produced — that  is  to  say.  in 
continually  increasing  spheres  of  influence. 
This  is  an  important  point  in  wireless  systems, 
and  will  be  referred  to  later  on. 

Before  going  further,  I  would  just  like  to  say 
that  I  am  refraining  from  all  eulogistic  reference 
to  the  labours  of  the  numerous  workers  in  this 
field,  because  in  the  first  place  any  tribute  of 
mine  could  not  add  to  the  appreciation  which  has 
already  been  expressed  by  abler  pens  ;  and^ 
secondly,  because  to  do  justice  to  the  many 
who  have  worked  in  this  field  would  require  a 
volume  in  itself.  The  discoveries  upon  which 
wireless  telegraphy  is  based  are  numerous, 
and,  indeed,  wonderful,  but  they  have  been 
chronicled  long  ago,  and  the  object  of  my  paper 
is  to  consider  the  probable  practical  value  of  the 
wireless  system  from  the  cold  and  uncom- 
promising point  of  view  of  commercial  and 
pecuniary  advantage. 


COST     OF     THE     "WIRELESS' 


1ETHOD. 


The  cost  of  establishing  communication  on 
the  wireless  method  is,  of  course,  extremely 
small  compared  with  that  by  a  submarine 
cable.  The  cost  of  a  submarine  telegraph 
cable,  including  manufacture  and  laying,  is 
approximately  £225  to  £250  per  nautical  mile. 
This  is  an  average  figure,  and,  of  course,  may 
be  greater  or  less,  according  to  the  special  con- 
ditions aimed  at  (such  as,  for  instance,  high 
working  speed),  and  the  life,  as  far  as  present 


Page's   Magazine. 


experience  enables  us  to  judge,  may  be  from 
thirty  to  forty  years.  In  the  wireless  method 
no  cable  is  used  between  the  transmitting 
station  and  the  receiving  station,  thus  enor- 
mously reducing  the  capital  outlay- 

The  cost  of  energy  for  transmitting  the  neces- 
sary electric  impulses  on  the  wireless  method  is. 
however,  very  much  greater  than  in  the  case  of 
the  direct  conductor  method.  It  is  at  present 
impossible  to  estimate  \-er\-  accurately  how 
much  greater,  as  such  items  of  information  are 
very  jealously  guarded  by  "  wireless  "  com- 
panies, who  naturally  enough  are  labouring  hard 
to  reduce  working  costs,  and  therefore  are 
anxious  not  to  give  themselves  away.  Mr. 
William  Maver  recently  stated  that  about 
150  watts  were  used  for  the  transmission  of  the 
necessary  impulses  from  a  Marconi  transmitter 
over  a  distance  of  about  186  miles.  Comparing 
this  with  the  expenditure  of  energy  necessary 
to  operate  an  ordinary  telegraph  relay  over  a 
similar  distance,  he  stated  that  the  latter  would 
require  about  three  watts,  so  that  the  wireless 
method  required  fifty  times  more  energy  than 
the  ordinary  telegraph  method.  Assuming  that 
the  energy  required  will  vary  as  the  square  of 
the  distance,  it  would  require  roughly 

(^ — ■  r  X  1^0  watts,  or  about  40  h.p.  * 
186  /  ■  '  -f        t   > 

to  project  the  electric  impulse  across  the  Atlantic. 
Assuming  other  things  to  be  equal — that  is  to 
say,  that  the  wireless  method  is  brought  up  to 
the  same  degree  of  efficiency  as  the  cable  method 
in  point  of  speed,  reliability,  etc. — there  would 
naturally  be  a  limiting  distance  at  which  the 
extra  cost  of  working  on  the  wireless  method 
would  equal  the  interest  on  the  first  cost  of  the 
cable,  together  with  the  cost  of  maintenance 
and  repairs.  In  the  present  state  of  our  know- 
ledge of  the  cost  of  wireless  telegraphy,  it  is 
quite  impossible  for  us  to  say  what  this  limiting 
distance  would  be,  but  we  can  only  assume  for 
the  moment  from  Mr.  Marconi's  unequivocal 
utterances  as  to  the  rate  at  which  his  company 
will  shortly  be  prepared  to  transmit  messages 
from  London  to  New  York,  that  the  distance 
across  the  Atlantic  is  well  within  this  limiting 
distance,  and  this  certainly  appears  probable. 

*  The  qiifstiiin  of  power  is  not  an  important  one  from 
tlie  point  of  view  of  eost  of  wcirkinii,  unless  it  slmuld  very 
.:j;reatly  exceed  tliis. 


CRUX     OF     THE     PRESENT     SITUATION. 

We  have  assumed  above  that  in  point  of 
reliability  the  wireless  method  has  been  brought 
to  the  same  degree  of  efficiency  as  the  direct 
cable  method.  This,  however,  appears  to  me 
to  be  the  crux  of  the  whole  situation,  and 
while  it  would  be  unwise  to  suggest  that  it 
could  never  be  attained,  it  is  safe  to  say  that  up 
to  the  present  it  has  not  been  attained. 

One  of  the  chief  difficulties,  in  fact  the  main 
difficulty  from  a  commercial  point  of  view, 
that  has  to  be  contended  with  in  the  wireless 
method  is  to  find  means  to  enable  two  parties 
to  communicate  with  each  other  without  fear 
of  their  message  being  overheard  or  inter- 
cepted, and  also  to  prevent  a  third  party  from 
making  communication  between  any  two  parties 
impossible  by  simply  working  his  own  apparatus, 
and  thus  rendering  the  other  parties'  signals 
unintelligible.  Although  it  has  been  stated  by 
the  \\'ireless  Telegraph  and  Signal  Company, 
Limited,  in  reference  to  the  installation  between 
the  East  Goodwin  Lightship  and  the  South 
Foreland  Lightship (r/;;(£'s,  February  24th.  1900), 
that  between  December  29th,  1S98,  and  Febru- 
ary 14th.  1899.  there  had  not  been  a  single  flaw 
or  hitch,  and  that  night  and  day.  in  fog.  storm, 
and  thunderstorm  no  difference  had  been  found 
in  the  working  of  the  system,  we  are  still 
— in  February,  1903,  or  four  years  later — no 
further  advanced  as  regards  the  application  of 
the  wireless  method  as  a  practical  commercial 
undertaking. 

Sir  \\'illiam  Preece  has  characterised  the 
methods  of  the  Wireless  Telegraph  and  Signal 
Company  {Journal  of  the  Society  of  Arts.  May 
5th,  1899)  as  "  mysterious  "  and  "  inscrutable." 

In  the  leading  article  of  the  issue  of  the 
Electrical  Review  of  January  24th,  1902.  com- 
ment is  made  upon  the  fact  that  although  the 
Post  Office  had  been  informed  that  the  Wireless 
Telegraph  Company  could  communicate  Sark 
with  Guernsey,  they  had  not  done  so,  and. 
further,  that  for  nearly  two  years  after  its 
practicability  was  confirmed,  not  one  single 
commercial  circuit  existed. 

The  Electrical  Review  goes  on  to  point  out  that 
in  the  House  of  Commons'  Report  of  the  Times 
of  July  23rd,  1901,  Mr.  Henniker-Heaton.  M.P. — 
then  a  director  of  Marconi's  Wireless  Telegraph 


Wireless"  Telegraphy. 


339 


Company — asked  the  Secretary  of  the  Treasury, 
as     representing       the       Postmaster  -  General. 
"  whether  anything  was  being  done  to  connect 
by  telegraph  the  Island  of  Sark  with  Guernsey, 
and  whether  he  proposed  to  continue  the  policy 
of   his  predecessor  of  refusing  an  offer  of   Mar- 
coni's Wireless  Telegraph  Company  to  connect 
Sark    with    Guernsey    by    wireless    telegraphy 
without  any  expense  whatever  to    the  Govern- 
ment."    The  reply  was,  that  "  the  Postmaster- 
General   had   no   reason    to   suppose    that    the 
Marconi    Wireless    Telegraph    Company    were 
prepared    to  maintain    permanent    telegraphic 
communication    between    Sark    and    Guernsey 
without  charge,  and  it  was,  of  course,  permanent 
communication  that  was  required."     The  com- 
ment  of   the   Electrical  Review  was.    "  if   such 
differences  and  contradictions  arose  in  regard  to 
a  short  span  of  the  Channel  Islands,  what  are  we 
to  expect  from  an  exploit  across  the  Atlantic  ^  " 
Up  to  the  present  Mr.  Marconi  has  not  pub- 
lished   any    results    which    would    lead    us    to 
suppose    that    the    practical    realisation    of   his 
views     as    to      long    distance     wireless      tele- 
graphy   is  imminent.     Had  the    advocates    of 
wireless    telegraphy    contented    themselves    in 
the  past  with  expressing  their  confidence  in  the 
ultimate  realisation  of  their  hopes,   the  signi- 
ficance of  the  non-fulfilment  thereof  would  be 
comparatively  small,   but  in  a  paper  read  by 
Mr.  Marconi  to  the  Society  of  Arts — May  17th. 
1901 — he  states  that  his  efforts  to  secure  syntony. 
or    the    means    of    preventing    interference    by 
other  transmitters,   or  interference  with   other 
receivers   than   the  particular   transmitter  and 
receiver    engaged    in    the    transmitting    of    a 
message,   were    "  crowned  with   complete   suc- 
cess," and  Mr.  Marconi  further  stated  that  "  a 
very  great  number  of  non-interfering  stations 
can  now  be  worked  in  the  immediate  vicinity 
of  each  other."     On  the  other  hand.  Professor 
J.   A.  Fleming  expressed   the   opinion   (Time^. 
April  3rd,  1S99)  that  "  wireless  telegraphy  will 
not  take  the  place  of  telegraphy  with  wires." 
So  far  Professor  Fleming  is  "  on  top." 

Although  wireless  telegraphy  has  not  yet 
borne  out  in  practice  the  published  convictions 
of  its  advocates — in  spite  of  the  fact  that  some 
time  has  elapsed  since  statements  were  made 
that   the   system   had   been   perfected,    and   so 


forth — it  does  not,  of  course,  follow  that  im- 
provements will  not  be  attained  in  the  future,  but 
it  would  appear  that  the  very  principles  involved 
in  wireless  telegraphy  militate  against  the 
probabilitv  of  the  same  degree  of  reliability, 
secrecy,  and  speed  being  attained  with  which 
Atlantic  cables  are  now  being  worked.  It  must, 
further,  be  recollected  that  the  advent  of  a 
possible  rival  will  stimulate  telegraph  engineers 
to  still  further  improve  the  telegraph  service. 
\\'ithin  the  last  three  years  cables  have  been 
laid  across  the  Atlantic  capable  of  transmitting 
600  letters  per  minute,  representing  an  important 
advance  upon  the  speed  hitherto  possible.  If 
we  admit  the  possibility  of  great  improvements 
in  the  wireless  system,  it  is  surely  competent  to 
extend  the  same  latitude  to  submarine  telegraph 
engineers. 

The  main  obstacle  in  the  way  of  long  distance 
wireless  telegraphy  on  a  commercial  scale  is  the 
non-success  so  far  of  any  attempts  to  prevent 
the  interference  of  neighbouring  transmitters, 
and  when  one  considers  that  the  waves  of 
influence  radiate  in  all  directions  from  the  point 
at  which  the  electric  impulse  is  produced,  and 
when,  further,  one  remembers  that  electric 
oscillations  have  to  be  used  which  of  necessity 
must  be  capable  of  propagation  through  space, 
irrespective  of  intervening  solids  or  liquids  or 
gases,  it  will  be  seen  that  any  attempt  at 
screening  or  directing  these  waves  must  of 
necessity  be  unsuccessful,  and  that  the  only 
hope  lies  in  the  syntonisation  or  attuning  of 
corresponding  transmitters  and  receivers.  The 
practical  difficulty  of  effecting  this  when  trans- 
mitting and  receiving  stations  are  multiplied,  as, 
of  course,  thev  would  have  to  be  were  the  system 
to  come  into  general  use,  will  at  once  be  realised. 
It  seems  unnecessary  to  dive  into  the  more 
technical  issues  involved. 

THE     FUTURE. 

There  can  be  no  doubt  that  many  advantages 
exist  in  the  wireless  method,  as  compared 
with  the  cable  method.  No  doubt,  also,  many 
of  the  technical  difficulties  now  existing  in 
connection  with  the  construction  and  working 
of  the  transmitting  and  receiving  instruments 
and  accessory  apparatus  will  be  overcome, 
but   two  things  cannot    be    altered  ;    first,   the 


34° 


Page's  Magazine. 


nature  of  the  vehicle  for  the  transmission  of 
the  electric  impulse,  namely,  the  luminiferous 
ether;  and,  secondly,  the  laws  governing  the 
conditions  set  up  by  the  production  of  the 
necessary  electrical  oscillations.  It  is  im- 
possible to  direct  and  control  the  electric 
impulse  produced  in  the  wireless  method  with 
the  same  accuracy  as  is  achieved  by  the  direct 
conductor  method  in  the  case  of  a  submarine 
cable.  In  this  connection  it  mav  be  interesting 
to  quote  the  following  paragraph  which  appeared 
in  the  Globe  of  February  13th,  1903  : — 

It  came  to  our  ears  a  considerable  time  ago  that 
Marconi  messages  could  be  tapped,  but  it  was  only  after 
Mr.  Neville  Maskelyne  had  published  actual  results  of 
tapping,  with  specimens  of  the  messages,  that  we  referred 
to  the  matter.  According  to  recent  interviews  with 
Marconi,  given  in  tlie  newspapers,  he  admits  that  his 
messages  can  be  tapped  over  their  radius  of  transmission 
— that  is  to  say,  the  area  of  a  circle  of  that  radius,  and 
also  that  he  has  not  yet  succeeded  in  tuning  or  syntonising 
his  messages,  but  expects  to  succeed. 

In  the  Electrical  Review  of  Februar\-.  27th. 
1903,  an  extract  is  given  from  the  Report  of  the 
French  Budget  Sub-Committee  on  Posts  and 
Telegraphs,  prepared  by  Mr.  Marcel  Sembat. 
The  Report  states  that  "  means  of  rendering 
wireless  messages  exchanged  between  various 
stations  independent  of  one  another  has  not  yet 
been  found.  It  is  sufficient  for  us  in  this  con- 
nection to  reproduce  the  conclusions  of  a  recently 
published  work  by  two  engineer  officers — 
Commandant  Boulanger  and  Captain  Ferrie — 
who  have  specially  interested  themselves  in  this 
question.  Communications  by  wireless  tele- 
graphy give  no  security  in  the  present  conditions, 
because  a  receiver  could  not  be  protected  against 
atmospheric  influences,  nor  against  an  energetic 
transmission  made  even  at  a  considerable 
distance,  by  a  station  other  than  that  with 
which  it  is  wished  to  correspond.  It  is  im- 
possible to  forecast,  at  present,  the  means  of 
remedying  this  inconvenience.  The  applications 
of  wireless  telegraphy  can  only  be  limited,  and 
they  cannot  replace  the  methods  of  communica- 
tion emijloyed  up  to  the  present  in  military 
telegraphy.  .  .  .  Nobody  is  ignorant  of  the  fact 
that  the  exchange  of  wireless  telegrams  is  more 
difficult  on  land  than  by  sea,  the  smallest 
accident  on  land  weakening  the  Hertzien  waves. 
It  has  been  remarked  in  a  ]irecise  manner  that 


these  waves  are  transmitted  more  distinctly  if 
the  transmitting  station  and  the  receiving  station 
are  placed  before  a  sheet  of  water  of  some  extent. 
.  .  .  To  sum  up,  it  seems  that  the  augmen- 
tation of  the  strength  of  the  currents  used  will 
increase  the  range  of  transmission,  but  so  long 
as  the  means  of  ensuring  the  secrecy  of  the 
correspondence  exchanged  remains  undiscovered, 
and  no  remedy  has  been  found  for  the  difficul- 
ties arising  from  the  super-position  of  signals 
and  atmospheric  disturbances,  this  means  of 
transmission  cannot  supersede  the  means  of 
transmission  employed  up  to  the  present.  The 
first  service  which  this  new  application  of 
science  can  render  in  its  present  condition  con- 
sists in  the  possible  exchange  of  communication 
between  the  coast  and  vessels  at  sea,  or  neighbour- 
ing islands,  or  between  the  vessels  themselves." 

Reference  may  also  be  made  to  the  report 
prepared  by  Sir  William  Preece  at  the  request 
of  the  Chairman  of  the  Eastern  Telegraph  Com- 
pany, which  was  quoted  at  length  at  the  recent 
general  meeting  of  that  company. 

Lord  Kelvin,  who  is  in  the  front  rank  of 
experts  in  submarine  telegraphy,  tells  us  that  in 
his  opinion  the  property  of  the  submarine  cable 
companies  will  not  be  in  the  slightest  degree 
injured  by  the  greatest  success  possible  by 
wireless  telegraphy. 

It  is,  however,  unnecessary  to  multiply 
instances.  The  concensus  of  opinion  amongst 
men  of  undisputed  scientific  attainments  in 
the  field  of  physics  and  telegraphy  practically 
amounts  to  this,  that  the  failure  to  ensure 
secrecy  and  non-interference  is  in  the  present 
state  of  our  knowledge  an  apparently  insur- 
mountable obstacle  to  the  successful  competition 
of  wireless  telegraphy  with  long  distance  sub- 
marine cable  work. 

The  foregoing  remarks  are  intended  to  apply 
solely  to  the  influence  of  the  wireless  method 
upon  the  value  of  telegraph  companies  property, 
and  there  is  nothing  in  what  has  been  written 
above  that  is  inconsistent  with  the  statement 
that  undoubtedly  there  are  many  useful  and 
profitable  applications  for  wireless  telegraphy, 
and  that  there  is  no  reason  why  wireless  tele- 
graph companies  should  not  have  a  jirosjierous 
future  before  them  in  the  particidar  fields  of  com- 
mercial activity  suited  to  their  peculiar  methods. 


AND    ORGANISATION. 


D.    N.    DUNLOP. 

Tlie  author  indicates  the  hnes  on  which,  in  his  experience,  tlie  important  question  of  labour  should  be  dealt 
with  in  I'actories.     Some  signiticant  examples  are  given.— Editor. 


THE 


'  I  "HE  importance  of  the  provision  of  labour 
■*■  in  the  organisation  of  the  factory  cannot 
be  over-estimated :  it  forms,  as  we  have  seen  in 
past  issues,  tlie  jirincipal  factor  in  the  cost  of  pro- 
duction, while  we  cannot  afford  to  disregard  the 
influence  of  the  quality  of  labour  on  output. 

CHIEF     ASSETS     OF     LABOUR. 

In  considering  the  provision  of  labour  from 
the  point  of  view  of  its  value  to  the  employer,  we 
find  the  following  assets  pre-eminent : — 

(i)  The  innate  worth  of  the  man. 

(2)  Training. 

(3)  Such  qualities  as  e.xperience  and  skill,  self- 

dependence,  and  enterprise. 

Among  the  means  of  promoting  quality  in 
labour  which  rest  with  the  emjiloyer  are  the 
following  : — 

(i)  Discipline. 

(2)  The  promotion  of  moral  and  physical  well- 

being. 

(3)  The  encouragement  of  esprit  de  corps. 

(4)  Co-operation  in  management. 

(5)  The  cultivation  of  good  relations  with  the 

employer. 

(6)  Philanthrop\-. 

TREATMENT     OF     WORKMEN. 

Nothing  pays  better  in  the  management  of 
labour  than  a  judicious  mixture  of  philanthropy, 
justice,  and  discipline. 

The  absence  of  one  unit  of  labour  from  his  jiost. 
even  for  an  hour,  may  put  the  whole  machinery 
out    of     gear.      Experience     teaches     that     no 


SECOND     SERIES.— I. 

PROVISION     OF     LABOUR     (GENERAL). 

employer  of  labour  on  a  large  or  small  scale  can 
afford  to  provoke  discontent  or  indifference. 

Ordinary  labour  is  easily  procured,  but  the 
firm  whose  considerate  treatment  of  employees, 
coupled  with  good  wages  causes  keen  compe- 
tition for  vacancies  can  pick  and  choose,  and  is 
bound  to  secure  the  best  labour.  An  employer 
who  gives  his  men  nothing  except  wages  can 
expect  to  receive  nothing  more  from  them  than 
the  working  of  so  many  hours.  To  increase  the 
output  and  decrease  the  cost  of  production, 
however,  the  intelligent  and  sympathetic  co- 
ojieration  of  the  workers  is  required.  How  may 
this  best  be  enlisted  ? 

TRAINING. 

Integrity,  ability,  and  faithfulness  are  the 
chief  attributes  the  manager  looks  for  in  his  men  ; 
if  they  are  alert  as  well,  so  much  the  better. 

The  workman's  training  has  been  considered 
of  more  vital  importance  in  America  and  in 
Germany  than  in  England,  where  a  technical  and 
practical  training  is  not  so  easily  attained  and 
the  workman,  therefore,  rarely  starts  so  thor- 
oughly equipped  for  his  work  or  for  advancement 
in  his  craft  or  trade.  This  subject  will  receive 
further  consideration  in  the  next  article.  The 
new  school  of  technolog\-  recenth-  opened  in 
Manchester,  with  day  and  evening  classes  and 
facilities  for  acquiring  not  only  theoretical  but 
practical  knowledge,  will,  no  doubt,  prove  of  the 
greatest  importance  to  the  engineering  industry  ■ 

is  a  step  in 


6' 

it 


the  right   direction,  and  similar 


(340 


342 


Page's   Magazine. 


institutes  should  exist  in  all  our  large  manu- 
facturing towns.  The  Manchester  School  of 
Technology  will  create  engineers,  chemists,  etc., 
and  experts  in  all  branches,  but  it  does  not  help 
the  average  workman  in  the  factory  or  artisan. 
Now  that  the  Trade  Guilds  are  things  of  the  past 
in  England  and  have  been  replaced  by  Trades 
Unions,  the  dignity  of  the  craft  is  disregarded  ; 
quality  in  workmanship  goes  for  little  with  the 
Unions.  We  want  corresponding  advantages 
placed  within  the  reach  of  our  lads,  so  that  if 
they  be  ambitious  and  enterprising  they  may  be 
enabled  to  become  past  masters  of  their  craft  or 
trade. 

Experience,  skill,  self-dependence  and  enter- 
prise are  good  cliiubiiig  qualities,  and  to  see  them 
appreciated  and  rewarded  is  an  incitement  to 
less  well-equipped  workmen  to  endeavour  to 
acquire  them.  This  leads  us  into  the  province 
of  the  employer  and  we  will  now  consider  those 
methods  which  tend  to  improve  the  quality  of 
labour  in  the  factory. 

INSPIRING     CONFIDENCE. 

The  first  step  is  to  inspire  confidence  in  the 
organisation  and  to  establish  good  relations 
between  employer  and  employed.  This  cannot 
be  done  in  a  moment.  Let  the  workman  feel 
sure  of  being  treated  with  perfect  justice  and 
make  him  realise  that  in  return  for  good  wages 
nothing  short  of  his  best  endeavour  will  be 
accepted  ;  that  the  master  intends  to  have  the 
work  done  in  his  own  way  and  to  have  his  rules 
obeyed. 

To  demonstrate  your  good  intentions  towards 
the  men,  adopt  all  possible  methods  for  increas- 
ing their  comfort  and  happiness,  and  for  improv- 
ing their  mental,  moral,  and  social  condition  : 
in  doing  this  you  create  a  bond  of  sympathy  and 
inspire  feelings  of  loyalty.  Nor  must  the  phy- 
sical needs  of  the  man  be  forgotten  ;  provide 
good  ventilation,  sanitation,  plenty  of  windows 
to  admit  the  sanlight,  and  a  liberal  sufficiency  of 
arc  lamps  and  incandescent  lamps  throughout 
the  works  ;  maintain  an  even  temperature  in 
the  workshops,  and  give  every  facilityandencour- 
agement  to  the  men  to  practise  personal  cleanli- 
ness. The  good  works  of  a  successful  and  jihilan- 
thropic  employer  are  not  limited  In-  the  walls 
of  the  establishment,   thf\'  extend  bevond  into 


the  homes  and  home  life  of  his  employees.  How 
this  is  accomplished  may  best  be  told  by  citing 
a  few  examples.  The  Westinghouse  firm  is 
proverbial  in  this  respect  and  so  is  the  National 
Cash  Register  Co.  In  the  new  works  of  the 
British  Westinghouse  Co.,  at  Trafford  Park, 
Manchester,  the  ventilation  system  is  completed  ; 
the  pure  air  admitted  is  heated  in  winter  by 
jiassing  over  a  steam  coil,  while  in  summer  the 
bad  air  is  expelled  and  fresh  air  takes  its  place. 

VALUE    OF    CLEANLINESS. 

Lavatories  are  provided  on  an  extensive  scale  ; 
there  are  600  wash-basins  in  the  machine  shop 
alone  for  the  workers,  who  have,  besides,  clothes 
lockers,  and  a  dining-room  for  their  own  use. 
Electric  light  (at  a  cost  of  from  6d.  to  gd.  per 
week)  and  fuel  gas  for  cooking  will  shortly  be 
provided  at  a  cheap  rate. 

This  persistent  insistence  on  cleanliness — 
which  is  also  a  prominent  feature  at  the  works 
of  the  National  Cash  Register  Co.,  where  baths 
are  not  only  provided,  but  time  also,  at  the 
expense  of  the  employer — has  a  beneficial  effect 
in  the  worker's  homes,  for  the  self-respect  in- 
duced bvthe  order  and  cleanlinessduringworking 
hours  will  not  tolerate  dirty,  untidy  homes,  and 
slovenly  habits.  The  same  results  are  observed 
with  regard  to  the  sound  moral  tone  and  good 
discipline  at  the  works. 

FOR     WOMEN      WORKERS. 

In  factories  where  women  are  employed,  much 
can  be  done  to  lighten  and  brighten  their  lives 
and  to  keep  them  healthy,  therefore  fit  for  work. 
Just  as  a  machine  will  not  work  without  oil  or  a 
boiler  without  fuel,  so  the  bodies  of  the  factory 
girls  require  proper  nourishment.  The  President 
of  the  National  Cash  Register  Co.  observed  a  girl 
warming  up  coffee  over  a  radiator  one  day,  and 
on  inquiry  found  that  with  a  lump  of  bread  it 
constituted  the  sum  total  of  food  upon  which  she 
was  to  sustain  her  energy  for  the  day's  work. 
He  resolved  henceforth  to  provide  a  luncheon 
room  for  the  women,  and  hot  coffee,  and  later  he 
was  able  to  supply  a  lunch  of  coffee  or  tea,  bread 
and  butter,  soup,  beef,  and  vegetables  for  2.]cl. 
He  found  himself  more  than  repaid  for  looking 
after  the  welfare  of  his  employees  liy  their  intel- 
ligent and  willing  co-ojieration. 


Business  System   and   Organisation. 


343 


CO-OPERATIVE    MANAGEMENT. 

Co-operative  management  has  recently  re- 
ceived much  attention  in  America  and  many 
firms  have  adopted  it  and  found  the  results 
encouraging  and  satisfactory.  Committees  are 
formed  in  all  departments  drawn  from  superin- 
tendents, foremen, and  employees,  thelatter being 
chosen  from  the  rank  and  file  for  their  fitness  to 
serve  on  the  committee  ;  they  meet  daih'  during 
the  lunch  hour  or  after  work  is  over  (at  the  firm's 
expense)  and  report  to  the  General  Management 
Committee  on  the  work  and  organisation  of  their 
department. 

FOSTERING    ESPRIT    DE    CORPS. 

There  are  committees  to  look  after  office  detail, 
mechanical  and  building  departments,  sanita- 
tion and  cleanliness,  advertising,  shipping  and 
sale  departments,  repairs,  etc.  The  employees 
are  thus  brought  to  feel  that  it  is  "  our  business  " 
and  are  actuated  by  a  strong  esprit  de  corps,  one 
of  the  most  powerful  and  valuable  motive  springs 
of  anv  organisation,  which,  besides,  enables  the 
emplover  to  maintain  a  perfect  system  without 
coercion.  Fines  for  slight  infractions  of  rules 
become  unnecessary  ;  it  is  better  to  dismiss  an 
emplovee  who  is  habitually  careless  and  indif- 
ferent than  to  levy  fines.  The  Westinghouse 
firm  was  among  the  first  to  realise  that  those  who 
are  actually  engaged  in  the  work  of  production 
or  in  one  of  its  processes,  often  make  the  most 
valuable  suggestions  for  improvements  in  the 
machinery,  the  tools,  or  even  in  the  system  of 
management.  These  improvements  generally 
result  in  a  saving  of  material  and  expense.  One 
workman  was  actually  found  to  suggest  a  device 
whereby  his  own  labour  was  rendered  unneces- 
sary. At  first  the  men  objected  that  it  would 
be  useless  for  them  to  make  suggestions,  as  they 
would  never  reach  their  emplover's  notice. 
Many  firms,  to  obviate  this  difficulty,  provide 
suggestion  and  grievance  bo.xes,  kept  locked,  into 
which  the  men  drop  the  slips  of  paper  containing 
suggestions  or  complaints  duly  signed,  and  these 
are  collected  daily  by  the  employer  or  manager's 
secretary,  and  taken  direct  to  his  office,  where 
they  receive  immediate  attention.  Prizes  are 
offered  for  the  best  suggestions  :  this  prevents 
stagnation     and    torpidity,     and      many     owe 


promotion  from  the  ranks  to  the  intelligence  and 
mterest  thus  awakened  in  them  by  the  conside- 
ration and  encouragement  of  the  emplo^-er. 

These  methods,  which  perhaps  cost  the  firm 
a  large  sum  annually,  may  be  regarded  as  a  safe 
investment,  and  one  more  effectual  and  bene- 
ficial in  its  results  than  many  systems  of  bonus, 
premium,  or  profit-sharing,  for  these  appeal  less 
to  man's  nobler  and  finer  instincts  and  nature. 

LABOUR-SAVING    MACHINERY. 

Great  prejudice  exists  in  most  workshops  in 
Great  Britain  against  labour-saving  machinery, 
which,  it  is  asserted,  is  a  menace  to  the  interests 
of  the  working  man  ;  it  is  worth  while  to  take  the 
trouble  to  eradicate  that  idea  which  is  entirely 
false.  The  effect  of  labour-saving  machinery  is 
to  raise  the  price  of  labour  and  to  lessen  the  cost 
of  products  ;  the  prejudice  is  on  a  par  with  the 
principle  inculcated  by  Unions — that  men 
should  not  do  more  than  a  certain  fixed  amount 
of  work  per  day  in  order  that  sufficient  emplov- 
ment  may  be  found  for  the  manv.  Work 
creates  work — the  greater  the  output  of  the 
factory  the  more  work  there  is  to  be  done  and 
the  greater  the  need  of  expansion  in  plant  and 
establishment.  The  man  who  spends  his  life  in 
accomplishing  one  process  becomes  a  mere 
machine  with  no  prospect  of  advancement.  Is 
it  not  a  thousand  times  better  to  invent  a 
machine  to  do  his  work  in  one-tenth  the  time 
and  to  set  him  to  mind  it  ?  If  he  has  a  spark 
of  intelligence  in  him  it  stands  a  chance  of  being 
awakened,  and  before  long  he  will  be  promoted 
to  a  more  complex  machine.  The  introduction 
of  labour-saving  appliances  into  a  factory,  be- 
sides increasing  the  dividends,  turns  machines 
into  men  instead  of  turning  men  into  machines  ; 
it  energises  and  humanises  and  sharpens  men's 
wits. 

In  the  opinion  of  the  writer  it  is  by  some  such 
methods  that  the  labour  problem  will  best  be 
solved.  The  recognition  of  employees,  as  human 
beings  who  have  their  aspirations,  their  cher- 
ished ideals,  and  their  lives  to  live  just  as  their 
chiefs  have  ;  the  elevation  of  their  surroundings 
and  the  prospect  of  advancement  through  self- 
culture  and  interest  in  their  work — these  things 
will  in  time  solve  the  problem. 


EY 

BEXJAMIX    TAYLOR. 

In  the  October  number  of  Page's  Magazine,  this  subject  was  discussed  from  a  naval 
and  an  engineer's  point  of  view.  Following  up  that  discussion,  the  writer  gives  a  further 
account  of  the  experiments  of  the  Boiler  Committee,  whose  investigations  did  not  cease 
with  the  1902  trials. 


ALTHOUGH  boilers  for  the  warships  now  being 
built  have  been  ordered  in  conformity  with 
the  advice  of  the  Boiler  Committee,  that  Committee 
is  still  earnest  and  active  in  pursuit  of  further  know- 
ledge. It  is  composed  of  engineering  and  shipbuilding 
experts,  and  is  presided  over  by  Admiral  Domville. 
Among  the  recent  experiments  were  some  extremely 
interesting  trials  of  H.M.  sloops  Espiegle  and  Fautonie, 
and  H.M.  torpedo  gunboats  Sheldrake  and  Seagidl, 
the  details  to  be  drawn  from  the  reports  of  which  are 
of  the  greatest  interest  to  all  concerned  in  the  pro- 
duction and  utilisation  of  steam  power.  One  of  these 
sloops  and  one  of  the  gunboats  are  fitted  entirely  with 
Babcock  and  Wilcox  boilers,  viz.,  the  Espiegle  and  the 
Sheldrake  :  while  the  sloop  Fantome  and  the  gunboat 
Seagull  are  fitted  with  Niclausse  boilers.  As  these  are 
all  small   vessels,  the  installations  are  necessarily  small 

but  they  were  the  only  vessels  in  the  British  Navy  su 

fitted,  and  available  for  competitive  comparison. 
Therefore,  the  Boiler  Committee  took  them  in  hand 
and  put  them  through  a  long  succession  of  trials  and 
tests. 

The  result  has  been  to  prove  that  the  power  re(iuireil 
was  on  the  whole  obtained  more  readily  from  the  Bab- 
cock and  Wilcox  than  from  the  Niclausse  boilers. 
This  was  particularly  the  case  in  the  fuU-pnwer  trials 
of  the  Sheldrake  and  the  Seagull :  but  the  heating 
surface  of  the  former's  boilers  is  15  per  cent,  greater 
than  that  of  the  latter.  The  trials  were  completed 
in  each  ship  without  any  defects  being  developed  in 
the  boilers  themselves,  but  the  boilers  were  not 
thoroughly  tested  as  to  their  freedom  from  developing 
defects  while  being  used  on  actual  service. 

In  the  case  of  the  sloops,  the  Niclausse  boilers  gave 
wetter  steam  than  the  Babcock  and  Wilco.x  boiler.s. 
The  steam  collector  of  each  of  the  Babcock  and 
Wilcox  boilers  of  the  Espiegle  is  3  ft.  6  in.  internal 
diameter  bv  9  ft.  6  in.  long,  while  that  of  each  of  the 


Niclausse  boilers  of  the  Fantome  is  2  ft.  7J  in.  internal 
diameter  by  5  ft.  11  in.  long.  Thus,  the  area  of  water 
surface  is  about  130  square  feet  in  the  Espiegle,  and 
about  60  square  feet  in  the  Fantome.  The  steam 
space  in  the  boilers  of  the  Espiegle  is  about  twenty-seven 
times  that  in  the  Fantome.  The  boilers  of  the  Fantome 
were  fitted  with  small  steam  domes,  but  it  does  not 
appear  that-  these  were  sufficient  to  compensate  for  the 
verv  great  proportional  reduction  in  water  surface 
and  steam  space.  The  steam  obtained  from  the 
Sheldrake's  boilers  showed  about  4  per  cent,  of  wetness 
on  each  of  the  short  trials,  and  the  installation  of  the 
boilers  of  that  ship  is  such  as  to  render  the  probability 
of  wet  steam  being  given  off  much  greater  than  in  the 
case  of  the  boilers  of  the  Fantome.  The  Sheldrake' s 
boilers  have  small  generating  tubes  and  only  one  return 
tube  for  each  header  ;  while  the  Espiegle's  boilers  have 
large  generating  tubes  and  two  return  tubes  to  each 
header,  in  addition  to  a  baffle  plate  over  the  ends  of 
the  return  tubes  in  the  steam  collector. 

In  the  case  of  the  Seagull,  it  was  found  that  the 
steam  used  during  the  1,000  h.-p.  trial  was  practically 
dry,  but  on  the  full-power  trial  there  was  a  wetness  of 
over  3  per  cent.,  and  in  this  case  also  the  steam  col- 
lectors are  small,  being  only  2  ft.  /i  in.  diameter. 

The  installation  of  machinery  fitted  with  the  Niclausse 
boilers  showed  smaller  loss  of  feed  water  than  the  similar 
installation  fitted  with  Babcock  and  Wilcox  boilers. 
This  was  specially  noticeable  on  the  coal-endurance 
trial  of  the  Fantome,  in  wliich  the  evaporators  w-ere  not 
used  throughout  the  trial,  although  on  a  similar  trial  of 
the  Espiegle  it  was  necessary  to  use  one  evaporator 
for  fourteen  out  of  the  ninety  hours  of  the  trial. 

The  inferior  efficiency  of  the  boilers  of  the  sloops 
on  the  coal-endurance  trials,  as  compared  with  that 
found  on  the  shorter  trials,  was  to  a  great  extent  due 
to  the  necessity  for  cleaning  the  fires.  When  the 
results  obtained  for  the  first  eight  or  sixteen  hours  of 


(344) 


Water=Tuhe  V.  Cylindrical  Boilers. 


345 


each  coal  endurance  trial  are  examined  by  themselves 
they  reveal  figures  very  nearly  the  same  as  those  obtained 
on  the  short  trials  at  about  the  same  horse-power— 
tliat  for  the  Espie^lc  being  rS8,  and  that  for  the 
Fantome  1-91  lb.,  of  coal  per  horse-power  hour  for  the 
rirst  sixteen  hours  respectively,  as  against  1-86  lb.  in 
each  ship  on  the  short  trials.  The  long  trials  of  the 
gunboats  did  not  show  any  material  difference  in 
•-■conomy  from  the  short  ones,  which  may  have  been 
due  to  the  stoppages  in  these  trials  from  fog  and  other 
causes,  which  had  practically  the  effect  of  converting 
the  trials  into  a  series  of  short  ones. 

The  boilers  of  the  sloops  were  built  in  1901,  and  those 
in  the  torpedo  gunboats  were  built  in  1897.  Com- 
paring the  efficiencies  of  the  earher  and  later  Babcock 
and  Wilcox  boilers,  the  maxm-ium  eflicieucy  of  the 
boilers  of  the  Espie^le  reached  73'2  per  cent.,  as  against 
66  per  cent,  in  the  Sheldrake,  an  improvement  of  about 
1 1  per  cent.  ;  and  the  average  efficiency  in  the  Espiegle 
is  67-8  per  cent.,  as  against  6yi  per  cent,  in  the  Shel- 
drake, or  an  improvement  of  7  per  cent. 

With  regard  to  the  Niclausse  boilers,  the  maximum 
efficiency  in  the  case  of  the  Fantome  was  6g-8  per  cent., 
as  against  66-9  per  cent,  in  the  Seagull,  an  increase  of 
about  4  per  cent.  ;  and  the  average  efficiency  in  the 
Fantome  is  63-4  per  cent.,  as  against  63-2  per  cent,  in 
the  Seagull,  or  practically  the  same.  The  results  with 
the  Babcock  and  Wilcox  boilers  show  that  the  large 
tube  boilers,  as  fitted  m  the  Espiegle,  are  more  efficient 
than  the  small  tube  type  as  fitted  in  the  Sheldrake. 
The  arrangement  of  heating  surface  is  the  same  in 
both  the  earher  and  later  boilers  of  the  Niclausse  types. 

The  boilers  of  the  Sheldrake  are  not  fitted  with  fur- 
nace gas  baffles.  The  bafBes  in  the  boilers  of  the 
Seagull  are  similar  to  the  modified  baffles  of  the  Fan- 
tome. In  the  boilers  of  the  Espiegle  two  sets  of  vertical 
baffles  are  fitted,  which  make  the  masses  rise  at  the 
back  of  the  furnaces  among  the  back  ends  of  the  tubes, 
then  fall  again  among  the  tubes  about  half-way  along 
their  length,  and  rise  again  among  the  front  ends  to  the 
uptakes.  A  similar  arrangement  was  fitted  in  the 
Martello,  but  in  this  vessel  these  baffles  have  recently 
been  removed  and  the  area  of  outlet  at  the  uptakes 
restricted,  in  consequence  of  the  difficulty  experienced 
in  cleaning  the  boilers  with  the  baffles  in  place. 

On  the  long  trials  of  the  Espiegle  and  Fantome  it  was 
found  that  the  boiler  feeding  in  these  ships  could  be 
easily  regulated  by  hand.  This  is  a  distinct  advantage 
possessed  by  Babcock  and  Wilco.x  and  Niclausse 
boilers  ;  but  it  will  no  doubt  be  found  that  automatic 
feed  regulation  will  be  a  valuable  adjunct  in  similar 
boilers  in  large  installations. 

The  automatic  feed  regulators  fitted  in  the  Fantome 
worked  throughout  the  trials  without  giving  any 
trouble.  Those  fitted  in  the  Espiegle  were  not  so 
satisfactory,  as  they  occasionally  stuck,  and  allowed 
the  v/ater  in  the  boilers  to  fall  below  the  proper  working 
level  before  opening,  or  allow'ed  too  much  water  to 
enter  the  boilers  before  they  closed.  The  feed  regu- 
lators of  the  Sheldrake  and  of  the  Seagull  also  required 
attention  at  times. 


The  space  occupied  by  the  Niclausse  boilers  in  the 
Fantome  is  considerably  less  than  that  occupied  by 
the  Babcock  and  Wilco.x  boilers  of  the  same  power  in 
the  Espiegle,  although  the  grate  surface  and  heating 
surface  are  nearly  alike  ;  but  the  results  indicate  that 
this  advantage  has  been  obtained  at  the  expense  of 
some  other  advantages. 

The  boiler-room  weights  of  the  Sheldrake  are  about 
8  per  cent,  less  than  those  of  the  Seagull,  although 
the  Sheldrake  has  15  per  cent,  more  heating  surface. 
This  is  partly  accounted  for  by  the  fact  that  the  boiler 
tubes  of  the  Sheldrake  are  small  in  diameter  (It-|  in.), 
giving  a  large  heating  surface  for  a  small  weight,  and 
also  by  the  fact  that  the  Seagull  has  six  boilers  against 
four  in  the  Sheldrake. 

In  the  case  of  the  sloops  the  Babcock  and  Wilco.x 
boilers  are  25  per  cent,  heavier  than  the  Niclausse 
boilers.  The  fire-grate  and  heating  surface  of  the 
boilers  of  the  Espiegle  are  slightly  greater  than  those 
of  the  Fantome.  The  generating  tubes  in  the  boilers 
of  both  ships  are  of  practically  the  same  diameter, 
so  that  neither  type  of  boiler  has  any  advantage  in 
obtaining  a  larger  amount  of  heating  surface  on  reduced 
weights  by  the  use  of  smaller  tubes.  A  large  portion 
of  the  excess  of  weight  is  due  to  the  fact  that  the  steam 
collectors  of  the  Espiegle  are  considerably  larger  than 
those  of  the  Fantome,  not  only  increasing  the  weight 
of  the  boilers  themselves,  but  also  of  the  water  con- 
tained in  them. 

On  a  previous  occasion  the  Boiler  Committee  named 
several  defects  which  are  peculiar  to  the  Belleville 
.type.  These  include  the  corrosive  decay  of  the  baffles 
in  the  steam  collectors,  and  of  generator  and  econo- 
miser  tubes,  now  greatly  reduced  by  the  use  of  lime  and 
zinc  ;  but  great  care  has  to  be  taken  to  prevent  choking 
of  the  water-gauge  connections  in  consequence  of  the 
free  use  of  the  lime.  The  next  is  the  rapid  wear 
of  the  working  parts  of  the  automatic  feed  apparatus, 
and  the  non-return  valves  in  the  down-take  pipes. 
The  third  is  the  melting  of  fusible  plugs  owing  to 
uncertain  circulation;  the  fourth  is^the  deposit 
in  the  tubes  about  the  water  J  line,\  but  |;  specially 
in  the  wing  elements,  due  to  impure  feed-water,  and 
involving  failure  of  the  tube  ;  and  a  fifth  is  the  excessive 
expenditure  of  coal  and  of  fresh  water  for  boiler  feed 
make-up,  as  compared  with  vessels  fitted  with  the 
cylindrical  boilers. 

It  is  indicated  that,  as  compared  with  the  cylindrical 
boiler,  satisfactory  water-tube  boilers  in  warships 
should  possess  the  following  advantages  : — Less  delay 
in  steam  raising  ;  less  Uabihty  to  damage  if  the  boiler 
be  struck  by  a  projectile  ;  greater  ease  of  repair  and 
renewal  of  parts  ;  less  weight  for  the  power  generated 
considering  the  weight  of  the  boiler  installation  only  ; 
ability  to  carry  a  higher  steam  pressure  ;  and  greater 
fire-grate  area  for  the  same  floor  area,  with  consequent 
less  forcing  for  full  power.  These  advantages  are 
possessed  to  a  considerable  extent  by  the  Belleville 
boiler,  and  on  the  first  competitive  trials  of  the  Hyacinth 
and  Minerva  the  Belleville  boilers  proved  more  efficient, 
as  regards  evaporation,  than  the  cyUndrical  boilers  as 


23 


34^ 


Page's   Magazine. 


originally  fitted,  but  after  the  retarders  were  fitted  in 
the  latter,  the  efficiencies  were  nearly  equal.  The 
long  runs  to  Gibraltar  and  back  last  year  proved 
that  in  several  respects,  notably  in  the  loss  of  feed- 
water  and  in  economy  of  coal  consumption,  as  well  as 
in  the  immunity  from  accident  during  ordinary  working, 
the  cylindrical  boilers  were  considerably  superior  to 
the  Belleville. 

In  the  British  merchant  fleet  the  Babcock  and  Wilcox 
boiler  alone  is  in  use  in  ocean-going  steamers.  In 
the  United  States  merchant  marine  the  same  type  of 
boiler  is  stated  to  be  used  to  a  small  extent,  principally 
in  ships  plying  on  the  Great  Lakes.  JCiclausse  boilers 
are  installed  in  two  large  ships  of  15,000  h.p.  In 
France,  Belleville  boilers  have  been  working  in  vessels 
of  the  Messageries  Maritime  Cie  for  many  years.  The 
French  Transatlantique  Company  have  fitted  two  small 
vessels,  one  with  Belleville,  and  the  other  with  Niclausse 
boilers,  for  comparative  trials.  In  the  German  Navy^ 
the  Diirr  boiler  has  been  adopted  for  large  cruisers, 
while  a  combination  of  cyhndrical  and  small-tube  types 
is  retained  for  battleships  ;  but  small-tube  boilers  are 
exclusively  used  onlv  in  the  small  cruisers.  In  the 
Dutch,  Austrian  and  Swedish  navies,  the  Yarrow 
boiler  is  very  largely  in  use.  In  the  American  Navy 
many  Babcock  and  Wilcox  boilers  are  in  use,  although 
recently  Niclausse  boilers  have  been  ordered  for  four 
of  the  largest  ships. 

The  following  is  believed  to  be  a  complete  hst  of  all 
the  vessels  in  the  United  States  and  British  Navies 
at  present  fitted,  or  about  to  be  fitted,  with  the  Babcock 
and  Wilcox  boilers  ; — 


Type 
Gunboat   . . 


Type. 

Battleship 


Monitor     .  . 


Cruiser 


Name, 

I. H.P. 

Annapolis 

1,300  United 
States 

Marietta  . . 
Manhattan 

Navy. 
.  .      1,300 
1,500 

Mahopac 

1,500 

Canonicus 

1,500 

Wyoming 

2,400 

Amphitrite 
Chicago    . . 

.  .      2,400 
5,003 

Atalanta 

3,000 

Alert 

1,560 

Cincinnati 

.  .      8,000 

Tacomi     .  . 

.  .      4.500 

Chattanooga 

. .      4,500 

Galveston 

..      4.500 

Raleigh    .  . 
Denver     . . 

.  .      7.040 
4,500 

Des  Moines 

. .      4,500 

Cleveland 

. .      4,500 

California 

. .    23,000 

South  Dakota 

. .    23,000 

Milwaukee 

. .    21,000 

St.  Louis 

.    21,000 

Marylaml 
West  Virginia 

.    23,000 
.    23,000 

Charleston 

. .    21,000 

Torpedo  gunboat 
Sloop 


Cruiser 


Name. 

