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2

with. Without furth

er

preface,

we will

proceed

to

give the results of

our

investigation.

I t will

be und

e

rs t

ood, of course, th

at

we

do not

prop

ose giving a

detailed descripti

on of

the wh

ole

mann

9r in which

the

movement

of

a watch

is

made;

that would require a volume rather than an

arti

cle

of the

le

ngth

our

space allows. As

before stated,

we

shall only

touch

on salient

points.

At the

present

time, the La ncashire 'Vatch Com

pany

makes three

chief desc

rip

tion

s of watches, all

of the English

l

ever type. There

is, first,

the

key

windin g, full-plate, fusee second, t

he

full-plate, going-barrel movement,

either

key-wind

ing or

keyless;

and third, l a t e

going-barrel

movement, either key-winding

or keyless. These

standard

types are made in different sizes

and

different

qualities, but a

ll

,

in

gene

ral

principle

of

design,

are the

samE ,

the

price

being

regu

lated

by the am

ount

of fini h and

number

of

jewels, and, of course, the quality of the cases.

The

co

mpany has

carefully

abstained

from

making

radical departures in

the

design of

the

watch ; in this

respect

alterations have not been necessary, as the

management has

n

ot seen it

s way

to

improve, to

any

marked extent, on the b

est

design of watch

now in use.

Ther

e

are, indeed,

some

alterations

in

detail, but the law of the survival of t he fittest has

stood

good

in th i

s respect,

and the modern English

l

ever watch

is a selection,

or

survival, from a long

and

varied

experience. It will,

therefore,

be seen

that the

great

interest

from a mechanical

point

of

view of

the

Lancashire

Watch

Companys works

does

not

lie in

the

watches themselves, but in

the

method of manufacture. I t

may

be said in passing

that

the

watches now

made

by

the

c

ompany

are

founded on

the type of

watch manufactured by the

late

firm of Messrs. Wycherley,

Hewitt, and

Co.,

which may be described as the

parent

firm of the

present company; the latter being an

amalgamation

of a

number

of firms established

in

Prescot

on the

old lines.

Machinery

has been used in t he manu

facture of parts

of watches

in En gland

for some

years past

; but the complete factory s

ystem as

applied

to

the manufac ture of the entire watch

has never been carried to its fullest extent., as in

the

case of

the

big

American

works,

and

now

in

the

Lancashire

fact

ory

we

are

describing.

As we

can

only

take example

parts of

the

watch ,

we will commence

with the

pinion-making machi

nery. Our illus

t

rati

o

ns

on page 4,

Figs.

3

and

4,

give

two

general views of

the

pinion-making

department, the posit ion of which may be seen

on the right-hand

side of

the

big room

in the

plan, Fi g

.

1.

Our

illustration, Fig.

5, annexed,

explains the

various ope

ration

s in

the

prod uc

tion

of a pinion.

The

blank

is formed from

wire

which

runs

from

0.050 in. to 0.14.0

in. in

di

ameter, the

leng li

hs

t o form

the

bl

ank

being

cut

off in a power press.

Thi

s gives, of course, a cylin

drical

blank, and the

first operation is ro

ugh-turn

ing,

as illustrated

in Fig.

5, and

a sma

ll

centre is

made,

as

show

n. This

ope

ra t

ion is carried

on by

means of a three-spindle lathe, which we illustrate

in Figs. 6 and 7, on

page

5. Fig. 7

is a general

view

of this

pinion

roughing

-out lathe,

taken from

a phot

ograph. Although

the

first ope

rati

on in

machining

the pini

on is

known in the trade as

"rough

turning,

,

it

is a

very

different

thing

t o

roughing

out, as

the

e

ngineer und

erstands it, even

for the finer work that usually comes within his

province,

for

the

operator has to

wo

rk

within a

limit

of in.

(0.0008

in. ). This is

the

maximum

erro: admissible,

and

when it is

state

d that

the

subsequent

operations

depend on the

accuracy

with

which

the

work is done in this

stage

,

it

will be

easily understood that

great

care

has to

be taken to

avoid

any

discrepancies in workmanship. F

or

the

finishing

cuts an automatic

machine is used,

and

if

th e blank is

not accurate it

would break or

bend

in

turnin g. In

the

roughing -out opera

tion

the piece

is held in

a

spring

eh uck

by

its

lar

ger- part,

and

so

a.

heavy

cut

can

be

taken;

but

in t

he subsequent

operation performed by the

automatic staff l

athe

(to which we

shall refer

later), the work is held by

its ow

n

cent

res,

and in orde

r

to

avoid damage

to

these,

extreme delicacy iu

handling

has

to

be ob

served.