I  H.F. 

Nebraska 

.    19,000 

United 
States 
Navy. 

Rhode  Island 

.    19.000 

,, 

New  Jersey 

.    19,000 

,. 

Connecticut 

.    16,000 

,. 

Lousiana 

.    16,000 

,, 

Sheldrake 

■      3.500 

British 

Navy. 

Espiegle  . . 

1,400 

Odin 

1,400 

.. 

Challenger 

.    12,500 

,, 

Hermes    .  . 

.    10,000 

Cornwall 

.    22,000 

Argyll       .  . 

.    i6,Soo 

,, 

Black  Prince 

.    18,800 

Duke      of      Edii 

1-  18,800 

,. 

burgh 

Queen 

.    15,000 

Hindustan 

.    14,400 

King  Edward  VII.    10,800 

Dominion 

.    18,000 

,, 

Commonwealth  . 

.    18,000 

Battleship 


A  French  Committee  also  has  been  investigating 
the  question  of  water-tube  boilers  for  large  ships  of 
the  French  Navy,  and  whether  large  or  small-tube 
boilers  should  be  used.  They  are  considering  apart 
from  the  engineering  experts  of  the  British  Navy,  who 
consider  that  small-tube  boilers  should  not  be  fitted, 
as  the  rate  of  wear  is  considerably  greater  than  in  large- 
tube  boilers,  and  is  suitable  only  where  weight  is 
limited,  and  high  speed  a  first  consideration.  The 
French  Committee  have  decided  that  no  small-tube 
boilers  should  be  fitted  to  cruisers  or  battleships,  and 
that  in  future  designs,  the  allowance  of  grate  area 
should  be  such  that,  at  full  power,  the  coal  consumption 
should  not  be  greater  than  22J  lb.  per  square  foot  per 
hour,  but  that  there  should  be  a  trial  of  considerable 
duration  with  three-fourths  of  the  boilers  burning 
30  lb.  of  coal  per  square  foot  per  hour.  Thus,  should 
occasion  arise,  when  one-fourth  of  the  boilers  were  put 
out  of  action,  the  others  could  be  pressed  to  supply  the 
volume  of  steam  necessary  to  give  full  power. 

Of  the  four  British  cruisers  of  the  Dralw  class,  the 
Good  Hope  consumed  most  coal  per  square  foot  of 
grate  (26'2  lb.  per  hour),  while  at  three-fourths  power 
the  rate  was  17-3  lb.  per  hour.  The  Bedford,  of  the 
County  class,  burned  about  30  lb.  per  square  foot  of 
grate  per  hour  on  the  full  power  run,  and  at  three- 
fourths  power  nearly  20  lb.  The  Belleville  and 
Niclausse  boilers  have  been  ordered  for  the  new  French 
ships,  and  the  Minister  of  Marine  has  given  instructions 
that  the  other  suggestions  of  the  Committee  should  be 
acted  on. 

There  has  been,  however,  in  France,  considerable 
opposition  to  the  proposal  that  only  large-tube  boilers 
should  be  fitted  to  battleships  and  armoured  cruisers, 
and  since  the  report  a  vigorous  campaign  has  been  in 
progress  to  prevent  such  a  decision  from  being  carried 
into  effect.     The  Minister  of  Marine  stood  firm,  and 


Water=Tube  t^.  Cylindrical  Boilers. 


347 


declared  that  the  engineers  in  the  fleet  are  at  one  with 
the  Committee  in  their  recommendation.  It  is  pointed 
out  that  experience  has  sho«Ti  that  the  small-tube 
boiler,  while  it  may  give  a  higher  evaporation  per  square 
foot  of  surface,  involves  a  larger  coal  consumption  per 
unit  of  power,  and  makes  repairs  and  cleaning  more 
difficult  than  with  the  large  tube  boilers.  The  cases  of 
the  Jeanne  D'Arc.  the  Jurien  de  la  Graviere,  and  the 
Chateau  Renault  are  cited  in  support  of  these  general 
conclusions.  It  has.  therefore,  been  decided  that  the 
Niclausse  boiler  and  the  Belleville  boiler— the  latter 
without  economisers — will  be  used  in  all  the  large 
French  warships  now  being  built,  and  it  has  further 
been  decided  that  on  the  full-power  trial  the  rate  of 
consumption  shall  not  exceed  12\  lb.  of  coal  per  square 
foot  of  grate.  On  a  subsequent  trial,  with  only  three- 
fourths  of  the  boilers  in  use.  the  rate  of  consumption  is 
to  be  30|  lb.  per  square  foot  of  grate  per  hour.  The 
latter  is  a  rate  usually  approached  in  the  high-speed 
cruisers  of  the  British  Navy,  the  Bedford,  for  instance, 
having  burned  29-5  lb.  per  square  foot  of  grate  at  full 
power,  and  about  20  lb.  per  square  foot  at  three-quarter 
power,  while  the  Leviathan  burned  26-2  lb.  per  square, 
foot  at  full  power,  and  17-3  lb.  per  square  foot  at  three 
quarter  power. 

As  the  question  of  coal  consumption  is  so  important, 
it  should  be  noted  mth  regard  to  the  trials  by  the 
British  Boiler  Committee  described  above,  that  hand- 
picked  Welsh  coal  was  used  in  all  cases,  except  in  the  coal 
endurance  trial  of  the  Sheldrake.  The  coal  varied  in 
quality,  and  at  times  contained  a  considerable  quantity 


of  ash  and  earthy  matter.  The  stokehold  plates  were 
swept  clean  at  the  commencement,  and  at  the  end  of 
each  trial,  and  the  Ijres  were  examined  at  these  times. 
For  the  coal  endurance  trials  of  the  Espiegle  and 
Fantome  eighty-five  tons  of  coal  were  put  into  bags 
holding  70  lbs.  each,  and  these,  carefully  tied  up,  were 
stored  in  the  bunkers.  The  coal  packed  in  the  bags  was 
used  during  the  period  of  the  trial  onlj',  and  the  bags 
were  tallied  as  taken  from  the  bunkers  ;  twenty-one 
tons  of  coal  were  carried  in  a  separate  bunker  as  an 
emergency  reserve,  and  for  use  before  and  after  the 
trials.  On  all  the  other  trials  the  coal  used  was  brought 
from  the  bunker  doors  to  the  fires  in  buckets,  every 
bucket  of  coal  being  carefully  weighed  and  brought 
to  a  particular  amount.  The  periodical  records 
showed  the  amount  of  coal  taken  from  the  bunkers 
and  weighed  on  to  the  floors  exactly  as  tallied,  but  these 
figures  do  not  represent  the  actual  amounts  burned  in 
the  periods,  as  the  floors  were  only  cleared  at  the 
beginning  and  end  of  each  trial.  Pieces  from  the  coal 
about  to  be  fired  were  taken  off  the  stokehold  floor  at 
frequent  intervals  during  each  trial  and  put  on  one 
side.  These  were  mixed  together  after  the  trial,  and 
about  two  cwt.  of  the  coal  so  mixed  was  sent  for 
analysis.  This  amount  was  carefully  ground  and 
mixed  to  obtain  the  sample  from  which  the  analysis 
was  made.  In  each  case  the  determination  of  the 
thermal  value  of  the  coal  was  made  in  a  bomb  calori- 
meter, using  compressed  oxygen.  The  ash  and  mois- 
ture were  also  determined.  The  samples  taken  and 
analysed  were  fair  considering  the  coal  used. 


=3  A 


A    RtSUriE    OF    MACHINE   TOOLS,    CRANES,    AND    EOUNDRY 
naTTERS    POR    THE    MONTH. 


A     MASSIVE     TURRET     LATHE. 

MESSRS.  H.  W.  WARD  AND  CO.,  of  Birming- 
ham, have  just  introduced  a  new  turret 
lathe — the  largest  of  this  type  of  lathe  yet  manufac- 
tured, since  it  takes  a  bar  5  in.  in  diameter  by  4S  in. 
long.  It  I  is  designed  for  marine  work,  such  as  the 
bolts  of  heavy  connecting  rods,  the  coupling  bolts  of 
propellor  shafts,  pins  for  derricks,  and  massive 
forgings.  It  weighs  12  tons.  The  bearings  for  the  live 
spindle  measure  8J  in.,  and  7J  in.  diameter  at  front  and 
back  respectively.  The  cones  take  a  5-in.  belt.  The 
back  gears  give  two  ratios — namely,  8  to  i  and  24J  to  i. 
They  are  engaged  and  disengaged  by  friction  clutches, 
operated  by  levers  at  the  front  of  the  headstock.  Three 
steps  on  the  cone,  two  back  gear  speeds,  and  two  speeds 
on  the  counter  provide  18  rates  of  revolution.  A  four- 
jawed  chuck  in  front  grips  the  work,  and  a  self-cenlring 
chuck  at  the  rear  steadies  it. 

The  turret  turntable  is  3  ft.  in  diameter,  and,  being  so 
large,  is  revolved  by  power  by  a  movement  of  the  lever 
at  the  front  of  the  saddle.  The  turret  feeds  provide 
independently  for  traversing  and  screw  cutting.  The 
traversing  shaft  is  placed  in  the  centre  of  the  bed.     Steel 


wheels  engage  with  steel  racks  laid  along  each  side  of 
the  bed,  giving  a  central  thrust  to  the  turret  slide.  A 
quick  power  traverse  is  provided,  both  towards  and  away 
from  the  headstock.  The  turret  feeds  allow  of  twelve 
changes,  ranging  from  10  to  216  revolutions  per  inch  of 
traverse.  An  independent  lead  screw  permits  of  the 
cutting  of  English,  or  metrical  pitches.  Screwing  and 
turning  feeds  cannot  be  engaged  at  the  same  time.  A 
reversing  motion  permits  of  cutting  in  either  direction. 
The  tools  swing  in  holders  which  permit  of  definite  ■ 
adjustments  for  diameter,  and  are  opposed  by  adjustable 
steadies.  A  bracket  carries  a  die  head  to  cut  threads  from 
2  in.  to  4|  in.  in  diameter. 

A  cutting-off  rest  is  fitted  to  an  independent  carriage, 
it  has  a  square  turret  carrying  four  tools,  and  can  be  used 
for  forming.  The  provisions  for  lubrication  are  perfect, 
including  a  powerful  pump  and  sud  tray,  and  protecting 
hoods  are  fitted  where  desirable. 

NEW    GEAR    CUTTERS. 

Mr.  Oscar  J.  Beale,  the  gear  wheel  expert  of  the  Brown 
and  Sharpe  Company,  has  designed  a  bevel  wheel  cutting 
machine' of  the  generating  type,  which,  as  a  piece  of 
marvellous  ingenuity  would  be  hard  to  beat.     One  of  the 


HRAVY   TURRET    L.\THE    HY    .MICSSRS.    H.    \V.    \V.\RD   .WD    CO.,    lilRMlXGHAM. 

(348) 


WorRshop    Practice. 


349 


icmarkable  signs  of  the  present  development  of  bevel  gear 
cutting  macliines  of  tlie  last  few  years,  is  the  partial 
supersession  of  machines  using  rotary  cutters  by  those 
employing  tools  controlled  by  a  former,  or  enlarged  copy 
of  the  tooth  to  be  cut.  Another  signiticant  fact  is  the 
partial  displacement  of  these  last  by  machines  of  the 
generatmg  type,  some  of  which  employ  cutting  tools  of 
circular  form  to  produce  teeth  of  perfect  shapes,  without 
the  use  of  a  former.  The  principle  which  underlies  these 
is  that  the  cutter  represents  the  tooth  of  a  crown  wheel, 
which  cuts  correctly  a  gear  of  any  size,  by  rotating  and 
rolling  the  blank  past  it,  in  the  relations  which  would 
exist  in  finished  gears.  Such  a  method  is  applicable  to 
single  curve  teeth  only,  and  the  cardinal  setting  which 
determines  the  mutual  relations  of  such  gears  is  the  angle 
of  obliquity  of  the  path  of  contact  between  mating  gears. 

In  the  machine  above  referred  to,  the  cutting  is  done 
simultaneously  on  the  opposed  faces  of  two  adjacent 
teeth  in  a  peculiar  manner.  Two  milling  cutters,  set  at 
an  acute  angle,  and  with  inserted  teeth,  have  their  teeth 
freely  interlocking,  so  that  each  occupies  the  same  tooth 
space  at  one  time,  and  each  cuts  the  tooth  face  opposite 
to  that  which  is  being  produced  by  the  other.  The  angle 
of  obliquity  of  the  path  of  contact  is  given  by  the  inclination 
imparted  to  the  arbors  of  the  cutters.  Provision  is  made 
in  the  machine  for  the  exact  adjustment  of  this,  and  also 
for  a  slight  adjustment  bodily  of  the  cutters  to  and  from 
each  other,  the  object  of  this  being  to  permit  of  the  use 
of  a  single  pair  of  cutters  for  a  limited  range  of  pitches. 

The  rolling  feed  of  the  wheel  blank  past  the  cutters  is 
imparted  wholly  to  the  blank,  so  that  the  cutters  rotate  on 
fixed  centres.  Such  being  the  case,  there  is  a  very  slight 
concavity  left  in  the  bottoms  of  the  teeth,  as  in  the  teeth 
of  the  Rice  machine,  first  exhibited  at  Paris  in  1900.  The 
Beale  machine,  in  common  with  all  others  of  generating 
type,  involves  very  complicated  mechanism. 

The  practice  of  gear-cutting  "has  advanced  a  great  deal 
if  we  go  back,  say  only  half-a-dozen  years.  It  is  also  having 
the  effect  of  bringing  the  involute  tooth  into  increasing 
use,  because  double  curve  teeth  cannot  be  produced  by 
methods  of  generation.  They  must  be  obtained  by 
rotary  cutters,  or  by  planing  methods,  in  which  a  former 
tooth  is  employed.  The  demand  for  perfect  gears  has 
been  strengthened  by  the  motor  car,  and  electrical  in- 
dustry, and  there  is  much  high  class  machinery  in  which 
quiet  and  smooth  running  is  an  ideal  which  cannot  be 
attained,  unless  wheels  are  absolutely  accurate,  using  the 
word  in  its  shop  sense.  The  continual  improvements 
which  are  now  being  effected  in  wheel-cutting  machines 
both  supply  and  increase  the  demand  for  perfect  gears. 

A  NEW  GOULD  AND  EBERHAROT  MACHINE. 

The  unmistakable  general  tendency  at  the  present 
time  is  in  the  specialisation  of  machine  tools,  in  the 
diminution  of  separate  functions,  and  the  limiting  of 
their  operations.  Yet  there  are  examples  of  the  opposite 
kind.  One,  of  these  is  a  new  Gould  and  Eberhardt 
gear-cutter,  built  in  many  respects  on  the  model  of  their 
automatic  spur-gear  cutting  machines,  but  so  modified 
that  it  will  produce  also  spiral  and  worm  wheels.  The 
change  is  mainly  effected  at  the  cutter  head,  which 
swivels  on   a  circular  base  for  adjustment  of  the  angle 


of  the  cutter.  The  cutting  01  spurs  and  spirals  is  semi- 
automatic, the  indexing  for  pitching  requiring  the  inter- 
vention of  the  attendant.  The  bobbing  of  worm  wheels 
is  done  entirely  automatically. 

A    DRAW    STROKE     SHAPER, 

The  Colburn  Company,  whose  keyseaters  have  become 
familiar  in  English  shops,  have  now  brought  out  a  verti- 
cal shaper  with  a  draw  stroke.  It  is  a  departure  which  is 
likely  to  exercise  a  modifying  effect  on  this  class  of  tool. 
The  Morton  was  probably  the  first  innovation  of  this  kind, 
about  iSq4.  A  draw  stroke  tends  to  hold  the  work  down, 
instead  of  trying  to  lift  or  tilt  it,  as  in  the  ordinary  shaper. 
In  a  vertical  shaper,  the  chips  fall  away  at  once,  in  the 
common  type  they  remain  on  the  work.  The  ends  of 
very  long  pieces  cannot  be  tooled  on  an  ordinary  shaper, 
though  its  capacities  are  often  increased  by  having  a  pit 
in  the  floor  in  front.  There  is  no  limit  to  the  length 
which  can  be  brought  to  a  vertical  tool,  just  as  in  a  slotter. 

In  this  new  machine  the  ram  is  rack  driven,  and  its 
weight  and  that  of  the  tool  holder  is  counterbalanced  by 
a  weight  suspended  inside  the  frame.  The  tool  holder 
swivels,  and  lifts  on  the  return  stroke.  The  work  is  held 
either  on  a  tee-grooved  table,  or  in  a  vertical  vice  on  a 
housing  bolted  to  the  table.  The  jaws  measure  18  in. 
by  6  in.,  and  open  16  in.  The  usual  tappet  motions  for 
shifting  the  belt  are  included. 

A     NEW     HIGH     SPEED     LATHE. 

The  lathes  of  John  Lang  and  Sons,  of  Johnstone,  are 
well-known,  and  highly  appreciated.  This  firm  has  for 
some  time  past  practically  given  up  the  general  manu- 
f.acture  of  tools,  and  specialised  in  lathes.  The  last 
addition  is  one  for  the  high  speed  steels,  the  noteworthy 
feature  being  the  large  size  of  the  driving  cones,  as  com- 
pared with  ordinary  practice.  On  their  12^-in.  centre 
lathe,  the  stepped  cone  measures  30  in.  on  its  largest  step, 
and  20  in.  on  the  smallest.  With  a  back  gear  reduction 
of  6  to  I,  and  the  belt  on  the  large  step,  a  steel  shaft  is 
reduced  from  6  in.  to  5  in.  diameter  at  a  surface  speed  of 
60  ft.  per  minute,  the  feed  being  i  in. 

THE     METRIC     SYSTEM. 

Skirmishing  has  again  been  going  on  around  the 
metric  and  duodecimal  systems.  The  question  affects 
machinists  and  engineers  far  more  than  it  does  the  man 
in  the  street.  We  could  afford  to  push  aside  all  arguments 
that  are  adduced  in  its  favour  were  we  manufacturing 
without  rivals.  But  with  Germany,  France,  Belgium,  and 
Switzerland  using  the  metric  system  we  no  longer 
occupy  the  impregnable  position  our  fathers  did. 
America  alone  keeps  us  company  in  this  matter,  and 
we  do  not  know  how  long  that  may  last. 

Several  leading  firms  already  employ  the  metric 
system.  A  far  greater  number  work  by  it  in  fulfilling 
foreign  orders.  Many  of  the  machine  tool  makers  find  it 
necessary  to  put  metric  screws  to  lathes,  alternatively 
with  those  on  the  inch  basis.  There  are  few,  if  any 
measuring  instruments  now  that  are  not  made  on  both 
systems.  Rules,  micrometer  calipers,  vernier  instru- 
ments, have  millimetres  and  inch  divisions  separately, 
but  frequently  on  the  same  tool.  Gauges  of  all  kinds 
are   made  in  the  two  systems,  as  are   also   drills,   and 


350 


Page's   Magazine. 


reamers,  and  taps.  The  subdivisions  of  vulgar  fractions 
are  terribly  tantalising.  VV'hen  divided  minutely,  the 
bother  is  that  all  the  numerous  broken  portions  cannot 
be  included  on  an  ordinary  rule,  hence  the  reason  that 
the  English  workmen  is  always  using  the  terms  "  full  " 
and  "bare,"  and  their  equivalent  expressions,  and 
getting  abused  for  doing  so.  To  avoid  this,  rules  are 
made  with  a  large  range  of  fractions.  But  the  uniformity 
of  the  millimetre  is  much  to  be  preferred. 

THE     DRYING     OF     FOUNDRY     MOULDS. 

The  drying  of  moulds  on  foundry  Hoors  is  a  depart- 
ment of  work  which  is  undergoing  a  change.  In  the 
old  methods  the  "  devil,"  or  open  tire  of  coke,  was  the 
method.  It  still  retains  its  place  probably  in  more  than 
90  per  cent,  of  our  shops.  The  objections  to  its  use  are 
the  sulphurous  fumes  which  it  gives  off,  its  inefficiency 
and  wastefulness,  and  the  ashes  which  it  leaves  behind  in 
the  mould,  to  be  cleared  away  subsequently.  In  the 
smaller  moulds  heaters  are  frequently  used,  consisting 
of  chunks  of  iron  made  red  hot,  and  suspended  in  the 
mould,  or  supported  in  it.  This  is  cleanly,  but  not  fully 
efficient. 

These  devices  are  inferior  to  the  newer  ones  in  which 
portable  stoves  are  employed,  by  which  a  current  of  hot 
air  is  directed  into  the  mould.  These  not  only  suit  the 
floor  work  admirably,  but  they  render  unnecessary  the 
sending  of  a  large  quantity  of  small  work  into  the  drying 
and  core  stoves.  Here,  as  in  other  departments,  it  is 
often  cheaper  to  bring  appliances  to  the  work  than  to 
take  the  work  to  them.  It  is  particularly  the  case  with 
moulds,  in  which  there  is  more  or  less  risk  of  disturbing 
the  sand  in  the  act  of  lifting  and  hauling  them  about. 
In  some  instances  portable  stoves  are  used,  fed  with  gas  ; 
in  others  flexible  pipes.  In  the  Sulzer  Foundry  cold  air 
is  brought  through  pipes  under  pressure  into  the  stoves, 
within  which  fires  are  lighted.  The  air,  being  heated 
there,  is  conveyed  to  the  inside  of  the  moulds  by  tubes. 
In  another  design  a  stove  is  slung  over  the  mould,  and  a 


down  draught  is  created  into  the  mould,  instead  of  using 
a  pipe. 

In  many  cases  the  cost  and  trouble  of  drying  moulds 
have  caused  preference  to  be  given  to  the  employment  of 
green  sand.  But  this  is  unsuitable  for  a  large  proportion 
of  foundry  work,  and  even  then  skin  drying  is  frequently 
necessary  and  desirable.  Loam  moulds  and  work  in 
dry  sand  must  always  either  be  put  into  the  stove  or  dried 
in  situ.  The  question  of  the  use  of  mechanical  drying 
appliances  is,  of  course,  of  greater  importance  in  shops 
that  deal  with  these  classes  of  work  than  in  those 
moulding  small  and  light  articles.  In  the  heavy  shops 
they  assume  great  economical  importance. 

SPIRAL    CRANE     DRUMS. 

The  extended  use  of  wire  rope  has  had  the  effect  of 
modifying  the  designs  of  crane  drums  or  barrels.  Instead 
of  the  plain  drums  that  were  used  for  chains,  grooving  is 
required  for  rope.  The  grooving  is  variously  done,  being 
either  cast,  or  cut  in  a  lathe.  All,  or  nearly  all  the  earlier 
ones  had  cast  grooves.  These  can  be  moulded  on  end, 
or  horizontally.  The  spirals  can  be  struck  directly  with 
boards  in  either  method.  When  moulded  horizontally, 
the  smaller  drums  are  often  made  from  loam  patterns, 
also  having  their  spirals  swept  up  with  boards.  In  some 
cases  grooves  are  made  with  cores,  but  it  is  a  slow  and 
unsatisfactory  method,  because  the  joints  show  in  the 
castings.  It  is  rather  a  cause  for  wonder  that  more 
spiral  drums  are  not  cast,  because  it  is  not  difficult  to 
cast  them  truly  and  cleanly  by  the  methods  above  named  ; 
and  to  cut  them,  when  of  large  diameter,  is  costly. 
When  cut  they  are  done  in  a  screw-cutting  l.athe,  and 
this  is  a  growing  practice  for  the  best  cranes,  more 
especially  electric  travellers  and  others  in  which  high 
speeds  are  reached,  and  in  which  the  most  accui-ate 
grooves  are  essential  to  smooth  working.  There  is  no 
objection  to  cutting  drums,  say,  of  less  than  about  2  ft. 
in  diameter,  but  when  over  that  size  it  is  cheaper  to  cast 
them. 


OfflCIAL    REPORT   TO    THE   BOARD    OF    TRADE. 


LIEUT.-COLONEL    H.    A.    YORKE,    R.E. 


LIEUT.-COLONEL  H.  A.  YORKE'S  report 
to  the  Board  of  Trade  on  his  recent  visit 
to  America  is  now  at  the  disposal  of  the  country, 
and  merits  the  earnest  attention  of  all  who  are 
in  any  way  interested  in  the  efficient  organisa- 
tion of  railways. 

As  chief  inspecting  officer  of  railways  to  the 
Board  of  Trade,  Lieut.-Colonel  Yorke  had 
exceptional  facilities  to  enable  him  to  arrive  at 
correct  conclusions  with  regard  to  the  value  of 
American  railway  methods  as  compared  with 
those  in  vogue  in  this  country  ;  in  fact,  the 
report  may  be  said  to  resolve  itself  into  com- 
parison between  the  railway  methods  of  the 
two  countries.  Happily  the  commissioner  found 
no  wholesale  condemnation  of  English  methods 
necessary.  In  some  respects,  indeed,  it  appears 
that  we  can  give  points  to  America,  while  in 
others  it  is  shown  that  the  very  dissimilar  con- 
ditions prevailing  in  this  country  would  render 
nugatory  the  introduction  of  certain  American 
railway  improvements. 

Lieut.-Colonel  Yorke  directed  his  attention 
chiefly  to  the  construction  and  equipment  of  (i) 
steam  railroads,  (2)  surface  lines  or  tramways,  (3) 
subways  and  elevated  railways,  (4)  high-speed 
electric  inter-urban  railways  ;  but,  incidentally, 
he  saw  many  other  things  of  interest,  and  the 
report  will  be  found  of  the  greatest  practical 
interest  and  utility  to  railway  men. 

We  here  reproduce  Lieut.-Colonel  Yorke's 
conclusions  on  steam  railroad  matters. 


CONSTRUCTION. 

There  is  a  fundamental  ditterence  between  the  modes 
of  construction  of  Enghsh  and  American  railways.  In 
England  the  bull-headed  rail  resting  in  cast-iron  chairs 
is  almost  universally  adopted  for  lines  of  heavy  traffic. 
In  America  the  T-rail  or  (as  it  is  sometimes  called  in 
England)  Vignoles  rail  is  invariably  employed,  the  rail 
being  secured  to  the  sleepers  or  ties  by  means  of  ordinary 
spikes.  The  Americans  claim  that  their  permanent  way 
is  easier  and  quicker  to  lay,  cheaper  to  maintain, 
smoother  to  run  over,  and  as  durable  as  the  English 
type.  As  regards  weight  of  rails  there  is  not  much 
difference  between  the  two  countries,  the  American 
engineers  having  now  adopted  lOO-lb.  rails,  with  a  base 
6  in.  wide,  as  their  standard  for  heavy  lines,  as  against 
rails  of  80  lb.  and  85  lb.  which  were  formerly  em- 
ployed. Of  course,  there  are  in  the  States  many  lines 
with  rails  Hghter  than  any  of  the  above,  but  I  am  now 
referring  only  to  the  more  important  lines,  on  which 
heavy  rails  are  found  to  be  necessary.  In  England  the 
weight  of  rails  for  main  Unes  now  varies  from  85  to 
103  lb.,  e.g..  those  used  by  the  London  and  North- 
western Railway  Company  weigh  from  90  lb.  to  103  lb.  ; 
by  the  Great  Western  Railway  Company  from  92  lb.  to 
97i  lb.  ;  by  the  Great  Northern  Railway  Company 
92  lb.  ;  and  by  the  London  and  South-Western 
Railway  Company  85  lb.  The  English  railway  chair 
weighs  from  40  lb.  to  54  lb. 

In  America  the  number  of  sleepers  or  ties  is  greater 
than  in  England,  but  the  difference  between  the  practice 
of  the  two  countries  is  not  so  great  as  is  sometimes 
supposed.  In  America  the  average  number  of  ties 
employed  with  heavy  rails  is  14  or  16  to  a  30.ft.  length 
of  rail  and  iS  with  light  rails  of  the  same  length.  In 
England  the  number  of  sleepers  used  is  12  to  a  30-ft. 
length  of  heavy  rail.  The  average  dimensions  of  an 
American  tie  are  8  ft.  long,  8  in.  wide,  and  7  in.  deep. 
For  a   30-it.   length  of  rail,  with  14  ties,  this  gives_a 


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352 


Page's   Magazine. 


bearing  area  as  between  the  ties  and  ballast  of  74-6 
sq.  ft.,  and  with  16  ties,  85-3  sq.  ft. 

The  dimensions  of  an  English  sleeper  are  9  ft.  long, 
10  in.  wide,  and  5  in.  deep.  This  gives  a  bearing  area 
for  the  same  length  of  track  of  90  sq.  ft.  The  advantage 
in  this  respect  is  therefore  with  the  English  practice. 

Again,  as  regards  the  bearing  area  of  the  rails  on  the 
ties,  the  American  method  with  14  ties  giyes  14  by  6  in. 
by  8  in.  =  672  sq.  in.  for  one  30-ft.  rail,  or  with 
16  ties,  768  sq.  in.  The  English  chair  for  heavy 
rails  has  a  base  of  105  sq.  in.,  so  that  12  of  these 
give  a  total  area  of  12  by  105,  or  1,260  sq.  in.  Here 
again  the  advantage  is  with  the  English  method. 

It  must,  however,  be  noted  that  the  American  ties 
are  of  hard  wood,  such  as  oak  or  chestnut,  and  are 
therefore  better  able  to  resist  the  pressure  of  the  rails 
than  the  English  sleepers  of  Baltic  timber. 

The  lateral  support  afforded  to  the  rails  by  the  Eng- 
lish chair  is  of  the  greatest  value,  especially  on  curves, 
and  in  America  the  absence  of  chairs  renders  it  necessary 
to  use  rail  braces,  which  are  of  the  nature  of  small  steel 
brackets,  or  struts,  to  support  the  rails  at  any  place, 
such  as  a  curve  or  switch,  where  there  is  much  lateral 
pressure.  It  is  also  usual  in  many  places  to  employ 
bearing  plates,  or  tie  plates,  between  the  rails  and  the 
ties  so  as  to  increase  the  bearing  of  the  rail  on  the  tie 
and  to  afford  mutual  support  to  the  spikes.  The  effect 
of  these  tie  plates,  however,  is  to  shear  off  the  heads  of 
the  spikes.  The  fact  that  these  additions  are  found 
to  be  necessary,  shows  that  the  American  mode  of 
construction  is  lacking  in  certain  elements  of  stabihty, 
which  are  inherent  in  the  English  type  of  permanent 
way. 

The  Americans  do  not  place  their  rail  joints  opposite 
each  other  as  we  do  in  England,  and  there  is  a  good 
deal  to  be  said  in  favour  of  the  American  practice  in 
this  respect.  The  joint  is  admittedly  the  weakest  part 
of  the  permanent  way  both  vertically  and  laterally, 
and  it  can  hardly  be  doubted  that  it  is  an  advantage 
to  make  the  rai,ls  break  joint,  so  that  the  weak  spot 
on  one  side  of  the  track  shall  be  supported  by  the 
continuous  rail  on  the  other  side. 

Perhaps  the  detail  most  open  to  criticism  in  the 
.American  permanent  way  is  the  use  of  spikes,  in  the 
place  of  screws  or  fang  bolts,  to  fasten  the  rails  to  the 
ties.  These  are  constantly  working  loose,  and  then  have 
to  be  driven  home  again.  When  this  process  has  been 
often  repeated,  the  holding  power  of  the  spikes  must 
be  diminished.  But  with  hard  wood  ties,  this  defect 
is  not  so  serious  as  it  would  be  with  the  soft  wood 
sleepers  used  in  England.  In  fact,  hard  wood  seems  to 
be  essential  for  the  American  style  of  permanent  way. 
If  this  be  so,  there  would  probably  be  no  economy  in 
England  in  adopting  American  practice,  for  the  extra. 
cost  of  the  ties  would  more  than  balance  any  saving 
due  to  the  omission  of  chairs.  The  American  road 
would,  I  consider,  be  vastly  improved  if  some  form  of 
fang  bolt  with  rail  clips  were  used  instead  of  spikes  for 
fastening  the  rails  to  the  ties. 

As  to  the  cost  of  maintenance,  I  cannot  help  thinking 
that  the  English  method  must  give  the  best  results,  but 


many  factors,  such  as  the  difference  in  the  prices  of 
labour  and  materials,  and  in  the  nature  of  the  traffic, 
have  to  be  taken  into  account. 

The  ballasting  of  the  heavy  lines  in  America,  so  far 
as  I  saw  them,  is  as  good  as  anything  to  be  found  in 
England,  and  there  is  no  doubt  that  as  a  rule  railway 
travelling  in  America  is  smooth  and  quiet,  a  feature 
which,  though  partly  due  to  the  road,  may  be  also 
partly  attributable  to  the  invariable  use  of  long  and 
heavy  bogie  coaches. 

Movable  frogs  or  crossings  are  largely  used  in  America, 
and  give  general  satisfaction.  In  England  they  are 
almost  unknown,  though  the  London  and  South- 
Western  Railway  Company  are  now  experimenting  with 
them.  Their  advantage  is  that  they  abolish  gaps  in 
the  rails,  and  therefore  enable  crossings  to  be  laid  with 
much  flatter  angles  than  are  possible  with  fixed  crossings, 
besides  affording  smoother  running.  They  are  not 
unhke  a  combination  of  facing  and  trailing  points,  and 
are  operated  by  levers  in  a  signal  cabin,  and  should  be 
interlocked  with  the  signals.  As  they  are  heavy  and 
require  a  considerable  force  to  operate  them,  they  are 
specially  suitable  at  places  where  a  power  plant  has 
been  installed  for  operating  the  points  and  signals. 

Spring  frogs  are  also  common,  but  opinion  is  divided 
as  to  their  merits.  '  Some  engineers  assured  me  that 
they  had  no  trouble  with  them,  while  others  say  that 
the  springs  are  liable  to  break,  and  that  under  such 
conditions  they  may  cause  a  derailment. 

INCHOATE    CONDITION    OF    SIGNALLING. 

Signalling  in  America  is  in  an  inchoate  condition, 
there  being  no  uniformity  of  practice  throughout  the 
country.  Some  portions  of  the  principal  railroads  are 
fully  signalled,  but  on  many  others  hardly  any  signals 
are  used,  and  even  where  signals  are  used,  their  shapes, 
colours,  and  meanings  vary  upon  different  lines.- 
Signals  are  divided  into  various  classes  in  a  manner 
unknown  in  England,  such  as  automatic  signals, 
interlocking  signals,  telegraph  block  signals,  train 
order  signals,  etc.  Similarly  with  block  working,  only 
about  25,000  miles  out  of  a  total  mileage  (measured 
as  single  track)  of  200,000  are  at  present  worked  in 
America  on  the  block  system,  but  its  use  is  being 
gradually  extended.  Block  working,  however,  is  not 
so  strictlv  interpreted  as  it  is  in  England  ;  two  or  more 
trains  are  constantly  permitted  to  be  in  the  same 
section  at  the  same  time,  and  trains  are  allowed  under 
certain  conditions  to  travel  in  either  direction  on  either 
track,  even  where  the  Unes  are  doubled  or  quadrupled. 
On  two  occasions  it  occurred  to  the  train  in  which  I  was 
travelling  to  be  switched  across  from  the  proper  track 
to  the  wrong  track,  without  anj-  halt,  and  without  any 
formalities  other  than  the  handing  to  the  driver  or 
conductor  of  a  train  order,  giving  him  instructions  to 
travel  on  the  wrong  track,  regardless  of  opposing 
trains.  On  both  occasions  we  travelled  in  this  way  for 
several  miles  at  a  high  rate  of  speed,  there  being,  of 
course,  no  signals  for  the  guidance  or  control  of  the 
train.  Such  a  mode  of  working  must  be  dangerous, 
as  the  least   misunderstanding  between  the  men  who 


British  and  American  Railway  Methods. 


give  and  receive  the  train  order,  or  an)-  negligence  on 
their  part  must  lead  to  an  accident. 

Single  lines,  which  form  the  bulk  of  the  railroads  of 
America,  are  operated  almost  entirely  on  the  "  train 
order "  system,  uo  train  staff  or  tablet  being  used 
as  in  England,  there  being  no  less  than  thirteen  standard 
forms  of  "  train  orders  "  in  use.  The  train  order 
system  was  tried  in  England,  and  has  long  ago  been 
abandoned  as  troublesome  and  dangerous,  and  I  believe 
that  the  .\merican  train  service  would  be  probably 
conducted  with  greater  punctuahty  and  economy  and 
certainly  with  greater  safety,  if  the  electric  statf  or 
tablet  system  were  introduced  on  the  single  lines. 

AUTOMATIC    METHODS. 

For  some  time  past  .\mericau  railroads  have  been 
using  automatic  signallmg,  about  which  a  great  deal 
has  been  recently  said  in  England.  The  main  (four 
track)  lines  of  the  Pennsylvania  railroad  between  New 
York  and  Pittsburg  are  signalled  in  this  fashion,  and 
so  are  parts  of  several  other  railways.  The  New  York 
Central  Company  are  also  about  to  adopt  it  in  the 
neighbourhood  of  New  York,  and  its  use  will  doubtless 
extend.  Recently  in  England  the  London  and  South- 
western Railway  Company  have  equipped  a  section  of 
their  hue  between  Grateley  and  Andover  with  automatic 
signals,  and  preparations  are  also  being  made  on  the 
North-Eastern  railway  for  testing  this  mode  of  signal- 
ling. 

The  most  modern  and  satisfactory  mode  of  applying 
the  system  is  by  means  of  a  "  track  circuit."  A  low 
tension  current  flows  from  a  battery  along  one  rail 
of  the  track  through  a  relay,  and  back  to  the  battery 
along  the  second  rail.  The  relay  makes  and  breaks 
a  local  circuit,  which  by  means  of  electro-magnets 
controls  the  mechanism,  electric  or  pneumatic  or  what- 
ever it  mav  be,  for  operating  the  signals.  When  the 
current  is  flowing  along  the  line  the  relay  completes 
the  local  circuit,  and  signal  is  held  "  otf."  When, 
however,  an  engine  or  vehicle  with  metal  wheels  and 
axles  is  in  the  section  a  short  circuit  is  established  in 
the  track  circuit,  the  relay  becomes  inoperative,  the 
local  circuit  is  broken,  and  the  signal  returns  to  danger. 
By  insulating  the  rail  joints  at  intervals,  the  line  is 
divided  into  sections,  to  each  of  which  a  separate  current 
is  supplied,  and  signals  are  placed  at  the  commencement 
of  each  section,  by  means  of  which  the  driver  of  an 
approaching  train  is  informed  whether  the  section  ahead 
is  clear  or  not.  It  must  be  borne  in  mind  that  a  funda- 
mental ditterence  exists  between  "  manual  "  signals, 
and  "  automatic  "  signals,  in  that  the  former  have 
liuman  agency  and  human  intelligence  behind  them, 
and  convey  a  direct  order  to  a  driver  as  to  what  he 
is  to  do,  whereas  the  latter  merely  tell  him  the  line  is 
clear  for  a  short  distance  ahead; 

In  America  the  sections. for  this  sj'stem  of  signalling 
vary  in  length  from  about  700  yards  to  1,300  yards, 
the  average  being  1,000  yards.  As  at  the  commence- 
ment of  each  section  two  signals  (a  home  and  a  distant) 
are  erected  for  each  line  of  rails,  signals  become  exceed- 
ingly numerous,  and  whereas  the  signals  on  Americas 


railroads  have  hitherto  been  too  few.  there  is  now  a 
risk  of  their  becoming  too  many.  Block  working,  at 
any  rate  in  England,  means  the  maintenance  of  an 
adequate  interval  of  space  between  two  trains  travelling 
on  the  same  track.  Goods  trains  of  great  length  are 
now  coming  into  use,  and  they  are  not  infrequently 
as  much  as  800  yards  long.  With  trains  of  such 
dimensions  the  interval  of  space  between  two  trains 
may,  if  block  sections  are  only  1,000  yards  long,  be  as 
small  as  200  yards,  which,  except  at'  very  low  speeds, 
cannot  be  regarded  as  adequate.  Again,  the  number 
of  block  sections  into  which  a  line  requires  to  be  divided 
depends  on  the  number  of  trains  which  it  is  desired 
to  pass  over  it  in  a  given  time.  With  block  sections 
of  1 ,000  yards,  and  trains  running  at  60  miles  an  hour, 
the  interval  of  time,  or,  as  the  Americans  call  it,  the 
"  headway  "  between  them  may  be  only  34  seconds, 
which  is  clearlv  impracticable  and  dangerous.  Even  at 
a  speed  of  20  miles  an  hour  the  headway  may  be  only 
I  minute  42  seconds,  and  at  10  miles  an  hour,  3  minutes 
24  seconds,  and  as  it  can  only  occur  at  starting  points 
or  at  terminal  stations  that  it  is  necessary  for  trains  to 
follow  each  other  at  such  brief  intervals  as  these,  it  is 
difficult  to  see  the  advantage  of  such  very  short  sections 
in  other  parts  of  a  line,  where  trains  have  to  travel  at 
speed,  and  where  fast  trains  are  mixed  up  with  slow. 
Signals  placed  at  such  short  distances  apart  are  more 
likely  to  be  confusing  than  helpful  to  drivers,  whose 
confidence  when  running  at  speed  must  also  be  lessened 
by  the  shortness  of  the  block  sections.  The  only 
reason  that  I  have  been  able  to  discover  for  the  intro- 
duction of  such  short  block  sections,  is  that  "  track 
circuits  "  do  not  work  well  on  sections  of  greater 
length,  but  it  is  difficult  to  believe  that  this  defect 
cannot  be  remedied. 

TrtE     FOG     DIFFICULTY. 

A  difficulty  arises  in  England  in  connection  with  such 
signals,  and  that  is  how  to  deal  with  them  in  time  of 
fog.  In  America  fogs  are  said  to  be  rare — at  any  rate 
no  special  precautions  are  taken  to  meet  such  an 
emergenc\-.  But  here  it  will  be  as  necessary  to  provide 
means  for  "  fogging  "  automatic  signals  as  any  other 
signals.  Men  for  the  purpose  will  be  difficult  to  find, 
and  if  mechanical  means  are  adopted  for  the  purpose, 
the  complication  and  weight  of  the  signals  will  be 
increased,  and  the  mechanism  will  be  more  liable  to 
fail.  The  eflEect  of  climate  and  of  weather  upon 
automatic  signals  in  England  has  yet  to  be  ascertained, 
and  it' must  be  remembered  that  a  signal  which  fails 
at  any  time  to  give  a  correct  indication  is  likely  to  be 
a  source  of  danger.  Probably  the  greatest  risks  are 
to  be  anticipated  from  snow,  frost,  and  hghtning,  any 
one  of  which  may,  under  certain  conditions,  cause  a 
signal  to  remain  at  "  all  right,"  when  it  ought  to  be  at 
"  danger."  Should  that  happen,  a  most  serious  con- 
dition of  affairs  would  exist,  the  results  of  which  might 
be  disastrous.  Even  under  normal  conditions  the 
rehabihty  of  automatic  signals  depends  on  the  most 
careful  and  trustworthy  maintenance.  In  America,  it 
is  said  that   the  failures,  as  a  rule,   result  in  a  signal 


354 


Page's   Magazine. 


remaining  at  "  danger  "  when  it  ought  to  be  at  safety, 
and  as  this  would  be  hkely  to  cause  delay  to  the  traffic, 
drivers  are  instructed,  when  they  find  such  a  signal  at 
danger,  to  bring  their  trains  to  a  stand,  and  then  to 
proceed  forward  at  caution,  without  waiting  for  the 
signal  to  be  lowered.  This  rule  may  be  unavoidable, 
but  it  is  easy  to  see  that  sooner  or  later  it  must  result 
in  two  trains  being  in  the  same  section  at  one  and  the 
same  time,  which  defeats  the  whole  object  of  block 
working.  Telephonic  communication  is  usually  pro- 
vided, telephones  being  placed  on  every  second  or  third 
signal  post,  so  that  in  case  of  a  breakdown,  the  train- 
men can  communicate  with  the  nearest  signal  bo.x. 

In  England  the  problem  is  further  comphcated  by 
the  existence  of  numerous  industrial  sidings  on  the 
main  lines,  the  points  and  signals  of  which  must  neces- 
sarily be  interlocked  with  the  automatic  signals,  and 
require  human  agency  to  operate  them. 

There  is  something  attractive  about  the  term  "  auto- 
matic signalling,"  and  the  conclusion  is  sometimes 
hastily  arrived  at,  that  its  adoption  will  immediately 
effect  increased  safety,  greater  economy  and  simplicity 
of  operation,  a  reduction  of  expenses,  and  larger 
dividends.  But  the  cost  of  installing  a  system  of 
automatic  signalling  is  great,  involving  as  it  does  the 
erection  of  a  power  plant,  electric  or  pneumatic,  to 
supply  the  power  for  operating  the  signals,  the  laying 
of  pipes,  conduits,  or  cables  for  the  entire  length  of  the 
line  for  conveying  the  power  to  the  signals,  the  provision 
of  numerous  wires,  batteries,  and  relays  for  controlling 
the  power,  and  the  erection  of  a  great  number  of 
signals,  and  the  bridges  or  posts  supporting  them. 
Moreover,  if  the  system  is  to  take  the  place  of  an 
existing  installation  of  manual  signals,  it  is  to  be 
remembered  that  the  whole  of  the  latter  has  to  be 
"  scrapped."  A  considerable  advantage,  such  as  a 
large  saving  of  wages,  and  a  largely  increased  capacity 
of  the  railway  must  therefore  be  assured  in  order  to 
justify  the  outlay. 

SPECIAL     AND     PECULIAR     RISKS. 

.Automatic  signalling  does  not  of  itself  introduce 
greater  safety  of  operation.  It  is  merely  a  labour- 
saving  device.  No  doubt  it  eliminates  the  risks  due  to 
mistakes  of  signalmen,  but  it  introduces  other  risks 
peculiar  to  itself,  due  either  to  inefficient  maintenance, 
to  failure  of  the  mechanism,  to  weather,  and  to  accidents 
of  various  sorts.  Moreover,  the  chief  object  of  a  system 
of  automatic  signalling  must  be  to  enable  more  trains 
to  pass  over  a  given  section  of  the  line  in  a  given  time, 
and  more  trains  under  such  conditions  necessarily 
involve  increased  chances  of  accident. 

From  what  has  been  said  it  will  be  seen  that  the 
whole  question  of  automatic  signalling  requires  to  be 
further  considered  before  its  applicability  to  main  lines 
in  England  can  be  thoroughly  ascertained,  and  the 
results  of  the  trials  of  the  system  up.:in  the  London  and 
South-Western  and  North-Eastcrn  Railways  will  be 
of  the  greatest  value  in  the  investigation  of  the  subject. 

But  in  "  tubes,"  subways,  tunnels,  and  especially  on 
electrically   operated    railways,    on    which    speeds   are 


uniform,  junctions  and  sidings  are  few  and  far  between, 
sections  short,  and  which  are  self-contained,  automatic 
signaUing  will  undoubtedly  prove  e.xceedingly  useful, 
and  some  of  the  railways  in  London  now  being  equipped 
for  electric  traction  are  to  be  signalled  in  this  fashion. 

POWER     WORKINGS     OF     POINTS     AND     SIGNALS. 

The  application  of  some  form  of  power,  pneumatic  or 
electric,  to  the  operation  of  points  and  signals,  is  becom- 
ing a  common  feature  in  .\merica  at  places  where  large 
signal  cabins  are  necessary.  Such  installations  possess 
many  advantages,  reducing  the  physical  labour  to  a 
minimum,  and  rendering  it  possible  to  employ  fewer 
men.  They  also  economise  space  and  abolish  all  rods 
and  wires  from  the  station  yards.  The  chief,  if  not  the 
only,  objection  to  them  is  their  cost,  which  in  the  first 
instance  is  much  greater  than  that  of  an  ordinary 
manual  plant,  and  it  is  simply  a  matter  of  calculation 
whether  at  any  particular  place  the  economies  to  be 
derived  from  such  an  apparatus  balance  the  initial 
cost.  There  are  two  systems  in  general  use,  viz.,  the 
electro-pneumatic  and  the  low-pressure  pneumatic.  In 
the  former  the  movement  of  the  points  or  signals  is 
effected  by  air  at  75  lb.  pressure,  which  is  admitted 
to  cylinders  containing  pistons  connected  to  the 
switches  (or  signals)  by  means  of  valves  which  are 
controlled  by  electric  currents.  In  the  latter  the 
mechanism  is  operated  by  air  at  15  lb.  pressure,  the 
valves  being  controlled  by  a  secondary  air  supply  at 
7  lb.  pressure.  In  England  a  large  installation  of  a 
similar  nature  has  lately  been  erected  by  the  London 
and  North-Western  Railway  at  Crewe,  in  which  the 
motive  power,  as  well  as  the  controlhng  agency,  is 
electricity.  The  North-Eastern  Railway  and  Lanca- 
shire and  Yorkshire  Railway  Companies  are  at  the  same 
time  about  to  test  the  electro-pneumatic  system,  and 
the  London  and  South-Western  Railway  Company  are 
trying  the  low-pressure  air  method.  It  will,  therefore, 
soon  be  possible  to  compare  the  results  obtained  by 
these  three  systems. 

ROLLING    STOCK. 

Prob?olv  the  feature  of  .-Vnierican  railways  which  at 
first  sight  makes  the  most  impression  on  a  stranger  is 
the  colossal  size  of  the  engines  and  cars  employed 
thereon,  and  to  this  is  due  much  of  the  correspondence 
which  at  intervals  fills  the  columns  of  the  papers 
concerning  American  methods  of  handling  trafiic. 
There  is  no  doubt  that  the  engines  are  very  big,  some  of 
them  standing  16  ft.  high  above  rail  level,  and  many 
more  of  them  14  ft.  6  in.  and  15  ft.  Such  engines  have 
great  power  and  are  able  to  haul  trains  of  great  weight 
and  length.  In  the  early  days  of  American  railroads 
over-bridges  and  tunnels  were  almost  unknown,  and 
now  that  such  are  being  constructed,  they  have  to 
accommodate  themselves  to  the  rolling  stock,  instead 
of  the  rolHng  stock  to  the  bridges,  as  in  England.  In 
.\merica  over-bridges  are  built  iS  ft.  above  rail  level, 
whereas  in  England  the  height  of  such  works  is,  as  a 
rule,  onlv  14  ft.  3  in.  above  the  rails.  Moreover,  on 
duulile  lines  in  the  States  the  space  between  the  tracks 


British  and  American  Railway  Methods. 


355 


is  7  ft.,  against  6  ft.  in  England.  It  can,  therefore,  be 
unilerstood  that  what  is  possible  in  the  one  country  is 
impossible  iu  the  other,  and  we  can  never  hope  in 
England  to  equal  .-Xmerica  in  the  size  of  our  engines 
or  cars. 

GOODS  TRUCKS. 

A  great  deal  has  recently  been  said  about  the  long 
freight  cars  used  in  America,  and  English  railway 
managers  have  been  criticised  for  not  adopting  cars  of 
equal  dimensions  in  this  country.  I  think  some  mis- 
apprehension occasionally  arises  on  the  subject.  The 
important  factor  in  the  case  is  not  the  length  of  the 
car.  but  the  carrying  capacity  of  the  car  in  relation 
to  its  weight.  American  freight  cars  are  all  carried 
on  bogies,  and,  as  a  rule,  there  are  eight  wheels  to  a  car. 
Their  carrying  capacity  varies  from  30  to  50  tons,  and 
their  "  tare  "  weight  from  15  to  20  tons.  One  of  the 
most  popular  forms  of  car  at  the  present  time  appears 
to  be  the  50-ft.  steel-framed  car,  with  a  capacity  of 
50  tons  (of  2.000  lb.)  and  a  tare  of  about  20  tons,  the 
total  weight  per  axle  being  17  tons  to  cwt.  So  long  as 
these  proportions  are  adhered  to  it  makes  no  difference, 
so  far  as  the  cost  of  transportation  is  concerned,  whether 
the  load  is  carried  in  one  car  with  eight  wheels  or  in 
two  cars  with  four  wheels  each.  That  is  to  say.  the 
result  will  be  the  same  if.  instead  of  one  car  of  the  size 
and  weight  mentioned,  two  cars  are  employed,  each 
with  a  capacity  of  25  tons  and  a  tare  of  10  tons,  and 
each  having  four  wheels.  Not  all  the  cars  in  America 
offer  such  favourable  conditions  as  those  just  mentioned. 
The  box  cars  have  as  a  rule  a  carrying  capacity  of  30 
to  40  tons  and  a  tare  of  16  to  :  8  tons  ;  the  paying  load 
in  these  cases  having  a  less  proportion  to  the  dead 
load  than  is  the  case  with  the  50-ton  cars. 

There  are  serious  difficulties  in  the  way  of  introducing 
for  general  service  in  England  waggons  of  great  length. 
The  sidings,  goods  sheds,  weighbridges,  turntables, 
coal  tips,  screens,  etc.,  are,  as  a  rule,  quite  unsuitable 
for  waggons  of  the  dimensions  named,  to  say  nothing 
of  the  usual  conditions  of  trade  which  are  based  on  the 
present  style  of  vehicle.  It  is  sometimes  suggested 
that  English  companies  should  forthwith  reconstruct 
the  whole  of  these  works  and  appliances,  but  no  one 
has  as  yet  estimated  what  the  cost  of  such  alterations 
would  amount  to.  It  is  probably  incalculable,  and  the 
question  arises,  whether,  after  all  this  vast  expenditure 
had  been  incurred  and  the  whole  trade  of  the  country 
had  been  disorganised  during  the  transition  period,  the 
saving  in  handling  the  traffic  would  pay  the  interest 
on  the  outlay. 

The  four-wheeled  waggon  will,  therefore,  in  all  proba- 
biUty  remain  the  standard  waggon  of  the  country,  and 
economy  is  to  be  sought  in  improving  the  design  of 
such  waggons  and  increasing  their  carrying  capacity 
iu  relation  to  their  tare,  rather  than  in  introducing 
waggons  of  greater  length. 

There  is  no  reason  why  this  should  not  be  done ;  in 
fact  it  has  already  been  accomplished  on  some  railways. 
Both  the  London  and  North-Western  Railway  and  the 
Great  Western  Railway  Companies  have  lately  built 
four-wheeled  waggons,  having  a  capacity  of  20  tons,  and 


a  tare  of  about  eight  tons,  which  gives  the  same  pro- 
portion of  paying  load  to  dead  load,  as  an  American 
car  of  50  tons  capacity. 

Another  argument  against  the  employment  of  very 
long  cars  or  waggons  is.  that  in  the  case  of  a  derailment 
or  collision  the  results  would  be  more  serious,  and  the 
removal  of  the  w-reckage  would  be  a  much  more  difficult 
operation  than  at  present. 

There  is  also  the  difficulty  to  be  considered  due  to  the 
private  ownership  of  the  bulk  of  the  waggons  used  upon 
English  railways.  This,  though  serious,  need  not, 
perhaps,  be  regarded  as  insuperable,  as  if  the  railway 
companies  throughout  the  Kingdom  were  unanimous 
in  adopting  waggons  of  a  new  design,  means  could  be 
found,  perhaps  with  the  assistance  of  the  legislature, 
either  to  aboUsh  privately  owned  waggons,  or  else  to 
compel  the  owners  thereof  to  adopt  whatever  type  of 
waggon  was  found  to  be  beneficial  to  the  trade  of  the 
country. 

It  is  not  suggested  that  long  waggons  will  never  be 
used,  as  it  is  evident  that  for  some  purposes  such 
waggons  are  desirable  or  even  necessary.  But  for 
ordinary  trade  purposes  in  this  country  the  four-wheeled 
waggon,  of  improved  design  and  increased  capacity,  is, 
I  believe,  the  best  suited. 

The  wheels  of  American  cars,  both  passenger  and 
freight,  are  smaller  than  those  used  in  England,  being 
only  33  in.  in  diameter,  instead  of  36  in.  as  in  England. 
It  seems  worth  consideration  whether  33-in.  wheels 
might  not  with  advantage  be  introduced  in  England 
for  goods  waggons.  This  would  enable  an  additional 
depth  of  3  in.  to  be  given  to  the  waggons,  thereby  in- 
creasing their  capacity  without  adding  to  their  height, 
and  wculd  at  the  same  time  lessen  their  weight,  and 
effect  some  economy  in  their  first  cost.  All  the  wheels 
of  American  freight  cars,  and  occasionally  also  of 
passenger  cars,  are  of  cast-iron  with  chilled  rims.  They 
are  not  turned  in  a  lathe  or  machined  in  any  way,  but 
are  used  just  as  they  come  from  the  foundry.  When 
the  wheels  are  worn  out  the  manufacturing  company 
takes  them  back  at  a  fixed  price,  breaks  them  up,  and 
recasts  them.  The  net  cost  of  such  wheels  to  the 
railway  company  is.  therefore,  very  small,  Recently 
fractures  of  these  cast-iron  wheels  have  increased  in 
number,  and  it  is  a  question  whether,  as  at  present 
made,  they  are  suitable  for  the  increased  loads  put  upon 
them  by  the  introduction  of  heavy  cars.  Improved 
modes  of  manufacture  may  overcome  this  defect,  or 
wheels  with  cast-iron  centres  and  steel  tyres  or  wheels 
wholly  of  steel  may  become  necessary. 

COUPLINGS. 

The  law  of  the  American  Congress  relating  to  the  use 
of  automatic  couplings  and  air  brakes  on  all  freight 
trains  engaged  in  inter-State  commerce  came  into  full 
force  on  the  ist  August,  1900,  and  the  fifteenth  annual 
report  of  the  Inter-State  Commerce  Commission,  pub- 
lished in  1902,  is  a  highly  interesting  document.  From 
this  it  appears  that  the  coupling  mechanism  is  still 
far  from  perfect,  especially  in  regard  to  the  uncoupling 
attachments.     Another  "  common  defect  in  couplers. 


35f' 


Page's   Magazine. 


and  one  which  is  the  cause  of  much  trouble  and  expense 
to  the  railroads,  is  the  breakage  of  the  '  knuckle.'  " 
The  Commissioners  are  evidently  not  satisfied  with  the 
couplers  as  at  present  used,  for  the  report  says,  "  it 
will  be  seen  that  the  needs  of  the  future,  in  respect  to 
couplers,  mav  be  described  under  the  heads  of  strength, 
simplicity,  and  finish." 

AIR     BRAKES. 

The  same  report  contains'some  severe  criticisms  on 
'  the  present  condition  of  the  air  brakes  on  the  freight 
cars  of  the  country,  the  lack  of  thorough  training  and 
discipline  of  the  men  in  charge  of  trains,  and  the 
insufficiency  of  the  forces  assigned  to  inspection  and 
repair  "  ;  the  result  being  that  "  some  companies, 
more  particularly  in  the  east,  are  still  controlling  trains 
on  steep  descending  grades  by  the  use  of  the  hand 
brakes."  This  is  in  accordance  with  what  I  saw  on 
the  Pennsylvania  Railroad,  where  numerous  heavy 
coal  and  goods  trains  were  being  taken  down  the  Horse 
Shoe  incline  by  means  of  the  hand  brakes,  the  brakes- 
men having,  in  consequence,  to  run  about  on  the  roofs 
of  the  cars  while  the  trains  were  in  motion,  a  practice 
which  is  highly  dangerous  and  a  fruitful  cause  of 
accident  to  the  train  men.  One  reason  assigned  for 
this  non-use  of  the  air-brake  on  such  incUnes  is  that  the 
driver  may,  by  repeated  application  and  release  of  the 
brakes,  exhaust  all  the  air  in  the  air  reservoirs.  It  then 
becomes  necessary  for  him  to  re-charge  them,  and  the 
doing  so  releases  all  the  brakes,  during  which  time  the 
train  may  gain  a  dangerous  degree  of  speed,  and  get 
beyond  control.  To  overcome  this  difficulty  "  retaining 
valves  "  have  been  introduced  for  partially  controlling 
the  air  pressure  in  the  brake  cylinders  during  the 
process  of  recharging  the  reservoirs.  These  retain  a 
pressure  of  15  lb.  in  the  cylinders  during  the  time  that 
the  reservoirs  are  being  recharged,  and  are  described 
in  the  report  already  alluded  to  as  "  a  device  for  more 
efficiently  and  safely  controlling  the  speed  of  trains  on 
steep,  descending  grades."  "  While  under  favourable 
conditions  the  air  brake  is  efficient  without  this  auxiliary, 
its  use  is  a  valuable  additional  safeguard,  and  on  very 
steep  grades  it  is  a  necessit}"." 

Unfortunately,  the  handles  for  operating  these 
retaining  valves  are  on  the  roofs  of  the  cars,  so  that  their 
use  still  renders  it  necessary  for  the  train  men  to  be 
above.  As  the  number  of  bridges  over  the  railroads  is 
increasing,  the  danger  to  the  men  on  the  tops  of  high 
cars  becomes  greater,  and  a  primitive  arrangement  for 
their  protection  is  a  common  feature  on  American 
railroads.  This  consists  of  a  rope  supported  on  posts 
and  stretched  across  the  tracks  on  either  side  of  an 
overbridge.  From  this  rope  depend  short  vertical 
lengths  of  thinner  rope  at  close  intervals,  their  lower 
ends  being  about  the  level  of  the  underside  of  the  bridge. 
The  idea  is  that  a  man  on  the  top  of  a  high  car  w-outd 
be  struck  by  one  of  these  ropes,  and  warned  of  the 
neighbourhood  of  the  bridge  in  time  to  avoid  the  danger. 
The    law   does   not    render     it     obligatory    on    the 


companies'to  use  the  air  brake  on  all  the  cars  of  a  freight 
train,  but  only  on  so  many  as  will  enable  the  driver  to 
have  sufficient  brake  power  at  his  disposal  for  controlling 
the  train  down  the  inclines.  This  partial  use  of  the  air 
brake  is  a  cause  of  accidents,  for  when  the  brake  is 
brought  into  operation  on  some  of  the  cars  of  a  train, 
the  cars  not  so  braked  are  by  their  momentum  forced 
against  those  that  are,  with  such  violence  as  to 
crush,  and  sometimes  derail  one  or  more  cars.  The 
law  in  this  respect  seems  to  require  amendment.  If 
the  air  brake  is  to  be  used  at  all  on  freight  trains,  it 
should  be  operative  on  every  car. 

From  the  above  facts  it  will  be  seen  that  the  problem 
of  safely  working  heavy  American  freight  trains  down 
steep  grades  by  means  of  the  air  brake  has  not  yet 
been  entirelv  solved.  And  when  it  is  remembered  that 
some  of  the  large  American  engines  require  three  men 
on  the  foot  plate,  viz.,  driver,  fireman,  and  assistant 
fireman,  and  that  the  train  crew  consists  of  a  conductor 
and  two,  three  or  four  brakesmen,  it  may  be  questioned 
whether  the  economies  claimed  for  the  American 
methods  are  as  great,  as  is  sometimes  hastily  assumed. 

GRADE     CROSSINGS. 

It  is  interesting  to  note  that  American  railroads  are 
imitating  English  practice  in  one  respect,  and  that  is 
in  the  abolition  of  level  or  grade  crossings.  Enormous 
sums  of  money  are  now  being  spent  with  this  object. 
This  is  specially  the  case  on  the  Pennsylvania  Railroad, 
on  which  line  some  very  large  works,  such  as  viaducts, 
bridges,  and  deviation  lines,  are  in  progress  for  the 
purpose  of  raising  the  tracks  above  streets  and  roads, 
and  for  improving  grades  and  curves.  These  works 
are  being  paid  for  out  of  revenue  and  not  charged  to 
capital.  The  guiding  principle  followed  in  America  on 
this  much-debated  question  is,  I  was  told,  as  follows  : 
When  a  new  work,  however  large,  does  not  tap  new 
sources  of  revenue,  and  does  not  serve  a  fresh  area,  but 
merely  improves  existing  conditions  and  facilities,  the 
cost  is  charged  to  income.  When,  on  the  other  hand, 
new  districts  are  reached,  and  fresh  sources  of  traffic 
developed,  the  cost  is  charged  to  capital.  To  what 
extent  the  cost  of  works,  such  as  those  I  saw  in  progress, 
amounting  as  they  do  in  many  places  to  a  complete 
re  alignment  and  reconstruction  of  the  railway,  can 
be  legitimately  regarded  as  a  charge  against  income, 
I  cannot  say,  but  it  is  not  surprising  that  the  share- 
holders should  grumble  at  being  called  upon  to  make 
such  sacrifices  for  the  benefit  of  those  who  will  succeed 
them.  I  heard  one  argument  advanced,  which,  if  not 
openly  avowed,  may.  have  an  occasional  influence  on 
American  railway  finance,  viz.,  that  as  American 
railways  were  built  almost  entirely  with  money  raised 
on  bonds  or  debentures,  and  that  as  the  ordinary 
stock,  to  a  large  extent,  merely  represents  "  paper," 
there  is  no  obhgation  on  those  controlling  the  line  to  do 
more  than  pay  the  interest  on  the  bonds  and  debentures, 
and  that  the  ordinary  stockholders  have  little  or  no 
moral  claim  to  consideration. 


MONTHLY    NOTES    ON    NAVAL    PROGRESS    IN    CONSTRUCTION    AND    ARMAMENT. 

BY 

N.  I.  D. 


N  my  last  instalment  of 
Naval  Notes,  written  before 
the  Navy  Estimates  had 
been  announced,  it  was 
shown  why  I  thought  it 
would  be  good  policy  on  the 
part  of  the  Admiralty  to 
include  in  the  new  shipbuilding  programme 
more  battleships  and  armoured  cruisers.  That 
the  authorities  are  of  the  same  opinion  I  am  glad 
to  see.  In  spite  of  prognostications  to  the 
contrary  the  vote  for  new  construction  has  again 
been  increased  and  the  programme  is  even 
larger  than  it  was  in  the  previous  year.  We 
have  already  five  battleships  of  the  King 
Edward  VII.  class,  which  stand  apart  from  all 
those  built  previously,  in  size  and  power,  and  to 
these  three  more  are  to  be  added.  Last  year 
the  programme  gave  only  two  armoured  cruisers, 
of  the  Duke  of  Edinburgh  class,  this  year  we  are 
to  have  four  more.  As  regards  the  smaller  craft, 
perhaps,  the  most  important  announcement  is 
that  concerning  the  submarines,  of  which  ten 
larger  and  better  than  their  predecessors  are 
to  be  laid  down.  Although  there  are  no  torpedo- 
boats  in  the  programme  there  are  fifteen 
destroyers,  six  more  than  in  the  previous  year's 
programme,  and  there  is  another  group  of  four 
scouts — the  new  type  introduced  in  1902. 
Without  at  the  present  time  going  into  a  criticism 
of  the  details  of  the  above  vessels,  it  may  be 
pointed  out  that  we  have  here  indications  of  a 
settled  and  consistent  policy.  There  is  shown  a 
determination   to  build  in  groups,  and  not  to 


accumulate  specimens.  The  principle  of  homo- 
geneity in  type  is  apparent  throughout.  There 
are  naturally  from  year  to  year  improvements 
and  modifications  in  the  ships  of  a  group  ordered 
later  than  their  sisters,  but  to  a  great  e.xtent 
these  are  such  that  the  older  ships  can,  by 
additions,  be  brought  up  to  date,  and  in  this  way 
the  whole  group  is  fitted  for  coherent  work. 
Whatever  part  of  the  policy  of  the  Admiralty  be 
the  subject  of  criticism  I  feel  sure  that  in  the 
matter  I  have  referred  to  they  will  receive 
universal  support.  ■ 

In  these  notes,  we  are  more  concerned 
about  matters  of  construction  and  armament 
and  general  administration  than  that  of 
personnel,  but  it  may  at  least  be  noticed  that  the 
present  Board  show  a  determination  not  to 
repeat  the  mistake  made  at  the  time  of  the 
passing  of  the  Naval  Defence  Act.  They  are 
making  provision  for  manning  the  new  ships, 
at  the  same  time  as  those  ships  are  commenced 
themselves.  Thus  the  e.xpansion  of  the  Navy 
proceeds  on  thoroughly  sound  and  commonsense 
lines.  The  actual  addition  to  the  personnel  is  a 
little'under  5,000,  but  in  addition  there  is  the 
special  Act  dealing  with  the  manning  of  the 
fleet.  By  this,  the  system  of  short  service  which 
.has  already  been  working  tentatively  as 
regards  the  Coast-guard  and  the  lately  consti- 
tuted Fleet  Reserve,  is  now  extended  to  the 
Naval  Reserve,  and  men  will  be  entered  for  a 
shorter  term  of  service  than  the  present  one  of 
twelve  years  on  the  understanding  that  they 
complete  the  term  of  twelve  years  in  the  Reserve. 


358 


Page's   Magazine. 


In  addition  to  this  the  hmit  placed  upon  the 
numbers  of  the  Fleet  Reserve  has  been  removed, 
enrolment  in  this  body  having  proceeded  most 
satisfactoril}'.  Thirdly,  the  Naval  Volunteers 
have  been  re-established  and  extended  to  the 
Marine  Corps,  with  this  very  important  altera- 
tion that  volunteers  enrolled  under  this  Act  will 
be  liable  for  service  in  time  of  war  in  any  part 
of  the  world.  It  will  be  remembered  that  the 
old  Corps  of  Naval  Artillery  Volunteers,  which 
was  abolished  in  1891,  numbered  at  that  time 
1,900  officers  and  men,  but  the  scope  of  their 
duties  was  limited  in  such  a  way  as  to  con- 
siderably diminish  their  value.  As  regards 
another  matter  connected  with  this  subject  it  is 
noteworthy,  as  I  predicted  some  time  since,  that 
the  new  Admiralty  scheme  of  entry  and  training 
for  officers  is,  in  spite  of  all  opposition,  in  process 
of  being  carried  out.  And  the  selection  of  the 
officers  for  the  various  appointments  at  Ports- 
mouth, gives  assurance  that  no  obstacles  will 
be  allowed  to  prevent  it  being  launched  under 
favourable  conditions. 

Finally,  we  come  to  more  contentious  matter. 
The  policy  of  the  Admiralty  in  regard  to  re- 
construction and  repair  of  ships,  and  to  their 
fitting  out,  has  been  the  subject  of  much  dis- 
cussion ;  there  has  been  no  lack  of  self-constituted 
advisors  and  counsellors  to  urge  the  various 
assumed  reforms  in  this  direction.  But  the 
authorities  are  working  on  lines  which,  it  is  clear, 
have  been  recommended  by  Committees  in  which 
we  have  every  reason  to  place  our  confidence. 
It  is  not  to  be  disputed  that  modern  vessels  need 
repair  much  oftener  and  to  a  much  larger  extent 
than  did  their  predecessors,  whether  of  the  old 
wooden  types,  or  the  ironclads  which  succeeded 
them.  As  a  necessary  consequence,  our  dock- 
yards are  much  overburdened  with  work,  and 
for  this  reason  two  steps  have  been  taken  to 
relieve  the  congestion  which  appeared  imminent. 
Certain  ships  have  been  sent  to  the  private  yards 
for  repair  and  reconstruction,  while  in  addition 
it  has  been  determined  to  fit  out  certain  of  the 
new  vessels  built  by  contract  at  the  private 
establishments.  These  measures  have  been  taken 
tentatively  at  present,  and  we  have  yet  to  see 
what  the  result  will  be.  Anyone,  however, 
wh.o  has  given  any  study  to  naval  matters  must 
acknowledge  that  so  far  as  previous  e.xperience 


can  guide  us  there  is  no  existing  reason  to  suppose 
that  the  new  arrangements  will  not  prove  satis- 
factory. Furthermore,  some  time  since  it  was 
urged  upon  the  Government  that  the  time  had 
arrived  for  establishing  a  new  public  yard  some- 
where on  the  East  Coast.  Those  who  took  this 
line  were  apparently  unaware  that  previously  to 
their  action  this  very  matter  had  been  under 
consideration  by  the  Admiralty,  and  that  a 
Committee,  appointed  by  Lord  Goschen  to  report 
on  the  subject  had  recommended  early  in  1902 
favourably  to  the  proposed  undertaking.  At 
the  present  time  there  are  five  yards  in  English 
ports — the  three  principal  ones  at  Portsmouth, 
Devonport,  and  Chatham,  with  the  two  smaller 
yards  of  Sheerness  and  Pembroke.  In  Ireland, 
also,  at  Haulbowline,  there  is  an  estabhshment 
which  has  gradually  been  acquiring  increased 
importance.  But  nothing  has  so  far  been  done 
in  this  direction  in  North  Britain.  This  circum- 
stance, as  well  as  the  fact  that  there  are  several 
private  yards  quite  competent  to  undertake 
Government  work  on  the  East  Coast  of  England, 
pointed  to  Scotland  as  the  locality  for  the  estab- 
lishment of  an  additional  "  Home  port"  if  it  be 
required.  And  the  present  Board  has  come  to 
the  conclusion  that  owing  to  the  increase  of  the 
Fleet  in  commission  and  reserve  in  Home  waters, 
and  the  consequent  congestion  of  accommoda- 
tion both  for  ships  and  men  at  the  three  Home 
ports  of  Portsmouth,  Devonport,  and  Chatham, 
''  the  time  has  arrived  for  the  creation  of  a  fourth 
naval  base  and  depot  in  the  United  Kingdom." 
This  it  is  intended  to  establish  in  Scotland,  and 
after  an  examination  of  all  the  available  sites, 
and  a  thorough  consideration  of  the  question 
in  its  industrial  and  strategical  aspects,  the 
Board  of  Admiralty  has  selected  the  Firth  of 
Forth  as  fulfilling  all  the  necessary  requirements. 
At  the  time  of  writing  it  is  too  early  to  discuss 
the  questions  that  arise  out  of  this  proposed 
development.  But  it  is  in  itself  good  evidence 
that  the  Admiralty  are  in  every  direction  taking 
thought  and  action  of  the  growing  necessities 
of  the  Empire  in  its  strategic  and  Naval 
aspects. 

In  the  following  notes  the  progress  at 
home  and  abroad  since  our  last  issue  will 
be  found  under  the  heading  of  the  different 
countries. 


Naval  Notes. 


359 


GREAT     BRITAIN. 

The  Cornwallii,  battleship,  which  began  her 
trials  early  last  month,  and  then  had  to  postpone 
them  owing  to  the  bad  weather  prevailing  at  the 
time,  has  now  safsfactorily  completed  them. 
The  speed  attained  was  not  quite  so  good  as 
anticipated,   owing,    doubtless,    to    the    heavy 
weather.    The  actual  speed  was  iS'qS  knots  with 
18,238  h.p.     The  coal  consumption  worked  out 
at  1-89  lb.  per  unit  of  power  per  hour.     It  is 
anticipated  that  her  sister  ship,  the  Albemarle, 
will   have  completed  her  trials  by  the  end  of 
the  financial  year.     The  Russell,  of  the  same 
class,  was  commissioned  on  February  i8th  at 
Chatham.      It  is  reported  that  the  Cornwallis 
will  serve  in  the  Channel  Squadron,  with  possibly 
the  Duncan  as  flagship  ;  while  the  Exmouth  will 
go  to  the  China  station  to  replace  the  Goliath. 
The  ComwonTL'eolth  is  expected  to  take  the  water 
at  the  Fairfield  Yard  early  in  April.      Of   the 
armoured  cruisers  at  the  time  of  writing  two  are 
under  trial,  the  Kent  and  the  Monmouth.  We  have 
already  referred  to  the  trials  of  the  first-named 
ship,  in  December  last,  and  in  February,  after 
the  pitch  of  her  propellers  had  been  altered, 
she  realised  only  2tj  knots  as  a  mean  speed 
when  the  contract  called  for  23.     It  was  then 
decided  to  make  the  ship  perfectly  clean  in  the 
water,  and  under  these  conditions  she  improved 
her  speed  by  three-quarters  of  a  knot,  being  then 
still   half   a  knot   under  her   stipulated   speed. 
Nevertheless,  the  Admiralty  have  accepted  her, 
and  her   completion   for  commission   is   to   be 
hurried   on.      The    Monmouth,    on    her    thirty 
hours'  trial  with  16,000   h.p..  made  a  speed  of 
20' 5  knots.     The   Esse.x-,  on   her  thirty  hours' 
'-power  trial  did  14  knots  with  4,638  h.p.,  and 
at  |-power  did  i9"6  knots  with  16,132  h.p.    Her 
full    power  trials   were   not   completed   at   the 
time  of  writing. 

Two  of  the  new  type  of  torpedo-boat  destroyers, 
building  by  contract,  have  been  put  into  the 
water,  the  Erne  was  launched  at  Palmer's  Yard 
on  January  14th,  and  the  Foyle  from  the  works 
of  Messrs.  Laird  Brothers,  Birkenhead,  on 
February  25th. 

The  first-class  torpedo-boat.  No.  109,  built 
by  Messrs.  Thornycroft,  and  launched  in  July 
of  last  year,  has  made  her  trials  with  satisfactory 
results.     The    results    of    her    four    hours'    full 


power  trial  were  as  follows  :  Draught  of  water 
forward,  5  ft.  3 J  in.,  aft,  8  ft.  zh  in.  ;  speed, 
25"296  knots,  steam  pressure  in  boilers,  218  lb.  ; 
vacuum  in  condensers,  24-3  lb.  ;  revolutions 
per  minute,  392-8  ;  mean  i.h.p..  2.864.  The 
details  of  a  coal  consumption  trial  previously 
run  worked  out  at  2' 68  lb.  per  i.h.p.  per 
hour. 

The  first  five  submarine  boats  built  at  Barrow 
having  been  delivered  at  Portsmouth,  went  out 
for  practice  in  charge  of  the  Hazard  on  March  4th. 
After  an  experimental  run  they  returned  to 
their  stations  in  Porchester  Creek,  the  boat 
known  as  No.  i  being  the  last  in  the  line.  As 
she  passed  up  the  harbour  an  explosion  occurred 
in  the  gasolene  tank,  owing,  it  is  said,  to  water 
splashing  into  it.  Four  of  her  men  were  badly 
injured  about  the  face,  hands  and  arms,  and 
were  conveyed  to  Haslar  Hospital.  This  is  the 
second  accident  of  this  nature  which  has  occurred 
recently. 

Of  the  next  group  of  submarines  known  as 
Ai,  A2,  A3,  A4,  the  first -named  has  been 
undergoing  experiments  at  Barrow  Dock,  and 
it  is  expected  that  the  others  will  be  launched 
before  the  end  of  April. 

FRANCE. 

It  will  be  remembered  that  during  some 
manoeuvres  in  the  Mediterranean,  two  French 
battleships  came  into  collision,  and  that, 
although  the  damage  done  was  very  trifling,  an 
inquiry  into  the  cause  of  the  mishap  naturally 
followed.  As  a  result  of  this  inquiry  the  officers 
in  charge  of  the  two  ships  were  exonerated  from 
blame,  a  decision  which,  it  appears,  did  not 
satisfy  the  Minister  of  Marine.  M.  Pelletan 
overruled  the  naval  authorities  in  the  fleet,  and 
removed  both  officers  from  their  commands. 
Such  a  proceeding  naturally  gave  rise  to  con- 
siderable discussion,  some  writers  regarding 
this  step  as  an  unwarrantable  interference  with 
the  disciplinary  arrangements  of  the  fleets 
and  others  as  likely  to  prove  a  hindrance  to  the 
initiative  of  ofiicers.  Some  of  the  reasons  given 
for  the  action  of  the  Minister  of  Marine  were 
that  the  captain  of  the  Bouvet  handled  his  ship 
clumsily,  and  was  a  generally  unlucky  com- 
mander, while  it  was  alleged  against  the  captain 
of    the    Gaulois    that    he     had    already    been 


360 


Page's   Magazine. 


reprimanded  by  Admiral  Potier  for  the  manner  in 
which  he  had  moved  his  vessel  in  the  exercises. 
While  there  can  be  no  question  that  the  Minister 
of  Marine  was  quite  within  his  rights  in  taking 
the  action  he  did,  it  is  held  on  this  side  of  the 
water  that  in  these  matters  it  is  at  least  ex- 
pedient to  allow  the  judgment  of  the  technical 
advisers  to  prevail. 

Although  nothing  further  has  transpired  in 
connection  with  the  progress  of  the  French  new 
constructions  referred  to  in  last  month's  notes, 
the  report  of  M.  Honore  Leygue  upon  the  French 
Naval  Budget  is  still  the  text  for  discussion. 
M.  Leygue  commented  upon  some  of  the 
characteristics  which  it  was  proposed  should  be 
given  to  the  new  vessels,  and  pointed  out  that  the 
homogeneity  contemplated  by  the  old  pro- 
gramme was  endangered.  The  modifications 
referred  to  were  in  the  new  battleships,  the 
substitution  of  ten  7'6-in.  guns  for  the  original 
eighteen  6-4-in.,  and  the  addition  of  eight 
3"9-in.  guns  in  the  cruisers  ;  also  the  Ernest 
Renan  was  considerably  altered,  as  explained 
last  month,  both  in  tonnage,  speed,  and  arma- 
ment. In  the  last-named  respect  two  9'4-in. 
guns  take  the  place  of  four  y6-in.,  and  four  of 
the  6"4-in.  are  to  be  omitted,  the  number  being 
twelve  instead  of  sixteen.  Her  plan  as  now 
arranged  gives  a  length  of  515  ft.  10  in.,  beam 
70  ft.  6  in.,  and  draught  of  water  26  ft.  10  in. 
The  complement  of  the  ship  is  to  be  638  officers 
and  men.  Some  changes  are  also  to  be  made 
in  the  Jules  Michelet,  which  will  carry  the  same 
armament  as  the  Ernest  Renan.  Although 
iurther  trials  were  made  in  February-March 
•with  the  armoured  cruiser  Jeanne  d'Arc,  they 
have  not  been  attended  with  the  desired 
results. 

In  the  Journal  Officiel  of  February  14th  the 
Minister  of  Marine  published  a  circular  ex- 
plaining his  objections  to  the  use  of  water-tube 
boilers  with  small  tubes  in  large  warships.  He 
also  gives  his  reasons  for  insisting  on  a  ten  hours' 
trial  with  full  power,  instead  of  a  three  hours' 
trial  with  fires  alight  under  only  three-quarters 
of  the  boilers.  The  amount  of  coal  used  per  hour 
per  square  metre  of  grating  area  should  be,  in 
his  opinion,  increased  from  no  to  150  kilos. 

Although  great  efforts  were  made  to  raise  the 
•destroyer  Espingole,  which  was  sunk  off  Cape 


Lardier  early  in  February,  these  have  been 
unsuccessful.  The  new  submarine  boats  X,  Y, 
and  Z,  which  have  been  designed  by  MM. 
Romazotti,  Bertin,  and  Maugas,  are  to  dis- 
place respectively  168  tons,  213  tons,  and  202 
tons.  The  largest  (Y)  will  have  a  length  of 
142  ft.  8  in.  and  9  ft.  9  in.  beam.  The  diameter 
of  X  is  greater,  being  10  ft.  6  in. ;  the  speed 
of  these  vessels  will  be  from  ten  to  eleven  knots. 
The  submarine  Lutin  has  been  launched  at 
Rochefort.  Two  large  submersible  boats,  de- 
signed by  M.  Laubeuf,  and  building  at  Toulon, 
have  received  the  names  of  .4  igrette  and  Cigognc. 
Their  displacement  is  172  tons,  length  117ft. 6  in., 
beam  12  ft.  6  in.,  and  draught  8  ft.  6  in. 

As  mentioned  in  last  month's  notes,  nineteen 
submersibles,  or  submarines,  are  to  be  put  in 
hand  during  this  year.  One  of  them  will  have 
a  displacement  of  301  tons.  She  will  be 
160  ft.  6  in.  long,  13  ft.  9  in.  beam,  9  ft.  draught 
of  water,  and  the  anticipated  speed  is  11  knots. 

GERMANY. 

The  two  German  battleships  of  the  Wittelshach 
type,  the  Braunschweig,  whose  launch  has  been 
already  mentioned,  and  J,  now  nearly  ready -to 
take  the  water,  have  some  notable  differences 
from  the  prototype  of  the  class.  In  the  first 
place  there  is  an  addition  of  1,000  tons  in  dis- 
placement, which  has  been  used  for  the  sub- 
stitution of  ii-in.  for  9"4-in.  guns,  and  fourteen 
67-in.  for  eighteen  6-in.  The  gain  is  a  slight 
increase  in  power  of  penetration.  In  regard 
to  the  armament,  also  there  is  a  re-arrangement 
of  the  20-pounder  guns,  these  being  now  more 
widely  distributed  than  they  were  in  the  Wittels- 
hach. A  certain  amount  of  end  on  fire  has  been 
dispensed  with,  the  Braunschweig  being  able  to 
bring  but  four  of  her  6  7-in.  guns  to  bear  ahead, 
whereas  the  Wiltelsbach  could  bring  into  action  at 
the  same  point  eight  6-in.  In  both  the  last-named 
features  the  Germans  appear  to  be  following 
the  arrangement  already  in  vogue  in  this 
country,  and  in  the  United  States.  In  regard  to 
armour  also  the  protection  of  the  main  deck 
battery  has  been  extended,  until  it  now  forms  a 
complete  citadel  from  one  barbette  to  the  other. 
The  height  of  the  fore  barbette  also  has  been 
reduced.  It  will  be  noted  that  these  modifica- 
tions in  the  type  are  not  sufficient  to  interfere 


Naval  Notes. 


-,6i 


with  the  homogeneity  of  the  class.  They  are, 
in  fact,  in  the  nature  of  the  changes  that  will 
probably  be  found  to  characterise  the  difference 
between  the  King  Edward  VII.  class  in  our 
own  Navy,  and  the  battleships  of  this  year's 
programme. 

The  new  torpedo  boats  of  350  tons,  built  at  the 
Germania  Yard  have  undergone  their  trials. 
Xos.  108  and  iii  made  zcyz  knots,  and  Nxjs.  113, 
109,  and  112  made,  respectively,  28,  27-8,  and 
277  knots. 

RUSSIA 

The  new  Russian  programme  is  announced, 
and  is  reported  to  have  received  the  sanction 
of  the  Tsar.  It  is  reported  to  include  six  first- 
class  battleships  of  16,000  tons  displacement 
each,  although  another  report  places  the  number 
at  five,  but  agrees  in  the  displacement.  These 
battleships,  we  are  told,  will  be  armed  with 
four  12  in.  and  twelve  8-in.  guns,  as  well  as  a 
large  number  of  lighter  pieces.  There  are  also 
three  first-class  cruisers  of  heavy  displacement, 
and  smaller  cruisers,  destroyers  and  submarines 
in  the  programme.  These  Russian  ships,  it  is 
said,  are  to  be  built  within  the  next  three  to 
live  years. 

UNITED    STATES. 

The  Appropriation  for  the  Navy,  as  finally 
passed  by  the  Conference  Committee  of  the  two 
Houses  of  Congress,  amounts  to  a  sum  of  over 
sixteen  millions  sterling,  and  includes  a  grant 
for  the  building  of  three  battleships  of  16,000 


tons  displacement,  of  the  type  of  the  Connecliciit 
and  Louisiana,  and  two  battleships  of  13,000 
tons  displacement,  of  the  type  of  the  Oliio  and 
Missouri,  vessels  which  are  shortly  to  be  placed 
in  commission.  The  measure,  as  finally  passed, 
was  somewhat  of  a  surprise,  for  while  the  House 
of  Representatives,  as  reported  in  last  month's 
notes,  had  provided  for  three  16,000-ton  battle- 
ships and  one  14,500-ton  armoured  cruiser, 
the  Senate  amended  this  Bill  so  as  to  provide 
for  four  i2,ooo-ton  battleships,  and  two  9,500- 
ton  armoured  cruisers.  It  has  been  decided 
that  the  three  new  16,000-ton  battleships  shall 
be  named  the  Vermont,  the  Kansas,  and  the 
Minnesota,  and  the  two  13,000-ton  battleships 
will  be  named  the  Mississippi  and  the  Idaho. 
Other  features  of  the  Appropriation  Bill  provide 
for  doubling  the  number  of  midshipmen  until 
1913,  and  largely  adding  to  the  seamen  class. 
Funds  are  also  provided  for  ammunition  for 
target  practice,  and  prizes  for  marksmanship. 


MINOR     NAVIES. 


The  Argentine  cruiser  Moreno  was  launched 
from  the  Ansaldo  Yard  at  Sestri  Ponente  on 
February  9th.  This  vessel  is  a  sister  to  the 
Rivadavia,  of  which  a  description  was  given  in 
the  notes  for  December  last.  It  is  probable 
that  both  Chili  and  the  Argentine  will  sell  the 
greater  number  of  the  later  vessels  thej-  have 
had  constructed,  these  two  countries  having 
decided  by  treaty  to  reduce  their  naval  strength 


24 


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LOCOnOTIVE 

ENGINEERING 

NOTES. 


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Xv 


Ten-Wheeled    Express 
Locomotives. 

It  will  probably  be  safe 
to  predict  that  a  date  not 
far  distant  will  see  all 
locomotives  that  are  in- 
tended for  fast  passenger 
service  built  with  ten 
wheels.  The  tendency 
in  that  direction  on  the 
European  and  American 
continents,  as  well  as  in 
Britain,  is  so  marked  as 
to  be  quite  unmistakable. 
It  is  not  meant  that  the 
express  engine  of  the 
future  will  necessarily  be 
of  the  type  which  some 
American  writers  and 
their  British  imitators 
term,  with  regrettable 
ambiguity,  "  the  ten- 
wheeler  "  ;  but  simply  that  it  will  be  a  ten-wheeled 
engine.  It  is  a  httle  unfortunate  that  a  term  so  vague 
as  "  ten-wheeler  "  should  have  been  adopted  by 
American  writers,  and  perhaps  still  more  unfortunate 
that  those  writers  should  have  been  servilely  followed 
by  English  copyists,  because  a  ■'  ten- wheeler,"  like  the 
famous  Bristol  and  Exeter  type  of  yore,  may  have  a 
single  pair  of  driving  wheels  with  four-wheeled  bogies 
in  front  and  behind  ;  or  it  may  be  of  what  America 
has  taught  us  to  understand  as  the  "  Atlantic  type  " 
— sometimes,  by-the-bye,  varied  into  the  "  Atlantic 
City  "  class.  Again,  it  may  have  a  four-wheeled 
leading  bogie,  the  six  other  wheels  being  coupled,  this 
constituting  what  the  American  writers  prefer  to 
term  the  "  ten-wheeler  "  proper  ;  or  it  may  have  eight 
wheels  coupled  with  a  two-wheeled  bogie  or  pony- 
truck  in  front.  That  also  is  a  type  which  originated 
in  America  and  which  is  classified  there  as  of  the 
"  Consolidation  "  order.  Lastly,  it  may  have  all  its 
ten  wheels  coupled,  hke  Mr.  Holden's  new  No.  20,  on 
the  Great  Eastern,  in  which  case  it  is  known  in  Britain 
as  a  "  decapod,"  that  term,  however,  being  only  used 
in  the  United  States,  oddly  enough,  when  the  locomotive 


has  a  pony-truck  in  front,  and  therefore  becomes 
twelve-wheeled.  Yet  another  variation  of  ten-wheeled- 
ness  is  largely  used  in  the  British  colony  of  New  Zealand, 
being  in  fact  for  a  long  time  the  standard  passenger 
express  type  in  use  there.  In  this  case  the  three  middle 
pairs  of  wheels  are  coupled,  and  there  are  leading  and 
trailing  two-wheeled  pony-trucks.  With  such  a  variety 
of  interpretations  to  choose  from,  it  will  at  once  be 
seen  how  unsatisfactorily  misleading  or  ambiguous  as  a 
class-designation  the  term  a  "  ten-wheeler "  neces- 
sarily is. 
The  Two  Principal  Types. 

For  practical  consideration,  however,  the  types  likely 
to  come  chiefly  into  British  use  may  be  deemed  to  be 
limited  to  two  :  ( i )  that  having  four  wheels  coupled 
with  a  leading  four-wheeled  bogie  and  a  traihng  pair 
of  carrying  u heels  ;  (2)  that  having  six  wheels  coupled 
with  a  four-wheeled  bogie  in  front.  But  from  these 
two  bases  or  roots  are  springing,  and  will  spring,  a 
number  of  varieties  in  respect  of  details.  In  order  to 
avoid  any  confusion  of  thought  by  importing  American 
nicknames,  it  will  thus  be  more  convenient  to  classify 
those  two  main  types  by  the  names  borne  by  two  of 
the  most  prominent  specimens  of  each  order  now  at 
work  in  Britain.  As  it  happens,  those  designations 
belong  to  the  earliest  British  representative  of  the  one 
class,  and  the  latest  yet  brought  out,  of  the  other.  Of 
the  four-wheel  coupled  type, with  leading  four-wheeled 
bogie  and  single  pair  of  trailing  wheels,  the  earliest 
British  exponent  was  the  engine  No.  990,  designed  and 
built  by  Mr.  H.  A.  Ivatt,  for  theGreat  Northern  Railway 
recently  named  "  Henry  Oakley,"  after  a  former 
respected  general  manager.  It  was  followed  very 
shortly  afterward  by  Mr.  J.  A.  F.  .\spinall's  No.  1400,  on 
the  Lancashire  and  Yorkshire,  which  differed  from 
"  Henry  Oakley"  in  having  inside  cylinders  19  in.  by 
26 in.  instead  of  outside  cyhnders  18J  in.  by  24  in.; 
7  ft.  3  in.  coupled  wheels  instead  of  6  ft.  7  in. ;  and  a  far 
larger  boiler  with  2,052  square  feet  of  heating  surface 
instead  of  1,444  square  feet.  Still,  the  types  were  identical 
so  far  as  concerned  their  title  to  bear  the  American 
class-designation  "  Atlantic."  There  appears  no  reason 
to  doubt  that  both  of  these  engine-types  have  proved 
pro  tanto  successful  ;  both,  at  any  rate,  have  done 
excellent    work     under   the   writer's   observation,    and 


(.T>2) 


Locomotive    Engineering    Notes. 


363 


in  view  of  the  manifest  advantages  offered  by  this 
mode  of  construction,  it  is  a  Utile  surprising  that  so  far 
these  two  should  be  the  only  British  instances  of  a 
type  which  in  many  other  parts  of  the  world  has 
incontestably  proved  its  solid  value.  Such,  however, 
is  the  case.  As  yet  Britain  affords  no  other  instances 
of  the  "  Henry  Oakley  "  or  "  .\tlantic  "  mode  of 
arrangement  than  those  of  the  Great  Northern  and 
Lancashire  and  Yorkshire. 

As  yet  the  Lancashire  and  Yorkshire  appears  reso- 
lutely constant  to  its  "  1400  "  type,  which  now  has  some 
fifty  or  sixty  representatives  on  that  railway.  Nor 
is  this  surprising,  for  the  pioneer  of  the  order  virtually 
went  as  far  diraensionally  as  loading-gauge  limits 
permitted,  assuming  it  to  be  found  desirable  to  maintain 
the  exceptionally  large  diameter  of  7  ft.  3  in.  for  the 
coupled-wheels.  No.  1400  and  her  sister  engines  have 
done,  and  are  doing,  admirable  service,  and  the  type 
has  this  notable  advantage  :  that,  should  increased 
power  be  needed,  it  can  protnptly  be  obtained  virtually 
on  the  same  lines  either  (a)  by  reducing  the  driving- 
wheel  diameter  to  6  ft.  6  in.  or  6  ft. ;  (b)  by  enlarging  the 
cyhnders,  which  even  then  the  present  vast  boiler  ought 
to  be  able  to  keep  well  supplied  with  "  live  "  steam  ; 
or  (c)  by  combining  the  two  foregoing  changes  ;  or 
id)  by  compounding  the  engine,  which  would  enable 
more  power  to  be  utilised  from  a  given  volume  of  steam; 
or  {e)  by  increasing  the  size  of  the  boiler  as  well  as  of 
the  cylinders  while  reducing  the  size  of  the  driving- 
wheels.  As  yet,  however,  the  necessity  does  not  seem 
to  have  arisen. 

Great  Northern  Variations. 