The

blank is placed in the roughin g machine by

hand, and

chucked

by

means of a

treadle

actio

n,

which

ope ra t

es springs, and at the same time

starts

the lathe.

There

is a double slide

rest,

and

one cutter

rough

cuts the point, and th

en finishes

the

point

absolutely, t he angle be ing

60

deg.

This

pointing

operation

is performed

by

a

c u ~ t e

which

is

placed

in the tailstock

spindle, the

cutter being

E N G I N E E R I N G.

ground t o the r

equ

isite angle of

60 deg

.

y

a \ p i n ~ l e be

pressed

.to

wards

t

he

tailstock,

it

c a u s ~ s

special machine. As attendant there is one gul

to

the Jaws of th.e s p l ~ t c h ~ c k close.

There ~ r e

1n

each of

these lathes.

The

latter have been

designed t

he c h u ~ k sprmg d1sc s1x sprmgs

not

h o w n 1n ~ h e

especially for

the work by Mr.

C.

J. Hewitt, the illustration, although they are shown 1n the sectwn

works

manager,

and

are prot

ected

by

a patent held of the

c a ~ s t a n

rest lathe, to

dealt

with

later

o

n.

by

the company.

The

la the head is the essential hese sp

rmgs

keep the push sp m? le forward

and

the

part,

which is new. I t

should be noted

also that Jaws of

the

c

huck

closed .

as r e q ~ u e d

but when

the

the

second point t o the

pinion is cut in

this lathe

puts

treadle

1n n1

?t10n

he r a w ~ back the

as

a separate operation. push spmdle aga1nst the reac t10 n of the sprrngs, and

I

-

lf '

I

I

I

l

I

0

C J

0

0

r

r

r:

..

~

'

Flil

C

0

...

.

...

"'

C

-

~

I

.

L

II

QdQI I

......

t]r

'

'

-

-

Forx

/ o r i ~ -

T

I

}

"M.'

/

\..

rr

F l R S T

fL

OOP f f t

ig

.5.

RO U OHtNC

OUT

1>1

t(]

I

I

1>1

I

.

I

M

II

11

TURNED

UNDER

141

H

4T.J

CUT

7/23/2019 Engineering Vol 56 1893-07-07

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j ULY 7 I

893]

running loose on one of .t

he

spindles has a catch-pin

which engages with a carrier on t

he

pinion,

thus

imparting motion to the pinion. A slide

rest

with

longitudinal

aud

t ransverse m

ot

ions obtained from

the camshaf

t,

carries the cutter, which pasRes along

the

arbor

and out

along t

he

face,

and then returns

free of the work to its original position, where it

st

ops

until another

pinion is inserted,

and the

operating treadle is again d

ep

ressed.

The

spindles

holding

tha

work are automatically locked during

the

turning operation,

and

are

free when

the

work

is being

in

serted. Arrangements are also provided

for

taper turning

and

micrometer readings f

or

setting

the tools.

Th

e

next

operation to which we make reference is

that of cutting leaves,

or

teeth,

in

the pinions.

By

reference to Fig.

5 it

will

be

seen

th

at a

ft

er

the

fifth

cut

the cylindrical part has

teeth cut

in it,

thus

forming

it

into a pinion.

Th

e operation is

performed

by

a milling machine, carrying th ree

cutters

on o

ne

spindle.

This

is illu

strate

d by

three

views

in

Figs. 11, 12,

and 13,

page

8,

but no

cutters are shown in place.

The

first of these

is

a saw which

puts

a

number

of slits

in

the

pinion

corresponding to

the number

of

teeth

r

equir

ed.

The

seco

nd

c

utter

trims up

the

slits to

an

approxi

mat

e

ly

correct shape,

the third cutter

giving

them

the

exact shape . All

the

operations are automatic,

one girl having five machines

under her

care, she

only having to put

the

pieces

into

the machines.

The three

cutters are fed

up by

a spring governed

by a cam.

When

all

the operat

io

ns

are performed,

the headstock goes back,

and

t

he

machine stops.

On

the

r

etur

n

st

roke

the cutter

lifts

out

of

the

cut,

and there

is a quick return motion.

The

dividing is done

by

a

ra

tc

het

movement. F or

this

operation a new machine has just been

intr

o-

duced, which is also used, as well as

the

machine

last described. This new machine we illustrate by

Figs. 14

and 15,

on page 8.

The intention in

designing this machine was to d o away with

the

disadvantage that

the ol

der machine possessed,

in

so far that two of

the cutters

on

the

o

ld

machine

are always idle; th us, while the saw is

putting the

slits

in the

pinion,

the

second

and

finishing cutter a

are revolving in space

and

doing no work. To

overcome

th i

s difficulty, four spindles are placed

in

a revolving head in the new

machine;

t hese

spindles carry

the

pinions to

be

cut,

and by

a cam

shaft a step-by-step r

otar

y motion is given to the

revolving head.