On  the  Great  Northern,  however,  as  I  mentioned  last 
month,  Mr.  Ivatt  has  recently  brought  out  two  varia- 
tions of  his  "Henry  Oakley"  or  "990"  class.  As 
regards  one  of  these  no  possible  doubt  can  exist  that 
it  goes  in  the  right  direction.  The  variation  consists 
simply  in  providing  a  vast  increment  of  boiler-power. 
After  the  results  given  by  "  990  "  and  her  ten  sisters, 
there  does  not  seem  room  for  the  slightest  doubt  that 
Nos.  251-260,  which  are  reproductions  of  that  type, 
with  a  boiler  5  ft.  6  in.  in  diameter,  affording  2, 5oosquare 
feet  of  heating  surface,  will  prove  themselves  capable 
of  finer  work  than  has  hitherto  been  seen  even  on  the 
Great  Northern  Railway.  Doubts  were  justly  enter- 
tained whether  the  boiler  of  "  990  "  was  large  enough 
to  afford  full  scope  to  the  i8}-in.  cylinders.  That 
doubt  has  now  been  resolved  into  a  certainty  by  Mr. 
Ivatt's  decision  to  enlarge  the  boiler  dimensions.  The 
addition  of  more  than  1,000  square  feet  to  the  heating- 
surface  ought  to  do  wonders  in  the  way  of  improved 
efficiency. 

The  principle  of  the  other  variation  of  the  "  Atlantic," 
or  "  Henry  Oakley,"  type  on  the  Great  Northern,  is  a 
good  deal  more  open  to  exception,  while  at  the  same 
time  its  potentialities  are  so  valuable  as  to  entitle 
it  to  thorough  trial.  Whether  the  four  1 5  in.  cyhnders 
given  to  No.  271  with  their  short  piston-stroke  of  20  in. 
wiU  really  prove  superior  in  practice  to  the  ordinary 
two  cyUnder  arrangement,  can  only  be  determined  by 


practical  experience.  Mere  theorising  on  such  points  has 
been  proved  over  and  over  again  to  be  utterly  valueless, 
because  it  is  virtually  impossible  to  be  certain  that  every 
influential  factor  has  been  taken  into  account  or  received 
due  allowance  as  to  its  effect  upon  results.  That  the 
four  cylinder  arrangement  does  give  a  better  balancing 
of  working  parts  may  be  unhesitatingly  admitted,  and 
Mr.  Ivatt  has  undoubtedly  improved  the  prospects  of 
his  new  engine's  success  bv  coupling  the  four  driving 
wheels.  The  experiment  is  full  of  interest  and  im- 
portance, but  its  really  relevant  results  will  not  be 
easily  arrived  at.  No  rational  doubt  can  be  entertained 
that  No.  271  will  perform  good  locomotive  work. 
There  is  reason  to  believe  that  this  has  already  been 
demonstrated,  although  here  the  writer  is  unable,  as 
yet,  to  speak  from  personal  experience.  But  the 
question  which  necessarily  suggests  itself  is,  not  whether 
an  engine  of  that  type  and  those  dimensions,  will 
perform  good  service — which  goes  without  saying — 
but  whether  it  will  do  good  enough  service,  and  service 
sufficiently  superior,  to  compensate  for  the  self-evident 
drawbacks  which  attend  that  mode  of  construction. 
The  question  appears  to  be  purely  one  of  economy. 
Two  pairs  of  cylinders  with  all  their  concomitant 
working  parts  must  of  necessity  cost  considerably  more 
than  a  single  pair,  even  allowing  for  their  smaller 
size.  Similarly,  the  upkeep  and  repairs  of  four 
cylinders  and  four  sets  of  working  parts  must  assuredly 
be  more  costly  than  those  of  two  sets.  It  is  not 
suggested  or  imagined  that  the  cost  will  be  double, 
but  there  can  be  no  conceivable  doubt  that  it  must  be 
materially  increased.  It  may  be  urged  that  this  would 
be  in  some  degree  compensated  by  the  diminished  wear 
and  tear  due  to  the  superiority  of  balancing.  That 
may  be  so,  but  scarcely  to  the  full  extent  of  the  differ- 
ence. Thus  the  point  which  has  to  be  determined  is 
whether  the  performance  of  the  four-cylinder  engine 
will  prove  so  substantially  better  than  that  which  would 
be  obtained  from  a  locomotive  having  only  two  cylinders 
of  equivalent  aggregate  dimensions,  as  to  provide  an 
adequate  quid  pro  quo  when  set  against  augmented 
expense  of  materials,  construction,  and  repairs.  And 
that  is  the  true  point  at  issue. 

A  Combination  of  Methods. 

It  may  be  worth  while  to  point  out  here  that  the 
new  locomotive  engine  in  course  of  construction  for 
the  Great  Western  Railway  at  the  works  of  the 
Societe  Alsacienne  de  Constructions  Mecaniques,  does 
certainly  appear  to  combine  all  the  points  of  merit 
indicated  in  the  "  Atlantic  "  or  "  Henry  Oakley  " 
classes  just  reviewed,  the  Great  Northern  and  the  Lanca- 
shire and  Yorkshire.  For  the  du-Bousquet-de  Glehn 
engine,  which  is  to  be  delivered  to  the  Great  Western 
in  September  or  October  next,  has  the  reduced  diameter 
of  driving  wheels  above  suggested  for  the  Lancashire 
and  Yorkshire  engines,  namely,  6  ft.  8  in.  instead  of  7  ft? 
3  in. ;  also  the  enlarged  cylinder  capacity  similarly  sug- 
gested ;  the  increased  boiler  capacity — 2,300  square 
feet  of  heating  surface,  instead  of  2,052  square  feet; 
and  of  our  cylinders,  as  in  the  case  of  the  Great  Northern 


24  .\ 


3f'4 


Page's   Magazine. 


No.  271  ;  also  coupled  driving-wheels,  as  in  that  case  , 
while  it  further  possesses  the  advantage  of  being  able 
to  use  its  vast  steam  supply  more  economically  than 
either  of  the  British  engines,  being  founded  on  a  system 
which  in  many  years'  experience  has  been  tried  and 
proved  to  give  excellent  results.  Moreover,  the  prac- 
tical trials  of  engines  of  this  type  have  produced  results 
equal  in  all  respects  to  what  might  have  been  pre- 
dicted on  the  basis  of  pure  theory.  Thus  the  Great 
Western,  while  making  the  third  among  the  British 
railways  to  try  the  locomotive  arrangement  which 
might  reasonably  be  known  as  the  '•  Henry  Oakley  " 
type — "  Atlantic  "  type  in  .\merica — will  do  so  under 
the  specially  advantageous  conditions  of  apparently 
combining  into  one  aggregate  all  the  points  of  merit, 
possessed  or  potential,  in  the  cases  of  the  other  locomo- 
tives above  referred  to. 

The  Othep  Ten  Wheeled  Type. 

While  the  Great  Western  is  the  latest,  as  the  North- 
Eastern  was  the  earliest,  among  British  railways  to  try 
the  other  ten-wheeled  type  of  express  engine,  there  are 
not  wanting  indications  that  other  British  railways  are 
about  to  fall  into  the  same  line.  At  present  the  Great 
Western  has  only  one  of  these  engines,  namely,  the 
type  with  six-coupled  driving  wheels  and  a  four-wheeled 
leading  bogie.  The  North-Eastern  has  fifteen,  sub- 
divided into  two  classes,  which  differ  only  in  the  respec- 
tive diameters  of  the  driving-wheels,  those  of  the  earliest 
ten  being  6  ft.;  and  of  the  last  five  6  ft.  Sin.  But  the  Great 
Central  Railway  has  already  followed  the  trail  with  such 
vigour  that,  if  it  does  not  possess  more  engines  of  that 
type  than  the  other  two  combined,  it  very  soon  will  do  so. 
Professedly  the  Great  Central  six-coupled  passenger 
bogie  engines  are  not  designed  for  what  is,  strictly  speak- 
ing, "  express  "  duty  any  more  than  were  the  similar 
engines  of  the  3-121  class  on  the  Northern  Railway  of 
France.  But,  just  as  the  French  ten-wheelers,  while  not 
originally  intended  for  express  service,  gradually  fell 
into  that  class  of  work  through  their  proved  suitableness 
to  its  requirements,  so  already,  the  Great  Central  ten- 
wheelers  appear  to  be  taking  a  share  of  fast  passenger 
work  on  that  line.  It  is  rumoured  also  that,  as  in  the 
case  of  the  North  Eastern,  a  variation  of  the  class, 
having  somewhat  larger  wheels,  is  about  to  be  intro- 
duced. '    The  ^type  ^^is^  manifestly   suited   in  a  .special 


degree  to  the  circumstances  of  heavy  traffic  on  such  a  line 
as  the  Great  Central,  with  its  many  miles  of  severe 
gradients,  and  its  liability  to  slipperiness  of  rails  on 
account  of  mountain  mists.  Another  rumour  at  pre- 
sent current,  but  as  yet  unconfirmed  officially,  is  that 
an  express  engine  of  the  same  order,  only  compounded 
on  Mr.  Webb's  four-cvhnder  principle,  has  been  put  in 
hand  at. Crewe  with  the  view  of  dispensing  (even  over 
such  a  severe  length  as  the  Preston-Carlisle  stage,  which 
includes  the  Shap  bank  of  i  m  75  for  4i  miles),  with  the 
pilot  assistance  hitherto  emploj-ed. 

More  Ten-Wheelep  Varieties. 

Reference  has  previously  been  made  in  these  columns 
to  the  new  departure  taken  by  Mr.  J.  F.  M'Intosh  in 
respect  of  ten-wheeled  express  engines  on  the  Caledonian 
Railway,  namely  in  respect  of  the  engines  with  six- 
coupled  5-ft.  wheels  (the  leading  pair  being  the  drivers), 
inside  cylinders,  very  large  boiler,  and  leading  bogie, 
which  were  built  specially  for  work  on  the  extreme 
grades  of  the  Oban  branch,  and  which  have,  so  far.  done 
their  work  admirably.  An  enlarged  variation  of  this 
class,  which  Mr.  M'Intosh  has  designed  for  the  heaviest 
and  fastest  express  services  on  the  Caledonian  Main 
Line,  has  been  for  some  time  under  construction  at 
St.  Rollox,  and  it  is  understood  that  two,  at  any  rate, 
will  be  ready  to  assist  in  the  express  services  of  the 
coming  summer.  So  far  as  is  at  present  known,  they 
will  have  6ft.  6.in.  driving-wheels  six  coupled,  the 
front  pair  being  driven  by  two  inside  cylinders,  21  in. 
by  26  in.,  while  the  leading  end  of  the  engine -will  bi- 
carried  on  a  four-wheeled  bogie  ;  and  the  same  enor- 
mous boiler  with  2,500  square  feet  of  heating  surface  that 
is  employed  on  the  huge  No.  600  class  of  eight-coupled 
mineral  engines,  will  be  given  to  the  new  express  loco- 
motives, which  should  inaugurate  a  fresh  phase  in  loco- 
motive practice  and  experience.  Thus,  to  sum  up,  it 
may  fairly  be  said  that  when  we  find  such  engineers  as 
Mr.  Churchward,  Mr.  Ivatt,  Mr.  Worsdell,  Mr.  Aspinall, 
Mr.  Robinson,  and  Mr.  M'Intosh  all  making  practical 
trial  of  one  or  other  of  the  two  main  types  of  ten- 
wheeled  engines  for  express  duty,,  it  may  fairly  be 
concluded  that  these  have  not  only  come  to  stay, 
but  also  are  practically  certain  to  hold  an  exceedingly 
prominent  place  among  the  express  locomotives  of  the 
future.  C.   R.-M. 


J 


Iron  and  Steel. 

There  have  been  no  remarkahle  developments  in  the 
iron  and  steel  industry  of  the  United  States  during  the 
past  month,  unless  the  expected  advance  in  the  prices  of 
the  ores  of  the  Lake  Superior  region  may  be  so  classed. 
This  increase  will,  of  course,  mean  higher  cost  of 
production  for  finished  iron  and  steel  manufacturers  who 
have  to  purchase  their  raw  materials,  and  it  comes  at  a 
time  when  coal  and  coke  are  still  high,  and  but  shortly 
after  the  recent  rise  in  freight  rates.  The  congestion  of 
the  railroads  is  still  unrelieved,  and  it  is  surprising,  all 
conditions  considered,  that  consumption  of  pig-iron  is 
still  fairly  brisk.  In  structural  material  the  market  has 
also  picked  up,  builders  apparently  having  decided  that  an 
early  fall  in  prices  is  not  promising.  During  the  last  week 
in  January  the  constituent  companies  of  the  United  States 
Steel  Corporation  reported  orders  aggregating  £5,509,000, 
the  largest  sales  in  the  history  of  the  organization.  Early 
in  March  the  demand  for  steel  gave  indications  of  being 
pretty  strong  for  some  time,  and  foreign  business  in  steel 
billets  will  probably  show  a  good  increase.  In  foreign 
pig-iron,  however,  comparatively  little  buying  has  been 
reported,  prices  having  gone  up  idol,  to  i.5odols.  per 
ton,  owing  to  better  conditions  in  the  home  trade.  The 
electric  railway  developments  are  causing  large  purchases 
in  rails,  and  the  outlook  in  wire  and  skelp  has  led  to  an 
advance  in  quotations.  The  Lake  ore  prices  referred  to 
are  for  the  Mesaba  ores  :  4  dols.  per  ton  for  Bessemer 
furnace,  at  lake  ports,  and  3.20  dols.  for  the  non-Bessemer 
ore  ;  for  the  Old  Range  ores  :  4.50  dols.  per  ton  for  the 
Bessemer,  and  3.60  dols.  for  the  non-Bessemer. 

The  United  States  16-in.  Gun. 

On  January  17th,  at  the  Sandy  Hook  (N.J.)  proving 
ground,  occurred  the  test  of  the  new  United  States  Army 
16-in.  gun  ;  the  results  of  which  were  given  out  too  late 
to  be  included  amongst  last  month's  notes,  but  as  the  gun  is 
a  much  more  powerful  one  than  the  Armstrong  1625  in. 
gun  of  the  British  Navy,  the  figures  will  still  bear  interest. 
The  total  length  of  the  gun  is  497  ft.;  its  weight  is 
130  tons  ;  and  the  weight  of  its  projectile,  2,400  lb. 
With  a  charge  of  640  lb.  of  nitro-cellulose  smokeless 
powder,  the  gun  developed  a  muzzle  velocity  of  2,306  ft. 
per  sec,  a  muzzle  energy  of  SS.ooo  ft.-tons,  or  677  ft.-tons 
per  ton  of  the  weight  of  the  gun.     In  loading,  the  pro- 


NEW  YORK,  lOth  March,  1903. 

jectile  had  to  be  rammed  by  some  twenty  men  ;  and  the 
powder  was  placed  in  the  breech  in  six  canvas  bags,  one 
bag  having  several  pounds  of  the  fine  grain  quick 
igniting  powder  to  insure  ignition. 

Gun  Development  in  the  Navy. 

An  example  of  the  recent  development  that  has  been 
made  in  the  power  of  the  guns  of  the  United  States  Navy 
is  afforded  by  the  comparison  of  the  energy  of  a  6-in. 
gun  of  a  few  years  ago  with  that  of  a  6-in.  gun  of  to-day. 
Then  the  gun  was  30  calibres  in  length,  and  weighed  48 
tons.  Its  muzzle  velocity  was  2,000  ft.  per  second,  using 
brown  powder  and  a  lOO-lb.  projectile.  Its  muzzle 
energy  was  2,773  ft.-tons,  and  its  practicable  rate  of  fire 
24  aimed  shots  per  minute.  The  latest  type  has  a  length 
of  50  calibres,  a  weight  of  8-2  tons,  a  muzzle  velocity, 
with  smokeless  powder  and  a  lOO-lb.  projectile,  of 
2  900  ft  per  second,  and  a  muzzle  energy  of  5,83(J  ft.-tons. 
Its  practicable  rate  of  lire  is  8  aimed  shots  per  mmute. 
The  energy  developed  per  minute  per  ton  weight  of  the 
gun  has  thus  been  increased  from  2,733  x  2^  -^  4'8  = 
1,4+4  ft-tons  to  5,836  X  8  -r  S-2  =  5,693  "-tons,  or  nearly 
four  times. 

A  New  Ship  Log. 

A  ship  log  comprising  two  tubes  which  project  through 
the  bottom  of  the  vessel,  two  Hoats  which  restm  the  water 
in  the  tubes,  and  a  registering  mechanism  operated  by 
the  fioats  has  been  introduced  by  the  Nicholson  Log 
Company  of  Cleveland.  The  bottom  of  one  of  the 
tubes  has  an  orifice  normal  to  the  direction  o  motion  so 
that  the  w.ater  in  the  tube  stands  at  the  same  level  as  th.it 
outside  the  ship,  and  thus  varies  with  a  change  of  load. 
The  other  tube  points  in  the  direction  of  the  ship  s  tiavel, 
and  the  w.ater  in  the  tube  is  maintained  at  a  level  depend- 
ing on  the  speed.  The  tube,  say  of  i  in.  diameter,  .s 
carried  sufficiently  below  the  ship's  bottom  o  be  beyond 
the  influence  of  eddies  set  up  by  the  skin  friction.  The 
positions  of  the  floats  are  calibrated,  so  that  the 
mechanism,  which  includes  both  an  indicating  gauge 
and  a  recording  drum,  will  give  direct  readings  of  the 
speed  in  knots  per  hour. 

New  York's  Bridg-es. 

New  York  is  fast  becoming  the  city  of  bridges.     There 
are  now  a  dozen  or  more  bridges  spanning  the  Harlem 


(363) 


366 


Page's   Magazine. 


River,  all  of  them  so  large  that  in  most  places  they  would 
command   profound  respect,  and   in  a  few  years  there 
will   be   five  monumental  structures  joining   the  Long 
Island  boroughs  of  the  city  with  Manhattan  Island.     The 
second  of  these  East  River  bridges  has  reached  the  stage 
of  construction  where  all  the  floor  beams  are  in  place  ; 
and  the  third  and   fourth   have   finally  been   awarded 
approved    designs.      Equally   with   the  present   famous 
Brooklyn  Bridge  and  the  new  East  River  Bridge,  as  the 
bridge  just  referred  to   is   called,  the  third  and  fourth 
bridges  will  also  bear  some  merited  distinction.     The 
third,  or  Manhattan  Bridge,  will  not  only  be  the  longest 
city  bridge  in  the  world,  having  with  its  approaches  a  total 
length  of  9,900  ft.,  but  it  will  stand  as  one  of  the  stiffest 
suspension  bridges  in  existence,  its  supporting  members 
to  comprise,  instead  of  cables,  chains  made  up  of  eye- 
bars.     These  chains  will  form  the  tip  chords  of  stiffening 
trusses,  and  will  be  attached  rigidly  to  the  steel  supporting 
towers.     The  main  span  will  be  1,470  ft.,  135  ft.  above 
high  tide,  and  the  towers  will  be  400  ft.  high.     There 
will  be  four  of  the   eye-bar  chains  from  which  will  be 
suspended  the  roadway,  122  ft.  wide.     This  will  have  a 
carriage-way  in  the  centre,  with  a  capacity  of  four  three- 
horse  teams  abreast  ;  on  each  side  of  this  there  will  be 
two  street-car  tracks,  and  over  them  two  elevated  rail- 
road tracks,  making  eight  railway  tracks  all  told,  and  in 
the  outermost  position  on  each  side  will  be  a  promenade 
nearly  12  ft.  wide.     It  was  first  intended  to  provide  huge 
hinge  joints  near  the  bottom  of  the  steel  towers,  to  allow 
for  contraction  and  e.xpansion  of  the  eye-bar  chains  with 
changes  of  temperature  and  load,  but  it  is  now  stated 
that  as  the  amount  of  turning  about  the  hinge  would  be 
so  small  relative  to   the  height   of  the  tower,  that  this 
longitudinal  movement  will  be  allowed  for  by  flexure  of 
the  structure  within  ths  elastic  limit.     Four   passenger 
elevators  are  to  be  provided  in  each  of  the  anchorage 
piers,  and  the  whole  structure  will  be  fireproof,  and  will 
cost  about  13,000,000  dols.     The  fourth,  or  Blackwell's 
Island  Bridge,   will   be   much   the   heaviest    and    most 
capacious  long  span  bridge  ever  constructed.     Both  the 
Forth   and   tlie  proposed  Quebec   bridges   have   longer 
spans,   but   they  are   single  deck   structures,  while  the 
Blackwell's  Island  Bridge  will  have  two  decks,  designed 
for   heavy  waggon   traffic,  six  railroad  tracks,  and  two 
promenades.      It  will   have   five   spans,   the   longest  of 
1,182ft.,    and    aggregating    3,7141  ft.,    besides     viaduct 
approaches,  which  bring  up  the  total  length  to  7,349  ft. 
The  trusses  will  all  be  of  the  cantilever  design.     The 
estimated  total  cost  is  12,500,000  dols.     The  new  bridges 
have  been  designed  by  Mr.  Gustav  Lindenthal  and  Mr. 
H.  A.  La  Chicotte,  engineer  in  charge,  but  work  on  the 
Blackwell's  Island  Bridge  was  commenced  by  Mr.  S.  R. 
Probasco,  and  continued  by  Mr.  R.  S.  Buck.     It  should 
be  added  that  the  designs  are  all  made  with  the  approval 
of  a  consulting  architect,  so  that  something  more  than 
utilitarian  giants  are  to  be  expected. 

Canadian  Niagara  Hydraulic  Plants. 

During  the  past  month  a  franchise  was  granted  to  the 
Toronto  and  Niagara  Power  Company  to  develop 
125,000  horse-power  from  the  Niagara  River  on  the 
Canadian    side.       This    now    makes    three    companies 


having  water-power  rights  on  that  side  of  the  river, 
aggregating  375,000  h. p.  The  writer  has  estimated  that 
these  three  plants  in  full  operation  will  require  about 
30,000  cubic  feet  of  water  per  second,  and  when  it  is 
remembered  that  the  mean  flow  of  the  river  is  about 
225,000  cubic  feet  per  second,  and  that  it  drops  at  low 
water  periods  to  160.000  cubic  feet,  the  magnitude  of  the 
diversion  on  the  Canadian  side  alone  can  be  apprehended. 
There  are  two  large  consumers  of  water  on  the  American 
side — one,  the  Niagara  Falls  'Power  Company,  soon  to 
have  a  capacity  of  110,000  h.p.  The  Toronto  Company 
and  the  Canadian  Niagara  Power  Company  will 
develop  on  lines  similar  to  the  Niagara  Falls  Power 
Company  ;  but  the  third,  the  Ontario  Power  Company, 
will  probably  divert  12,000  cubic  feet  per  second  from  the 
river  at  a  point  about  one  mile  above  the  Horseshoe 
Falls,  and  conduct  it  through  three  pipe  lines  6,000  ft. 
long  to  penstocks  which  will  drop  down  the  river  bank 
to  the  power-house  a  short  distance  below  the  Falls. 
The  power-house  will  be  located  near  the  water's  edge 
and  will  house  direct-connected  turbo-generators.  The 
development  of  this  company  is  likely  to  be  particularly 
interesting,  as  the  original  or.  preliminary  designs  con- 
templated employing  three  wood-stave  pipes,  each  18  ft. 
in  diameter.  There  is,  of  course,  a  scarcity  of  hydraulic 
data  regarding  the  flow  of  water  under  such  conditions, 
but  it  has  been  estimated  that  with  a  flow  of  3,000  cubic 
feet  per  second  in  each  pipe,  which  would  mean  a 
velocity  of  12  ft.  per  second,  there  would  be  a  loss  of 
head  in  the  pipe  of  34  ft.,  and  a  net  useful  head  of  175  ft. 
It  is  held  that  50,000  h.p.  can  undoubtedly  be  obtained, 
and  possibly  60,000  h.p.,  so  that  if  seven  penstocks, 
each  of  which  have  been  chosen  at  9  ft.  in  diameter,  are 
provided,  one  will  be  in  reserve.  It  is  intended  to 
supply  three-phase  25-cycle  alternating  current  at 
6,000  to  6,600  volts  at  the  generators. 

Data  on  Arc  Lighting. 

According  to  Mr.  W.  D.  Ryan,  of  the  Lynn,  Mass. 
■Works  of  the  General  Electric  Company,  the  following 
figures  represent  good  practice  in  arc  lighting,  being 
based  on  data  he  has  compiled  :  For  machine  shops, 
with  high  roofs,  electrically  driven  machinery  and  no 
belts,  075  watt  per  square  foot,  the  energy  being  based 
on  the  watts  at  the  lamp  terminals  ;  machine  shops,  with 
low  roofs,  belts,  and  cither  obstructions,  I  watt  per  square 
foot;  hardwareandother  stores,  075  watts  ;  departmental 
stores,  with  light  material  and  bric-a-brac,  i  watt  ; 
departmental  stores,  with  coloured  material,  1-25  watts; 
mill  lighting,  with  plain  light  goods,  I'l  watts ;  mill 
lighting,  with  coloured  goods,  high  looms,  1-3  watts; 
general  office,  with  no  incandescent  lamps,  1-5  watts; 
drafting  rooms,  175  watts. 

A  Hot-Water  Hydraulic  Plant. 

A  small  electric  plant  operated  by  hot  water  exists  at 
Thermopolis,  Wyo.  The  turbine  takes  water  from  a  hot 
spring,  and  the  volume  is  750  cubic  feet  per  minute,  and 
the  available  head  4S  feet.  The  temperature  of  the  water 
is  138  degrees  Fahr.,  and  the  turbine  had  to  be  placed 
near  tail  water  to  utilize  the  head  as  fully  as  possible  and 
to  avoid  creating  a  partial  vacuum,  which  would  cause 
the  formation  of  steam  and  gas  in  the  draft  tube. 


PAGES  MAGAZINE 


An     Illustrated    Technical    Monthly,  dealing  with   the 

Engineering,    Electrical,     Shipbuilding,  Iron   and    Steel, 

Mining  and  Allied  Industries. 

DAVIDGE    PAGE,    Editor. 
Clun     House,   Surrey    Street,    Strand,   London,    W.C. 

Telephone  No  :  3349   GERKARD. 

TeleRraphic  and  Cable  Address :  "SINEWY,  LONDON." 

Editorial. — All  communications  intended  /or  publica- 
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proprietors  of  Page's  Magazine  //;  the  absence  of  any 
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of  publication. 


OUR    MONTHLY 
RESUME. 


LONDON,  20th  March,  1903, 
Canadian  Developments. 

It  IS  announced  that  about  the  middle  of  April  a  new 
lortnightly  service  of  steamers  will  be  inaugurated 
between  Rotterdam  and  Montreal,  which  will  be  fed  by 
Lake  steamers  running  from  the  Canadian  interior  with 
grain  and  produce.  The  new  service  will  be  employed 
under  the  auspices  of  the  Canadian  Ocean  and  Inland 
Line  (Limited),  in  connection  with  three  specially 
designed  Lake  steamers  now  being  built  in  this  country 
—two  on  the  Tyne  and  one  on  the  Clyde.  These  vessels 
were  ordered  some  time  ago,  and  should  be  nearly  ready 
to  take  their  part  in  the  new  service.  The  ocean 
steamers  for  this  service  have  also  been  acquired.  The 
necessary  link  between  the  North-"West  and  the  port  of 
shipment,  Montreal,  is  provided  by  three  Lake  steamers, 
of  a  size  to  navigate  the  various  canals  en  route.  This 
and  the  acquisition  of  the  Beaver  Line  of  steamers  by 
the  Canadian  Pacific  Railway  Company,  point  to  the 
large  development  of  the  oversea  trade  of  Canada.  The 
Beaver  Line  was  originally  a  Canadian  concern  until 
it  was  purchased  by  Messrs.  Elder,  Dempster  and  Co.. 
Liverpool.  It  is  now  to  be  greatly  enlarged  by  the 
Canadian  Pacific  Railway  Company. 

The  British  Merchant  Fleet. 

Some  statistics  issued  by  Lloyd's  Register  enable  one 
now  to  measure  the  exact  strength  of  the  British  Mer- 
cantile Marine,  by  taking  on  the  one  hand,  the  additions 
made  during  the  twelve  months  to  our  tonnage,  and, 
on  the  other,  the  deductions  made  from  the  Register 
by  losses  and  sales  to  foreigners.  The  total  additions 
amounted  to  1.249,509  tons,  nearly  the  whole  being  of 
new  vessels  built  in  the  United  Kingdom.  The  transfers 
from  the  Colonies  and  foreign  sources  were  little  more 
than  85,000  tons.  The  gross  deductions  from  the 
Register  were  506,155  tons,  due  to  wrecks,  breaking 
up,"  and  dismantling,  while  a  small  percentage  is  due 
to  sales  abroad.  Germany  bought  from  us  36.584 
tons  of  shipping;  Italv  3^.594;  Sweden  29,109; 
Greece  :!8,  =  68  tons,  and  so  on,  but  very  few  of  the 
vessels  thus  disposed  of  were  of  recent  construction. 
Most  of  them,  indeed,  were  old  boats,  .\fter  these 
adjustments  the  vessels  on  the  Register  of  the  United 
Kingdom  stand  thus,  as  at  31st  December,   1902  :— 


Steam 
Sailing 


Vessels 

9,808 

10,449 


Tons  gross. 

13,260,332 

2,090,871 


The  whole    of  the  contents  of  this  publication  are 
copyright,  and  full  rights  are  reserved. 


Total     ..      20,257  ..  15.351.203 

Our  total  tonnage  has  been  growing  from  year  to  year, 
and  last  year  the  additions  were  greater  than  ever- 


(367) 


?6« 


Page's   Magazine. 


While  the  averages  from  1893  to  1901  were  three  or 
four  hundred  thousand  tons,  the  net  increase  during 
1902  was  upwards  of  seven  hundred  thousand  tons. 
Another  feature  of  the  statistics  is  the  immense  pre- 
ponderance of  steam  over  saihng  tonnage.  Our 
steamers,  moreover,  ^re  increasing  in  size,  as  well  as  in 
numbers.  More  than  forty  of  them,  last  year  classed 
by  Lloyd's,  had  a  tonnage  e.xceeding  five  thousand. 
Two  came  to  12,700  each,  while  four  more  were  above 
11,000  tons  each.  The  present  year's  figures  in  this 
respect  promise  to  beat  previous  records,  but  the  two 
new  Cunarders  about  to  be  built,  with  a  tonnage  of  close 
on  30.000  tons  each,  will  not  be  ready  before  ne.\t  year. 

The  following  is  a  list  of  Atlantic"  record  "  passages 
during  the  last  fifteen  years  : — ■ 


a  war  of  rates  of  their  own.  and  American  rates  were 
much  below  the  normal  terms  for  which  goods  could 
be  carried  as  a  matter  of  business.  Sir  Charles  Cayser. 
however,  handed  in  a  letter  from  Mr.  Edward  Lloyd, 
dealing  with  the  unfairness  of  the  way  in  which  the 
figures  were  taken  for  the  purpose  of  comparison. 
The  following  paragraph  from  this  letter  is  interesting. 
Mr.  Lloyd  savs  ;  "  .\s  a  matter  of  fact,  the  rates  of 
freight  from  New  York  to  Australia  and  New  Zealand 
had  been  raised  some  months  before  the  date  on  which 
Sir  Alfred  Hickman  gave  his  evidence  before  the 
Committee,  and  it  is  surprising,  to  say  the  least,  that 
in  coming  forward  to  give  evidence  before  the  Com- 
mittee, he  did  not  make  inquiries,  when  it  was  so  easy 
to  do  so,  and  obtain  reliable  information,   instead  of 


Year. 

Name  of  Vessel. 

Line. 

From. 

To. 

Average 
Speed. 

Time  from  Port 
to  Port. 

1885 

Etruria 

Cunard 

Liverpool 

New  Y'ork 

19 

6  days  17  hours 
34  minutes 

1887 

Umbria 

Cunard 

Liverpool 

New  Y^ork      .  . 

I9i 

6  days  i ;  hours 
28  minutes 

188; 

Etruria 

Cunard 

New  York 

Liverpool 

I9i 

6  days  1 3  hours 
26  minutes 

1888 

Etruria 

Cunard 

Liverpool 

New  Y'ork 

■9i 

6  days  13  hours 
26  minutes 

1889 

Ciiy  of  Paris 

American 

Liverpool 

New  Y'ork 

20 

6  days  9  hours 
30  minutes 

1891 

Teutonic 

White  Star    .  . 

Liverpool 

New  Y'ork 

204 

6  days  5  hours 
45  minutes 

1892 

City  of  Paris 

American 

Liverpool 

New  Y'ork      .  . 

20.7 

6  days  4  hours 
18  minutes 

1893 

Lucania 

Cunard 

Liverpool 

New  Y'ork 

21 

6  days  2  hours 
1 1  minutes 

1894 

Lucania 

Cunard 

Liverpool 

New  Y'ork 

2I-8l 

5  days  20  hours 
45  minntes 

1898 

Kaiser  Wilhelm   der 
Grosse 

North  German 

Lloyd 

Southampton 

New  Y'ork      .  . 

22-29 

5  days  17  hours 
43  minutes 

1899 

Kaiser  Wilhelm  der 
Grosse 

North  German 

Lloyd 

Southampton 

New  Y'ork 

22-86 

5  dnys  14  hours 
17  minutes 

1900 

Oceanic 

White  Star    . 

Liverpool 

>:  ev>-  Y  ork 

20-72 

6  da>s  4  hours 
9  minutes 

igcx 

Deutschland 

Hamburg  .\mencan 

Southampton 

New  Y'ork 

23-32 

5  day   II    houts 

38  minntes 

1902 

Krouprinz  Wilhelm 

North  German 

Lloyd 

Cherbourg 

New  Y'ork 

25-09 

1;  days  II  hours 
i;?  minutes 

1902 

Deutschland 

Hamburg  .\nierican 

New  York 

Cherbourg 

23-51 

5  days   11  hours 

5  minutes 

Shipping  Conferences. 

There  has  been  a  good  deal  of  discussion  lately 
about  shipping  conferences  or  rings,  and  Lord  Onslow 
has  even  threatened  Government  opposition  to  the 
South  .\frican  ring.  But  there  are  two  sides  to  every 
question.  Take,  for  instance,  the  New  Zealand  story 
During  the  examination  of  witnesses  by  the  Subsidies 
Committee,  evidence  was  given  about  rates  of  freight 
between  American  and  British  ports  and  New  Zealand 
intended  to  show  that  the  freights  from  .American 
ports  to  the  Colony  were  much  lower  than  the  freights 
from  British  ports.  The  explanation  was  that  the 
figures  were  taken  out  when  American  firms  were  ha\-in.5 


trying  to  show  the  Committee  that  British  shipowners 
were  intent  upon  assisting  foreign  shippers  and  manu- 
facturers as  against  British  shippers  and  manufac- 
turers." 

Oversea  Trade. 

(Jn  returns  obtained  from  all  owners  of  steamers  of 
20,000  tons  and  upwards  engaged  in  oversea  trade, 
the  operations  of  about  one-tliird  of  the  world's  foreign- 
going  tonnage  are  tabulated  as  under,  the  figures  in 
parentheses  referring  to  the  number  of  companies. 
The  money  is  in  dollars,  because  taken  from  the  records 
of  the  United  States  Bureau  of  Navigation  :  — 


Our  Monthly  R6sum6. 


3^'9 


H-'-A' 


British  (40) 
Geriuau  (11) 
French  (6)    .. 
Japanese  (3) 
Austrian  (3) 
Netherlands  (6) 
Spanish  (6)  .  . 
Itahan  (3)    .  . 
Danish  (4)    .  . 
Russian  (2) 
Norwegian  ( 5) 
Greek  (I)      .'. 
Swede  (i)     .. 

Total    (for    89 
conjpanies) 


Xo.  of 

Vessels. 


Gross  Tons. 


Book  Value. 


970 

497 
206 
156 
no 
107 

99 
130 
i.=:7 

30 

48 
9 

II 


Capital  Stock. 


3.211,924 

1,858,139 

649.519 

315.663 

283,999 

285.448 

266,944 

2^4,490 

211,883 

39,073 

37.169 

1 1,270 

11,054 


158,110,756 
95.613.745 
5i.538,338 
16,608,906 
12,164,818 
16,204,009 
21,091,265 

10.278,337 

10,788,691 

2,806,413 

2,219,268 

597.347 
544,040 


.530 


■.436.575  I  398.565.933 


107,718,529 

56,816,500 

25,765,500 

16,989,000 

7,754,600 

14,793,600 

10,804,333 

10,229,000 

8,192,224 

1,866,250 

1,822,936 

965,000 

487,760 


264,205,232 


Dividends. 

6,849,907 

3,483,920 

1,109,550 

1,983,900 

429.954 

953.876 

796.570 

212,686 

526,164 

195.637 

1 13,900 

57.900 

22,512 


16,736,467 


Bonds  or 
Debentures. 


s 

s 

31.389.307 

1,226,143 

1  25,036,077 

803,895 

31,978.787 

1,026,41s 

1,895,000 

32,500 

9,108,639 

334.093 

4,078,940 

94,087 

5,076,530  I 

99.898 

2,288,452 

84,892 

110,851,732 

3,701,926 

According  to  these  returns  the  British  vessels  stood 
at  a  book  value  of  $49.22,  or  about  ^10,  a  ton,  and 
dividends  averaged  6' 3  5  per  cent.  The  German 
vessels  were  valued  at  $51.4;  per  ton,  and  the  divi- 
dends averaged  6-13  per  cent.  The  French  vessels 
work  out  at  $79.34  P^""  ton,  and  the  dividends  at 
4'jO  per  cent.  The  Japanese  vessels  are  valued  at 
$52.61  per  ton,  and  the  dividends  average  11-67  per 
cent.  The  vessels  belonging  to  the  three  .\ustrian 
companies  were  valued  at  $42.83  per  ton,  and  the 
dividend  averaged  5-44  per  cent.  The  Netherlands 
ships  were  valued  at  $56.76  per  ton,  and  paid  6-44  per 
cent.  The  Spanish  boats  were  valued  at  $79.01  per 
ton,  and  the  companies  paid  y^y  per  cent.  The 
Italian  vessels  were  valued  at  $40.38  per  ton,  and  the 
dividends  2-07  per  cent.  The  Danish  vessels  were 
valued  at  $50.91  per  ton,  and  the  companies  paid 
6-42  per  cent.  The  Russian  steamers  stand  at  $71.82 
per  ton.  and  pay  10-48  per  cent.  The  Norwegian 
vessels  stand  in  the  books  at  $59. 70  per  ton. 

The  Outlook  in  South  Africa. 

Matters  of  technical  interest  are  still  very  much 
overshadowed  by  political  considerations  in  all  parts 
of  South  Africa — more  especially  in  Cape  Colony. 
In  view  of  the  vital  interest  attaching  to  the  question 
of  railway  construction,  it  is  gratifying  to  note  that  the 
conference  on  the  matter  opened  in  Johannesburg, 
under  the  presidency  of  Lord  Milner,  has  concluded  its 
deliberations,  and  that  no  fewer  than  seven  new  lines 
have  been  approved,  with  a  total  length  of  663  miles, 
at  an  estim.ated  cost  of  ;^:5, 161,000.  These  lines  all 
touch  v.trious  centres  of  production,  whether  of  coal, 
grain,  or  metals,  and  connect  with  important  places, 
such  as  Pretoria,  Johannesburg,  Bloemfontein,  and 
Krugersdorp.  The  question  of  native  labour  crops  up 
again  with  all  its  old  persistency,  and  as  it  is  estimated 
that  thirty  thousand  natives  will  be  required  for  the  next 
two  years,  it  has  been  suggested  that  this  advanced 
railway  policy  will  be  accompanied  by  an  increasing 
scarcity  of  labour  in  the  mines.     Experts,  however,  have 


been  able  to  show-  that  the  natives  who  will  take  up 
railway  work  are  those  who,  under  no  circumstances, 
would  work  in  the  mines.  Much  skilled  white 
labour  will  also  be  required,  and  we  may  confidently 
anticipate  that  the  opening  up  of  these  new  lines  will 
mark  the  beginning  of  a  renew-ed  era  of  prosperity  for 
South  Africa. 

At  the  Mines. 

The  output  in  the  Transvaal  is  slowly  but  steadily 
increasing,  but  it  will  be  some  months  yet  before  all 
the  available  engineers,  metallurgists,  and  artizans 
accustomed  to  mining  work  who  are  already  in  the 
town  and  district,  can  be  absorbed  by  the  mines. 
Until  the  men  with  years  of  local  experience  have 
found  suitable  employment  there  is  small  chance 
for  new-  men,  unless  they  secure  work  before  starting, 
or  have  influence  with  directors  or  managers.  In 
spite  of  this  fact,  and  of  the  high  cost  of  living,  especially 
as  regards  rent,  there  is  a  steady  stream  of  new  arrivals. 
A  single  unfurnished  room  costs,  w-ith  electric  light, 
from  £3  to  £6  per  month,  while  small  houses  of  about 
four  rooms  are  eagerly  taken  up  at  /15  per  month. 
The  cost  of  building  brick  houses  in  a  substantial 
manner  at  the  present  time  may  be  estimated  at 
elevenpence  per  cubic  foot,  or  say  ;£2O0  per  room  for 
medium  sized  houses,  while  stands  15  ft.  by  100  ft. 
range  from  £ys  each  in  the  less  favoured  suburbs,  say 
two  miles  south  of  the  town,  to  ;^6oo  and  more  in  the 
nearer  and  more  fashionable  districts  in  the  north. 
It  is  evident,  therefore,  that  married  men,  who  have  to 
maintain  their  families  in  Johannesburg  on  salaries 
of  £2}  or  ^30  per  month  are  having  anything  but  rosy 
times. 

Native  Wages. 

The  foUow-ing  is  the  schedule  of  native  wages  now- 
resumed,  which  was  referred  to  last  month.  It  shows 
vividly  the  economic  difficulty  involved  in  any  attempt 
to  substitute  unskilled  white  labour  at  a  living  w-age 
for  native  labour  : — 


37° 


Page's   Magazine. 


Mine.  Per  day. 

Tram   boys   (loft.    trucks),    timber   boys 

and  helpers  at  stations    .  .  .  .  . .  12 

Shovellers    . .  . .  .  .  .  .  . .  13 

Hammer  boys,  trammers  (16  ft.  trucks), 
boys  cutting  hitches  for  timber,  assis- 
tants for  platelayers  and  pipemen         .  .  16 

Machine  helpers,  dry  shaft  and  winze  boys, 

pumpman's  labourers     .  .  .  .  . .  1      S 

Wet  shaft   boys,   stope   gauger's  helpers, 

air  hoist  drivers  . .  .  .  .  .  .  .  20 

Station  and  headgear  boys  (when  no 
white  man  is  employed),  and  wet  shaft 
boys  in  development  work  ..  ..  26 

Mill. 


Crusher  boys 

1      4 

Ore  trammers 

I     q 

Attendants  on  stamps,  elevators,  vanners. 

blankets,  etc. 

2    0 

Cyanide. 

Indoor  boys  and  residue  truckers 

I      4 

Zinc  cutters. . 

I      6 

Filling  and  discharging  vats 

I      9 

Othey   surface    labour. 
Drill  packers  , .  .  .  .  .  . .  10 

Surface  labourers  and  carpenters'  boys    .  .  12 

Blacksmiths' and  masons' labourers         ..  14 

Fitters'  boys,  drill  sorters,  coal  boys,  and 

engine  cleaners    .  .  . .  . .  .  .  16 

Cooks  and  sorting  boys       .  .  . .  . .  ^    P 

Blacksmiths'    strikers,    office,    store    and 
assay  boys,  mule  drivers,  stokers,  and 
police        .  .  .  .  .  .  .  .  .  .  26 

In  addition  to  the  above  actual  payments  to  the 
natives,  sixpence  per  day  must  be  added  for  the  cost  of 
food  and  shelter.  Each  mine  is  allowed,  under  the 
existing  agreement,  to  pay  special  rates  to  7+  per  cent, 
of  the  total  number  employed. 

Mechanical  Progress. 

At  the  Elandslaagte  Coal  Mine  the  whole  of  the  coal 
is  now  mined  by  means  of  electrical  coal  cutters 
which  are  managed  by  native  labourers,  of  course  under 
the  supervision  of  white  men.  And  in  this  connection 
it  may  be  pointed  out  that  at  the  present  time  there 
is  a  good  opportunity  for  the  introduction  of  labour- 
saving  appliances  of  a  simple  and  effective  character, 
for  even  if  nothing  is  gained  in  cost,  the  labour  saved 
would  be  available  for  other  purposes. 

A  new  wet  sampler  for  battery  pulp,  which  seems 
to  meet  all  requirements,  has  been  introduced  by 
Mr.  Higham,  the  cyanide  manager  at  the  City  and 
Suburban  Mine.  We  hope  to  be  able  to  give  a  full 
description  and  illustration  of  this  apparatus  very  soon, 
but  in  the  meantime  the  principle  of  its  action  will  be 
understood  from  the  following  outline.  A  slotted 
pipe  is  moved  slowly  across  the  stream  of  pulp  by 
means   of   a   screw,    and   when   it   emerges   on   either 


side  of  the  stream  it  operates  a  reversing  apparatus, 
which  causes  the  screw  to  rotate  in  the  opposite  direc- 
tion. The  portion  of  the  pulp  which  enters  the  ex- 
tremely narrow  slot  constitutes  the  sample,  and  is 
delivered  by  the  pipe  into  any  suitable  leceptacle. 

Mr.  Harland,  the  battery  manager  at  the  Robinson 
Mine,  has  invented  an  automatic  mercury  feeder  for 
mortar  boxes,  which  will  soon  be  on  the  market.  A 
device  of  this  kind  is  desirable  to  avoid  irregular 
feeding,  due  to  carelessness  or  to  the  fact  that  amal- 
gamators have  many  other  duties  to  perform. 

Uniform  Time. 

Several  Governments  have  agreed  to  establish  a 
uniform  official  time,  based  on  the  meridian  ol  30''  east 
of  Greenwich,  so  that  the  time  in  the  colonies  in- 
cluded will  be  two  hours  ahead  of  English  time.  This 
agreement  embraces  Cape  Colony,  Natal,  Transvaal, 
Orange  River  Colony,  Southern  Rhodesia,  and  Portu- 
guese East  Africa. 

"  Wireless  '  Telegraphy  and  Lighthouses. 

Our  readers  are  not  likely  to  have  forgotten  the  sti  iking 
review  of  "wireless  "  telegraphy,  contributed  to  Pack's 
Magazine  a  few  months  ago  by  Sir  William  Preece, 
K.C.B.,  F.R.S.  "  It  is  not  wanted  across  great  oceans," 
said  Sir  William,  emphatically ;  "  it  is  wanted  across 
narrow,  rocky  chmnels,  and  between  tide-swept  island 
homes."  Apparently  the  value  of  aetheric  telegraphy 
for  the  latter  purpose  has  impressed  itself  upon  Mr.  Mar- 
coni also  for  we  find  him  expatiating  on  the  subject  in 
no  uncertain  manner  at  the  annual  meeting  of  the  Asso- 
ciation of  Chambers  of  Commerce  of  the  United  Kingdom. 
A  resolution  was  brought  forward  in  favour  of  steps  being 
at  once  taken  to  connect  all  lightships  and  lighthouses 
with  the  shore  by  means  of  telegraphy,  telephones,  or 
wireless  telegraphs.  Mr.  Marconi  said  that  those  who 
had  been  identified  with,  or  had  worked  at,  the  problem 
before  them  knew  that  the  great  ditliculty  which  beset 
them,  in  addition  to  that  of  expense,  was  the  fact  that  the 
cables  laid  for  the  purposes  of  communication  between 
lighthouses  and  lightships  and  the  shore  did  not  last  any 
length  of  time,  owing  to  their  chafing  against  rocks  and 
lighthouses.  "  Wireless"  telegraphy  had  now  reached  a 
stage  in  which  it  could  be  satisfactorily  employed  for 
those  communications. 

New  Safeguard  for  Shipping. 

In  fc:ngland  at  the  present  time  there  was  no  lighthouse 
connected  with  the  shore  by  that  system,  but  it  was  in 
use  in  several  places  outside  England.  In  the  United 
States  it  had  been  in  use  for  two  years  between  the 
Nantucket  lightship  and  the  shore — a  distance  of  55 
miles— and  had  worked  very  satisfactorily.  In  Germany 
the  system  was  established  between  the  Borcum  Riff 
lightship  and  the  sliore,  and  had  worked  with  equally 
satisfactory  results  for  nearly  tlu'cc  years.  It  was  also  in 
use  in  Newfoundland.  In  England  an  experiment  had 
been  tried  for  the  satisfaction  of  the  Trinity  House 
authorities  between  the  East  Goodwms  lightship,  and  the 
shore,  and  he  believed  it  was  on  record  that  the  system 
worked  satisfactorilv   on  that   occasion.     Therefore,  he 


Our  Monthly  R6sumfe. 


371 


did  not  think-  there  was  any  technical  diHiculty  in 
estahHshing  the  service.  To  mal<e  a  connection  of 
between  twenty  and  thirty  miles,  or  even  a  greater 
distance,  would  not  cost  more  than  from  /300  to  £^400, 
which  compared  with  at  least  ;t20o  per  mile  by  the 
cable  method.  Besides  adding  to  the  defence  of  light- 
house-keepers, such  communication  would  very  much 
increase  the  safety  of  shipping.  In  addition  to  certain 
warships,  there  were  now  twenty-eight  passenger  liners 
plying  in  British  waters  which  carried  "wireless"  tele- 
graphy apparatus.  The  disadvantage  of  there  being  no 
lighthouses  in  England  so  fitted  was  demonstrated  the 
other  day,  when  one  of  the  French  passenger  cross- 
Channel  packets  got  in  distress  off  the  Goodwin  Sands. 
Fortunately,  the  Belgian  steamer  which  saw  her  was 
fitted  with  the  "  wireless"  telegraphy  apparatus,  and  was 
able  to  report  the  distress  to  Dover,  where  the  message 
was  received  by  another  vessel  similarly  equipped.  But 
for  the  fact,  however,  that  there  was  a  boat  at  Dover 
fitted  with  the  apparatus,  the  message  could  not  have 
been  transmitted,  and  tugs  would  not  have  been  sent 
out  to  render  assistance. 

The  New  Naval  Base. 

The  announcement  that  the  Government  intend  to 
establish  a  new  naval  port  at  St.  Margaret's  Hope,  on  the 
north  side  of  the  Firth  of  Forth,  is  the  outward  token  of 
careful  deliberations  in  official  quarters  extending  over 
several  years.  Following  the  new  scheme  of  naval 
training  which  Lord  Selborne  presented  to  the  nation  on 
Christmas  morning,  it  should  do  much  to  dispel  the  fears 
of  panic-mongers  and  to  prove  that  the  Admiralty  is  fully 
alive  to  the  necessities  of  the  times.  We  shall  await  with 
interest  further  details  of  the  scheme.  Mr.  Balfour 
e.\plained  in  the  House  of  Commons  that  Lord  Goschen 
and  the  late  Lord  of  the  Admiralty  in  March,  igoo, 
appointed  a  committee,  which  fully  examined  the  whole 
question  of  present  and  prospective  accommodation  for 
ships  in  his  Majesty's  dockyards,  and  as  to  how  the 
harbours  and  anchorage  waters  at  our  disposal  can  be 
utilised  for  ships  both  completed  and  under  construction. 
This  committee  reported  in  January,  1902,  that  the 
growth  of  the  Navy  would  shortly  make  it  impossible  for 
the  existing  ports  to  accommodate  all  the  ships  on  the 
establishment.  The  committee  further  stated  that  the 
most  advantageous  position  for  this  naval  base  was  in 
tje  estuary  of  the  Forth.  The  Board  of  Admiralty,  alter 
full  and  careful  consideration,  approved  this  recommen- 
dation, and  the  Government  therefore  decided  to  establish 
a  naval  port  and  base  on  the  north  side  of  the  Firth  of 
Forth  at  St.  Margaret's  Hope.  They  have  for  some 
months  been  engaged  in  negotiations  for  the  necessary 
lands,  and  the  fact  that  these  negotiations  were  going 
on  made  it  impossible  for  the  Government  to  take  the 
House  and  the  country  into  it-i  conhdence  earlier 
in  regard  to  this  important  matter.  The  new  naval 
.arsenal  has  been  selected  for  its  strategical  qualities, 
which  include  proximity  to  the  coal  and  iron  industries 


of  Glasgow,  and  a  fine  n.atural  harbour,  with  deep  water. 
It  will  tend  to  relieve  the  growing  congestion  of  our 
existing  home  ports,  and  should  prove  itself  an  enterprise 
of  the  utmost  value  to  the  nation.  Further  reference  to 
the  new  establishment  will  be  found  in  our  "  Naval 
Notes." 

American  Railways. 

Lieut.-Coloncl  H.  A.  Yorke's  report  on  the  working  of 
American  railways  covers  an  astonishing  amount  of 
ground,  and  in  addition  to  the  question  of  steam  rail- 
roads, de.als  with  surface  lines  or  tramways,  subways 
and  elevated  railways,  and  high  speed  electric  inter- 
urban  railways.  Of  the  elevated  railways  of  New  York, 
Brooklyn,  Boston,  and  Chicago,  he  deems  it  unnecessary 
to  say  much,  as  "  they  are  not  likely  to  be  initiated  in 
any  English  town.  They  are  noisy  and  unsightly,  and 
the  columns  supporting  them  occupy  a  great  deal  of 
street  space,  and  constitute  a  hindrance  to  street  traffic." 
In  view  of  the  efforts  that  are  being  made  to  solve  the 
problem  of  urban  locomotion  in  London,  his  remarks 
on  the  railways  of  New  York  and  Boston  have  a  peculiar 
and  timely  interest  : — 

"The  three  cities,  Paris,  New  York,  and  Boston, 
afford  an  object  lesson  to  London.  They  have  faced  the 
problem  of  urban  communication  in  a  business-like 
fashion,  have  decided  what  they  want,  have  arranged 
for  the  financing  of  the  work,  and  have  settled  the 
routes  along  which  transportation  is  to  be  provided, 
before  allowing  the  ground  to  be  broken,  instead  of 
proceeding  in  a  haphazard  fashion,  and  leaving  the 
most  v.aluable  concessions  to  be  scrambled  for  by 
private  companies.  It  is  much  to  be  hoped,  if  I  may 
be  permitted  to  say  so,  that  a  tribunal  will  be  appointed, 
before  it  is  too  late,  to  consider  the  congestion  of  the 
London  streets,  and  to  propose  a  remedy. 

"  The  subway  in  New  York  is  still  incomplete,  and  will 
not  be  opened  for  tnaftic  before  the  year  1904,  but  that  in 
Boston  has  been  in  use  since  1898.  In  both  cases  the 
subways  are  as  near  the  surface  of  the  streets  .as  possible, 
and  have,  as  in  Paris,  convenient  stairways  to  afford 
access  to  the  stations,  no  elevators  being  therefore  needed. 
Such  subways  are  in  many  ways  preferable  to  deep  level 
'  tubes.'  They  are  safer,  more  easy  of  access,  possess  a 
purer  atmosphere,  and  afford  conveniences  to  the  public 
which  are  worth  considerable  sacrifices  to  attain.  What 
New  York  has  cheerfully  suffered,  and  is  still  suffering, 
to  obtain  its  subway,  has  to  be  seen  to  be  believed." 

A  very  interesting  .account  of  the  electric  (high  speed) 
inter-urban  railways  is  included,  and  it  is  remarked  that 
experience- gained  in  America  should  be  of  great  value  in 
this  direction  to  those  engaged  in  the  construction  of 
similar  lines  under  the  name  of  "  light  railways  "  in  this 
country.  The  report  is  the  outcome  of  much  careful  and 
unbiassed  observation.  It  affords  valuable  insight  into 
the  whole  question  of  American  railway  organisation, 
and  should  be  of  much  assistance  to  English  railway 
experts. 


A    Monthly  Review  of  the  leading  Papers  read  before   the  various  Engineering  and 
Technical  Institutions  of   Great   Britain. 


IMPERIAL    TELEGRAPHIC 
COMMUNICATION. 

'\1C7'E  append  some  interesting  excerpts  from 
a  paper  on  "Imperial  Telegraphic 
Communication  and  the  '  All-British  '  Pacific 
Cable,"  read  by  Mr.  Charles  Bright,  F.R.S.E., 
before  a  special  meeting  of  the  London  Chamber 
of  Commerce.  The  Right  Hon.  Lord  Brassey, 
K.C.B.,  in  opening  the  proceedings,  referred  to 
Mr.  Bright  as  a  high  authority  on  all  matters 
connected  with  ocean  telegraphy,  and  remarked 
that  his  father,  the  late  Sir  Charles  Tilston 
Bright,  the  eminent  engineer,  was  knighted 
when  but  twenty-six  years  old,  for  the  laying  of 
the  first  Atlantic  cable. 

The  share  which  telegraphy  performs  in  uniting  the 
British  Empire  was,  on  October  31st,  1902,  advanced 
a  very  important  stage  with  the  actual  completion  of 
the  All-British  Pacific  Cable  and  telegraphic  girdle. 
This  will  ever  be  a  memorable  period  in  the  history  of 
the  Empire. 

THE    STRATEGIC    IMPORTANCE    OF    BRITISH    CABLE 
ROUTES. 

The  importance  of  the  I^acific  Cable  from  a  senti- 
mental point  of  view  is  by  no  means  to  be  despised  ; 
and  there  can  be  no  question  that  direct  and  unbroken 
Imperial  telegraphy  can  do  more  than  anything  to 
foster  trade  between  the  mother  country  and  her 
Colonies,  and  to  bring  about  something  in  the  nature 
of  Imperial  Federation  or  a  Pan-Britannic  Customs 
Union,  tending  to  render  us  independent  of  the  good 
offices  of  the  rest  of  the  world.  It  has  been  estimated 
that  our  expenditure  in  "  cabling  "  to  Australia  pre- 
viously stood  at  over  / 1,000  per  day  ;    and  one  of  the 


immediate  effects  of  the  Pacific  Cable  in  the  matter 
of  future  inter-Colonial  trade  is  that  a  message  will  now 
take  inside  an  hour  instead  of  upwards  of  a  day  to  reach 
the  hands  of  the  person  to  whom  it  is  addressed. 
Another  effect  of  the  Pacific  Cable — which  indeed  took 
place  immediately  the  scheme  became  "  dangerous  " — 
is  that  the  rates  from  this  country  to  Australasia  now 
stand  at  3s.  instead  of  4s.  9d.  and  formerly  gs.  ^d.  on 
the  average.  The  new  telegraph  will  also  serve  to 
attract  further  attention  to  the  "  Canadian-Pacific  " 
route  as  an  alternative  to  Globe-trotters.  But  any 
scheme  for  further,  and  independently,  reducing  the 
chances  of  a  total  breakdown  of  telegraphic  communi 
cation  with,  and  amongst,  our  Colonies  could  scarcely 
fail,  in  the  end,  to  commend  itself  to  British  subjects 
in  their  present  frame  of  mind  ;  and  it  is  even  quite 
conceivable,  in  the  event  of  a  European  war,  that  the 
Pacific  Cable  and  the  Atlantic  lines  might  some  day 
be  the  only  means  of  communication  with  Kurope.  If 
Britannia  is  to  continue  to  rule  the  waves  she  will 
require  to  keep  a  sharp  look-out  in  the  Pacific,  as  the 
probable  scene  of  any  future  naval  battle  ;  and  it  will 
be  conceded,  presumably,  that  naval  supremacy  must 
necessarily  be  accompanied  by  direct  communication 
with  the  nearest  coaling  stations  as  well  as  with  head- 
quarters. 

THE    WEAK    POINT    IN    THE     PACIFIC    CABLE. 

The  weak  point  in  the  Pacific  Cable  is,  of  course, 
the  long  section  on  the  route  eventually  decided  upon 
between  Vancouver  and  Fanning  Island — running  into 
3,458  nautical  miles.  The  result  is  a  slow  working 
system,  and  this  in  competition  with  a  complete  system 
of  high-speed  cables.  Thus,  if  the  traffic  is  to  be 
remunerative,  it  is  bound  to  become  congested  at  certain 
hours  of  the  day,  in  view  also  of  the  difterence  of  time. 
Thus,  if  only  on  this  account,  and  to  meet  interruptions 
and  possiljle  lengthy  repairs,  the  line  must  be  duplicated 
sooner  or  later.     This  duplication  might,  however,  well 


(372) 


Notable   British  Papers  of  the  Month. 


373 


take  the  form  of  a  link  witli  the  American  Pacihc  Cabie, 
as,  indeed,  I  pointed  out  some  years  ago  in  the  course 
o{  a  report,  as  well  as  in  the  Times,  the  Fori- 
nightly  Rn-ieiv  and  elsewhere.  This  would  have  the 
advantage  of  increasing  its  scope  for  traffic  ;  and  in 
view  of  the  immense  commercial  field  of  China  and  our 
relations  with  Japan,  this  idea  should  appeal  to  most 
of  us — for  stratef>ic  as  well  as  commercial  reasons — 
if  the  American  Pacific  line  be  furnished  with  a  branch 
to  Japan.  On  the  other  hand —  by  way  of  avoiding 
a  duplication  of  the  .\11-British  Pacific  Cable — there  has 
been  some  talk  already  of  an  arrangement  with  the 
company  controlling  the  rival  lines  to  .Australia  ;  and 
I  note  that  a  prominent  shareholder  of  the  Eastern 
E.Ktension  Telegraph  Company  thinks  that  "  if  the 
Pacific  Cable  breaks  down,  those  controlling  it  would  be 
disposed  to  enter  into  an  arrangement  with  the  rival 
line,  and  that  in  that  case  they — the  '  Extension  ' 
Company — would  be  able  to  get  back  to  higher  rates." 
The  experience  of  joint  purses,  however,  in  the  case  of 
the  Indian  traffic  is  not  very  happy  from  the  public 
standpoint.  .Anything  like  a  partnership  between  a 
Government  and  a  company  is  objectionable  in  prin- 
ciple, seeing  that  the  Government  should  be  concerned 
with  looking  after  the  interests  of  the  public.  We 
cannot  have  any  more  taking  of  oysters  and  leaving 
shells.  Though  the  duplicating  system  of  the  "  All- 
British"  Pacific  Cable  may  well  be  Anglo-American 
in  character,  the  original  system  itself  should  be  strictly 
" -All  British  "  to  and  from  headquarters.  At  present 
this  is  not  the  case  between  England  and  the  nearest 
end  of  the  cable  at  Vancouver.  In  other  words,  the 
new  Pacific  line  constitutes  a  private  wire  between 
Canada  and  Australasia,  but  not  so  between  the 
Admiralty  here  and  the  admiral  in  command  of  the 
Australasian  station.  The  situation  is  somewhat 
peculiar.  On  the  one  hand  our  cablegrams  can  pass 
through  any  of  the  "  Anglo-American  "  or  "  Direct 
United  States"  Company's  Atlantic  cables  which  are 
British  with  All-British  landings  on  the  eastern  sea- 
board of  Canada.  The  telegraphic  connection  of  these 
systems  with  Vancouver  is,  however,  as  far  as  Montreal, 
by  means  of  the  .\merican-owned  wires  of  the  Inter- 
Colonial  Railway.  On  the  other  hand,  if  we  entrust 
our  messages  to  the  Commercial  Cable  Company  to  go 
by  any  of  their  cables,  it  must  be  remembered  that, 
though  this  system  lands  on  Canadian  territory,  it  is 
an  American  company  ;  moreover,  these  cables  pass 
in  shoal  water  somewhat  closely  to  St.  Pierre  de 
Miquelon— a  French  Colony  south  of  Newfoundland, 
where  two  of  the  French  .-Vtlantic  cables  land.  Again,' 
its  immediate  connection  with  the  Canadian  Pacific 
land  lines  involves  a  journey  of  270  miles  through  the 
State  of  Maine  ;  and  beyond  this  the  "  Canadian 
Pacific  "  Telegraph  could,  in  the  event  of  our  being  at 
war  with  the  United  States  (as  also  in  the  case  of  the 
Inter-Colonial  line)  be  interrupted  at  many  points  with 
comparative  ease.  The  ■'  Commercial  "  Company  has 
exclusive  working  agreements  with  the  Canadian 
Pacific  Company  to  the  effect  that  all  messages 
from     the      Pacific    Cable    to    this    country     must     be 


handed   over    to   the     latter     (Commercial    Company) 
cable  system. 

A     NEW     LINK      WANTED. 

Surely  all  this  points  to  the  necessity  of  an  inde- 
pendent (All-British)  telegraphic  link  between  the 
mother  country  and  the  Pacific  Cable  at  Vancouver,  at 
a  low  tariff.  .\  general  statement  from  the  Colonial 
Office  in  1899  required  that  this  should  be  furnished, 
but  nothing  further  has  been  pubhshed  on  the  subject 
since  then  ;  and  I  would  ask  what  is  the  use  of  going 
in  for  an  expensive  "  All-British  "  cable,  if  the  land  line 
connection  is  open  to  easy  attack  ?  In  the  case  of  a 
possible  war  with  the  United  States,  the  Pacific  Cable 
would  be  of  no  use  whatever,  owing  to  the  position 
of  the  existing  Canadian  land  line  connection,  if  for  no 
other  reason.  .As  regards  the  rest  of  the  route,  any  new 
'■  .\11-British  "  .Vtlantic  cable  might  suitably  be  taken 
at  a  respectful  distance  from  St.  Pierre,  and  avoiding 
shoal  water  oi=f  Newfoundland  as  much  as  possible. 
The  objection  to  the  Northern  Gulf  of  St.  Lawrence 
route  on  the  score  of  ice  is  probably  not  insurmountable, 
and  it  would,  of  course,  be  the  best  route  strategically. 
Short  of  this,  St.  John's,  Newfoundland,  should  at  any 
rate,  be  again  fortified  and  provided  with  a  cruiser, 
cable  depot,  and  repairing  ship,  to  meet  the  present 
condition  of  the  undefended  Atlantic  cables  along  the 
route  that  connects  up  with  our  new  Pacific  line  through 
Canada.  .\  new  Atlantic  cable  should  at  this  end  be 
landed  much  nearer  headquarters  than  any  of  the 
existing  lines  and  an  underground  connection  provided 
with  a  view  to  avoiding  the  delays  and  interruptions 
to  which  our  Atlantic  and  Eastern  systems  are  prone 
on  the  overhead  wires.  Sir  Charles  Dilke  has  made  this 
one  of  his  special  subjects  of  attention  ;  and,  from  a 
strategic  standpoint  he  considers  the  cables  approaching 
Cornwall  seriously  open  to  attack.  I  venture  to  think 
that  this  objection  would  less  apply  in  the  narrower 
and  fortified  part  of  the  English  Channel,  and  for 
service  reasons  would  be  better  suited  than  other 
suggested  changes.  When  it  is  remembered  that  an 
Atlantic  cable  costs  about  half  what  a  first-class  battle 
ship  costs  and  that  the  latter  is  often  of  little  use  out  of 
touch  with  headquarters,  it  will  be  seen  that  the  sum 
involved  for  carrying  out  the  "  All-British  "  connection 
with  the  Pacific  Cable  is  not  altogether  out  of  proportion 
with  the  degree  of  necessity.  In  view  of  the  fact  that 
10,000  messages  cross  the  Atlantic  per  day,  surely  it 
cannot  be  said  that  there  is  no  room  commercially  for 
another  Atlantic  Cable.  Let  us  hope  that  the  Pacific 
Cable  has  broken  the  spell,  and  that  it  will  be  realised 
that  a  number  of  other  lines  of  communication  on  "a, 
variety  of  routes  are  also  desirable  in  the  interests  of 
the  Empire,  for  strategic  and  commercial  reasons.  The 
bridging  of  the  Pacific  should  be  regarded  as  a  first  step 
only,  though  certainly  very  materially  meeting  the 
requirements  of  the  case. 

THE    STRATEGIC    ASPECT     OF     ALTERNATIVE     LINES 
ON   DIFFERENT     ROUTES. 

Let  us  now  turn  to  the  strategic  aspect  of  alternative 
lines  on  different  routes.  This  has  often  been  mis- 
represented.     For  instance,  those  who  have  advocated 


374 


Page's  Magazine. 


the  ordinary  trade  routes  as  the  best  strategi^Uy 
for  cables,  have  by  way  of  backing  up  their  contention, 
laid  stress  on  the  fact  of  our  men-of-war  being  on  the 
spot.  But  it  should  be  remembered  that  in  the  event 
of  a  "surprise  war"  our  communications  with  the  rest 
of  the  Empire  via  the  Mediterranean  would  probably 
be  cut  off  before  war  was  actually  declared.  This 
would  not  be  an  easy  matter  for  the  enemy  to  accom- 
plish, but  it  would  be  a  sufficiently  valuable  achieve- 
ment to  be  worth  a  good  deal  of  trouble  on  their  part. 
For  that  very  reason,  it  should  be  similarly  worth  our 
while  to  render  such  an  achievement  out  of  the  question 
beforehand  ;  and  that  is  best  accomplished  by  increasing 
the  number  of  our  telegraph  route':,  and  making 
future  cables  further  out  of  the  reach  of  naval  powers. 
As  things  stand  at  present,  in  practically  every  case,  the 
enemy  could  only  effect  interruption  to  our  traffic  by 
more  than  one  line  being  disturbed  at  the  same  time. 
This  would  probably  always  involve  more  than  one 
European  Power  being  against  us,  but  it  would  be  a 
possibility  to  be  reckoned  with  in  the  event  of  a  "surprise 
war."  As  a  matter  of  fact,  it  could  always  be  effected 
in  the  absence  of  one  of  our  battleships  being  on  the 
right  spot  at  the  right  moment  in  both  cases.  Rapid 
communication  with  her  fleets  at  foreign  stations  is 
an  absolute  essential,  indeed,  for  a  power  in  command 
of  the  sea  at,  and  previous  to,  the  outbreak  of  war. 
If  it  happened  that  France  and  Russia  were  combined 


against  us,  the  latter  would  at  present  be  in  a  position 
to  cut  off  our  communications  with  India  and  Australia 
in  the  Mediterranean,  besides  interrupting  the  system 
of  the  Great  Northern  Telegraph  Company  on  the  one 
hand  and  the  Indo-European  Telegraph  Company  on 
the  other,  whilst  France  paid  her  attention  to  the  system 
viii  the  African  East  and  West  Coasts  respectivel)',  as 
well  as  the  European  land  lines  and  the  cables  in  the 
English  Channel.  The  mere  fact  that  the  Associated 
Companies  are  in  the  habit  of  setting  aside  a  part  of 
their  reserve  fund  for  war  risks  clearly  indicates  that 
they  do  not  really  consider  their  cables  safe  in  time  ot 
war.  The  companies,  however,  contend  that  strategic 
cables  could  be  laid  "  to  order  "  as  required.  This 
undoubtedly  might  be  practicable,  though  often  difficult 
to  accomplish  ;  but  if  we  recognise  the  likelihood  of  our 
communications  being  interrupted  before  ^\ar  has  been 
declared,  we  are  here  again  presented  with  the  spectacle 
of  "  locking  the  stable  door  after  the  horse  has  been 
stolen."  As  a  matter  of  fact,  in  many  instances  it 
would  be  several  v.eeks,  if  not  months,  before  the 
missing  link  could  be  restored,  during  which  time  the 
effect  might  be  disastrous.  In  this  argument,  too,  the 
companies  appear  to  forget  for  the  moment  the  scarcity 
of  gutta-percha,  so  often  referred  to  by  them.  Some 
students  of  the  subjects  have  suggested  that  the  cutting 
of  neutral  cables  is  contrary  to  International  Law ; 
but  Article  XV.  of  the  Convention  on  the  freedom  of 


THE    WORLDS    TELEGRAPHIC   SYSTEM. 


Notable   British    Papers   of   the   Month. 


375 


belligerents,  arrived  at  during  the  International  Tele- 
graph Conference  held  in  Paris  in  1884,  seems  to  pretty 
well  dispose  o£  that  argument.  In  any  case  we  know 
from  experience  that  cables  undoubtedly  would  be 
cut  in  time  of  war,  in  spite  of  all  Conventions  or  Inter- 
national Laws,  which  would,  indeed,  be  a  broken  reed 
for  a  great  commercial  nation  like  Great  Britain  to  lean 
upon  in  the  event  of  war  with  other  naval  Powers. 

Then  there  are  those  who  consider  that  a  line 
which  touches  on  foreign  soil  can  readily  be  converted 
at  short  notice,  into  an  "  .\11-British  "  hne  by  a  change 
of  route  in  the  event  of  war.  Of  course,  such  a  thing 
might  be  done  with  a  successful  issue  ;  but  the  risk  is 
great,  and  the  result  is  liable  to  be  less  satisfactory  in 
any  case  than  an  "  All-British  "  Une  "  ready  made," 
which  is  a  matter  of  paramount  importance  irrespective 
of  any  commercial  view.  The  suggestion  that  such 
"  All- British  "  lines  should  be  made  "  to  order  "as 
required  seems  to  indicate  an  admission  as  to  the  utihty 
of  this  class  of  Une,  though  the  suggestion  has  been 
made  by  those  who  argue  that  cables  are  least  liable 
to  disturbance  in  time  of  war  if  landed  on  foreign 
territory  of  various  nationalities.  Certainly  a  shallow- 
water  ■'  .\11-British  "  line  would  be  more  prone  to 
cutting  if  we  were  at  war  ourselves  ;  but  on  the  other  . 
hand  any  strategic  cable  should  be  laid  in  deep  water  if 
possible.  Moreover,  the  secrecy  secured  for  the  ''  All- 
British  "  hne— an  advantage  applying  in  times  of  peace 


as  well  as  during  war — is  an  advantage  which  exists 
in  no  other  class  of  cable.  This  advantage  is  sufficiently 
great  even  to  counterbalance  any  greater  chance  that 
may  exist,  under  given  (common)  circumstances,  of 
its  being  cut,  if  this  country  were  engaged  in  war. 
Though  it  is  quite  true  it  is  impossible  to  foresee  the 
precise  seat  of  any  future  war  this  country  may  be 
engaged  in,  surely  it  is  well  worth  being  prepared  for 
an  emergency  beforehand,  in  at  least  any  likely  quarter. 
That  is  evidently  the  conclusion  that  our  Continental 
neighbours  and  the  United  States  have  arrived  at 
already  as  regards  cable  communication.  Lines  laid 
for  strategic  reasons  meet  their  requirements  best,  if 
laid  in  deep  water,  with  few  landing  flaces  on  out  of 
the  way  (non-trade)  routes,  their  exact  course,  except 
at  the  ends,  being  kept  secret  in  the  open,  broad 
ocean,  where  they  are  admittedly  difficult  even  for  a 
cable  ship  to  find,  and  even  when  the  route  is  actually 
known.  Moreover,  a  knowledge  by  the  enemy  of  the 
position  of  a  cable  in  deep  water  is  a  far  less  serious 
matter  than  when  laid  in  shallow  water.  .\  man-of- 
war  can  pick  up  and  cut  a  cable  in  shallow  water  just 
as  it  is  equally  true  she  can  probably  more  easily  repair 
a  cable  here  ;  but  without  long  lengths  of  actual  cable, 
grapphng  rope,  and  the  necessary  picking  up  machinery, 
she  cannot  do  much  with  a  deep-water  cable. 

It  is  scarcely  necessary    to    call    attention   to  the 
importance  of  telegraphic  communication  with  all  our 


N.B.— Only  the  princ 


ipal  land  lines  which  connect  up  the  submarine  cables  of  the  world  are  shown. 


376 


Page's   Magazine. 


naval  fortified  and  garrisoned  coal  stations,  besides  all 
''  Defended  Ports."  To  effect  this  alone,  the  ordinary 
trade  routes  must  be  departed  from.  One  of  the  few 
reasonable  points  against  ''  All-British  "  cables  is  that 
of  setting  the  backs  of  Europe  as  well  as  the  United 
States  against  us.  But  this  has  been  practically 
discounted  by  the  fact  that  France  and  Germany,  in 
addition  to  our  American  cousins,  are  now  going  in  for 
similar  precautions  themselves — initially  on  account  of 
the  cables  of  the  world  being  'British-owned.  A  stock 
argument  sometimes  brought  up  to  show  that  "  All- 
British  "  cables  are  not  necessary  from  the  point  of 
view  of  secrecy  of  messages,  is  based  on  the  value  of  the 
cipher  code  in  this  connection.  Surely,  however,  it  is 
a  mistake  to  rely  on  the  security  of  the  cipher,  or  any 
code,  when  we  know  by  experience  that  the  most 
difficult  cipher  can  be  translated  if  a  sufficient  number 
of  messages  are  available  to  work  on,  together  with  a 
knowledge  of  the  correspondent's  identity,  and  the 
probable  nature  of  his  communications.  Probably  the 
ciphers  of  most  of  the  European  Foreign  Offices  have 
been  translated  by  other  interested  Powers  many  a 
time  ;  and  if  once  a  system  of  half-code,  half  plain 
language  is  indulged  in,  the  decipherment  becomes  a 
comparatively  simple  matter.  Apart  from  this,  the 
mere  fact  that  messages  passing  through  foreign 
territory  are  subject  to  serious  and  often  intentional 
inaccuracies  and  delays  is  a  sufficient  argument  in 
favour  of  "  All-British  "  lines.  Cables  landing  on  foreign 
shores  are,  it  should  be  remembered,  largely  worked  by 
clerks  of  the  countrv  even  in  times  of  peace  ;  and  if 
trouble  was  in  the  wind  the  confiscation  of  the  telegraph 
office  would  probably  be  effected  previous  to  the 
declaration  of  war.  That  would  not  be  likely  to  occur 
in  the  case  of  a  cable  landed  on  British  territory,  and 
certainly  not  if  in  any  sense  guarded. 

The  Telegraph  Conipanies  have  very  naturally  paid 
their  first  attention  to  the  trade  routes,  as  giving  the 
best  prospects  of  revenue  ;  but  these  are  not  good  routes 
strategicall)',  wherever  the  cable  passes  through  shallow 
water  in  the  vicinity  of  foreign  territory.  The  class  of 
cables,  whose  object  is  mainly  strategic,  have  seldom 
been  laid  for  the  reason  that  they  are  liable  to  be 
non-paying.  But  we  should  recognise  them  as  a 
necessary  policy  of  the  age  at  almost  all  hazards  ;  and 
it  is  just  these  lines  that  the  State  should  first  consider 
the  advisability  of  itself  laying,  if  necessary.  What  is 
the  use  of  an  idea  such  as  Imperial  Unity — or  how 
can  it  be  relied  upon  in  practice — without  Imperial 
mobility  in  a  strategic  sense  ?  This  latter  can  only 
be  effected  by  "  All-British  "  cable  communication  under 
definite  Government  surveillance,  either  direct  or 
through  a  subsidised  company  acting  as  their  agent. 
Considering  what  we  pay  for  our  postal  sea  service, 
this  view  should  be  readily  accepted  ;  for,  obviously 
no  countrv  requires  strategic  cables  so  much  as  the 
British  Empire  with  its  far-reaching  possessions.  If 
certain  strategic  cables  were  laid,  the  traffic  on  the 
ordinary  trade  routes  would  be  less  liable  to  become 
disorganised  in  war  time,  by  the  suppression  of  code 
messages.     The  typical  strategic  line,  avoiding  foreign 


soil,  has  been  materially  assisted  by  a  recent  invention. 
By  its  means  long  sections  of  expensive  typed  cable  can 
be  avoided  whenever  an  island,  however  small,  can  be 
found  on  the  route,  for  the  apparatus  to  be  inserted 
between  the  ends  of  the  incoming  and  outgoing  cable. 
This  forms  a  system  of  re-transmission  which  dispenses 
with  the  necessity  of  a  large  staff  of  operators  for 
effecting  the  same  manually.  But  the  reason  for  which 
we  require  "  .\11-British  "  cables  in  addition  to  inter- 
national lines  does  not  rest  merely  on  strategic  grounds. 
We  need  them  for  consolidating  the  Empire — politically 
and  socially — as  well  as  for  the  assistance  of  Imperial 
trade.  The  Companies  have  already  provided  a  fair 
n(;twork  of  cables  on  trade  routes  ;  but  direct  ''  All- 
British  "  lines  are  now  required,  if  only  to  ensure  speedy 
and  united  ''  cabling  "  facilities  with  the  whole  of  the 
Empire  in  times  of  peace  and  war.  If  we  could  render 
the  entire  British  Empire  practically  as  one  country, 
by  means  of  telegraphy,  a  great  result  would  be  achieved. 
For  commercial,  and  trade  reasons,  the  more  links  on 
various  routes  the  better  to  ensure  communication  in  all 
directions  at  all  times  ;  and  at  least  one  of  these  routes 
should,  for  the  various  reasons  enumerated,  be  ''  All- 
British."  At  the  present  moment  the  ''  All-British  " 
element  in  the  now  existing  girdle  is  broken  at  two 
spots  only.  Madeira  and  St.  Vincent,  both  Portuguese 
territory  ;  and  though  Portugal  may  be  regarded  mere 
as  an  ally  than  as  a  possible  enemy,  it  is  also  true  that 
no  belligerent  would  hesitate  to  consider  so  feeble  a 
neutral  power,  the  fact  being  that  the  value  of  a  cable 
landing  on  neutral  territory  all  depends  upon  circum- 
stances— that  is  to  say,  what  the  neutral  power  is  and 
the  condition  of  pohtics  at  the  time.  The  complete 
'■  All-British  "  chain  might  be  completed  by  a  cable 
from  Ascension  (or  Sierra  Leone)  to  Barbados  or  Jamaica, 
where  it  would  meet  the  cable  coming  from  Canada. 
Such  a  scheme  would  constitute  the  first  truly  "All- 
British  "  line  from  this  country  to  the  Cape.  Time  does 
not  permit  me  to  go  into  the  various  useful  cable  routes 
that  should  be  taken  in  hand  ;  hut  I  will  only  mention 
that — partly  in  view  of  future  trade  between  Canada 
and  the  Cape — a  useful  ''All-British"  line  might  be 
established  between  these  countries  either  viii  the  West 
Indies  or  by  a  more  direct  route,  connecting  up  with 
the  "  All-British  "  Atlantic  Cable  that  I  have  already 
spoken  of  as  a  link  with  the  Imperial  Pacific  line.  The 
accompanying  map,  besides  bringing  into  prominence  the 
Pacific  hne,  is  specially  designed  to  show  the  tele- 
graphic girdle  in  a  complete,  unbroken  form  ;  that  is 
to  say,  going  bv  the  Western  (Pacific)  route  to  Austra- 
lasia and  returning  by  either  of  the  Eastern  routes,  or 
vire  vend.  There  are  other  lines  more  urgent  for 
strategic  reasons  which  the  Cable  Communications 
Committee  have  taken  note  of.  A  difficulty  in  getting 
funds  voted  for  purely  strategic  cables  exists  owing 
to  the  Treasury  having  so  many  calls  for  immediate 
indispensable  and  indeed  vital  needs ;  and  purely 
strategic  cables  never  appear  under  this  head  until  too 
late  !  Experience  is  certainly  a  sure  means  of  learning 
our  needs  ;  but  in  things  national  it  wcmld  be  better 
to  do  so  by  forethought. 


Notable   British    Papers   of  the    Month. 


377 


THE    MECHANICAL    ENGINEERING 
OF  MODERN  COLLIERIES. 

AT  a  well-attended  meeting  of  the  Birming- 
ham Association  of  Mechanical  Engineers 
an  interesting  paper  on  "  The  Mechanical 
Engineering  of  Modern  Collieries"  was  read 
by  Mr.  Bardill,  of  Aston.  The  speaker  traced 
the  development  of  various  appliances  found 
necessary  by  the  mining  engineer  to  cope  with 
the  ever-increasing  demand  for  fuel,  and  paid  a 
tribute  to  their  efficiency  : — 

Taking  a  I'lok  bick  for  even  a  comparatively  short 
period,  say  forty  years,  tlie  total  coal  raised  in  the  United 
Kingdom  in  the  year  iS6o  was  80,042,698  tons  ;  in  1870, 
110,431,192  tons;  in  1880,  146,969,409  tons;  in  1890, 
181,614,288  tons  ;  in  1903,  225,170,163  tons.  This  wonder- 
fully increasing  demand  and  supply  has  not  been  due 
so  much  to  the  increase  of  the  number  of  collieries,  as  to 
the  increase  in  the  number  of  tons  of  coal  won  per  day, 
rendered  possible  by  the  introduction  of  better  mechanical 
appliances  for  the  mining,  handling,  and  transportation 
of  coal.  Thus,  whilst  even  only  twenty  or  thirty  years 
ago  a  daily  output  of  coal  from  one  shaft  of  300  tons  to 
500  tons  would  have  been  considered  almost  unattain- 
able, yet,  in  the  present  day,  we  have  coUieries  raising 
from  two  to  three  thousand  tons  per  day  without  fuss  and 
commotion,  the  coal  being  mined,  conveyed  underground 
— in  many  cases  a  distance  of  some  miles— wound, 
screened,  sorted  into  many  sizes,  and,  often  the  sa.me 
day,  a  good  deal  of  it  is  in  the  hands  of  the  consumer. 

i'hus,  at  the  Bolsover  Colliery  a  record  has  been 
reached  of  3,217  tons  5  cwts.  maximum  output,  lifted 
from  a  depth  of  365  yards  in  9  hours,  of  which  2,221  tons 
3  cwts.  were  drawn  at  the  downcast  shaft  and  996  tons 
2  cwts.  at  the  upcast.  At  Cresswell  Colliery,  in  a  nine 
hours  shift,  a  maximum  output  of  3,053  tons  4  cwts.  has 
been  raised  from  a  depth  of  450  yards,  2,203  tons  of  which 
were  drawn  from  the  downcast  shaft  and  852  tons  froLn 
the  upcast  shaft.  On  May  ist  of  last  year,  a  record 
quantity  was  drawn  from  the  No.  2  pit  of  the  Cambrian 
Collieries,  Clydach  Vale,  of  2,729  tons  from  a  depth  of 
450  yards.  The  week's  record  at  the  same  pit  for  an 
ordinary  week's  work  was  13,019  tons.  Large  as  these 
amounts  appear,  they  have  probably  been  excelled. 

In  the  older  days  the  mining  engineer  and  manager  was 
a  child  in  mechanical  matters,  and  he  used  to  provide 
endless  amusement  to  the  mechanic  by  his  coining  of 
many  patent  phrases  when  describing  the  technical 
details  of  some  of  his  possessions  :  but  that  type  has  now 
passed  away,  and  to-day,  by  force  of  circumstances  as 
well  as  by  education  and  experience,  the  mining  engineer 
is  also  a  mechanical  engineer  of  a  very  high  and  varied 
order,  and  not  only  does  he  know  his  geology  and  the 
Mines  Regulation  Act  better  than  his  Bible,  but  he  can 
converse  with  the  most  accurate  and  most  minute  detail 
any  question  you  like  in  connection  with  engines,  boilers, 
pumps,  electric  light  and  power,  telephones,  cables, 
locomotives,  rolling  stock,  horse  -  flesh,  explosives, 
carpentry,  brickwork,  concrete,  brickyards,  coke  ovens. 


miners'  unions,  rural  district  councils,  employers'  liability, 
or  the  best  mean^  of  lubrication.  He  is,  moreover, 
a  grand  type  of  man,  saddled  with  heavy  responsibilities, 
which,  yet,  sit  lightly  upon  his  shoulders,  because  he  is 
full  of  confidence  in  his  own  powers. 

WINDING     ENGINES. 

Proceeding   to  pass  a  running  comment  on 
the  leading  items  which  are  contributed  by  the- 
mechanical  engineer  for  the  development  of  a 
modern  colliery,  the  author  first  dealt  with  the 
subject  of  winding  engines. 

It  is  a  long  story  that  is  covered  from  the  hand  "Waller" 
or  direct  acting  hand  winch  or  the  horse  capstan  to  the 
modern  colliery  winding  engine,  with  its  massive  pro- 
portions, its  Corliss  valves,  steam  brake,  steam  reverser 
and  automatic  cut-off  gear.  Yet  there  are  some  aspects 
of  colliery  winding  engines  which  have  remained  per- 
manent. For  instance,  the  direct  acting  steam  engine  is 
practically  universal  for  this  purpose,  and  it  is  only  in 
sinking  or  in  a  very  small  colliery  that  a  geared  engine 
is  ever  seen.  Some  very  large  engines  have  been  built  in 
this  country  for  winding,  but  generally  the  cylinders  are 
from  30  in.  to  42  in.,  and  heavier  engines  than  these  are 
not  proved  to  be  more  efiicient. 

Winding  engines  are  also  nearly  always  non-condens- 
ing, and  as  such  are  fearful  steam  eaters  and  their 
thermal  efticiency  must  be  low.  A  few  attempts  have 
been  made  at  compounding,  but  the  success  attained  has 
not  led  others  to  follow  their  example.  A  few  of  the  more 
modern  collieries  have  gone  in  for  steam  economy  by  the 
introduction  of  automatic  cut-off  and  expansion  gear,  but 
I  have  seen  a  number  of  these  discarded  or  out  of  action 
at  various  coUeries  I  have  visited.  Generally  the  mining 
manager  looks  at  the  matter  as  of  little  moment,  as  he 
has  always  at  his  command  a  lot  of  fuel  he  cannot  sell  or 
hardly  give  away,  and  he  uses  his  boilers  much  as  a 
borough  engineer  uses  his  refuse  destructors,  i.e.,  not  so 
much  for  its  calorific  value  as  its  convenience  for  destroy- 
ing a  nuisance.  No  doubt,  however,  as  modern  appli- 
ances are  improved  so  as  to  utilise  cheap  small  fuel  mote 
generally,  the  value  of  the  small  coal  will  improve  and  the 
colliery  manager  will  accordingly  pay  more  attention  to 
his  own  fuel  bill.  At  present  the  difficulty  of  finding  a 
market  for  small  coal  is  acute,  and  I  saw  at  a  colliery 
only  the  other  day  twenty  lo-ton  waggons  01  small  which 
had  pLissed  through  a  i-in.  mesh,  which  the  manager 
told  me  he  could  not  sell  at  9d.  per  ton,  and  it  was  not 
worth  the  carriage. 

With  regard  to  valves  the  D  slide  valve,  fitted  with 
Stephenson's  link  motion,  was  originally  used,  and  even 
now  is  popular  with  many  engineers,  especially  if  bal- 
anced, but  the  Cornish  drop  valves  have  enjoyed,  perhaps, 
the  "reatest  favour  by  reason  of  their  comparative  ease 
in  handling.  Piston  valves  have  also  been  used  occa- 
sionally, but  later  practice  is  a  departure  in  favour  of 
Corliss  valves. 

With  regard  to  boilers,  the  Lancashire  types  are  most 
Generally  employed  at  about  80  lb.  to  100  lb.,  and  maiiy 
collieries  still  use  the  old  egg  end  boiler  with  pressures 
from  45  lb.  to  60  lb.     A  number  of  collieries,  especially  in 


378 


South  Wales,  have  adopted  watei'-tube  boilers  and  high 
pressures,  some  even  fired  hy  gas  from  coke  ovens. 

HEADSTOCKS. 

Proceeding  to  discuss  the  subject  of  head- 
stocks,  he  remarked  : — 

There  is  no  specific  rule  or  experience  which  decides 
whether  steel,  iron  or  timber  are  the  best  material  for 
headstocks,  or  yet  whether  the  lattice  or  girder  type  are 
most  suitable,  it  being  argued  that  with  timber  there  is 
liability  ot  fire  or  rotting,  whilst  in  the  case  of  steel  a  good 
deal  of  paint  is  required  for  prevention  of  corrosion. 
Either  type,  however,  if  made  of  good  material  and 
workmanship  will  last  as  long  as  the  seam  will  last,  or  at 
least  as  long  as  it  is  desirable  it  should  last  in  the  interests 
of  the  contracting  engineer. 

WINDING     ROPES. 

The  winding  ropes  are,  of  course,  a  very  important 
institution.  Happily  accidents  from  the  breaking  of 
these  are  very  rare,  but  they  do  occur,  and  there  is  yet 
room  for  the  engineer  inventor  to  prevent  the  possibility 
of  such  an  accident  as  that  which  occurred  a  short  time  ago 
at  the  Tirpentwye  Colliery,  when  fourteen  men  lost  their 
lives  bv  the  breaking  of  a  winding  rope.  But  even  if  the 
winding  rope  be  safe,  we  are  still,  be  it  remembered,  in 
the  hands  of  the  engineman,  and  if  he  suddenly  lose  his 
head,  we  are  dashed  into  the  pit  bottom  or  carried  aloft 
into  the  headgear.  In  this  awtul  position,  years  ago,  we 
were  as  safe  in  one  cage  as  in  the  other,  but  modern  in- 
vention has  prevented  the  possibility  of  our  being  dragged 
over  the  windip.g  pulley  by  the  adoption  of  detaching 
hooks  which  are  now  in  compulsory  use.  There  are  now 
a  number  of  these  hooks,  and  these  coming  into  play  at 
an  over-wind  would  detach  the  rope,  and  the  catch 
arrangement  coming  also  into  play  would  leave  us 
suspended  in  the  air  until  relief  came  to  hand,  which, 
however  uncomfortable,  is  much  to  be  preferred  to  being 
dropped  down  to  the  pit  bottom,  a  distance  of  500  yards, 
where  the  sudden  stop  would  be  fatal.  Cases  have, 
however,  occurred  where,  although  the  winding  rope  has 
been  properly  detached,  the  chains  supporting  the  cage 
have  been  severed  and  the  cage  has  been  dropped  down 
the  pit,  rendering  the  detaching  arrangement  only 
partially  effective.  Supplementary  devices  have  been, 
therefore,  invented  to  catch  the  cage  itself.  A  very 
useful  device  is  that  invented  by  Mr.  Sebastian  Smith. 

There  is  still  the  possibility  of  danger  by  the  descending 
cage,  and  many  accidents  have  happened  where  men 
have  been  killed  and  maimed  by  being  dashed  into  the 
pit  bottom  by  the  over-wind  of  the  ascending  cage,  and 
here  is  yet  another  chance  for  the  inventor. 

On  reaching  the  bottom  of  a  modern  and  well- 
managed  pit,  one  is  struck  by  the  wonderful  order  and 
method  by  which  everything  is  conducted,  and  the 
celerity  with  which,  say,  1,000  to  2,000  tons  are  hauled  and 
lifted  to  the  surface  in  one  day,  and  all  done  without  the 
least  confusion  or  fuss.  We  realise  this  amount  better 
if  we  think  of  2,000  separate  tons  tipped  up  at  the  doors 
of  2,000  houses  in  one  day,  or  see  it  carried  by  25,0 
railway  waggons,  making  up  seven  or  eight  railway 
mineral  trains. 


Page's   Magazine. 

SYSTEMS     OF     HAULAGE. 

Discussing  the  various  systems  of  haulage 
below-ground,  the  writer  referred  to  the  fine 
e.xamples  of  mechanical  engineering  skill  that 
may  be  seen  in  Midland  counties  : — 

There  are  various  systems  of  haulage  in  vogue,  and 
for  some  reason  each  type  seems  to  confine  itself  to 
certain  districts.  Thus,  in  the  Midlands,  we  have  the 
endless  rope  system,  worked  principally  by  powerful 
steam  engines  on  the  surface.  A  splendid  example  01 
this  system  is  shown  by  the  Ansley  Hall  Colliery,  near 
Nuneaton,  where  it  may  be  said,  much  to  the  credit  of 
the  management,  not  a  single  horse  or  pony  is  below 
ground,  and,  although  a  difficult  mine  to  work,  with  a 
heavy  gradient  of  i  in  2,  yet  everything  is  systematically 
carried  out.  On  arriving  at  the  pit  bottom  the  empty 
tubs  are  pushed  oft'  the  cage  by  the  full  tubs,  and  are 
taken  round  a  sharp  curve.  They  are  immediately 
seized  by  an  electric-driven  creeper  or  machine  elevator, 
which  is  a  Hat  chain,  with  fingers  or  catches  at  intervals, 
which  engage  the  axles  of  the  tubs.  The  empty  tubs 
are  then  carried  to  a  height  which  gives  them  a  gradient 
of  I  in  80,  down  which  they  run  by  gravitation  to  the 
boy  who  attaches  them  to  the  endless  rope,  which 
conveys  them  to  the  coal  face,  a  distance  of  nearly  a 
mile.  The  speed  of  the  rope  is  2i  miles  per  hour,  and 
the  tubs  are  attached  to  the  rope  by  a  "  Smallman " 
patent  clip  at  equal  distances  of  20  yards.  The  seam  is 
developed  by  a  main  haulage  road  which  is  practically 
level,  but  anything  but  straight,  owing  to  the  undulation 
of  the  seam.  This  road  is  worked  by  an  electric  haulage 
plant  which  is  a  feeder  for  the  main  haulage,  which 
latter  is  worked  by  a  steam  engine  from  above. 