Thr

ough a

ratchet

a

nd

pawl

the

revolving

he

ad is held

in

position long enough to

all

ow

each of

the

cutters to do its work. These

th ree cutters

are

carried on a horizontal slide, as

shown.

t

will

thus

be seen

that three

of

the

pieces of wo

rk

mount

ed

on

the

revolving head

are

being operated

up

on at once.

The attendant

is

fr

ee to

take out

t he finished work

and

insert a new

blank

on

the

fourth spindle. After

the

leaves are

cut in

the pinions

they are taken

again to th e staff

lath

es,

and

the sixth, seventh,

and

eighth pivoting

cuts are

put

on them, as shown

in

Fig. 5.

Three

pinions are in the machine all the time it is at work.

After the

pinions have

be

en formed

in

this

manner, they are hardened. This is do

ne by

placing

about 5000

in

an

iron box with finely

ground

char

coal ;

the

whole is allowed to soak in a fire, and all

the parts are

t

hen dropped

into a deep

pan

of oil.

The pan

is made deep, so

that the

pinions

are

cold

before they

get

to

the

bottom,

and

thus

the

tendency

towards distort ion is reduced

to

a minimum.

If

a

shallow receptacle for t he oil were used, a

larger

proportion of

the parts

would become deformed.

Another good

point in

this process is that the parts

come

out

perfectly clean,

just

as

they

go in,

and

this

is secured

by taking

off the lid of the box,

under the

surface of

the

oil, so that

the

work is

never exposed to t

he air

while hot, and therefore

does not blister

nor

turn black. These precautions

are worth noting, as

th

e

meth

ods are applicable to

other

branches of mechanical

industry

in which

hardening has often been f ou

nd

a difficulty.

The next

operation is to polish

the

leaves of

the

pinions.

This

is effected

by

a

sm

all bench

machine, examples of which

are

shown in the

view of

the

pinion-polishing room,

Fig.

1

6,

page

12.

The

machine is simple

in

design, consisting of

a reciprocating arm, worked

by

a crank,

and

having

the

polisher attached. A lead lap is used,

in

con

junction with a material known to watchmakers

as

"glossing

stuff."

The

finish is accomplished

by a wooden polisher,

and

a powder

known

as

"diama

n

tine."

This a special composition,

much used in the watch trade.

After

polishing,

the

pinion is

turned under ; this

is do

ne by

E

N G I N E E R I N G

3

means of a small

lathe

with a

hand rest;

a steel how full of

interest

the

~ x h ~ b i t

of the

y d r o g r a ~ h i o

cutter is used,

and

a very light cut is

taken.

Great Office on board the J l ~ I ~ O i s must be.. ~ h e r e IS a

skill is

required

on t

he

part of

the

operator

in

this series of volumes conta1nmg

charts

whtch

Illustrate

sta

ge of the work

and hy

constant practice the the progress of the art from

1640

to the present

workmen possess fine a touch that they can w

ork

time ; t

he

o

ld

est of

these

maps

were made

by

with

an

accuracy th$\t is

truly

surprising.

Th

e

re

Mercator,

and h ~ r e a r e ~ number

of examples of

the

are many of these under-cutting ope

rati

ons, on work of the Brthsh Mann? Su:vey Depart llent,

on

different parts of

the

watch,

and

we

l i ~ v e that

no the. coast of

North Amenca,

In colonial

~ m e s ~ n d

automatic mac

hiner

y has yet been devised to do d u r i n ~ the War of Independence.

There

Is, coming

away with

the

skilled workman. Most of the

q U i t ~ the p r e s ~ n t bme,

a set of

p h o t r a ~ h s

American watchmakers who have almost a super- Illustrating a

United

States

survey party,

With

stitious aversion to

the

of skilled operators,

get their

full equipment,

and h o w ~ n g methods

of

work;

over

this

difficulty

by

leaving

out

the under-cutting as a

natur

al seque?ce,

there

Is

a com_Plete set . of

ope

rati

on altogether.

The

Lancas.

hir

e ~ a t c h Com- reco

rd

books,.

p l o t t ~ n g

sheets,

and

the first

d r a w ~ n g

pany, however, continue to do thts, as 1t prevents of the chart, whiCh only

such

a d e g r e ~ otfh

finisbh

the

oil running away from

the

pivots.

The other

is

attempted

as will serve t h ~ engrav.ers In

su.

parts of

the

pinion

are next p o l i ~ h e d and the end

sequent

processes.