There  is  a  peculiarity  in  this  colliery  by  the  reason 
that  the  coal  is  being  worked  at  a  much  greater  depth 
than  the  level  of  the  bottom  of  the  pit  shaft,  this  being 
reached  by  an  incline  in  the  pit,  which  is  8S0  yards  long. 
About  350  yards,  commencing  from  the  bottom,  the  incline 
is  I  in  7,  after  that  it  varies  from  i  in  2  to  i  in  li.  After 
reaching  over  the  top  of  this  incline  the  tubs  are  detached 
from  the  rope  at  some  distance  from  the  pit  bottom,  and 
run  with  an  easy  gradient  to  the  pit  shaft  without  undue 
velocity.  The  capacity  of  this  plant  is  no  tons  per  hour, 
which  involves  the  attachment  of  240  full  tubs  per  hour, 
and  the  same  amount  of  empty  tubs,  this  duty  being 
performed  by  one  man  at  each  end  of  the  rope.  The 
engines  driving  this  haulage  are  a  pair  of  horizontaljiigh 
pressure  engines — girder  type — by  Messrs.  Kobey  &  Co., 
Ltd.,  having  cylinders  20  in.  diameter  by  40  in.  stroke. 
They  are  fitted  with  Corliss  valves  and  link  reversing  gear, 
and  are  geared  down  to  1  in  9  by  massive  spur  wheels. 
The  main  rope  wheel  is  10  ft.  diameter,  and  is  fitted  with 
removable  steel  segments.  The  rope  is  ij  in.  diameter 
and  weighs  15  lb.  per  fathom,  and  is  passed  three 
complete  wraps  round  the  rope  wheel. 

In  the  South  Wales  district,  mechanical  haulage  is 
confined  almost  entirely  to  the  tail  rope  system,  and  is 
accomplished  mainly  by  a  host  of  small  hauling  engines 
of  about  6-in.  and  8-in.  cylinders,  worked  byicompressed 
air.  In  fact,  compressed  air,  both  for  pumping]  and 
hauling,  is  very  popular  in  this  district,  and  some  of  the 
collieries  are   possessed   of   very  fine   compressed    air 


Notable   British    Papers   of   the    Month. 


379 


plants.     Indeed,  I  have  seen  collieries  where  it  would  be 
suggested  to  the  casual  observer  that  the  plant  consisted 
CI  a  large  air  compressor  with  a  colliery  attached  to  it. 
Naturally,  compressed  air  is  looked  upon  with  great  favour 
for  underground  power  by  reason  of  the  ventilation  given 
ott  by  the  exhaust,  although  the  freshness  of  the  air  thus 
given,    after    being    compressed    and    carried    perhaps 
through  two  miles  of  pipes,  does  seem  open  to  question. 
Lancashire,  Yorkshire  and  the  Xorth  have  a  combina- 
tion of  endless  and  tail  rope  haulage,  and  there  is  also 
variation  as  to  power  used.     Steam,  compressed  air,  and 
even  oil  engines  are  used.     But,  no  doubt,  before  long 
electricity  will  be  used  almost  exclusively  for  this  purpose, 
and  during  the  last  few  years  it  has   made   very  rapid 
strides.     As  long  as  its  safety  can  be  guaranteed,  it  is  the 
ideal  power  for  underground  work,  especially  for  mines, 
where   the   workings  are  far  out  from  the   shaft.      Its 
adoption  is,  however,  by  no  means  general  yet.      Some 
approach  the  question  nervously,  and  others  go,  perhaps, 
too  far,  and  are  using  electric  power    for    their    main 
haulage  ;  and  we  know  of   main   haulage  installations 
now   being  put  in  to  500  h.p.       Whether   these   large 
installations  for  this   purpose   are   as    efficient    and    as 
economical  as  the  surface  steam  haulage  engine  and  strap 
rope  remains  to  be  seen,  but  there  is  no  question  as  to 
the   use  of  electricity  for    the    subsidiary   haulage    for 
bringing  the  coal  from  the  stalls  to  the  main  haulage  road, 
a  duty  done  in  most  cases  at  the  present  day  by  ponies. 
There  is  no  doubt  that  before  long,  independent  of  any 
humanitarian  sentiment,  mine  managers  will  find,  in  the 
interests  of  economy  alone,   that  it  is   much  better  to 
introduce  electric  haulage,  instead  of  horse-flesh,  as  not 
only  is  the  up-keep  less,  but  the  tirst  cost  is  less  also. 

PUMPING,  etc. 

Thus  it  will  be  seen  that  in  the  question  of  underground 
transport  alone,  there  has  been— and  still  is — a  very  Large 
field  for  the  mechanical  engineer,  and  with  the  develop- 
ment of  deeper  seams  and  extended  areas,  this  question 
alone  will  open  up  a  tremendous  field  for  the  introduction 
of  mechanical  appliances.  Already,  electric  locomotives 
have  been  introduced  into  many  American  collieries,  and 
once  a  useful  standard  has  been  adopted  in  this 
country,  there  is  a  probability  of  a  great  demand, 
especially  for  mines  with  fairly  level  workings.  Whilst 
on  the  question  of  transport,  it  must  not  be  forgotten  that 
many  modern  collieries  also  have  a  good  deal  of  surface 
transport  to  deal  with,  and  I  know  of  several  collieries 
where  they  keep  six  to  eight  locomotives  in  work,  and 
from  fifteen  to  twenty  miles  of  permanent  way,  all 
properly  equipped,  besides  keeping  up  a  large  quantity 
•    of  rolling  stock. 

Now,  as  we  can  very  easily  imagine,  one  of  the  most  diffi- 
cult questions  in  connection  with  mining  is,  keeping  the 
mines  free  from  accumulations  of  water,  and,  especially 
in  some  districts,  this  is  perhaps  the  heaviest  duty  to 
undertake  —  especially  in  sinking — until  the  artificial 
barriers,  whether  in  the  form  of  C.I.  tubbing,  or  in 
heavy  and  close  brickwork,  have  stemmed  out  the  tide 
from  the  water  bearing  strata.  In  many  cases  this  is 
surftcient,  as  deeper  down  the  strata  is  so  dry  that  the 
absence  of  water  becomes  a  danger,  and  now  in  many 
mines   the   water-cart   has  become   an    institution,    and 


makes  one  or  more  visits  daily  to  damp  the  dust  which, 
in  its  dry  state,  has  been  known  and  proved  to  be  the 
cause  of  dreadful  explosions  and  the  loss  of  many  dear 
and  precious  lives.  In  other  cases  water  is  present  to 
such  a  large  degree  outside  the  walled  barrier  of  the 
shaft  as  would  form  a  constant  source  of  danger  by  its 
sheer  weight  outside  tlie  shaft  walls,  and  frequently  it 
has  burst  its  barriers  and  flooded  a  shaft.  To  obviate 
this  danger  a  separate  shaft  is  sunk  to  the  water-bearing 
measures,  and  pumps  are  erected  to  drain  away  the 
water  and  thus  relieve  the  pressure.  It  is  of  great 
historic  interest  to  note  here  that  this  was  the  first  use 
that  steam  engines  were  ever  put  to,  for  it  is  on  record 
that,  in  the  year  1712,  Thomas  Newcomen  erected  his  first 
pumping  engine  near  to  Wolverhampton.  .\  number  of 
these  early  engines  are  still  to  be  seen,  and  some  of 
them  in  an  improved  stage  are  still  at  work  and  are 
doing  very  useful  service. 

VENTILATION. 

Another  colliery  institution  of  equal  importance  to  that 
of  pumping  is  the  question  of  ventilation,  and,  here,  again, 
the  mechanical  engineer  has  given  much  valuable  time 
to  the  study  of  the  question  of  the  mechanical  propulsion 
of  air.     Perhaps,  in  no  other  department  of  mechanical 
science  is  so  little  known  of  a  definite  niture  as  in  the 
question  of  fans,  and  none  to  which  more  attention  has 
been  given  with  so  poor  a  margin  of  success.     The  ideal 
fan  is  a  sort  of  philosopher's  stone,  and  the  fortunate 
individual  who  dreams  he  has  found  it,  is  often  subject  to  a 
rude  awakening.     F"or  instance,  we  may  have  heard  that 
some  particular  fan  will  deal  with  about  three  times  the 
cubical  contents  of  air  in  a  given  time  than  any  other  fan 
will.     This  may  be  true,  but  we  venture  to  predict  that 
if  that  fan  were  called  upon  to  deliver  air  at  10  in.  to 
16  in.  water  gauge,  there  would,  after  a  very  few  minutes, 
bean  addition  to  the  scrap  heap.    Nevertheless, a  number 
of  good    fans   have    been    produced,   and  the  names   of 
Waddel,  Guibal,   Kateau,  Capell,   Heenan,  and   Schiele 
have   given   reliable   instances    of    good   work    in    this 
direction.     Fans  for  mine   ventilation   are  mostly  direct 
driven.     But,  again,  many  are  rope  driven,  which  is  the 
next  best  thing,  as  the  fan  is  like  the  sanctuary  lamp- 
it  must  never  go  out.     Thus,  fan  engines  are  generally 
duplicated  ;  at  least,  if  they  are  not,  they  ought  to  be. 
CAGES. 
Having  now  had   a   good   look  round    below,  let   us 
follow  the  next  load  of  coal  taken  up  the  shaft  and  see 
what  is  taking  place  above  ground.      In  these  days  of 
quick  winding  and  large  outputs,  single  deck  cages  are 
not   sufficient,  so  two,  three  and  even  four  decks   are 
introduced.      This,   of   course,   introduces   complication 
above  as  well  as  below,  because,  if  time  is  to  be  saved 
and    real    efficiency  gained,  there    must    be    as    many 
landings  as  there  are  decks,  and  as  all  coal  tubs  must  be 
brought   to    one  uniform    level   when    they  reach   the 
screens,  it  is  necessary  to   make  arrangeinents   to  deal 
with  this  problem.     Mechanical  genius  has  again  come 
to  the  rescue.    This  difticulty  is  got  over  in  several  ways. 
First,  a  separate  stop  is   made  by  the  cage  at  each  floor,^ 
necessitating  very  nice  and  careful  handling  on  the  part 
of  the  engine-man,  which   is  cleverly  done,  but  also  at 
the  cost  of  wasting  the  time  for  actual  winding. 


Page's   Magazine. 


Secondly,  where  two  or  more  Uiiidings  are  provided, 
the  tubs  are  lowered  by  supplementary  cages,  the  loaded 
tubs  providing  power  for  Htting  up  the  empties. 

Tliirdly,  a  better  system,  where  the  banking  room 
allows  of  it,  is  by  a  system  of  gravitation  roads  and 
haulage  creepers,  as  is  well  illustrated  by  Bolsover, 
where  only  four  men  are  employed  in  banking  2,500 
tons  per  day. 

Fourthly,  a  new  system  was  introduced  some  twenty- 
live  years  ago  by  Mr.  G.  Fowler,  of  Babbington  Collieries, 
which  employs  hydraulic  power,  not  only  for  lowering 
the  tubs  from  the  high  level  to  ground,  but  also  for 
ejecting  the  tubs  from  the  cage  itself. 

The  apparatus  consists  of  two  vertical  and  two  hori- 
zontal rams  ;  by  the  side  of  the  winding  cages  there 
are  duplicate  cages,  one  side  of  which  holds  three 
empty  tubs,  whilst  the  other  side  is  empty.  When  the 
loaded  cage  is  drawn  out  of  the  pit,  and  is  brought  to  rest 
on  the  props,  the  horizontal  rams  are  set  into  motion 
behind  the  empty  tubs,  which  are  pushed  forward  into 
the  winding  cage,  pushing  out  the  loaded  tubs  into  the 
empty  duplicate  cage.  The  winding  cage  then  descends 
on  another  journey.  Then,  wliilst  the  winding  is  going 
on,  the  duplicate  cage  is  lowered  to  ground  level  and  the 
loaded  tubs  are  taken  off  and  empty  tubs  are  loaded  on 
the  opposite  side  and  raised  ready  for  a  repetition. 
Ninety  draws  per  hour  are  made  in  this  manner  from  a 
shaft  220  yards.  All  the  hydraulic  levers  are  under  the 
control  of  one  man,  who  occupies  a  sort  of  signal  box 
close  by  the  pit.  A  similar  arrangement  is  in  use  at  the 
pit  bottom,  with  this  exception,  that  whilst  at  the  pit  top 
the  pressure  is  obtained  by  means  of  a  hydraulic  pump 
and  accumulator,  the  pressure  at  the  pit  bottom  is 
obtained  by  tapping  the  tubbing  in  the  pit  shaft  at  the 
water-bearing  strata  and  conveying  this  down  the  shaft 
in  a  pipe  when  a  pressure  of  2S0  lb.  per  square  inch  is 
easily  obtained. 

SCREENING. 

Passing  on  now  to  follow  the  coal.  It  is  taken  by 
gravitation  roads,  self-acting  inclines,  or  endless  wire 
ropes,  to  the  screens,  which  are  now  one  of  the  most 
important  features  of  a  modern  colliery.  There  it  has  to 
be  sorted,  sized,  and  cleaned  ready  for  the  market,  and 
during  the  past  twenty-five  years  or  so,  when  the 
mechanical  banking  of  coal  was  first  introduced,  it  has 
developed  into  a  fine  art.  The  old  system,  which  most 
will  have  seen  in  operation  at  small  local  collieries,  was 
to  have  a  platform  fixed  about  5  ft.  high  above  the  rail 
level  and  along  the  side  of  the  railway  waggons,  and  the 
coal  tubs  were  brought  alongside  and  their  contents 
capsized  on  to  the  platform,  where  the  large  pieces  were 
picked  out  and  stowed  into  the  waggon  as  large  coal. 
Next,  the  cobbles  were  separated  by  a  six-pronged  fork, 
and  the  small  remaining  was  shovelled  into  the  waggon 
direct.  This  system  is,  of  course,  entirely  out  of  the 
question  for  large  outputs,  besides  which  modern  markets 
require  a  more  minute  classification  of  sizes,  and  it  is  no 
uncommon  thing  for  as  many  as  twelve  to  fourteen 
different  classes  of  coal  to  be  made  at  one  colliery,  all 
differing  in  size  and  quality. 

A  modern  screening  plant  generally  consists  of  one  or 
more  tipplers  for  emptying  the  tubs  of  their  contents,  a 


screen  or  riddle  for  separating  the  different  sizes,  and  a 
number  of  picking  and  conveying  belts  or  travelling 
tables  for  picking  out  the  stone,  bind  and  pyrites,  and 
delivering  the  coal  into  the  waggons.  In  typical  coal 
screening  plant,  the  coal  is  brought  from  the  pit  by  a 
creeper  or  self-acting  incline,  and  delivered  on  to  the 
tippler  platform,  where  it  is  tipped,  and  the  empty  tub 
returned  by  gravity  to  the  pit.  The  coal  is  then  passed 
from  the  tippler  down  a  fixed  bar  screen,  where  a  good 
deal  of  the  small  coal  is  taken  out  and  conveyed  by  a 
travelling  belt  to  the  slack  waggon  load.  The  large  coal 
then  passes  along  the  cleaning  belt,  where  stone  and 
other  impurities  are  dressed  off,  and  where  it  is  also 
separated,  should  the  seam  contain  two  or  more  qualities. 
The  coal  remaining  then  passes  on  to  the  shaking  screen, 
where  it  is  divided  into  nuts,  beans,  peas,  and  duff,  or 
as  many  sorts  and  sizes  as  the  market  demands. 

Different  localities  have  different  fashions  in  coal 
screening  plant,  due,  partly,  to  the  local  demands,  to  the 
quality  of  the  coal  and  the  usage  of  the  particular  neigh- 
bourhood. Thus,  South  Wales  scarcely  ever  makes 
more  than  two  sizes.  Yorkshire,  Lancashire,  Durham, 
and  the  North  more  generally  follow  the  same  plan  of 
first  screening  and  then  cleaning  the  coal  ;  but  Notting- 
hamshire, Derbyshire,  Leicestershire,  Warwickshire  and 
Staffordshire  go  in  largely  for  re-screening,  that  is,  before 
and  after  picking,  and  the  hand  loading  system  is  largely 
in  vogue,  which  consists  in  fixing  a  long  travelling  belt 
between  two  lines  of  waggons,  and  the  men  select  the 
coal  as  it  comes  along  and  hand-stow  it  in  the  creeper. 

The  value  of  the  paper  was  enhanced  by  illustrations 
of  typical  plant. 


THE  SPEED  REGULATION  OF  STEAM 
ENGINES,  STATIONARY  AND 
MARINE. 

IN  the  course  of  a  paper  on  the  above  subject  read 
before  the  Institute  of  Marine  Engineers,  Mr.  \V. 
Welbury,  of  Leeds,  explained  that  his  object  was  to 
point  out  the  condition  of  efficiency  attained  in  the 
speed  regulation  ot  the  stationary  engine,  to  give  some 
examples  of  this,  and  to  ask  why,  if  it  had  been  possible 
for  the  stationary  engine-builder  to  reach  such  a  state 
of  excellence  with  his  regulation,  the  marine  engineer 
had  made  no  serious  attempt  to  deal  with  this  matter  ? 
He  contended  that,  so  far  from  being  a  hopeless  matter, 
the  speed  regulation  of  marine  engines  was  quite  within 
their  reach,  if  they  would  only  investigate. 

STATIONARY    ENGINE   S 

The  two  different  methods  of  governing  stationary 
engines,  by  throttling  and  through  variable  expansion 
gear,  with  the  variations  of  these  methods  usually 
employed,  were  explained  and  contrasted,  it  being 
claimed  that  the  latter  was  not  only  the  better  method 
for  close  control,  bnt  that  an  economy  of  over  twelve 
per  cent,  in  steam  consumption  resulted  from  its  use. 
The  valves  generally  used  in  connection  with  governors 
were   also   described  ;   the  author    considered   that   the 


Notable  British   Papers  of  the  Month. 


381 


best  and  simplest  form  ot  variable  expansion  gear 
consisted  of  a  shaft  governor  coupled  direct  to  the 
distributinj;  valve,  which  should  be  a  balanced  slide 
valve.  This  form  of  gear  being  suitable  for  all  speeds, 
engines  up  to  3,000  i.h.p.,  fitted  with  it  were  working 
with  results  that  could  not  be  excelled,  either  for 
economy,  or  speed  regulation.  The  piston  valve  was 
not  suitable  for  use  with  variable  expansion  gear,  as 
it  could  not  be  kept  steam-tight  for  any  length  of  time. 
The  circumstances  connected  with  the  invention  of  the 
shaft  governor  by  Mr.  Wilson  Hartnell  were  related 
in  detail.  It  was  also  shown  why  it  is  impossible  to 
keep  the  speed  e.xactly  constant  under  varying  con- 
ditions of  load,  as  the  speed  must  change  before  the 
governor  could  act  and  thus  regulate  the  steam  supply 
to  the  engine.  It  was  possible  to  make  a  governor  so 
fine  as  to  keep  the  variation  of  speed  within  one  per  cent, 
of  normal,  but  this  was  not  advisable  where  sudden 
and  e.xtreme  changes  of  load  had  to  be  dealt  with,  as 
under  these  conditions  there  was  a  liability  to  set  up 
governor  hunting. 

In  engines  used  for  the  generation  of  electricity,  it 
was  now  realised  that  too  fine  regulation  was  a  mistake , 
more  particularly  where  alternating  current  was  used 
and  generators  had  to  run  parallel  in  this  case; 
especially,  the  governor  must  not  be  too  susceptible  to 
slight  changes  in  load,  or  a  condition  of  surging  was  set 
up,  caused  by  a  periodic  transfer  of  part  of  the  load  of 
one  generator  to  another  and  back  again.  This  might 
occur  to  such  an  extent  as  to  throw  the  generators  out 
of  step,  with  serious  results.  To  make  clear  what  was 
meant  by  alternators  running  in  parallel,  it  might  be  as 
well  to  give  a  simple  illustration.  The  alternators 
might  be  supposed  to  be  spur  or  cog  wheels  with  a 
certain  amount  of  slackness  between  the  teeth,  to  agree 
with  what  is  termed  the  "  Permissible  Allowable 
Variation  on  either  side  of  Rotation,"  this  variation, 
ranging  from  -83  per  cent,  of  the  circumference  on  the 
rotating  part  with  a  two-pole  machine,  to  -028  with  a 
60-pole  machine.  The  wheels  were  free  to  be  moved 
in  and  out  of  gear.  One  being  in  motion  at  the  desired 
speed,  to  get  another  one  in  gear  with  it  without  the 
teeth  coming  in  contact  with  each  other,  to  run  and  to 
come  out  of  gear  again,  under  the  same  conditions,  was 
what  was  required  to  be  done  ;  it  would  be  conceded 
that  to  accomplish  this  object  the  speed  regulation 
must  be  under  close  control.  The  present  excellence 
had  not  been  attained  without  considerable  research 
and  experiment;  the  stationary  engine  builder,  by 
perseverance,  had  overcome  what  at  one  time  seemed 
insurmountable  difficulties  and  now  regulated  his  engine 
speed  to  suit  any  requirements. 

MARINE    ENGINES. 

The  marine  engine  certainly  required  a  governor;  the 
changes  of  load  it  was  subject  to  were  so  great  and  so 
frequent,  that  it  seemed  strange  to  put  it  to  its  work 
without.  All  engineers  with  sea  experience  understood 
"  racing,"  what  an  uncomfortable  time  it  was.  and  how 
heavy  repair  bills  were  after  a  continuance  of  it,  if 
nothing  worse  happened.     The  worst  moments  of  a  race 


were  those  when  the  propeller  rose  out  of  the  water  and 
again,  when  descending,  its  blades  struck  the  surface. 
The  marine  engineer  had  never  inquired  thoroughly  into 
this  question,  or  made  a  special  study  of  it,  such  as  it 
deserved  and  would  repay,  for  a  great  amount  of 
damage  to  the  machinery  of  steamers  was  caused  by 
the  want  of  effective  speed  regulation.  Attempts  had 
been  made  to  check  this  wastage  by  strengthening 
certain  parts,  but  with  only  partial  success;  to  eradicate 
a  disease  it  was  first  necessary  to  remove  the  cause. 

The  reasons  given  by  the  marine  engineer  to  account 
for  his  neglect  of  this  important  matter  did  not  appear 
to  be  justified  by  facts,  and  might  be  summed  up  as 
follows  : — That  the  marine  engine  working  mostly  at 
full  load,  did  not  require  regulating.  That  the  tri- 
compound  engine  was  so  well  balanced,  it  did  not  race, 
or  raced  very  little,  that  he  had  tried  many  governors 
and  none  had  been  successful.  The  actual  facts  were 
that  breakdowns  were  on  the  increase,  many  of  which 
could  be  directly  traced  to  racing.  The  tri-compound 
engine  raced  more  than  the  engines  of  the  past,  for  it 
had  a  larger  volume  of  steam  not  under  control  of  the 
throttle  valve,  in  the  numerous  cyhnders,  steam  chests 
and  passages  between  it  and  the  condenser.  Thus 
hand  throttling,  which  was  so  effective  with  the  simple 
engine,  fairly  so  with  the  compound,  was  now  rarely 
resorted  to.  That  he  had  tried  many  governors  was 
no  doubt  correct  ;  but  were  measures  taken  to  prove 
that  the  principles  on  which  the  design  and  action  ot 
these  governors  were  based  were  such  as  to  promise 
success?  As  the  speed  of  the  stationary  engine  had 
been  under  control  for  a  long  time,  it  gave  sufficient 
grounds  on  which  to  base  inquiry.  The  absurd  claims 
made  for  some  of  these  governors  should  excite  suspi- 
cion, for  they  claimed  a  hner  regulation  than  could  be 
obtained  in  many  stationary  engines  with  good  flywheel 
allowance.  In  their  design  the  principles  of  speed 
regulation  were  not  considered ;  they  were  simply  made 
to  imitate  hand-throttling.  The  throttle-valve  had 
only  two  positions,  viz.,  full  open  or  dead  shut  ;  there- 
fore their  action  was  much  like  that  of  a  hunting 
governor. 

After  some  further  description  of  marine  engine 
governors  in  use  during  his  sea-going  days,  the  author 
said  he  considered  that  a  trial  of  these  governors  on  a 
stationary  engine  would  be  interesting  ;  for,  as  the 
most  potent  factor  in  speed  regulation  was  the  flywheel, 
and  as  this  could  not  be  used  to  assist  in  controlling 
the  marine  engine,  it  was  more  difificult  to  control,  so 
that  a  governor  to  regulate  the  latter,  must  first  be  able 
to  regulate  the  former,  as  it  was  a  simpler  task. 

That  it  was  possible  to  control  the  marine  engine 
within  such  fine  limits  as  the  stationary  engine  did  not 
seem  feasible,  neither  did  it  seero  necessary.  What 
was  required  was  such  control  as  would  eliminate  all 
heavy  shocks.  To  do  this  it  would  be  necessary  to 
find  some  means  which  would  replace  or  reproduce  on 
the  marine  engine  the  effect  of  the  flywheel  on  the 
stationary  engine  ;  to  attempt  to  control  the  speed 
of  any  multiple-e.Kpansion  machine  not  subject  to  this 
influence,  by  simply  throttling  the  steam,  was  useless. 


382 


Page's  Magazine. 


But  there  were  methods  of  replachig  this  influence 
which  promised  success.  First,  a  governor  might  be 
arranged  to  act  on  the  reversing  gear,  reduce  the  stroke 
of  the  valves  and  so  limit  the  admission  of  steam  to  the 
cyhnders.  Secondly,  the  governor  to  close  the  throttle 
valve,  after  which  the  steam  m  one  or  more  steam- 
chests  could  be  allowed  to  flow  into  condenser  ;  thus 
the  power  developed  by  theengine,  after  steam  was  shut 
off,  was  under  control.  Any  attempts  at  speed  control 
could  only  be  successful  if  carried  out  on  the  principles 
of  speed  regulation.  The  author  also  gave  some  prac- 
tical hints  on  designing  governors,  and  the  features 
which  he  considered  should  be  embodied  in  a  marine 
engine  governor.  The  paper  was  illustrated  by  means 
of  lantern  slides,  the  illustrations  shown  and  ex- 
plained being  the  McLaren  shaft  governor;  McLaren 
electric  lighting  and  power  engines,  both  open  and  en- 
closed types ;  Moscrop  slips  showing  how  the  engine 
can  be  varied  while  running  ;  the  effect  of  light  and 
heavy  flywheels,  both  with  and  without  governor  con- 
nected; indicator  diagrams,  showing  how  a  variable- 
expansion  governor  acts  as  a  throttling  governor,  etc. 


THE  CONVEYANCE  OF  MATERIAL. 

TV/TR.  G.  F.  ZIMMER,  Assoc,  M.Inst.C.E., 
■^^■*-  recently  contributed  a  paper  on  the 
mechanical  handling  of  material  to  the 
Institution  of  Civil  Engineers.  The  appliances 
were  described  under  three  heads,  viz.  : — 

(a)  Appliances  for  lifting  in  a  vertical  direction,  or 
from  one  level  to  another,  called  elevators  ; 

(b)  Appliances  for  moving  material  in  a  horizontal 
direction,  called  conveyors  ; 

I  (c)  Appliances  which  combined  the  two  former 
operations. 

ELEVATORS. 

Elevators  in  a  primitive  form  had  been  known  and 
used  for  a  considerable  time,  and  since  their  intro 
duction  had  undergone  little  alteration  except  in 
details.  They  consisted  of  endless  belts  or  chains  to 
which  suitably  shaped  buckets  were  attached,  and 
which  ran  over  two  terminal  pulleys  fixed  at  different 
levels.  Grain-elevators  were  usually  vertical,  and 
were  encased  in  wooden  and  iron  trunks  ;  while 
mineral  elevators  were  generally  in  a  slanting  position 
at  an  angle  of  45°  to  60°.  Grain-elevators  were  fitted 
with  leather  or  textile  bands,  while  mineral  elevators 
had  malleable  or  wrought-iron  chains  as  support  lor 
the  buckets.  Grain-elevators,  travelling  at  a  speed 
of  250  ft.  to  350  ft.  per  minute,  according  to  the  size 
of  their  terminal  pulleys,  could  deliver  satisfactorily 
if  in  a  vertical  position,  while  mineral  elevators,  w^hich 
travelled  at  the  rate  of  only  50  ft.  to  160  ft.  per  minute, 
required  the  incUned  position,  so  as  to  discharge  their 
load  clear  of  their  own  buckets.  Inclined  elevstors 
were  more  easily  driven  than  vertical  elevators,  on  the 


principle  of  the  inclined  plane.  In  vertical  elevators, 
in  order  to  effect  perfect  discharge,  the  centrifugal 
force  must  be  sufficient  to  overcome  the  gravity 
of  the  material  ;  so  for  a  specifically  heavy  material 
it  was  necessary  to  have  a  higher  centrifugal  force, 
that  was  greater  speed  of  elevator,  than  for  a  specificaUy 
lighter  material.  While  it  was  usual  to  run  conl- 
elevators  at  90  ft.  to  170  ft.  per  minute,  according  to  the 
friabihty  of  the  coal,  coke-elevators  ran  at  only  50  ft. 
to  90  ft.  per  minute.  On  the  other  hand,  minerals 
which  did  not  deteriorate  through  breakage  could  be 
elevated  at  the  rate  of  120  ft.  to  t6o  ft.  per  minute. 
A  very  rational  form  of  elevator  was  that  fitted  with  a 
continuous  chain  of  buckets.  It  was  of  much  larger 
capacity  than  an  ordinary  elevator  of  the  same 
dimensions.  It  received  and  deUvered  the  feed  more 
uniformly,  and,  as  the  buckets  need  not  plough 
intermittently  through  the  contents  of  the  elevator 
well,  slightly  less  driving  power  was  required. 

CONVEYORS. 

The  types  of  conveyor  were  numerous,  and  some  of 
them  were  of  great  antiquity.  The  oldest  type  was 
undoubtedly  the  Archimedean  screw,  worm,  or  spiral 
conveyor.  It  consisted  of  a  continuous  or  broken  blade 
screw  described  round  a  spindle,  revolving  in  a  suitable 
trough,  and  thus  propelling  the  material  slowly  from 
one  end  of  the  trough  to  the  other.  The  ratio  of  the 
diameter  to  the  pitch  of  all  worms  depended  upon  the 
kind  of  material  to  be  conveyed.  It  ranged  from  a 
pitch  of  one-third  of  the  diameter  to  a  pitch  equal 
to  the  whole  diameter  of  the  worm,  and  even  more. 
The  greater  the  pitch,  the  greater  the  driving  power 
required.  A  detail  of  great  importance  in  all  worm 
conveyors  was  the  intermediate  bearing.  This,  if 
cumbersome,  obstructed  the  passage  of  the  material,  a 
result  which  was  to  be  carefully  avoided.  Delivery 
of  the  material  from  a  worm  conveyor  could  be  effected 
at  a  number  of  points  :  it  was  only  necessary  to  pro- 
vide a  suitable  outlet.  The  principal  advantages  of  the 
worm  conveyor  were  its  simplicity  and  small  first  cost  ; 
it  was,  moreover,  of  great  service  where  a  mi.xing  of  the 
material  to  be  conveyed  was  desired.  The  chief 
disadvantage  was  the  large  amount  of  driving  power 
required,  and  the  breakage  of  the  material  conveyed. 
Conveyors  of  the  drag  or  push-plate  type  consisted 
of  a  fixed  open  trough.  The  material  to  be  conveyed 
was  deposited  in  this  trough,  and  was  pushed  or 
dragged  along  by  a  series  of  plates  attached  to  an 
endless  chain.  The  speed  of  travel  ranged  from  60  ft. 
to  180  ft.  per  minute.  The  cable  conveyor  consisted 
of  a  V  or  U-shaped  trough  through  which  was  dragged 
a  wire  rope  with  dish-like  attachments.  The  speed 
of  travel  was  100  ft.  to  1 20  ft.  per  minute. 

Band  conveyors  had  been  introduced  a  little  more 
than  twenty  years  ago,  and  were  now  one  of  the  best 
means  of  conveying  large  quantities  of  almost  all 
kinds  of  material,  especially  for  long  distances.  They 
consisted  of  a  band  which  ran  over  two  terminal 
pulleys.  Early  band  conveyors  had  been  almost 
entirely  used  for  conveying  grain.      The  tightening  of  a 


Notable    British    Papers   of   the    Month. 


^,83 


banil  conveyor  was  done  in  a  similar  manner  to  the 
tightening  of  elevators.  In  long  conveyors  the  tighten- 
ing-gear  consisted  of  a  pulley  held  in  tension  by  weights 
over  which  the  belt  passed.  The  tight  side  of  the  band 
was  the  one  which  should  preferably  be  used  for  con- 
veying the  material.  To  withdraw  the  feed  of  a 
band  conveyor  at  an  intermediate  point,  a  throw-off 
carriage  was  employe  3.  The  speed  at  which  band 
conveyors  for  grain  were  run,  varied  from  450  ft.  to 
600  ft.  per  minute.  The  lower  speed  was  for  oats  or 
other  grain  which  contained  a  quantity  of  chaff  that 
would  be  blown  off  the  band  at  a  speed  e.xceeding 
500  ft.  Maize,  beans,  and  heavier  seeds  were  conveyed 
at  the  highest  speed  of  600  ft.  per  minute.  Band  con- 
veyors for  heavy  materials,  such  as  coal,  coke,  minerals, 
etc.,  were  very  similar  to  those  previously  described, 
with  the  exception  that  all  the  fittings  were  much 
more  substantial.  The  principal  advantages  of  band 
conveyors  were  the  small  amount  of  power  required 
to  drive  them,  and  the  fact  that  they  did  not  injure 
the  material  conveyed.  The  disadvantages  were  that 
a  great  many  small  bearings  had  to  be  oiled  and  kept 
in  repair. 

The  continuous-trough  or  travelhng-trough  conveyor 
consisted  of  an  endless  trough,  the  sections  of  which  were 
riveted  to  the  links  of  suitable  chains.  The  endless 
trough  travelled  over  two  terminal  pulleys.  These 
conveyors  travelled  at  75  ft.  to  100  ft.  per  minute. 
They  were  in  their  construction  very  similar  to  the 
push-plate  conveyor,  but  each  section  of  trough  took 
the  place  of  a  push-plate  on  the  endless  chain. 

The  vibrating-trough  conveyor  was  the  latest  type, 
and  consisted  of  troughs  which  received  the  material 
at  one  end  and  delivered  it  to  the  other  by  means  of  a 
succession  of  suitable  backw-ard  and  forward  move- 
ments of  the  troughs.  These  might,  therefore,  be 
classed  together  with  the  two  previous  types,  the 
band  and  the  travelling-trough  conveyors,  as  in  all 
three  the  material  was,  so  to  speak,  conveyed  in  a 
trough  without  the  action  of  a  stirring  or  pushing 
element,  as  was  the  case  with  worms,  push-plates,  and 
cable  conveyors.  It  was  obvious  that  all  kinds  of 
materials  which  deteriorated  through  rough  treatment 
should  be  conveyed  on  appliances  of  the  last  three 
types.  The  support  of  the  trough  in  its  reciprocating 
motion  had  been  effected  by  flexible  legs  in  an  oblique 
position.  For  considerable  lengths  and  capacities  the 
conveyors  were  balanced.  The  load  could  be  fed 
into  or  withdrawn  from  any  of  these  conveyors  at 
any  number  of  points,  vrithout  cessation  of  work. 
The  material  travelled  at  the  rate  of  40  ft.  to  70  ft.  per 
minute. 

COMBINED     APPLIANCES. 

Under  the  heading  U)  there  were  only  two  types  to  be 
mentioned — the  travelhng,  or  tilting-bucket  conveyor 
and  the  pneumatic  conveyor.  The  former  consisted  of 
two  endless  chains  or  ropes  held  at  certain  distances 
apart  by  suitable  bars  which  were  fitted  with  small 
rollers  at  each  end.  Every  hnk,  and  sometimes  every 
second  link,  carried  a  bucket,  so  that  the  whole  was  an 


endless  chain  of  buckets,  which  were  not,  however, 
lixed  like  an  elevator  bucket,  but  were  movable,  and 
suspended  above  their  centre  of  gravity,  so  that  they 
w^ere  always  in  an  upright  position,  whether  they  were 
moving  horizontally  or  vertically.  Each  bucket 
carried  its  load  to  the  point  at  which  delivery  was 
required,  and  here  it  was  met  by  an  adjustable  device 
which  tilted  each  bucket  in  its  turn  and  thus  emptied 
the  contents.  The  material  to  be  conveyed  was  not 
injured  in  the  least.  Such  conveyors  required  little 
driving  power,  and  one  main  drive  was  sufficient  for  a 
whole  installation.  The  second  and  last  appliance 
under  this  head  was  the  pneumatic  elevator.  Mr.  F.  E. 
Duckham,  M.Inst. C.E.,  had  designed  the  apparatus 
which  had  been  in  use  at  the  Millwall  Docks  and  in 
docks  of  other  ports  since  1895.  The  plant  consisted 
of  an  air-tight  tank  from  which  a  pipe  was  connected 
to  the  bulk  of  material  to  be  conveyed.  The  air  was 
withdrawn  from  this  tank  by  means  of  a  second  pipe 
connected  to  an  exhauster,  and  as  the  air  passed 
through  the  first-named  pipe  it  drew  the  grain  with  it 
into  the  tank.  The  arrangement  for  removing  the 
grain  from  the  tank  without  destroying  the  vacuum 
was  described  and  illustrated.  The  Bohnder  timber 
conveyor  was  also  described. 

Provision  was  made  in  many  modern  power  stations, 
gasworks,  and   mines  for   automatic   handling   of   the 
materials  ;    and  there  was  no  reason  why  labour-saving 
appliances   should   not   be   employed   in   dock  worksi  . 
etc.,  for  the  handling  of  the  excavated  material. 


MINING    IN    KOREA. 

A  PAPER  on  this  subject  was  recently  given 
"^^  by  Mr.  L.  J.  Speak  at  a  meeting  of  the 
Institution  of  Mining  and  Metallurgy. 

NOT    OPEN     TO     FOREIGNERS. 

Korea,  he  said,  is  not  open  to  foreigners  for  mining, 
with  the  exception  that  one  subject  of  each  of  the  great 
Powers  may  secure  one  concession.  Until  recently,  only 
the  Americans,  British,  Germans,  and  Japanese  had 
located  their  concessions.  The  principal  terms  on 
which  these  concessions  are  granted  are  that  mining 
supplies  may  be  imported  duty  free,  and  that  the  king 
shall  receive  25  per  cent,  of  the  profits.  The  American 
concessionaires  compounded  for  this  tax  on  profits  by  a 
fixed  payment  of  about  i^.Soo  per  annum.  Other  con- 
cessionaires will  on  this  precedent  be  able  to  claim  the 
same  terms.  As  yet  the  American  concession,  which  is 
situated  in  the  north-west  of  Korea,  near  the  Man- 
churiau  frontier,  and  has  an  area  of  400  to  500  square 
miles,  is  the  only  one  which  has  arrived  at  the  pro- 
ducing stage. 

Considering  the  situation  and  the  size  of  the  con- 
cession, its  financial  history  is  probably  unique.  Starting 
about  five  years  ago  with  ten  light  stamps,  it.has  without 
further    capital    developed    and    equipped    itself    with 


384 


Page's  Magazine. 


200  stamps.     At  first  the  only  practicable  route  to  the 
mine  was  via  Seoul,   a  distance  of  about  250  miles. 
Later  a  route  was  opened  by  water  transport  to  Ping 
Yeng,    and   from    thence   about    120   miles   by    land. 
Now,  by  a  well-organised  service  of  schooners  and  flat- 
bottomed  boats,  the  company  is  able  to  land  most  of  its 
goods  during  the  period  of  summer  rains  direct  on  to  the 
concession  within  thirty  miles  of  all  its  mines. 
The  principal  mines  now  being  worked  are  : — 
I  Chittabalbie    ..      20  stamps 
'  "  '  ■  l^Maibong  .  .     40 

Group  B..     Kuk  San  Dong       2a 
„     /Tabowie  .  .     40 

■  '(Taracol  ..80        ,,  (in     course    of 

erection). 
In    addition    there    are    several    mines    where    pro- 
specting or  development  is  going  on,  and  there  "are  also 
several  mines  let  on  tribute  to  natives. 

The  three  groups  mentioned  above  are  about  twenty- 
two  miles  apart,  and  consequently  each  has  its  own 
superintendent.  All  the  mines  are  quartz  ledges  in 
granite.  The  mills  are  provided  with  vanners.  but 
have  no  cyanide  plant  for  the  tailings.  In  the  case  of 
one  mine,  the  concentrates,  which  are  very  rich,  are 
shipped  to  America,  but  as  a  rule  they  are  cyanided 
on  the  spot. 

GENERAL     CONDITIONS. 

Water  is  plentiful,  except  for  a  short  period  during 
the  height  of  the  winter,-  Lumber,  mining  timbers, 
and  cordwood,  though  not  too  plentiful,  are  cheap 
owing  to  the  cheap  labour,  but  steps  are  now  being 
taken  to  develop  a  water-power  scheme  in  order  to  pre- 
serve the  timber.  Labour  is  generally  plentiful,  but 
considerable  difficulty  is  met  with  in  obtaining  suitable 
white  foremen  and  overseers,  who  are  mostly  obtained 
from  the  Western  States  under  contract,  and,  as  in 
similar  cases  all  the  world  over  where  personal  selection 
is  not  possible,  are  not  always  satisfactory.  Japanese 
are  largely  employed  as  carpenters,  blacksmiths,  and 
engineers,  and  many  of  them  are  excellent  workmen  ; 
their  wages  are  mostly  three  shillings  per  day,  but  a  few 
get  more.  Chinese  are  largely  employed  as  surface 
coolies  in  the  mills  and  cyanide  works,  and  to  a  limited 
extent  underground.  They  are  preferable  to  Koreans 
for  such  employment,  as  they  work  more  regularly  and 
require  less  supervision.  They  are  also  indirectly 
useful  in  preventing  labour  troubles  and  checking 
thieving,  as  they  do  not  mix  with  the  Koreans.  The 
ordinary  wages  of  a  Chinaman  is  lojd.  per  day. 
Koreans  are  employed  for  the  rest  of  the  work  ;  their 
carpenters  are  expert  adze-men,  and  as  miners  and 
tool-sharpeners  become  very  efficient.  At  a  recent 
drilUng  contest,  the  winning  double-handed  team, 
using  -|-in.  steel  drills,  sharpened  in  the  ordinary  way. 
finished  22  in.  in  a  granite  boulder  in  ten  minutes. 

KOREAN  COOLIE  LABOUR. 

The  pay  of  an  ordinary  Korean  coolie  is  jid.  per  day, 
and  of  a  miner  or  carpenter,  is.  3d.  per  day.  No  food 
01  lodging  is  provided  for  any  of  the  Oriental  workmen. 
Koreans   run   most    of    the    hoisting    engines   and    no 


serious   accidents  have  occurred,     .\fter  allowance   is 

made  for  the  difficulties  of  language,  it  must  be  said 

that  these  Japanese,  Manchurians,  and  Koreans  are  as 

intelligent  and  as  capable  of  receiving  instruction  as  a 

European  would  be  who  had  been  brought  up  without 

knowledge  of  our  methods.     Their  religious  and  moral 

ideas  are  somewhat  crooked,  but  they  are  amenable  to 

common-sense.     A  Korean  is  not  so  conservative  as  a 

Chmese. 

The  main  principle  on  which  this  labour  is  managed 

is  to  have  all  natives  work  under  the  direct  supervision 

of  white  men  without  any  intermediate  native  foremen. 

With  proper  organisation  the  number  of  labourers  a 

white  man  can  look  after  is  mainly  determined  by  the 

extent  of  ground  they  are  spread  over.     At  the  Tabowic 

mine,  for  example,  eight  levels  are  open,  and  one  white 

overseer  is   required   to   look   after  four  levels.     The 

overseer  examines  every  hole  drilled  to  see  if  it  is  of 

proper  depth  and  correctly  placed,   and  that  it  is  a 

suitable  hole  for  a  charge  of  one-fifth  of  a  pound  of 

dynamite  ;    the  overseer  also  must  be  wide  awake  to 

the  possibilities  of  miners  omitting  to  blast  their  holes 

and  stealing  the  dynamite.     He  also  keeps  a  careful 

tally  of  steel  and  tools  in  use,  and  of  candles.     After 

a  short  experience  the  overseer  finds  he  can  do  thi; 

without   much   trouble,    and   can   very   quickly   detect 

delinquents.     Most  of  the  overseer's  time  is  occupied 

in  superintendnig  the  timbering,  and  the  tramming  of 

the  ore. 

THE    TABOWIE    MINE, 

The   follownig   is   the   actual   crew   emploved   in   the 
Tabowie  mine  during  May,  1902  : — 
Europeans    . .  i   foreman 

4  overseers 
Asiatics         .  .  2  timekeepers,    one    Korean,    aiul 

one  Japanese 
3   Korean  engineers  (hoist) 
2       ,.  .,         (pumps) 

2       ,,         firemen 

12  ,,         carpenters  and   timber- 

men 
100       ,,         miners 
10       ,,         tool  -  sharpeners        and 

helpers 
48       ,,         shovellers,  carmen. 

station-men.  etc. 

13  ,,  toolboys.  etc.  . 
altogether  five  Europeans  and  192  natives  ;  in  addi- 
tion there  is  the  frequent  help  of  a  gang  of  eight  surface 
coolies  and  some  work  done  in  the  general  workshops. 
During  the  month  the  above  crew  extracted  2,904  tons 
of  ore  and  put  in  366  ft.  of  drifts,  cross-cuts  and  raises." 
The  ground  is  not  hard,  but  it  all  requires  dynamite, 
and  also  requires  timbering  throughout.  The  slopes 
vary  from  4  to  15  ft.,  averaging  perhaps,  during  May, 
about  &  ft.  ;  all  slopes  are  timbered,  square  setts  being 
used  in  the  large  stopes. 

The  occurrence  of  the  ore-cluites  is  somewhat  com- 
plicated and  not  conducive  to  cheap  svstematic  sloping 
throughout.  The  bulk  of  the  ore  during  this  month 
was  hoisted  from  the  shaft. 


Notable    British    Papers  of   the  Month. 


385 


The  principal  stores  consumed  were  : — 
I,  lOG  lb.  dynamite 
5,500  detonators 
I  J, 000  ft.  of  fuse 

50  boxes  of  candles 
400  lb.  drill  steel 
590  mine  timbers 
8,960  ft.  of  planks  and  lagging 
48  cords  of  wood 

EXPENDITURE. 

The  total  expenses  were  as  follows  : — 
Europeans   . . 
Native  wages 
Stores  ;  shops  ;  coolie  gan^'.  etc.  . . 


270 
240 

£640 


equal  to  4s.  5d.  per  ton  mined  on  2,904  tons. 

Similarly  in  June,  with  3,220  tons  of  ore  mined,  the 
total  costs  equalled  3s.  8d.  per  ton,  and  in  July,  with 
3,350  tons,  3s.  5d.  per  ton. 

These  costs  include  all  maintenance  and  construction 
expenses  during  the  period,  and  also  an  amount  of 
development  work  exceeding  the  sloping  requirements. 
They  include  assaying  costs,  but  not  surveying  nor 
e.xpenses  of  general  management.  The  stores  are, 
however,  charged  to  the  mine  at  a  slight  profit,  and  the 
actual  native  wages  paid  was  about  £30  per  month  less 
than  stated  above  owing  to  the  present  low  price  of 
silver.  The  discount  on  silver  is  credited  to  general 
expenses. 

It  will  be  noticed  how  rapidly  the  costs  diminish  with 
increased  tonnage  ;  it  is  largely  on  this  account  that 
during  the  period  under  review  the  cost  of  mining  in 
other  places  on  the  concession  averaged  5s.  to  6s.  per 
ton.  The  different  mines  also  vary  much  in  working 
facilities  and  in  hardness  of  the  rock  ;  where  the  rock 
is  hard  less  timber  is  required,  which  nearly  compen- 
sates matters. 

On  the  whole,  raining  costs  in  Korea  may  be  roughly 
estimated  thus  :  With  a  stoping  width  not  less  than 
4  ft.,  and  where  there  is  not  an  excessive  amount  of 
dead-work,  the  total  cost  of  mining  will  be  from  4s.  to  5s. 
per  ton.  This  would  cover  all  ordinary  costs,  but 
would  be  exclusive  of  new  hoisting  engines  and  boilers 
or  shafts. 

In  milling  and  concentrating  recent  costs  have  been 
as  follows  : — 

Tabowie  Mill — Forty  stamps  with  vanners  and  canvas 
plant — 

Tons  mil'ci.  Cost  per  tun. 

May,  1902         ..         4,00s  IS.  8-8d. 

June,     ,,  . .  4,130  IS.   ,T'5d. 

July 4,589  IS.  ;-id. 

This  mill  is  run  by  steam  power,  wood  being  used  as 
fuel ;  the  screen  used  during  Mav  and  June  w'as  equal 
to  35  mesh,  and  during  July,  30  mesh.  The  mill 
is  not  new,  and  the  costs  include  all  maintenance  and 
repairs  of  both  mill  and  vanners,  as  well  as  assaying 
and  bullion  smelting  costs.  There  are  other  mills  on 
the   concession   working   at   approximately   the   same 


costs.  For  a  mdl  and  plant  of  forty  stamps  a  fair 
average  cost  of  working  would  be  is.  gd.  to  2s.  per  ton, 
according  to  price  of  fuel  and  situation.  In  the  mills 
Chinese  become  very  efficient,  as  they  are  usually 
experts  at  sign  language  ;  white  men  must,  however, 
invariably  be  present. 

The  work  accomplished  with  this  class  of  labour  in 
Korea  shows  what  may  be  hoped  for  with  regard  to 
future  mining  in  the  temperate  zones  of  the  Far  East. 


HYDRAULIC  MACHINERY  AND  THE 
DISTRIBUTION  OF  HYDRAULIC 
POWER. 

TX  the  course  of  a  paper  on  the  above 
-'-     subject,  contributed  by  Mr.  F.  J.  Haswell, 

M.I.Mech.E.,  at  a  meeting  of  the  Liverpool 
Engineering  Society,  the  author  dealt  at  some 
length  with  the  mechanically  produced  high- 
pressure  hydraulic  powers  supply,  with  special 
reference  to  the  more  recent  developments. 

THE   HYDRAULIC  DIRECT  ACTING   LIFT. 

The  hydraulic  direct-acting  lift  is  the  only  one  in 
w-hich  it  is  possible  to  apply  the  power  from  below, 
without  the  intervention  of  any  ropes  or  gearing,  and 
to  be  quite  independent  of  all  overhead  sheaves, 
girders,  etc.  ;  it  is  also,  perhaps,  the  nearest  approach 
to  absolute  safety  possible,  as  the  cage  is  supported  by  a 
steel  column  in  direct  contact  with  the  water,  the 
cylinder,  ram  and  cage  being  carried  by  solid  founda- 
tions. A  long  lift  of  this  type,  without  any  means  of 
balancing  the  weight  of  the  cage  and  ram,  is  not  a  very 
economical  means  of  using  power,  and  to  get  over  this 
difficulty,  and  to  dispense  with  the  old  chain  and 
balance  weight,  Mr.  Elhngton,  in  1880,  brought  out  his 
hydraulic  balance. 

.\s  the  cage  ram  has  to  be  considered  as  a  column 
supporting  its  load  at  the  top  extremity  of  its  stroke, 
it  is  generally  of  a  larger  area  than  would  be  required 
if  it  was  worked  direct  from  the  main  ;  the  accumulator 
pressure  must  therefore  be  reduced  to  suit  the  larger 
area. 

SUSPENDED  LIFTS. 

Several  excellent  types  of  hydraulic  suspended  hfts 
are  made,  and  where  circumstances  make  it  undesirable 
to  use  a  direct-acting  lift,  one  of  this  type  makes  a  very 
efficient  substitute.  The  hydraulic  apparatus  usually 
consists  of  a  refinement  of  .\rrastrong's  jigger  of  long 
stroke,  with  quadruple  wire  ropes,  each  one  being 
capable  of  supporting  the  load.  The  cage  is  balanced 
by  inverting  the  cylinder  so  that  the  ram  moves 
downwards ;  the  weight  of  the  ram,  ram-head,  sheaves, 
etc.,  thus  acts  as  a  counterweight;  any  additional 
weight  required  can  be  slung  from  the  ram  head,  or  an 
additional  overhead  sheave  and  independent  balance 
weight  provided.  This  arrangement  does  away  with 
the  danger  of  the  ram  descending  by  gravity  without 


386 


Page's    Magazine. 


the  cage  if  the  latter  should  stick  and  the  water  leak 
or  syphon  out  of  the  cylinder.  In  the  differential 
lift  the  ram  runs  right  through  the  cylinder,  but  is 
reduced  in  diameter  for  half  its  length,  the  pressure 
acting  on  the  annular  area  or  difference  between  the 
two  diameters. 

The  multiplying  sheaves  are  generally  attached  to  the 
small  end  or  tension  rod.  The  safety  gear  should  be 
attached  to  the  underside  of  the  cage  and  not  the  top, 
as  is  sometimes  done  ;  in  the  latter  case  it  is  necessary 
to  make  the  sides  and  bottom  of  the  cage  stronger  than 
would  otherwise  be  required,  in  order  to  resist  any 
strain  caused  by  the  safety  gear  coming  suddenly  into 
action. 

An  intensifier  is  practically  an  inverted  balance 
minus  the  weights.  Pressure  is  admitted  to  the  large 
ram  and  work  taken  off  the  small  one,  the  pressure 
being  increased  in  the  ratios  of  their  areas.  By  a 
proper  proportioning  of  these,  any  desired  pressure 
can  be  obtained  ;  they  are  used  for  increasing  the 
pressure  in  cyUnders  for  packing,  pipe  drawing,  metal 
squeezing  and  testing,  and  many  other  purposes  where 
a  very  high  pressure  is  required.  When  a  continuous 
flow  of  intensified  water  is  demanded,  the  machines  can 
be  used  in  pairs  or  groups  placed  side  by  side,  each 
automatically  working  the  valve  of  its  neighbour. 

MINE    PUMPS. 

As  collieries  increase  in  depth,  the  drainage  problem 
,  increases    proportionately.     It    will    therefore    be  in- 
teresting    to     consider     what     advantages    hydraulic 
transmission  of  power  for  pumping  enjoys  over  other 
means  for  this  purpose. 

For  lifting  water  from  great  depths — 700  to  900  yards 
— the  old  fashioned  bucket  pumps  driven  by  gearing  are 
not  satisfactory  ;  they  are  expensive  to  maintain,  have 
a  low  efficiency,  and  take  up  valuable  space  both  inside 
the  shaft  and  above  the  ground.  Steam  pumps  are 
objectionable  on  account  of  the  loss  due  to  condensation 
in  the  long  hne  of  pipe  ;  the  heat  lost  by  radiation 
raises  the  temperature  in  the  pit  and  necessitates 
expensive  ventilating  plant.  Electric  transmission 
would  appear  to  possess  advantages  not  offered  by 
other  means,  but  on  examination  these  apparent 
advantages  are  considerably  discounted.  Electric 
machinery  is  perhaps  the  most  delicate  of  all,  and 
requires  constant  care  and  more  attention  than  it 
would  get  at  the  lowest  depth  of  a  mine  ;  its  enemy, 
water  and  damp,  is  there  in  abundance,  and  a  cable  and 
motor  charged  with  a  high  tension  current  are  not  the 
safest  of  neighbours  in  the  already  dangerous  atmos- 
phere. But  perhaps  the  electric  motor  would  show  its 
weakest  point  in  the  event  of  the  mine  becoming  flooded 
in  part  or  wholly  ;  the  motor  would  be  "  drowned  " 
and  the  pumps  useless  at  the  time  when  most  urgently 
needed.  This  emergency  would  affect  the  efficiency 
of  the  hydraulic  pump  favourably,  as  there  would  be 
greater  head  on  the  suction  and  a  less  unbalanced  head 
in  the  delivery  pipe  ;  it  would  work  for  a  considerable 
length  of  time  under  water,  as  lubrication  would  be 


applied  to  the  pressure  water  in  the  suction  tank  or 
through  an  automatic  lubricator  lixed  in  the  pressure 
main  at  any  point. 

The  pump  itself  could  be  started  and  stopped  from 
the  surface,  frequent  visits  to  it  being  unnecessary. 
The  pressure  pump  on  the  surface  could  be  driven  by 
electric,  gas,  oil,  steam,  hydraulic  or  any  other  motor. 
These  facts  taken  in  conjunction  with  the  simplicity 
and  reliability  of  hydraulic  machinery  would  lead  one  to 
take  a  sanguine  view  of  the  future  of  hydraulic  mine 
pumps,  and  I  would  venture  to  prophesy  that  they 
will  be  as  much  used  in  this  country  as  they  are  on  the 
Continent  and  in  the  United  States. 

SEWAGE    PUMPS. 

In  low-lying  districts  subject  to  flooding,  or  where 
the  flow  in  the  sewers  is  impeded  by  tidal  action, 
hydraulic  pumps  are  used  with  considerable  success. 

A  complete  installation,  consisting  of  a  central 
pumping  station,  accumulator,  etc.,  and  over  eight  miles 
of  5-in.  main  working  thirty-four  Ellington's  patent 
automatic  pumps  in  seventeen  sumps,  connected  to 
the  sewers,  have  been  at  work  in  Buenos  Ayres  since 
1893. 

They  are  all  single  acting  ;  the  pressure  water  is 
admitted  by  a  common  slide  valve  through  the  ram 
to  the  cylinder,  which,  it  will  be  seen,  is  placed  inside 
the  large  displacement  plunger  ;  this  is  driven  dowii  by 
the  pressure  and  Ufts  the  sewage  into  the  rising  sewer. 
The  return  stroke  is  made  by  the  small  push  back  rams, 
which  are  constantly  under  pressure  and  take  the 
place  of  balance  weights  and  chains. 

The  diameter  of  the  plungers  is  30  in.,  and  the  stroke 
varies  with  the  work  required,  the  head  and  friction  on 
the  delivery  sewers  being  different  at  different  sumps. 
The  maximum  speed  of  working  is  ten  double  strokes 
per  minute  ;  ■  they  are  started  and  stopped  auto- 
matically by  a  float  actuated  by  the  rise  and  fall  of  the 
sewage  in  the  sump,  one  pump  being  placed  lower 
than  its  fellow,  in  order  that  it  may  do  its  full  work 
before  the  second  starts.  The  work  was  carried  out  by 
the  Hydraulic  Engineering  Company,  of  Chester,  to  the 
order  of  Messrs.  Bateman,  Parsons,  and  Bateman,  the 
engineers  to  the  Argentine  Government.  The  efficiency, 
including  all  losses  in  the  valves,  mains,  etc.,  at  full 
speed,  averages  about  41  per  cent.  This  compares 
favourably  with  the  compressed  air  system,  which  has 
an  efficiency  of  about  20  per  cent.  (Proc.  I.M.E., 
July,  1895,  p.  378).  The  same  system  has  been  adopted 
for  the  drainage  of  Woking  and  district,  and  a  somewhat 
similar  installation  is  in  use  at  Margate  {Ency.  Britt., 
Edition  10,  Vol.  XXXI.,  p.  89?). 

EJECTORS. 

Where  only  small  amounts  of  water  or  sewage  have  to 
be  dealt  with,  an  almost  ideal  apparatus  is  provided 
by  the  automatic  ejector.  It  is  used  extensively  in 
buildings  whose  basements  or  cellars  are  below 
sewer  or  tide  level,  and  consists  of  a  small  hydraulic 
ejector  with  a   nozzle  about  li'.j-in.   bore,  pressure    to 


Notable   British    Papers   of   the    Month. 


3S7 


which  is  controlled  by  a  side  valve  in  conjunction  with 
a  hydrauhcally-operated  stop  valve.  It  is  stopped  and 
started  bv  an  adjustable  float,  which  shdes  on  a  tappet 
rod  connected  to  the  slide  valve  lever  ;  the  travel  of 
the  float  and  range  of  rise  of  the  water  can  be  adjusted 
as  required.  The  water  in  rising  carries  the  float  up 
until  it  engages  with  the  top  tappet  on  the  rod  and 
sets  the  apparatus  in  action,  which  does  not  cease  until 
the  water  falls  to  its  lowest  level,  when  the  weight  of 
the  float,  resting  on  the  bottom  tappet,  carries  down  the 
lever,  shuts  oH  the  pressure  and  stops  the  apparatus. 
It  is  compact  and  usually  placed  in  a  sump  below  the 
floor  level.  Many  of  them  are  working  in  Liverpool. 
The  first  one,  which  was  fixed  over  two  years  ago,  was 
in  operation  for  eighteen  months,  working  for  three 
periods  of  five  minutes  each  every  twenty-four  hours, 
without  any  adjustment  or  repairs  whatever,  and  was 
then  examined  as  a  matter  of  precaution.  The  maxi- 
mum height  to  which  water  has  been  lifted  is  about 
35  ft.,  and  the  consumption  of  power  water  about 
4i  gallons  per  minute. 

Power  being  left  on  the  pipes  day  and  night,  they  are 
always  ready  to  cope  with  any  sudden  emergency, 
such  as  an  exceptionally  high  tide  and  heavy  downpour 
of  rain  combined. 

ROCK     DRILLS. 

Actuated  by  hydraulic  power,  rock  drills  have  many 
advantages.  At  the  work  in  connection  with  the 
boring  of  the  Simplon  Tunnel,  after  many  experiments 
and  trials,  the  "  Brandt''  hydrauUc  drill  was  adopted 
as  most  suitable  ;  it  consists  of  a  direct-acting  hydraulic 
cylinder  with  a  piston  of  about  29  square  inches  eftective 
area,  the  piston  rod  having  a  mandrel  at  its  forward  end 
to  which  the  hollow  bit  is  secured.  This  bit  has  three 
fangs  or  cutting  edges  and  is  held  up  to  its  work  by  the 
pressure  on  D.A.  piston  and  revolved  by  two  small 
cylinders,  each  one  i|  in.  diameter  by  2f  in.  stroke, 
bolted  to  the  feed  cyhnder.  The  exhaust  water  can 
be  discharged  direct  inside  or  outside  the  hollow 
cutter,  thus  cooHng  it,  and  at  the  same  time  washing 
the  debris  out  of  the  hole  and  keeping  the  atmosphere 
clear  of  dust. 

The  maximum  revolutions  of  the  drills,  which  are 
3  in.  diameter,  three  being  mounted  on  one  carriage, 
are  ten  per  minute,  but  these  and  the  pressure  vary  with 
the  character  of  the  work.  With  the  lower  pressure  of 
680  pounds  square  inch  and  the  drill  working  in  friable 
limestone,  the  total  pressure  on  each  cutter  is  9,000  kilos 
(about  20,000  pounds),  the  average  advance  is  8  metres 
(26J  ft.)  per  day  of  twenty-four  hours  ;  number  of 
blasts  six  to  eight,  and  quantity  of  material  removed 
each  time  is  about  4  ft.  of  the  heading,  or  260  cubic  feet. 
In  harder  rock,  quartz,  spar  and  mica,  a  higher  pressure 
is  used  {1,175  pounds  square  inch),  and  the  amount 
removed  about  160  cubic  feet  per  blast. 

PELTON     MOTOR. 

The  special  form  of  impulse  turbine,  known  as  the 
Pelton  Wheel,  has  been  in  general  use  for  many  years  in 
the"  United  States,  where  its  simplicity  of  design  and 
small  cost  of  maintenance  and  repairs  has  been  fully 


appreciated,  but  it  is  in  comparatively  recent  years  that 
it  has  been  introduced  into  this  country  and  adapted 
to   high   velocity   jets.     It   consists  of   a   wheel   with 
buckets  or  cups  generally  shaped  in  the  form  of  two 
U's  joined  thus,    ui,  which  are  mounted  on  the  peri- 
phery, and  one  or  more  nozzles.     The  jet  strikes  the 
centre  web  of  the  buckets  and  re-acts  on  the  "  wings  " 
before  falling  into  the  exhaust  tank.     It  is  well  to  bear 
in  mind  that  at  a  given  working  pressure  the  speed  of 
the  periphery  is  the  same  for  all  powers  ;    the  power 
of  a  given  diameter  of  wheel  can  be  varied  only  by  ad- 
justing the  diameter  of  the  nozzle  or  altering  the  number 
of  jets,   and   so   making    the   consumption    of   water 
correspond  with  the  work  given  out.     When  the  power 
required  is  constant,   such  as  for  hair  brushing,   tea 
mixing,  circular  saws,  ventilating  fans,  etc.,  the  simple 
motor  described  is  suitable.     It  practically  requires  no 
attention  beyond  oiling  the  bearings,  and  where  these 
run  in  an  oil  bath  it  will  run  for  a  month  or  more 
literally     unnoticed,     and     is     therefore     particularly 
suitable    for    situations  where  no  skilled  attention  is 
available.     One  of  these  motors  has  been  under  the 
author's  personal  observation  for  the  past  seven  years, 
and  has  not  had  repairs  of  any  description.     When  the 
power  required  varies  and  the  variations  are  known, 
two  or  more  nozzles  of  different  diameters  can  be  fitted, 
one  by  itself   giving  (say)  I  h.p.,  the  other  2  h.p.,  and 
both  together  3  h.p.  ;   or  two  or  more  motors  can   be 
mounted  on  the  same  shaft  with  similar  results.     When 
very  steady  running  is  required,  as  in  driving  a  dynamo 
for  electric  light  or  power  work,  and  the  pressure  and 
load   are   subject   to   slight   variations,   a  governor  is 
required.     A  simple  but  uneconomical  form  is  used  m 
the  United  States,  where  water  power  is  cheap  and 
natural  heads  abound  ;    the  nozzle  is  pivoted  and  its 
position  controlled  by  the  governor,  which,  as  the  speed 
rises,  lowers  it,  so  that  the  jet  clears  the  buckets  of  the 
wheel  ;  but  where  the  water  passes  through  a  meter  and 
is  sold'by  the  unit  some  more  economical  method  must 
be  used      As  the  speed  of  the  water  at  a  pressure  of 
750  pounds  square  inch  is  320  ft.  per  second,  revolutions 
of  motor  from  1,500  to  2,000  per  minute  and  areaot 
nozzle  only  -072  in.  to   give  i  h.p.,  the  problem  is  by.no 
means  a  simple  one.  but  it  has  been  very  fairly  met  by 
the  HydrauUc  Engineering  Company,  of  Chester,  who 
have  adopted   an   arrangement   consist  mg  of  a  solid 
cone    which  fits    inside    the   jet   cone.     -As   the  work 
fluctuates  the  solid  cone  is  withdrawn  or  advanced  by 
the     governor,    liberating   or   throttling   the  water   as 
required.      A    hand-regulating    device    on    the    same 
principle  is  used  where  a  governor  is  not  necessary. 

BELL     RINGING     APPARATUS. 

\mong  the  many  minor  apphcations  of  hydraulic 
power  may  be  mentioned  an  ingenious  arrangement 
for  ringing  fog  bells  at  the  N.E.R.  Co.'s  docks  at  Hull. 
It  consists  of  a  small  hydraulic  cyhnder  fitted  with  a 
piston  and  rod,  which  latter  extends  up  to  and  beyond 
the  bell  At  its  top  end  there  is  a  tappet,  which  in 
rising  lifts  a  small  trigger  at  the  end  of  a  bell  crank 


Page's  Magazine. 


lever,  on  the  otlier  arm  ol  which  is  attached  the  hammer 
for  striking  the  bell.  After  the  tappet  has  reached  the 
top  end  of  its  stroke  the  trigger  falls,  and  upou  the 
return  stroke  the  tappet  engages  the  top  side  of  the 
lever,  raising  the  hammer.  When  the  tappet  slips 
past  the  end  of  the  lever  the  hammer  falls  and  strikes 
the  bell.  The  valve  which  operates  the  mechanism 
is  a  circular  balanced  D  valve,  rotated  by  a  three- 
arm  tumbler  arrangement  actuated  by  a  tappet  worked 
from  the  lower  end  of  the  piston  rod.  The  gong  is 
timed  to  sound  once  every  twenty  seconds,  the  timing 
arrangement  being  a  simple  gun-metal  diaphragm,  the 
correct  diameter  of  the  hole  in  the  middle  being  arrived 
at  by  experiment.  Mr.  George  Shaw,  the  assistant  dock 
engineer,  who  designed  the  apparatus,  says,  "  In 
seeking  for  a  means  of  tolling  the  bell,  hydraulic 
power  was  at  once  deci-ded  upon.  The  mechanism  for 
utilising  h.p.  is  at  once  simple,  and  the  first  cost  and 
subsequent  upkeep  is  small.  The  bell  has  been  in 
operation  for  seven  years  and  has  given  every  satis- 
faction. The  pressure  of  the  water  in  the  main  is  a 
maximum  of  800  pounds  per  square  inch." 

ARTIFICIAL     FLAGSTONE     PRESS. 

The  Liverpool  Corporation  have  for  some  time  used 
hydraulic  presses  for  making  concrete  paving  slabs, 
made  from  a  mixture  of  Portland  cement  and  clinker 
from  a  refuse  destructor.  A  cast  iron  mould  is  filled 
with  the  proper  mixture  of  concrete,  which  has  above 
andbelow  it  a  porous  cloth.  The  mould  is  pushed  into 
the  press  by  a  small  hydraulic  cylinder  and  piston. 
The  pressure  from  the  hydraulic  miin  is  admitted  to 
two  cylinders  whose  rams  hold  the  die  in  position 
against  the  cross-heads  of  the  press,  and  also  to  a  larger 
central  ram  which  forces  up  the  loose  diaphragm 
compressing  the  concrete  and  driving  out  a  large 
proportion  of  the  water  contained  in  it.  By  another 
movement  of  the  same  lever  the  pressure  water  is 
diverted  from  the  press  cylinder  into  that  of  an  inten- 
sifier,  and  communication  is  opened  between  the 
intensifier  and  the  press,  raising  the  pressure  in  it  to 
2i-  tons  per  square  inch,  and  driving  still  more  water  out 
of  the  mould.  The  diaphragm  is  clamped  to  prevent 
the  slab  falUng  out,  drawn  out  of  the  press  by  the  piston 
and  turned  upside  down.  A  small  hydraulic  lift 
carrying  a  trolley  is  run  up  beneath  it,  the  clamp 
released,  and  the  finished  slab  removed  and  stacked 
for  drying,  leaving  the  reverse  side  of  the  die  readv  to  be 
filled  with  concrete  for  another  slab.  A  second  die 
with  traversing  gear  and  lift  has  been  fitted  at  the 
opposite  side  of  the  press,  so  that  one  mould  can  be 
prepared  while  the  first  is  under  pressure.  This  press, 
and  many  more  similar,  was  designed  and  constructed 
by  Messrs.  C.  and  A.  Musker,  of  Liverpool. 

FIRE     EXTINGUISHING    APPLIANCES. 

The  velocity  of  a  high  pressure  jet  of  water  can  be 
usefully  employed  in  reinforcing  or  intensifying  the 
pressure  delivered  from  the  ordinary  town  main.  'Jhe 
late  Mr.  Greathead  made  use  of  the  injector  or  jet 
pump  principle  in  his  combination  hydrant,  which  is  an 


ordinary  hydrant  with  the  addition  of  a  nozzle  of  small 
bore  in  its  centre,  connected  to  the  high  pressure  main. 
The  large  body  of  water  is  supplied  from  the  low  pressure 
main  tank  or  dock,  and  the  lifting  power  from  the  high 
pressure  main.  With  a  low  pressure  supply  of  (say) 
thirty  pounds  per  square  inch,  a  jet  of  150  gallons  per 
minute  through  200  ft.  of  2+-in.  hose,  with  a  i-in.  nozzle, 
can  be  thrown  to  a  height  of  from  70  to  90  ft.,  the  pro- 
portion of  power  water  to  that  lifted  being  about  25  to 
100.  At  Melbourne,  where  the  town's  pressure  is  low, 
an  injector  hydrant  is  connected  to  a  system  of  small 
sprinkler  pipes  spread  over  the  roof  and  windows  of  a 
large  building,  so  that  when  the  pressure  is  turned  on, 
a  protecting  sheet  of  water  is  spread  over  the  building. 
An  arrangement  by  which  the  injector  hydrant  can 
be  worked  automatically  has  been  designed  and 
patented  by  Mr.  Ellington.  The  hydrants  are  con- 
nected to  the  high  and  low  pressure  mains  or  suction 
tank  in  the  usual  way,  and  the  valve  controlling  the 
admission  of  the  high  pressure  water  is  operated  by  a 
small  accumulator.  A  slight  leak  is  allowed  through 
this  valve  sufficient  to  cause  the  accumulator  to  fall 
slowly ;  when  it  gets  near  the  bottom  of  its  stroke 
it  further  opens  the  valve,  rises  again  and  shuts  the 
valve  and  thus  continues  until  a  demand  is  made  on  the 
hydrants,  when  the  reduction  of  pressure,  due  to  the 
increased  velocity  of  the  water,  causes  the  accumulator 
ram  to  fall  sharply  and  fully  open  the  valve,  admitting 
the  high  pressure  water  to  the  nozzle,  and  injects  the 
combined  jets  into  the  sprinkter  pipes  or  fire  hose. 

Pressure  is  constantly  on  the  pipes,  the  apparatus 
thus  being  ready  for  action  at  any  moment.  Several 
are  at  work  in  London,  Manchester,  etc..  but  the 
excellent  fire  service  provided  by  the  Liverpool  Cor- 
poration rather  militates  against  their  extensive 
adoption  in  this  city.  The  use  of  the  apparatus  in 
connection  with  automatic  sprinklers,  etc.,  has  been 
accepted  by  the  Fire  Insurance  Committee  as  entitling 
users  to  a  special  discount  from  insurance  rates. 

LUBRICATING. 

To  secure  easy  and  satisfactory  working  of  any 
machine,  it  is  essential  that  the  working  parts  be  kept 
properly  lubricated  ;  the  working  faces  of  slide  valves 
are  no  exception  to  this  rule.  In  installations  where 
return  mains  are  provided,  and  the  same  water  is  used 
over  again,  it  is  usual  to  mi.x  with  it  soft  soap  or  other 
lubricant.  In  most  public  hydraulic  power  supplies 
this  is  impracticable,  and  provision  has  to  be  made  for 
introtlucing  from  time  to  time  small  quantities  of  lubri- 
cant as  near  as  possible  to  the  point  where  needed. 
A  number  of  devices  for  this  purpose  have  been  de- 
signed, and  among  jthe  .best  in  use  at  [present  is  that 
known  as  Thornton's  lubricator.  Another  useful 
lubricator  is  known  as  Waygood's.  It  consists  of  a 
cylinder  with  tight-fitting  piston,  with  piston-rod  of 
rather  large  area.  The  lubricant  is  placed  in  the 
annular  space  surrounding  the  rod,  and  pressure 
admitted  to  both  sides  of  the  piston,  the  difference  of 
area  causing  it  to  ascend  and  force  the  oil  into  the 
pressure  pipe.        I'he  rate  of   movement   is  controlled 


Notable   British    Papers   of  the   Month. 


389 


by  a  screw-down  cock  as  in  a  sight-feed  lubricator. 
Many  more  applications  of  hydraulic  power  might 
be  mentioned  if  time  permitted,  such  as  shearing  and 
punching  machines,  riveters,  manhole  cutting  machines, 
portable  drilling  and  tapping  machines,  waggon  tra- 
versers, coal  hoists,  capstans,  dock  gate  sluice  and 
bridge  gear,  etc.  ;  but  at  the  same  time  it  is  not  asserted 
that  hydraulic  transmission  of  power  is  the  only 
system  suitable  in  all  cases  and  on  all  occasions.  It, 
like  other  means  of  distribution,  has  its  field,  and 
hydraulic  power  seems  to  be  marked  out  by  natural 
selection  as  the  most  suitable  means  for  actuating 
machinery  where  power  has  to  be  employed  in  pro- 
ducing rectilinear  motion  intermittently  through 
comparatively  short  distances.  In  most  power  trans- 
mission plants,  other  than  for  tramway  or  railway 
■work,  the  demand  is  of  a  very  intermittent  character, 
and  the  system  of  small  generating  units  adopted  in 
hydraulic  stations  is  one  which  lends  itself  to  the  most 
economical  production  of  power.  The  engines  are 
automaticallv  controlled  by  the  accumulator,  and 
regulate  their  speed  to  suit  the  output,  thus  avoiding 
unnecessary  wear  and  tear,  and  the  reduction  of  mechan- 
ical efficiency,  which  takes  place  when  engines,  though 
not  fully  loaded,  have  to  be  nin  at  a  constant  speed. 


COST     OF     HYDRAULIC     POWER. 

As  to  the  cost  of  producing  hydraulic  power.  The 
most  authoritative  and  detailed  statement  on  the 
subject  is  contained  in  a  paper  read  bofore  the 
Institution  of  Mechanical  Engineers  by  Mr.  E.  B. 
Ellington  (Glasgow  Meeting,  1895)  and  supple- 
mented in  the  Eiicvchpo'ilia  Bri/antiica.  edition  10, 
volume  31. 

In  the  former  a  comparison  is  made  between  the  cost 
of  a  public  supply  of  hydraulic  power  and  that  of 
electricity  obtained  from  a  central  station  on  almost 
exactly  the  same  scale.  The  particulars  were  taken 
from  the  records  of  the  London  Hydraulic  Power 
Company  and  of  the  Westminster  Electric  Supply 
Corporation  for  the  year  1S94.  It  is  shown  that, 
reducing  both  to  a  common  basis,  the  station  cost  of 
hydraulic  power  is  5'l72d.  per  1,000  gallons,  and  the 
corresponding  cost  of  an  equal  amount  of  electric 
energy,  9-oi4d.,  or,  reduced  to  Board  of  Trade  units. 
o'793d.  and  1.383d.  respectively.  At  the  Wapping 
Pumping  Station  of  the  London  Hydraulic  Power 
Company,  taking  rough  small  coal  at  los.  a  ton,  the 
station  cost  for  the  year  igoo  came  out  at  less  than 
kl.  {■465d.)  per  electric  unit,  or  a  little  more  than  3d. 
per  1. 000  gallons. 


COMING    EVENTS:    APRIL— MAY,    1903. 


ApriL 

1st.— Society  of  Arts  :  Ordinary  Meeting. 

2nd. — Civil  and  Mechanical  Engineers'  Society:  Paper — 
"Recent  E.xperiments  with  Centrifugal  Fans,"  by  Mr. 
\V.  Gilbert,  Wh.Sc,  A.M.lnst.C.E.,  at  S  p.m. 

3pd. — Institution  of  Junior  Engineers  :  Paper — "  Greasy 
Condensation  Water  as  Boiler  Feed,  "  by  Mr.  William 
Paterson,  at  8  p.m. 

4th. — Manchester  .Association  of  Engineers;  .Afternoon  : 
Inspection  of  Municipal  School  of  Technology  ;  Even- 
ing :  Tea  at  Grand  Hotel.  Paper— "The  Practical 
Training  of  Engineering  Employers,"  by  Mr.  M. 
Ingram,  at  7  p.m.  —  Birmingham  Association  of 
Mechanical  Engineers  :  Paper — "  Steam  and  Steam 
Engine;  Has  the  Last  Word  been  Said?"  by 
Mr.  J.  Batey,  at  7  p.m. 

6th. — North-East  Coast  Institution  of  Engineers  and 
Shipbuilders  :  Council  Meeting  at  Newcastle. — Society 
of  Engineers  ;  Ordinary  Meeting,  at  7.30  p.m. 

7th.  — Institution  of  Civil  Engineers"  :  Paper,  at  S  p.m. 

8th. — Liverpool  Engineering  Society  :  Paper — "  Des- 
cription of  the  Kendall  Waterworks,"  by  Mr.  J.  H.  Parkin 

9th. — The  Mining  Institution  of  Scotland  :  Annual  Meet- 
ing at  Hamilton. 

11th. — Birmingham  .Association  of  Mechanical  Engineers: 
Visit  to  the  Cable  Tram  Depot,  Hockley  Brook.— North 
of  England  Institution  of  Mining  and  Mechanical 
Engineers :  General  Meeting. 

13th.— Institution  of  Mechanical  Engineers:  Graduates' 
Meeting. — Institution  of  Marine  Engineers  :  Annual 
Meeting. 

21st. — Institution  of  Civil  Engineers  :  Paper,  at  8  p.m. — 
Society  of  .Arts  :  Meeting,  .Applied  .Art  Section. 


23pd.— Institution  of  Mechanical  Engineers  :  .Anniver- 
sary Dinner.  —  Institution  of  Electrical  Engineers: 
Meeting  at  8  p.m. — North-East  Coast  Institution  : 
General  Meeting  at  Sunderland. — Society  of  Arts  : 
Meeting  of  Indian  Section. 

24th. — Institution  of  Mechanical  Engineers  :  Ordinary 
Meeting  at  8  p.m.— Institution  of  Civil  Engineers, 
Students  Meeting  :  Paper,  at  8  p.m. 

25th.— North-East  Coast  Institution  of  Engineers  and 
Sliiphuilders  :  Graduates'  Meeting  at  Newcastle. 

27th.  — Society  of  .Arts:  Paper —  "  Mechanical  Road 
Carriages,"  by  Mr.  W.  B.  Beaumont,  M.I.C.E. 

28th.— Institution  of  Civil  Engineers  :  Annual  Meeting 
of  Corporate  Members,  Election  of  Council  and 
.Auditors,  etc.,  at  8  p.m. 

29th. — Liverpool  Engineering  Society  :  Annual  General 
Meeting.— Society  of  .Arts  :  Ordinary  Meeting. 

May. 

1st.— Institution  of  Junior  Engineers  :  Paper—"  The 
Effect  of  Design  on  Methods  of  Construction,  from  a 
;i  Contractor's  Point  of  View,"  by  Mr.  R.  W.  Newman 
M.I.M.E.,  at  8  p.m. 

2nd.— Birmingham  Association  of  Mechanical  Engi- 
neers :  Paper. 

4th.— Society  of  .Arts  :  Paper  No.  2,  by  Mr.  W.  B.  Beau- 
mont.—Society  of  Engineers  :  Ordinary  Meeting  at 
7.30  p.m. 

5th.— Society  of  Arts  :  Meeting  of  Colonial  Section. 

6th.— Society  of  Arts  :  Ordinary  Meeting. 

7th.— Civil  and  Mining  Engineers'  Society :  Paper— 
"  The  choice  of  Steam  Boilers,"  by  C.  E.  Stromeyer, 
M.I.C.E.,  at  8  p.m. 


SOnE  B00K5  OF  THE  HONTH. 


"MANUAL  OF  ELECTRICAL  UNDERTAKINGS 
AND  DIRECTORY  OF  OFFICIALS,  1903." 

Compiled  under  the  direction  of  Emile  Garcke, 
M.I.E.E.,  F.S.S.  Publishing  Offices,  Mow- 
bray House,  Norfolk  Street.  Cloth.  15s.net. 
THE  seventh  annual  volume  of  this  indis- 
pensable manual  places  at  the  disposal  of 
electricians,  corporation  officials,  investors  and 
others,  a  wonderfully  complete  record  of  the 
curren  progress  of  electrical  engineering.  Its 
1,500  pages  are  packed  with  data  of  the  utmost 
value  to  every  electrical  engineer,  the  size  of 
the  work  keeping  pace  with  the  steady  growth 
of  their  electrical  industry.  The  following 
figures  show  for  each  year  the  aggregate  capital 
issues  by  companies  in  shares,  debentures,  and 
loans,  and  amounts  borrowed  by  municipalities 
for  electrical  undertakings  : — 

1896  61,109,525 

1897 69,209478 

1898-1899 84,742,020 

1899-1900 105,977719 

igoo-1901 123,636,602 

1901-1902 165,807,474 

1903 186,158,964 

The  work  affords  a  complete  information  re- 
garding all  electrical  companies  formed  under 
the  Joint  Stock  Acts,  and  electrical  under- 
takings belonging  to  Local  Authorities.  It  is 
classified  under  five  sections,  viz. :  (i)  Electric 
Lighting,  Traction  and  Power  ;  (2)  TelegrRph 
and  Telephone  ;  (3)  Manufacturing  and  Mis- 
cellaneous ;  (4)  Directory  of  Oflicials  ;  (5)  List 
of  Electrical  Companies  registered  since  1856. 

Some  special  subjects  dealt  with  in  the 
section — "  Progress  of  the  Year  "—are  :  Lon- 
don Underground  Railways  ;  The  Light  Rail- 
ways Act  ;  History  of  All-British  Pacific  Cable  ; 
Tunbridge  Wells  Telephones  ;  Government 
Trunk  Wire  Service  ;  Post  Office  and  Muni- 
cipal Telephones. 

Excellent  maps  illustrate  the  various  power 
schemes,  and  of  special  interest  are  those 
dealing  with  the  London  Tramways,  one 
showing  the  existing  and  authorised  tubes,  the 
other  dealing  with  the  1903  promotions.  There 
are  also  maps  dealing  with  fourteen  county 
power  schemes,  and  fifteen  inter-urban  electric 
tramway  schemes. 

Coloured     diagrams    show    the   comparative 


results  of  working  of  electricity  supply  and 
electric  traction  undertakings,  with  other 
particulars. 

"THE  CHEMISTRY  OF  INDIA  RUBBER"  : 

Including  the  Outline  of  a  Theory  of  Vulcanisa- 
tion. By  Carl  Otto  Weber,  Ph.D.  With 
four  plates  and  several  illustrations  in  the 
text.  Charles  Grifiin  and  Co.,  Ltd.  314  pp. 
i6s.  net. 

THE  publication  of  Mr.  Weber's  book  fills  a 
yawning  gap  in  the  scanty  literature  of 
india-rubber,  and  places  much  valuable  informa- 
tion at  the  disposal  of  those  whose  business  it 
is  to  deal  with  the  remarkable  group  of  colloids 
comprised  under  the  name.  A  treatise  con- 
cerned with  the  nature  of  india-rubber,  its 
chemical  and  physical  examination,  and  the 
determination  and  value  of  india-rubber  substi- 
tutes should  be  very  welcome  to  chemists  and 
technologists  at  a  time  when  this  useful  sub- 
stance is  finding  fresh  uses  almost  every  day. 
As  the  author  remarks,  the  cradle  of  the  india- 
rubber  industry,  as  of  so  many  others,  stands  in 
this  country,  but  it  is  still  very  largely  developing 
on  empirical  lines. 

In  none  of  the  industrial  countries  have  any  organised 
efforts  been  mide  to  bring  to  bear  upon  the  problems  of 
this  industry  the  full  resources  of  modern  chemical  and 
physical  research.  This  is,  no  doubt,  also  the  reason 
why,  notwithstanding  the  occasional  claims  of  "  trading 
puffs,"  the  elliciency  of  the  rubber  trade  in  Great  Britain 
is  in  no  way  inferior  to  that  of  the  United  States,  Germany, 
or  France.  But  it  is  of  importance  that  manufacturers 
should  clearly  realise  that  india-rubber  and  the  industry 
connected  with  it  offer  wide  fields  for  scientific  research, 
the  exploration  of  which  has  already  commenced  ;  and 
the  india-rubber  industry  of  the  future  will  belong  to 
whatever  country  may  take  the  lead  in  the  scientitic 
investigation  and  elaboration  of  its  problems. 

The  author  gives  the  outlines  of  a  theory  on 
vulcanisation,  together  with  particulars  of  the 
discovery  of  this  phenomenon,  and  devotes  the 
concluding  portion  of  the  work  to  the  question 
of  sanitary  conditions  in  india-rubber  works. 

"GERMANY    AND    ITS    TRADE.' 

By   G.    Ambrose    Pogson.     London   and   New 
York :  Harper  anrl  Brothers.   174  pp.,  3s.  6d. 

ANOTHER    of     Harper's    excellent    Inter- 
national Commerce  Series.     The  volume 
is   much  on  the  lines  of  its  predecessors  and 


(350) 


Some  Books   of   the    Month. 


391 


includes  a  vast  amount  of  fact  and  figures, 
i;sefully  tabulated,  and  of  first-rate  importance 
to  the  student  and  business  man. 

As  the  editor  remarks  in  his  introduction, 
"  If  a  foolish  panic  about  the  '  German  Bogie' 
was  circulated  by  alarmist  writers  a  few  years 
ago,  that  is  all  the  more  reason  why  the  minds 
of  the  new  generation  should  be  brought  into 
contact  with  the  facts.  Mr.  Pogson's  skilful 
tables  show  very  clearly  and  accurately  the 
main  lines  of  German  progress.  Ancient  seats 
of  art  and  industry,  great  coal  and  iron  fields, 
splendid  water-ways,  the  substitution  of  a  large 
Free-Trade  area  for  a  network  of  petty  and 
vexatious  tariffs,  and,  above  all,  an  industrious 
population,  now  gradually  being  raised  by  an 
efficient  system  of  education  to  a  general  level 
of  intelligence  far  higher  than  that  which  most 
of  its  commercial  rivals  have  attained — these, 
it  may  be  suggested  to  students  of  German 
economy  and  finance,  will  help  us  to  understand 
why  a  country  comparatively  poor,  and  very 
heavily  burdened  by  military  expenditure,  has 
grown  in  many  respects  so  much  more  rapidly 
than  other  Continental  Powers." 

A  specially  interesting  chapter  is  concerned 
with  German  commercial  policy  and  the  German 
tariff.  The  final  section  deals  with  commercial 
education.  We  note  that  as  yet,  even  in 
Germany,  this  subject,  in  the  strict  sense,  has 
not  got  beyond  the  experimental  stage.  Mr. 
Pogson's  carefully  studied  pages  afford  ample 
food  for  reflection,  and  the  volume  is  a  notable 
addition  to  the  reference  library. 


"THE  ARITHMETIC  OF  COMMERCE  AND 
TRADE." 

For  Use  in  Schools  and  Offices.  By  S.  Jack- 
son, M.A.  (Oxon).  Allnian  and  Son,  Ltd. 
164  pp.  2S. 
'"T'HIS  work  will  be  especially  valuable  to  the 
-■-  student  who  wishes  to  acquire  a  practical 
knowledge  of  arithmetic,  such  as  is  required  in 
every-day  business  life.  Moreover,  the  examples 
are  so  clearly  worked  that  he  should  be  able  to 
achieve  this  object  without  the  assistance  of 
any  other  teacher.  The  following  sections 
are  included :  Ordinary  Methods  in  Arith- 
metic ;  Short  Methods  in  Arithmetical 
Operations  ;  Prices  ;  British  and  Metric  Tables  ; 
Percentages  and  Profits;  Interest  and  Inland 
Exchange ;  Interest  Annuities  and  Insurance  ; 
Stocks  and  Shares;  Invoices,  Account  Sales  and 
Accounts  Current ;   Foreign  Exchanges. 


"VALVES  AND  VALVE  GEARING  "  : 

A  Practical  Text-book  for  the  Use  of  Engineers, 

Draughtsmen,  and  Students.      By  Charles 

Hurst.   Third  edition,  revised  and  enlarged, 

with    frontispiece,    numerous   illustrations, 

and  five  folding  plates.    Charles  Griffin  and 

Co.,  Ltd.      154  pp.,  8s.  6d. 

TV /TR.  HURST'S  well-known  work  now  ap- 

■^^■*'     pears    with    an    additional    chapter    on 

Drop  Valve  Gears,  and  the  original  portion  has 

been  carefully  revised.     Pait  I.  deals  with  Slide 

Valves,  Part  II.  with  Corliss  Valves,  and  Part  III. 

with    Double- Beat   Valves    and    Miscellaneous 

Gears.     The  work  includes  a  gre.it  number  of 

diagrams  illustrating  the  best  modern  gears,  and 

is  essentially  practical  throughout. 


"THE  CARE  AND  MANAGEMENT  OF  STATIONARY 

STEAM  ENGINES": 
A  Practical  Handbook  for  Men  in  Charge.     By 
Charles    Hurst.     With    thirty-one    illustra- 
tions.   Crosby  Lockwood  and  Son.    8S  pp. 
IS.  net. 
A     LITTLE  manual  which  deals  in  an  essen- 
-^*-     tially  practical  manner  with  such  points 
as  Water  in   Cylinders  and   Leakages,  Taking 
Indicator  Diagrams,   Valve    Setting,   etc.     The 
man  who  finds  himself  in  charge  of  an  engine 
without   much    previous    experience   will    find 
these  pages  helpful  and  instructive. 


"AN  ELEMENTARY  TREATISE  ON  THE 
MECHANICS  OF  MACHINERY  "  : 

With  Special  Reference  to  the  Mechanics  of  the 
Steam- Engine.  By,  Joseph  N.  Le  Conte. 
Macmillan.     312  pp.     los.  6d.net. 

ILLUSTRATED  by  numerous  plates  and 
diagrams  and  furnished  with  an  index, 
Mr.  Le  Conte's  work  should  prove  a  valuable 
addition  to  the  library  of  the  student.  It  is  the 
outline  of  a  course  of  lectures  on  the  kinematics 
and  the  mechanics  of  the  steam-engine  arranged 
for  the  benefit  of  students  in  the  Department  of 
Mechanic.d  Engineering  of  the  University  of 
California.  The  eighteen  pages  comprising 
Part  I.  are  devoted  to  introductory  matter ; 
Part  11.  deals  with  the  machinery  of  trans- 
mission, and  Part  III.  with  the  mech.anics  of  the 
steam-engine. 


CATALOGUES   AND   TRADE   PUBLICATIONS. 


The  Harris  Patent  Feed- Water  Filters,  Ltd.,  73,  Queen 
Victoria  Street,  E.G.— An  illustrated  pamphlet  of  JJ2 
pages,  containing  short  descriptive  articles  on  the 
"Harris-Anderson"  Purifier,  the  "Harris-Anderson" 
Water  Softener,  and  the  "  Harris  "  Feed-Water  Filter. 
The  first-named  is  "an  apparatus  for  the  absolute 
removal  of  oil,  both  free  and  emulsified,  from  the 
hoiler-feed  of  condensing  engines":  the  second,  an 
automatic  apparatus  for  softening  water  for  engineering 
and  domestic  purposes  ;  and  the  third  is  the  well- 
known  "Harris"  Feed-Water  Filter  for  removmg 
■Tease  and  other  impurities  from'  feed-water  of  land 
and  marine  boilers.  Attention  is  called  to  the  large 
number  of  men-o'-war  and  other  vessels  which  have 
been  fitted  with  this  type  of  filter.  Excellent  illus- 
trations of  one  or  two  of  these  vessels  appear,  including 
H.M.S.  Tcirtblc,  H.M.  turbine  destroyer  Viper,  the 
Camf-aiiia  and  Ltiaviici,  etc. 

Dorman,  Long  and  Co.,  Ltd.,  Middlesbrough. -We 
understand  the  Britannia  Rolling  Mills,  which  have 
been  stopped  since  August  last  for  enlargement  and 
reconstruction,  have  now  resumed  operations.  We 
have  received  from  the  above  firm  an  interesting  list 
of  the  sections  of  girders  adopted  by  the  Engineering 
Standards  Committee,  and  the  hope  is  expressed  that 
customers  will  support  the  movement  by  specifying 
standard  sizes,  all  of  which  will  be  kept  in  stock. 
They  are  still  able  to  supply  other  sizes,  however, 
should  they  be  required  for  any  special  purpose,  and, 
as  a  result  of  their  recent  alterations,  they  are  now  in 
a  position  to  supply  the  large-sized  girder  24  in.  by -J  in. 
by  100 lb.  per  foot. 

The  Ropeways  Syndicate,  Ltd.,  London.— A  very 
interesting  booklet  of  excellent  design  and  first-class 
execution,  a  notable  feature  of  which  is  the  whole 
page  half-tones,  and  extra  large  insets  illustrating  many 
of  the  aerial  ropeway  installations  in  all  parts  of  the 
world  which  have  been  erected  by  this  firm.  One  of 
the  principal  advantages  claimed  for  this  method  of 
transportation  is  the  enormous  saving  effected  when 
conveying  materials  over  rough  and  hilly  ground- 
where,  by  ordin.iry  methods,  it  would  be  necessary 
to  take  long  and  circuitous  routes— and  a  profile  is 
given  of  a  light  ropeway— to  carry  50  tons  per  day— 
which  covers  "the  most  remarkable  ground  ever 
dealt  with,"  being  "  precipitous  and  rugged  in  the 
extreme."  Its  length  is  4,400  yards,  and  the  number 
of  trestles  (which,  we  are  informed,  have  been  reduced 
in  this  instance  to  an  extent  hitherto  unprecedented)  is 
only  seventeen.  Prospective  customers  will  do  well  to 
read  the  various  hints  regarding  estimates  which  are 
contained  in  this  booklet, 

Fraser  and  Chalmers,  Ltd.,  London.— A  series  of  illus- 
trated pamphlets  descriptive  of  some  of  the  improved 
mining  machinery  manufactured  by  the  firm.  The 
data  is  as  follows  :  Description  of  a  modern  Corliss 
permanent  winding  engine  used  in  sinking,  with  half- 


tone illustratiDns  and  sectional  diagrams.  Particulars 
of  the  Whitmore  Governor,  safety  brake  and  over- 
winding gear  with  illustrations  and  diagrams.  Illus- 
trated description  of  a  double  King-Reidler  Air  Com- 
pressor built  for  a  South  Wales  Steam  Coal  Company. 
List  of  Keidler  Compressors  ready  for  immediate 
delivery  and  under  construction. 
The  Wilfley  Ore  Concentrator  Syndicate,  Ltd., 
Moorgate-street.  London— A  pamphlet  of  10  page- 
with  sectional  drawings  describing  the  McDermott 
Si/.er— of  which  this  firm  are  the  sole  proprietors.  It 
is  the  invention  of  Mr.  Walter  JIcDermott,  and  is 
designed  for  separating  the  different  sizes  of  crushed 
ore  before  it  is  fed  on  to  dressing  machinery.  It  is 
claimed  that  by  the  use  of  this  sizer  the  pulp  can  be 
prepared  in  a  manner  more  suitable  and  in  such 
a  way  as  to  materially  increase  the  efficiency  of 
the  concentrating  plant,  and  can  be  adapted  to 
whatever  -type  of  dressing  machine  happens  to  be 
employed. 

Royce,  Ltd.,  Hulme,  Manchester.— A  neat  little 
brochure  of  j8  pages  printed  in  two  colours  on  the 
best  art  paper  with  embossed  cover,  and  containing 
some  very  fine  half-tone  illustrations  of  various  kinds 
of  dynamos  and  motors— which  we  are  told  are  con- 
structed throughout  "with  a  view  to  obtaining  th- 
highest  electrical  efficiency  and  mechanical  soundness." 
A  prici  list  of  the  different  types  is  given,  and  the 
photos  are  interesting  as  including  one  of  an  open 
multi-polar  electric  generator,  which  can  be  adapted  for 
belt  or  rope  driving  or  direct  coupling  to  engine  or 
turbine.  There  is  also  an  illustration  of  a  300  kilowatt 
direct-driven  power-generator  for  traction  service — 
and  reproductions  of  semi  and  totally  enclosed  motors 
of  various  kinds  adaptable  to  many  uses.  Included  in 
this  catalogue  are  some  useful  "  Speed  and  output  " 
tables  for  voltages  from  100  ti>  500. 

The  Simplex  Steel  Conduit  Company,  Ltd.,  London 
and  Birminghim. — The  fifth  annual  catalogue  of  20c 
pages,  bound  m  leather,  and  of  excellent  design  and 
shape,  carl  be  readily  carried  in  the  pocket  for 
immediate  reference.  The  list  contains  numerous 
woodcuts,  with  particulars  of  eight  grades  of  conduit, 
and  a  large  number  of  new  fittings,  enamelled  and 
galvanised.  Amongst  other  features  may  be  men- 
tioned :  The  screw  socket  system  (patented),  described 
as  "a  cheap  nietallicilly  continuous  system,  giving 
absolute  electrical  continuity  which  can  be  readily 
earthed  :it  any  point  in  order  to  ensure  a  thoroughly 
watertight,  efficient,  and  safe  protection  for  circuits  at 
an  extremely  low  cost "  ;  patent  spring  lids,  for  which 
special  advantages  are  claimed  ;  porcelain  interiors,  a 
large  assortment  of  which  have  been  designed  for  use 
with  the  Simplex  Standard  junction  bo.xes,  circular  and 
rectangular  ;  electroliers  and  brackets  of  artistic  and 
ornamental  design.  Copious  wiring  notes  and 
instructions  appear  at  the  end  of  the  book. 


(392) 


^'"@MiiiE|^ 


Miscellaneous 


^  II-  ■'■■ 


r 


Incandescent    Lamps  [ 


OVER 
TWENTY 
YEARS- 
EXPERIENCE 


QUALITY 

and 

PRICE 

RIGHT 


I 


SEND     FOR     PRICE    LIST    TO 


The  Brush   Electrical       l^lltrT''^::^ 


1  Fr»oin#^^TinP    Cn    T  rl  London  set 

«9       i-ZXAgXAiV^^i^X  J.AX^        ^•Vr         A.W*  (South  End  of  Charing  Cross  Footbridge)       F 


HADFIELD'S  con^pt  lhy-OUTS 


OF   eve/jy  s/ze^   and   description   ■ . 


HADFIELD'S  PATENT  MANGANESE  STEEL 

IS    THE    BEST    MATE 

TRAMWAY  TRACK  WORK. 


IS    THE    BEST    MATERIAL    FOR 


TRAMWAY  POINTS  &  CROSSINGS 


TRAMWAY  WHEELS  &  AXLES 


TIE-BARS,  Etc.,  Etc. 

HADFIELD^sfi^io^P^  SHEFFIELD 


— '^       ^    rJfS 


Engines 


John  Fowler  &  Co. 


(LEEDS)  LIMITED 


Electrical    and    General 
Engineers. 


Steam  Plough  WorRs  : 

LEEDS. 


Fo^vler's  Road  Locomotive.  Designed  for  all  hinds  of  Sieam 
Haulage,  and  is  also  available  for  temporary  belt  driving. 
Three  sires  of  this  Engine  are  standardized,  and  employed 
approximately  for  20,  30.  and  40  ton  loads.  A  special  heavy 
Engine  is  also  made  equa|'  to  a  load  of  50  tons,  and  called 
the  "  Lion  "  type.  The  Engine  was  thus  named  by  the 
War  Office  Authorities,  who  employed  a  number  of  them 
in   the  South  African   Campaign. 


66 


^^"SMDKIl'"'' 


Cranes 


JOSEPH  BOOTH  &  BM 


LTD., 

RODLEY, 


40»ton  Steam  Goliath  Crane  at  the  new  L.  6  N.  W.  Railway  Goods  Yard.  Sheffield. 
And  also  supplied  to  Midland.  Lancashire  <S  YorRshire,  and  Great  Western  Rys„  &c. 


For 

Lifting 

Machinery, 


Cranes,  Winding  Engines, 
Overhead  Travellers  of 
Every  Description,  Driven 
by  Steam,  Electricity,  or 
Hydraulic  Power. 

Loadoa  Agents  : 

A.  E.  W.  QWYN,  Ltd., 
75a,  Queen   Victoria  St.,    B.C. 

Agents   for  Scotland  : 

THOMAS  HILL  &  CO., 

66    and    68,     Robertson    St., 

Glasgow. 


Telegrams  : 

■■CRANES,  RODLEY." 
■•ASUNDER,  LONDON." 
•   SPECIFY,  QLASaOW.' 


As  supplied  to  Crown  Agents  for  the  Colonies  and  Government  Departments. 

67  E  2 


.©fi^DEIilf 


Rolling  Stock 


W.  R.  RENSHAW  &  CO., 


LIMITED. 


MANUFACTURERS    OF 

Railway  Wagons,  Railway  Carriages.  Railway  Ironwork. 


Railway 
Wheels  & 
Axles 

of  every  hind. 

SPECIAL 
ATTENTION 
GIVEN    TO 
ROLLING 
STOCK    FOR 
SHIPMENT. 


Telegrams : 
"  Renshaws,  Stoke- 
on  Trent.' 
■  Opifleer,  London." 

Telephones : 
58  Potteries. 
16  Avenue,  London. 


One  of  70  Special  Vehicles  constructed  for  Barnom  &  Bailey's  Show.    These 
have  run  on  all  the  principal  British  and  Continental  Railways. 


We  have  special 
modern  plant  for 
the  quicK  produc- 
tion of  .  .  • 

All=Steel 
High 
Capacity 
Wagons. 


London  Office  - 

20,  BItOAD  STREET  HOUSE,  LONDON,  E.G. 


Phoenix    Works,    STOKE=ON=TRENT. 

London   Office  :    46,   King   William   Street,   E.C. 

STEEL    CAR  CO. 

(PITTSBURG,    PA.,    U.S.A.) 

Manufacturers  of    .    .     . 

PRESSED  STEEL  WAGONS 

OF    ALL    GAUGES. 


30=Ton    Self=Clearing    Coal    Hopper    Wagon,    as    used    in    South  Africa. 

68 


Miscellaneous 


40-ton  ALL-STEEL  SELF-EMPTYING  BOGIE  COAL  WAGON 


Under  a  test  load  of  100  TONS,  composed 
of  40  TONS  of  COAL  and 
60    TONS    of    PIC    IRON. 

TOTAL  WEIGHT  ON 
RAILS,  116  TONS  3. 


We  guarantee 
this  Wagon 
will  discharge 

40  TONS  in 
40  SECONDS. 


THE  LEEDS  FORGE  CO.,   LTD.,  LEEDS. 

Agents-  Messrs.    TAITE    &    CARLTON,    63,    QUEEN    VICTORIA    STREET,    LONDON,    E.C.       


THE    THORNYCROFT    STEAM    WAGON 


MaRers   of    all    kinds    of    Steam    Vehicles    for 

Commercial    Purposes,    Lorries,    Vans,    Drays, 

Municipal  Tipping  Dust  Vans  6  Water  Wagons. 

Loads  from  1  ton  to  7  tons. 


ALL    HIGHEST   AWANDS    SINCE    1898. 

TWO  MORE  GOLD  MEDALS   AT    LIVERPOOL 

TRIALS,   1901. 

AWARDED  FIRST  PRIZE  (£500)  IN  WAR    OFFICE 

COMPETITION  OF  MOTOR  LORRIES. 


London  Office  : 

HOMEFIELD,    CHISWICK,    W. 

WorKs  : 

BASINGSTOKE,  HANTS. 


*    Qlovers  ,/v, I    Patents  * 


Sawing  FIREWOOD  Sawins 

Splitting  /11T?&.  Splitting 

Arranging  ^J'jiTTl^i  Arranging 

Bundling  ifTTlBUydill'[r\  Bundling 


jl    Firewood        Machinery 


Firewood  Machinery 

DOeS  THE  WOUK  OF  FRO»  I  2  TO  80  MBN. 
The  saving  in  wages  alone  means 

A  LARGE  ANNUAL  INCOME. 
« 

4.  TTMTAT    "  SAW    GUARDS. 

IDlL/VL       HIGH  .CLASS    BENCHES. 
Eminently  Superior.  Admitted  Best. 

SAW    SHARPENING    MACHINES. 

Universally  Appreciated. 

M.  GLOVE'R^cTriam".  Leeds. 


*  BRASS    c&c^r-^^^*^ 
STEEL  {(rf 


fl w — ~^^ r r-n"  w^  t^^^ 

^MHKIIE) I^Xonveying  Machinery 


GRAHAM, 


Telegrams  : 
■ACCOUPLE,     LEEDS.' 


VJorWs: 

LEEDS, 

Eng. 


MORTON 


&    CO.,    LTD. 

MAKERS     OF     ALL     CLASSES     OF 

ELEVATING  &  CONVEYING  PLANTS 

CONTRACTORS    TO    H.M.    GOVERNMENT, 

And    to    the    leading    ELECTRIC    LIGHT    AND    POWER    COMPANIES.    GAS    WORKS,    COLLIERIES.    MINES.  &c. 


WRITE    FOR   A   COPY   OF   OUR   NEW   CATALOGUE,    containing    150   Pages   of  Photographs   of  Plants  erected   by   us. 


Photograph  showing  Two  Steel  Tray  Conveyors,  with  Elevators.  Screens,  Structure.  &c, 

P.O.  Box  3693  Johannesburg. 

70 


Miscellaneous 


MACHINERY  for  ECONOMIC  HANDLING  of  MATERIALS 

DESIGhN^ED     AND     BUIUT     -B^T 

THE  BROWN  HOISTING  MACHINERY  COMPANY. 


LONDON  OFFICE: 

39,  VICTORIA  5T.,   S.W. 


MAIN   OFFICE  &   WORKS: 

CLEVELAND,  OHIO,   U.S.A. 


NEW  YORK  OFFICE  : 

26,  CORTLANDT  STREET. 


5-ton  ELECTRIC  TRAVELLING  CANTILEVER  CRANE. 

For  Stockins  and  Loading  Material.     Span  :  325  ft. 


The  "Kingston"  Patent  Dredger  6  Excavator. 


*' Kingston"  Dredger  and  Grab 

fixed  upon  a  Hopper  Barge  ot  150  tons  capacity, 
having  separate  propelling  engines  and  special 
boiler,  as  supplied  to  the  Spanish    Government. 


Sole  Manufacturers  and  Patentees- 


ROSE,   DOWNS   &  THOMPSON,  Ltd..     ""^  '^°""i^!-  ""YI^m^^y 


Telegrams  :  "FLUES.  LEEDS."     Telephone  tXationali  liiTJ.     A  1  \  A  B  C  Codes  used 


rK   Lane.   LONDON. 


Dcighton's  Patent  Flue  & 
Tube  Company,  Ltd. 

DEIGHTON'S    PATENT    FURNACE. 

The  Destructive  Tests  haue  proved  the  DEIGHTON  FURNACE 
to  be  the  strongest  to  resist  collapse  ever  made. 

It  is  also  unequalled  for  Cuiloi  mity  of  Thickness  and  Easy  Scaling. 

MAKERS    OF    MARINE   and 
LAND  BOILER  FURNACES. 


ASHLIN   1897   PATENT  WITHDRAWABLE    FURNACE. 


Awarded  2  Bronze  Mcdils, 
PirJs  Esbibllhn.  1900. 


Vulcan    Works, 
Pepper    Road,  LEEDS. 


71 


H^ia2Diif'~T^irbines,  &c. 


r 


THE 


Wheeler  Condenser 


AND 


Engineering  Co., 


179,  Queen  Victoria  Street, 
LONDON. 


The  most  compact,  durable,  and  efficient  Cooling 
Tower  Manufactured. 

Maximum    reduction     with     minimum     loss     by 
evaporation. 


90,000  h.p.  operating  in  Qreat  Britain. 
25,000  h.p.  in  process  of  construction. 


iir"" 


S.  HOWES, 


Hydraulic     6     Milling     Engineer, 

64,  Mark  Lane, 
LONDON,    England. 


II 


' 


Hgi|ij0i!!li 


MSMifflBlLfy^ 


"Eureka     Water   Motors,    and 

Pelion  Wheels. 
"Eureka"  Grain,  Seed,    Coffee, 

RiceandTea  Cleaning, Grading 

and  Hulling  Machinery. 
Portable  and  Stationary  Forges, 

Electric   Fans.    Cranes  tor  all 

purposes. 
Corn     and    Starch     Machinery, 

Windmills  and  Pumps. 


it 


LITTLE  GIANT    TURBINES rN°c.'"v\°RMS{:L 


Our    New    Catalogue    on    Application 


j|  uurraew^Ai»iogueon/\ppiici«tiiun.  di 


fmmHmMm)! 


Pumps,  &c. 


TAI\I3V 

STEAM    PUMPS 

FOR    ALL    DUTIES, 

"SRECIAL."      DUPLEX 
F-|_Y->A/HEEI_,    6tc., 

ALSO      .      . 

Centrifugal   Pumps,     Treble  -  Ram    Pumps,   etc. 

Electrically  Driven  Pumps 

A     SPECIALTY 


14  X  8  X  12  in.  "Special"  Pump. 


"T"  A    1^1  ^^  V^C  O  CORNWALL    WORKS, 

IMNiffTCO       Birmingham. 

BRANCHES     AT  LIMITED,  ^7 

London,   Newcastle,    Manchester,   Glasgow,   Cardiff,    Rotterdam,    Bilbao,   Johannesburg. 

W.  SUMMERSCALES  &  SoNS,  L— 

.     .     Engineers    .     . 

Phoenix  Foundry,  KEIGHLEY, 


England. 


LAUNDRY 
MACHINERY 

COOKING 
APPARATUS 


Catalogues  and   all   particulars  free 
on  application. 

73 


Destructors 


4- 
* 
4- 

* 
•I- 
4- 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
> 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 
4 


DESTRUCTORS 


The  Improved  Patent 

HORSFALL 

REFUSE  DESTRUCTOR 


FOR 


Perfect  Absence  of  Nuisance. 

Lowest  Cost  of  Labour  &  Maintenance. 

Maximum  Steam  Raising  Capacity. 


TWELVE-CELL    PLANT    ERECTED    AT    HULL. 

These  Destructors    embody    many    special  features  which   are   not  to  be  found   in 
any  other   Destructor.       SIXTY   PLANTS   in  active    operation,   burning 
over  3,0O0  tons   of  Refuse  per    day. 

The  Horsfall  Destructor  Co., 


LORD    ST.    WORKS,    WHITEHALL    ROAD, 


LTO., 


London  OfTice  :— 

19,    OLD    QUEEN    STREET,    WESTMINSTER, 


S.W. 


> 

> 

> 
> 

> 
> 

> 
> 
■h 
> 


^^^^if^^^^^^iPitiP'iPititit**ttiPtiftiP*iPit***iPtip> 


iv 


Producer  Qas 


PRODUCER 


rO^ 


^^^"^ 


GAS      «>. 


OA 


^A. 


2,000    PLANTS    IN    DAILY    USE. 


Furnace  WorK  of 
All  Kinds  is  .  . 
Our    Speciality     . 


If  You  are  .  .  . 
Interested  Send 
for  Particulars 


W.   F.   MASON,   Ltd., 


ENGINEERS    6    CONTRACTORS, 
MANCHESTER,  England. 


stokers,  &c. 


I 
I 


IF  YOU  WANT  THE  MOST  EFFICIENT 


WRITE    TO 


STOKER 

Coking  or  Sprinkling  Type 


Manchester 


MELDRUMS 


ATLANTIC 
,      WORKS, 

For     Lists     and    Testimonials. 


London  OFFICE:  66,  VICTORIA  STREET,  WESTMINSTER. 


^^ifkq\,/f\ffy0fyqriqFiqi^ff^tr^'f^fr<*t^*f^'r^'f^n^ny'4'^'r^'i^'f^*f^'f^'f^^^^^'^'>'^'4^'4^^ 


CHUBB'SENBINEERS'SAFE 


FOR    PRESERVING    DRAWINGS,    Etc. 


ILLLSTRATED    PRICE    LISTS    ON    APPLICATION. 

76 


Cliubb&  Son's 
Lock  and  Safe 
Company, 

LIMITED. 

HEAD     OFFICE: 

128,  Queen  Victoria  Street, 
London,  E.C. 

WORKS: 

London  and  Wolverhampton. 


Try 


Jm^^JM^MEM]f        Miscellaneous 


THE  HUNSLET  ENGINE  CO., 

LEEDS. 


LTD., 


MANUFACTURERS     OF 


TANK   ENGINES 
Of  all  Descriptions. 

Designs  and  Specifications  Supplied 
or  Worked  to. 


Telegrams  :   "  Engine.  Leeds.  " 


Telephone  :  528. 


FOR     ANY     SIZE     OR     TYPE     OF 

U  R  B  I  N 

OR      PELTON      WHEEL 

T 

1!  r^' 


Apply  to :— 

G.  GILKES  Sc  CO.,  LTD. 

KENDAL. 


<i-y 


"GUNTHER" 


1^  TURBINES 


WITH  VERTICAL  OR 
HORIZONTAL    SHAFTS. 

SPECIAL 
HIGH  PRESSURE 
TURBINES   &  ACCURATE 
HYDRAULIC  GOVERNORS 
for  Electric  Plants. 
PELTON  WHEELS. 


W.  Gunther  &  Sons, 

Central   Works, 
OLDHAM,   ENGLAND. 


ALL 

KINDS 

OF 


GEARING 


^      Machine-Cut 


Upon    20th    Century 
lines. 

No     guess    worR     or 
rule  of  thumb. 

Utmost    Possible    Accuracy 

Obtainable  by   Modern  Fine 

Tools,      at     a      reasonable 

price,  too. 

QuicK    Delivery. 

You    can     prove     this    for 

yourself  if  you  wish  by 

writing. 


CAST     IRON 


SWIVEL  BEARINGS 

Adjustable  or  Non=Adjustable  Types. 


E.    ARNOLD    POCHIN, 

Croff   Street,    Pendleton, 

MANCHESTER. 


Henry  Crowther, 


A  P.  C  Code  used. 


Checkhcaton,  ENGLAND. 


77 


ISiWlasMDiiai 


Cables,  &c. 


Telegrams:  "FILATURE." 
Telephone  :  202,  228. 


T^  St.  Helens  Cable  Co, 


LIMITED. 


WARRINGTON. 


Electrification  of  Railways  can  be  most 
satisfactorily  carried  out  by  the  use  of 
WATERPROOF   DIALITE   CABLES. 

No  corrosion. 

No  electrolysis. 

No   decentralisation   of   conductor. 

Over  FOURTEEN  MILES  in  use  on 
the   Liverpool    Overhead   Railway. 


London  Office:    32,  VICTORIA   STREET. 

Westminster. 


Telegrams:   "  FILATTERIO." 
Telephone:    4270  GERRARD. 


"^""^li^ 


(l\MWE]f   Electrical  Apparatus 


1 


T.  HARDING   CHURTON  &  CO., 


ATLAS  WORKS 

Ingrain  St., 

LEEDS. 

Either  Open   or 
Enclosed. 


London  Office: 

9,  RED  LION  COURT, 

Cannon     St.,    E.C. 


AsK   for   New^ 
Price   Lists. 


The  "Atlas"  Motor. 


DYNAMOS    &    MOTORS. 


Telegrams  : 
•MAGNET.  LEEDS.' 


Direct=Coupled   Generators. 


Telephone  i 
°11   CENTRAL. 


cc 


P.D.M. 


ij 


PHCENIX    DYNAMO 
MANUFACTURING  CO., 

BRADFORD. 


50  Kilowatt  Three  Bearing  Generator,  500  revs. 


79 


HSi — 


(^MEM]f   Electrical  Apparatus 


GREENWOOD  &  BATLEY,  Ltd.,  leeds 

MAK'l.K'S     (II-     i;\l,UY     IiI-,^lRII'II(i\     uK 

ENGINEERS'  GENERAL  TOOLS   and  of  SPECIAL  TOOLS  for  War  Material  and  a  Great  Variety 

of  Purposes. 


<:>     «i>     «s> 


DE  LAVAL  PATENT 
STEAM   TURBINE 
DYNAMOS, 
TURBINE   MOTORS, 
PUMPS  and  FANS. 


■£>-£>-£> 


<:>     ^>     ^> 


DYNAMOS  and 

MOTORS, 

COMPLETE 

ELECTRICAL 

INSTALLATIONS. 


•c^     <:>     <^ 


No.  6457.    PLANING   MACHINE,  to  plane  :iO  ft.  6  in.  by  3  ft.  6in.  by  3  ft.  6  in.,  electrically  driven. 

— ^ —  II 

International  Electrical 
Engineering    Co., 

Clun    House, 
Surrey  Street, 
Strand, 

London, 


w.c. 


Telegrams  : 
"CLUNCH,  LONDON." 

Telephone  No.: 
3227  GEKRARD,  LONDON. 


<Our  plant  is  in  use  at 

Dundee^  Oban,  Falkirk, 
Glasgow,  Hoylake«  Hull, 
Erith,  Coinc,  Shiplcyt 
etc. 


Three-phase  Altcrniitors  for  Transmission  nf  Powtrin  Manufaclurinj;  Worlis. 

So 


JrimiAlLmM  Electncal  Apparatus 


AllgemeineElektricitats-Gesellscliaft 

,  BERLIN 

Capital  fully  paid  up:  60  000  000  Marks. 

Machine-,  Apparatus-,  Cable- 
and  Incandescent  Lamp-Works 


1 J  i^-i^ 


A.  E.  G.-Threephase-Electrouiotor  for  Loom-Driving. 

Continuous  Current  -#  Threephase  Current 

Electric  Lighting  Plants.     Electric  Transmission  of  Power. 

Electric  Railways  and  Tramways.  Electric  Central  Stations. 

Electro-chemical  Plants. 

Agencies  tjiroughout  the  World 

Yearly   Output    12  000  Dynamos  and  Motors   equal   to   170  000  000  Watts 
10  000  000  Incandescent  Lamps. 


Awarded  at  the  Paris  Exhibition  1900:  6  Grands  Prix. 


:) 


|teAinfflif~EI^^^  Cranes,  &c 


-o> 


Do  you  want  an  Overhead  Electric  Crane, 
SOUND,  RELIABLE,  and  IN  EVERY  SENSE 
SATISFACTORY  ?    If  so   WRITE  US  ABOUT 

IX,    because   that  is   the   Crane   we   make. 

Thomas  Broadbent  &  Sons. 


HUDDERSFIELD. 


Limited, 


THE 


M 


TURNER 


ELEIOTRIC 

MOTOR 


standard  Sizes  f  rom  ^  h.p.  to40  h.p. 


-■»      -H      -11 


OPEN  8l  enclosed  TYPES 
HIGH    EFFICIENCY 

SLOW  SPEED. 


*■   *-   #• 


TURNER,  ATHERTON  &  CP  LP 


"™»'"™  Denton,  MANCHESTER. 


London  Ofllce 


T  Iron  &  Brass  Founders, 

110.   CANNON    STREET,    E.C. 

86 


Cables,  &c. 


SUDDEDT8CHE  KABELWERKE  A.-C,  nannheim, 


SYSTEM    BERTHOUD    BOREL.) 


GERIVIAN^V. 


Contractors  to  the  Imperial  German  Postal  Authorities. 


Silk-Covered 

Copper   Wires. 

TELEPHONE    CABLES. 

With  Paper  and  Air  IiiMilation. 

LEAD-COVERED  CABLES 

For  all  Tensions  up  to  40,000  vohs. 


The  0  a 


Scotch  &  Irish  Oxygen  Co.,  Ltd., 

ROSEHILL  WORKS.  GLASGOW. 

Valves  for  Cas  Bottles  and  Aerated  Water   Drums 
_  in  Bronze,  Steel,  and  Aluminium. 

''"^  Reducing  Valves,  Keys,   and    all  Fittings  for  Compressed  Gases. 


J.   HALDEN   6   Co., 


8,  ALBERT   SQUARE. 

MANCHESTER. 


Arc  Lamp  Duplex  Radial 

Photo  Copying  Frame 

(SHAW    AND    llALDEX    PATEXT). 

Engineer's  Electric  Frame,  very  superior, 
Arc  Lamp  and  Lowering  Qear,  complete 
to  print  from  Two  Tracings,  53  X  31  42  10    o 

Other  sizes  as  per  List  post  free  on  request. 


Copies  Two  Tracings  at  One  Operation, 


ADVANTAGES   OF   DUPLEX    RADIAL  PHOTO-COPYING  FRAME. 

A.— Copyina  indoors  at  any  time  where  Klectric  Current  is  available. 

ij I'he  I'lame  when  once  mounted  on  the  Pedestal  remains  there. 

C— Ininiunity  from  accident  ensured   by  the   Frame  remaining  on 

tile  Pedestal. 
D.     The  lioiizontal  position  (when  placms  in  01  taking  out  Tracings 

and  Copies)  is  the  most  convenient  lor  Operators. 
E.— Two  lull-size  Tracings  can  be  copied  at  one  operation. 
y\ I'lie  :ilnss  plates   can    be    very  easily   cleaned    when    Frame  is 

horizontal. 

Also    at    London,    Newcastle.on»Tyne,    Birmingham,    and    Glasgow. 


Miscellaneous 


The 


Remington 


Is    the 
Universal    SaVer. 


Typewriter 


It    is    a    Time    SaVer,    a    Labour   SaVer, 

An    Expense    SaVer,    and    a    "Business    "Builder. 


REMINGTON  TYPEWRITER  COMPANY 

(WYCKOFF,   SEAMANS    &    BENEDICT', 

100,    GRACECHURCH    STREET,    LONDON,    E.C. 

West   End   Branch  :    2t>3.    OXFORD    STREET,  W.  And   all   large   Towns. 


Waygood  &  Otis, 


LTD. 


Electric 
Hydraulic 

Belt  Driven 
Hand  Power 


LIFTS. 
CRANES. 


Falmouth    Rd..   LONDON,    S.E., 

AM' 

4,    QUEEN    VICTORIA    STREET.    E.C. 


THE   NEW    MANIFOLDING 
HAMMOND    TYPEWRITER. 


PERMANENT    ALIGNMENT. 

INTERCHANGEABLE    TYPE. 

DOES     NEATEST     WORK. 

CATALOGUE,  with  full  particulars,  Post  Free  on 
application  to 

THE    HAMMOND   TYPEWRITER   CO, 

50,    QUEEN    VICTORIA   STREET,    E.C. 


88 


Miscellaneous 


HEYWOOD  &  BRIDGE'S 

Improved  Patent 

FRICTION  CLUTCH 

A  Clutch   for  all    Drives  ) 


Hundreds  of   Repeat   Orders. 
Thousands   Working- 
Complete   Clutch   Installation   our   Speciality. 
New  Work,  Oo  pages,  Free. 


General  Dr<iVE. 


DAVID  BRIDGE  6  Co., 

Castleton  Iron  Works.  ROCHDALE.  LANCS. 


TRIUMPH 
STOKER 


TRIUMPH  STOKER  L9, 
39,  VICTORIA  ST.,  LONDON. 


The 


(( 


MclNNES-DOBBIE 


PATENT 


Indicators 


CCStQN  _, 

NO.  2  i| 

C^CTRUMCNT. 


External 


=  =  for  =  = 

HIGH    e    LOW 
SPEEDS. 

In  two  Cvpcs:— 
External  Spring 

and  =  =  = 

Enclosed  Spring 

Each  made  in  several 
Forms  and  Sizes. 


SPECIAL  INDICATORS 
for  Gas  Engines. 


Sole  Makers  : 


T.S.McInncs&Co.,Ld., 

INDICATOR  MAKERS   TO   THE  ADMIRALTY, 

41  6  42,  Clyde  Place     =     =    GLASGOW. 

London  Office.  113,  FENCHURCH  ST    EC. 


asest  MorK  requires  JBest  Uools. 

The  CORRECT  TOOL  for  WRITING 

IS       UNQUESTIONABLY      THE 

"SWAN" 
Fountain    Pen. 

Three  Sizes,  10s.  6d  ,  16s  6d  .  25s. 
All  Prices,  10s  6d.  to  £20. 
MAY  BK  POSTED  TO  ALL.  PARTS  OF  THE  WORLD. 


3  h 

S  J 

~  a 

S  < 

=  a 


z 
o 

H 

o 

< 


I 

S 
u 

t- 


>■ 

< 
3 
0" 


SOLO  BY  STATIONERS  EVERYWHERE    COMPLETE  CATALOGUE  FREE. 

Mabie,  Todd  6  Bard,  '«"'"«"'"" 
93,  Cheapside,  London,  E.C. 

95a,  Regent  St..  W. ;  3,  Exchange  St.,  Manchester;  and 
37.   Ave.  de  TOpera.   Paris. 


8g 


mm^ 


Miscellaneous 


JOHN  SWAIN  <S  SON,  Limited, 


PHOTO-ENGRAVERS  IN  HALF-TONE  AND  LINE. 


MACHINERY 
REPRODUCED   IN 
HIGHLY    FINISHED 
STYLE   FOR 
ENGINEERS-  AND 
MANUFACTURERS 
CATALOGUES. 


WOOD  ENGRAVERS  AND  ART  REPRODUCERS  by  all  the  Latest  Methods.  Three-Colour  Process— a  Speciality. 

58    FARRINGDON    STREET.    LONDON.    EC.        ^"«  '^"^?ra."|fRAND.  wc 


South  Eastern  <S  Chatham  Railway. 

THE    CONflNENT 


Fown?    HoysLl    IVTail    Rou-fces 


DOVER 
CALAIS. 


FOLKESTONE 
BOULOGNE. 


VIA 


DOVER 
OSTEND. 


QUEENBORO 
FLUSHING. 


LONDONPARIS    IN    LESS    THAN    SEVEN     HOURS. 

Ki\e  Seivkes  Dailv  in  Each  Dircclinn. 
Ii^illv  iSiiiid.ivs  iniliidedi.  ;  i.i   Mil.  KI'.nTc  INK  ,i[ul   BOri.OGXE 


'.M 


CHARING     CROSS 2.20         PARIS    - 

PARIS 9.15     I    CHARING  CROSS 


4.0 
10.45 


Mail  Route  via  Dover  and  Ostend. 

ThuL-  Hxpicss  Stivices  Daily  in    K.uh   Oiiclinn. 

Flushing   Royal    Mail    Route  to   Germany,  etc. 

1  wo  ^ttTvicL's  Djiiy  111  l-,.ii.li   iJiitxlii'ii. 


For  Full  Particulars  see  S.E.  &  C.R.  Continental  Time  Tables,  price  3d. 


VO 


VINCENT  W.   HILL.  CaicuU  iliifuiner. 


fffeSAZHKIilf         Miscellaneous 


^7^O-a^^-.^-.0-.^-.^-.^^^-.Q-.^-.^^Q^Q^^^^7Y-7Y-/^/-.^/y^^ 


%K  BUSINESS  $ 

^  OF  YOUR  OWN.  I 

$  ? 

^  A    Genuine    Opportunity.  ^ 

$  —  $ 

•si\  Our  organisation  of  Automatic  Addressing  Bureaux,  extending  ^ 

J\  throughout  the  United  Kingdom,  offers  a  splendid  opportunity  of  J^ 

>*  establishing   in  your  town  or  district,  a  business   of  your  own,  A 

^  connected  with  a  co-operative  enterprise  quite  unique  in  the  world.  \ 

^  Briefly  stated,  our  proposition  is  the  following :—  \j^ 

^  If  you  will  establish  in  your  town  or  district  an  Addressing  H 

^  Bureau,  and  agree  to  organise  and  conduct  same  on  the  lines  upon  \j^ 

H^  which  our  own  is  based,  we  shall  grant  you  a  license,  giving  you  ^ 

^J^  the  right  to  use  our  name,  in  addition  to  other  valuable  privileges.  ^ 

d^  Only  one  license  shall  be  granted   in  each  town  or  district.  V^ 

rl^  There  will  be  no  overlapping.  ^ 

^  The  enterprise  is  of  far-reaching  utility,  and  is  based  on  an  ^ 

^!^  entirely  new  business    principle  ;    it  is   furthermore  remarkably  ^ 

•s!\  profitable.  ^ 

^  For  full  particulars  write  at  once,  mentioning  this  publication  and  enclosing  \j^ 

^N^  Stamp  for  reply.  XT* 

i  — —  $ 

$  The  Automatic  Addressing  Bureaux,  ^ 

fsK  LIMITED,  VSi 

XT*  ,_      -      -.      ,.^.  ^^T^^T     T^i^TT^/^i^T     \YT  n  »K 


91 


Office  Fittings 


How   do    you    know  ? 


This  Card  Index  System,  combined  with 
The  Shannon  Letter^Filing  Cabinet, 


makes  you  independent  of  your  staff. 
You  can  look  up  matters— Letters, 
Answers,  Contracts,  Engagements, 
&c.— without  ringing  your  bell  all 
the  time. 


Secure    Instant    Reference 

by  using  ttie 

Shannon     Filing   Cabinet. 


If  you  are  losing  or  maKing 
Money?  If  you  want  to  be  quite 
sure,  and  not  have  to  rely  only 
on     an     Annual     Balance     Sheet, 

You  should  ADOPT 

™  SHANNON  CARD  INDEX, 

Wherein    you    can    gather    full 
information    on    Hundreds   of 
subjects    in    one   drawer. 


If  you  use  a  Shannon  Rapid  Letter  Copier,  this  files  the  copies  with 
the  letters  to  which  they  are  answers. 


■Write  OP  call  to 


F.     W.     SCHAFER, 

Manasins  Director. 


THE  SHANNON,  Ltd., 

©fticc,  ffianh,  an5  Shop  Fitters, 

ROPEMAKER    STREET,     E.C. 


Addressograph 


HAND  ADDRESSING 
OUT  OF   DATE! 


With 
the 


ADDRESSOGRAPH 


ONE    BOY   worKing 
ONE    HOUR  can   address 


2,000 


Envelopes,  Wrappers,  Statements  (with  datei, 
Postcards,  Notices,  Quotations,  Gas  Bills, 
Water   Bills,   etc.,   etc. 

Every   one    having   a    different   address. 

Every   one   absolutely   accurate. 

No   omission   or   duplicate. 

Facsimile   of   the   best    typewriter    work. 

Simple   and   clean. 

No   gummed   or   pasted   labels. 

Over   5,000   in   use. 
THE 

DUPLIGRAPH, 

The    Most    Wonderful    Duplicator    EVER    INVENTED.      Prints 

Typewritten  Circular  Letters  with    a    different    address   on    each, 

signs    the    letter,   and    addresses   the   envelope.       Used   also    for 

Pay-sheets,    Collection    Lists,   etc. 

The    only    machine    of  the    Kind    in    the   world. 


Addressograph   Ltd.,  sh!e'  Lane.  London,  e.c. 

Agents   for   South   Africa,  Australasia,  and    Canada  :    GORDON'  .S:  GOTCH,  Cape  Town,  Durhan,  .MclhouriK-. 

Sydney.   Brisbane,   Pertli  ;    H.   BAILLIE   &   CO.,   Wellington,   .\'.Z.  : 

.Addressograph  Co.,  61.5,  LAG.\UCHETIEK1-;  ST..  Montreal. 


]f!mMME]f      Office  Appliances 

_i"i — J  i\ — —       ■  - — - — - — ^ —  - 


m 


A  Folder  or    Dossier. 

One  of  the  merits  of  this  System  is 
that  all  of  the  correspondence  and  orders 
of  any  person  or  firm  is  brought  to  one 
place  and  kept  in  Folders,  separate  and 
distinct  from  any  other. 

The  Folders  are  filed  either  numeri- 
cally or  alphabetically,  as  may  be  de- 
sired. 

A  Special  Catalogue  describes  the 
System  in  detail. 

The  No.  20  Vertical  Filing  Section 
is  a  part  of  the 

ROCKWELL-WABASH 
EXPANSION    BUSINESS 
SYSTEMS. 

ROCKWELL-WABASH    CO., 

Limited, 

69,  Milton   Street.  LONDON,  E.C. 


ELLIOTT  D.   BOBBINS 
Matiaghiii  Director. 


Tclcpliour  : 
2403  LONDON  WALL. 

TeU'^ratns  : 
"OOTYPE,  LONDON." 


THE    a    a 


Rockwell -Wabash 
Vertical  Filing 
System. 


A     File   fro 
No.  20. 
Section. 


A  No.  20 
Section. 


A  Cabinet. 
Three  No   20 

Sections. 
Top  and 

Base. 


*^%jr/  «*»'>^ 


94 


Office  Appliances 


WHEN    YOU    SEE 


A  FOREHEAD  LIKE  THIS 


Tell  the  owner  he  can  straighten  out  the  wrinkles 
by  sending  that  old-fashioned  filing  system  of  his 
to  the  scrap-heap  and  installing 

The  Library  Bureau  Numerical  Vertical  System 
of  Filing  Correspondence* 

SIMPLE.  Cne  place  for  each  correspondence. 

COMPACT.  One  number  for  each  client. 

ACCESSIBLE.  One  minute  or  less   to  wait  for  all  the 
RELIABLE.  facta  of  the  case. 

As  a  filing  system  it  stands  pre-eminent  to-day. 
YOU  are  invited  to  send  for  complete 
descriptive  booklet  to 

LIBRARY    BUREAU,    LTD., 

10,  Bloomsbury   Street,    LONDON,   W.C. 

Branches  at 

12,  Exchange  Street,  MANCHESTER ; 

58,  The  City  Arcades,  BIRMINGHAM  :  and 

Union  Buildings,  St.  John  Street,  NEWC.^STLE-ON-TYNE. 


95 


(^MM 


^'2■ 


4 

22 


Office  Appliances 


CARD  SYSTEM. 


Adveilisement  descriptions  are  generally  vague.  It  is 
not  possible  in  a  small  space  to  tell  you  ALL.  that  the 
words  CARD  SYSTEM  mean.  They  may  mean  a 
great  deal  to  YOU,  but  at  present  you  do  not  know  it. 
Send  for  our  sixty  page  descriptive  pamphlet.  It 
explains  the  SYSTEM  clearly,  and  illustrates  its 
application  tn  BUSINESS  PURPOSES  and 
FACTORY    COST   ACCOUNTS. 


LIBRARY  SUPPLY  Co., 


IVe  are  Anxious  to  Send  this  Pamp/j/et.  post  free 

To   THOSE    who   INTENDED   sending    for   it   last  month,  but 

FORGOT. 
To  the  NEW  READER. 
To  the  MERELY  CURIOUS. 

To    ANYONE   v.hn   is    INTERESTED,    .md    who    will   send  us 

liis  n.-nnie  ,ind  nddrt-ss  on  a  postcard. 

Bridge    House,  181,    Queen    Victoria    Street, 
LONDON,    E.G. 


Cabinet    and   Joinery    ^Vorks^Vaithamstow,    Essex. 


JJ 


Letter  File. 


(sTorii 


ES    PATENT.    ENGLISH    M, 


lAKE  ) 


Is  the   BEST,   because  it  is  : 

THE    SIMPLEST. 

and    is    the    ONLY    FRONT    FILINO 

System. 

THE   MOST    EFFICIENT. 

Letters  filed  and  found  more  easily 
than  by  any   other  system. 

THE    CHEAPEST. 

Each    File  is  its  own  Transfer  Case. 

Inspeelinn  invited  o|"  (jiis  and  ol  oui    many  Other 

Labour-saving  Office  Devices. 

Write  for  our  Illustrated  Catalogue? 


PARTRIDGE  &  COOPER,  Ltd.,  ^  /^"^^^•^^v  lane 


LONDON,  E.C. 


t/, 


Bmm\ii 


Office  Appliances 


LYLE 


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DOSSIER 


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It  takes  care  of  your 
Correspondence.        /^ 


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-f-f^ 


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Catalogue   and 
full    particulars- 


Card  Index  Experts, 
26,  Harrison  St., 
Gray's  Inn  Rd., 

LONDON. 


Branch  Office  : 

94.  MarKet  Street,  T  T  T 

MANCHESTER. 


FILE 


97 


fffeSMHKI 


Time  Registers 


This  illustration  repre'^ents  a  few  of  the  many  thousands  of  workpeople  whose  time  is 

daily  recorded  on  the  '■  DKY." 

22    "DEY"    MACHINES    IN    USE    AT    THESE    WORKS. 


The 


K 


'■\ 


Eliii    ]  i  1 


■xoaittaiEUi 


May  iSth.  iStK),  Messrs.  Walker  &  Hall,  Sheffield  write  :  "  We  are  glad  to  inform  you 
that  the  '  Dey '  Time  Re£jister,  which  we  purchased  for  trial,  has  i^iven  us  such  satisfaction 
that  we  are  proposing  to  adopt  the  same  system  of  time-keeping  for  a  portion  of  outworks, 
and  we  now  have  pleasure  in  handing  you  order  for  twelve  more  machines."  And  in  May, 
1902,  they  ordered  nine  more  machines,  making  a  total  of  twenty-two  machines. 


"  DEY " 

Time 
Register 


HIGHEST 
TESTIMONIALS 
FROM   THOUSANDS 
OF   USERS. 


No  Keys,  ChecKs,  Cards,  Pin  PricKs,  or  Disputes. 
1,500  persons  registered  in  five  minutes.  CoUusion 
favouritism,  or  errors  are  impossible.  The  exact 
hour  and  minute  printed  in  bold  type  on  time= 
sheet.     Compare  this  with  other  systems. 

ENGLISH  manufacture  throughout. 


London  Offices  — 

lOOc,  QUEEN  VICTORIA  STREET.  E.G. 

Telephone:  5690  BanK.  Telegrams:  "  Countable.  London." 


For  Illustrated  Booklet,  giving  full  particulars,  apply  to 

HOWARD  BROTHERS, 

T:lXt'^r5rLive:ptr"''''^"''°°'-"'       lO,  St.  Ccorgc-s  crescent,  LIVERPOOL. 


^^iiijliraffl 


'"~^i^ 


Time   Recorders 


roiseiPLijsfE, 

E:xA©Tjvess, 

Are  the  THREE  FACTORS  OE  SUCCESS 
IN  MANUEACTURIINO  ORGANIZATION. 

Our    SUSt^ttl     ^"^^^  "^^  many  variations   and  great  adaptability, 
—  ^  '   en.sure.s  all  three. 


International  Time  Recording  Co., 

171,    Queen    Victoria    Street,    LONDON,    E.G., 

and    19,    Waterloo    Street,    GLASGOW. 


Send  for  Pamphlet:  "Cost  Keeping  £  Mow  to  do  it." 


Miscellaneous 


0 
N 


CONTRACTORS  TO  H   M  GOVERNMENT.  FOREIGN  GOVERNMENTS    HOME  &  FOREIGN   RAILWAYS 


\Z 


flEMINGBlRKBY&fiOODAllI? 


Vfest  Grove  Mill, HALIPA 


TELtGRAPHic  Address:  "  FLEAl  NG,  HALIFAX.' 

Telephone    No-   48    Halifax. 


* 
« 
^ 


J 


B 
E 

L! 
T! 

m 

G 


^ 
<* 
•^ 
^ 


If  it   is  Money  you  Want 
CARBORUNDUM 


Use 


WORKMEN    LIKE    THEM. 


The  20th  Century  Abrasive. 

It  saves  time  :  lime  saved  means  m<jiiev  sa\e(l. 

Others  use  it,  why   not 
YOU  ? 

Write    Us    or    our    Agents    lor 
Catalojiiie  and  Prices. 

THE    POLISHERS 
SUPPLY  CO., 

r.ntish  .Agents.. 

27,    Chancery   Lane, 
LONDON,    ^V.C. 

TelCLii;inls  : 

•   CuriiUIN',    Li.)M)ON.' 

.\  I'.  C   .Mul  Lieber  Codes  ii^-cd. 


British 

Steam 

Specialties 


LTD., 


FLEET    ST., 

LEICESTER 

Telegrams:  "BOSS." 


E.S.HINDLEY&SONS 

Works  :    BOURTON.   Dorset. 

London  Show  Rooms  and  Stores— 

11,   Queen    Victoria    St.,   E.C. 

STEAM 
ENGINES 

HIGH  SPEED, 

SLOW   SPEED, 

VERTICAL. 

HORIZONTAL. 

SIMPLE, 

COMPOUND. 


0 

Ulritc  tor 
Quoutions. 


Why  Throw 
Away  .  .  - 


ID  toLD°/o  of  COAL  in 

WASTE 
HEAT 

—up  the  Chimney  ? 


IT   CAN   BE   SAVED  by  the  adoption  of 


COPYRIGHT 


GREEN'S    ECONOMISER. 


Can  be  applied  to  every 
Kind  of  Steam  Plant. 


ILLUSTRATED  CATALOGUE  from 
Inventors  and  Patentees — 


E.   GREEN   &  SON,    Ltd., 

2,  Exchange   Street,    MANCHESTER. 


Telegrams:  "ECONOMISER.' 


HIGH=CLASS    ^     ^ 


Electric  Lighting 
Engines. 


McLaren's  450  I.H.P.  Triple  Expansion 
Surface  Condensing  Engine  with  Dynamo 
for  Driving  Engineering  Works. 

Specifications  and  Quotations  on  application  to — 


ALL  SIZES   FROM 
200  to  3,500   H.P. 


I 


J.  6  H.  McLaren, 

Midland   Engine  Works.    LEEDS. 


^ 


Printed  by  Southwood.  Smith  &  Co.,  Limited,  Plough  Court,  Fetter  L:ine,  London.  E.C.,  and  Published  by  the  Proprietors  of  Page's  Magazine. 

Cluii  House.  Surrey  Street.  Strand.  London.  W.C.