Fr

o

m

this

d r w m ~

a traCing

IS

is rounded off by a file,

and

burnished.

made with

a steel

point

upon

gelat

me (a good

To be continued.)

example of

t ~ i s

work is shown)

d t h e h l i n t h t ~ s c ~ t

are

filled with lamp black,

an

t e ge a 1ne IS

forc ed

into

close

contact

with a copper plate,

the

THE

MODEL BATTLESHIP " ILLINOIS." surface of which

has

been covered with a film of

beeswax ;

by this

means the outline of . he

chart

is t ransferr

ed

to the copper. Some specimens of a

complete copper engraved

plate are

sh

ow

n (

ro J in

.

thick, and measuring 33 in.

by

39 in.), and there

are also illustrations of t

he meth

od

adopted

for

electrotyping the plates for

r e p r o d u

Besides

various completed charts,

there are

exh1b1ts of

s o ~ e

relief models, among

others one

of the AtlantiC

Ocea

n, and another

of

great

interest of

the West

Indi

es

and the

Caribbean Sea.

The

horizontal scale

of

this

map is one inch to

33

miles,

and

the

vertical

scale is 33 times as great. I t shows

the

charac

teristic features of the

bottom

of the ocea

n,

and

the surfaces of

the surrounding

shores

and

islands.

The

high

est land shown

is the

peak

in

the Sierra Nevada

de Santa Marta in

Columbia,

16,419

ft. high, and the

greatest

depth is in the

depression

north

of Puerto Rico, where t

he

bot

tom

sinks to

4661

fathoms, or

about

5-(

6

miles

deep." Among the

instruments

ex

hibited are

a

deep sea sounding device that has been used for

depths up to 4600

fathoms ; a

transit with

a solar

attachment

for finding

the true

meridian

and de

clination of t

he

magnetic needle.

There are

also a

collection of theodolite,

plane

table,

sextant,

tele

meter,

c.

A complete set of the

charts

issued

fr

om

the

office is exhibited.

They

are

3500

in number

,

and are

divided into groups according

to the

Unite

d

States

naval

station for

which

they

are intended;

each of

these stati

on gro

up

s

is

divided in to portfolios containing one

hundred

charts,

numbered

consecutively.

The exhibits

of

the

Marine Meteorology Office

are

too

numer

ous to

mention, but they are of very great interest ; they

comp

ri

se specimens of the

"Current

Weekly

Bul

letin

; ,

the ' 'Current Monthly Chart;"

maps of

famous storms, icefields, wreck charts,

and

a great

variety of

other

objects,

all

having

the

same

pur

pose of circulating

in f

o

rmation,

th at

may add

to

the

safety of ships

and to

the know ledge of

navi

gators all over the world.

Concluded from p age 910

,

vol. lv.)

BE 'IDE S the Bureaus of Construction and of

Equipment, to which we

ha

ve

referr

ed,

the

follow

ing

su

b-departments

ha'e

been assigned space

in

various portions of

the

ship :

1.

The

B mecc.n of M eclici?te anc

S ttraery. - This

very important bureau has

in

its charge all relating to

naval hygiene

and

sanitation,

thecontrolof

naval hos

pitals afloat

and

on shore, the furnishing of medi

cines

and

medical supplies,

the su

rgical

instruments

and

apparatus,

and in

general the superintendence

of everything relating to

the

hospital work of th e

navy. Its

exhibit

on the IllintJis is a dispensary

and

sick bay,

and

shows

the

complete medical

and

surgical

equipment

for a vessel of her class which

has a total of

500

officers

and

crew.

2. Th e

B meau

of

Navig tion. - This

"has cogni

sance of all that relates

to the

promulgation

and

enforcement of

the

secretary's orders to

the

fleet

and

to

the

officers of t

he navy; the

education of officers

and

men, including

the

Naval Academy

and

tech

nical schools for officers (except

the

torpedo

school),

the

apprentice establis

hment

and

scho1ls

for the technical education of enlisted men ;

the

enlistment

and

discharge of all enlisted

persons, including appointed

petty

ofticers f

or

general

and

special service ; controls all rendezvous

and

receiving ships,

and

provides

transpor

tation for

all enlisted

persons and

appointed p

et t

y officers ;

establishes

the

complement of

the

crews of all

vessels

in

commission ; keeps

the

record of service

of all squadrons, ships and officers, and prepares

the

annual naval register for publication; has

und

er

its

direction

the Hydro

gra.phic Office ;

th

e enforce

ment of t

he

laws

and

authoris

ed re

gulations,

tactics, signal codes,

and

manuals of

the

service,

and

the uniform regulations ;

the

collection of

foreign surveys, publication of charts,

sa

iling

dir

ec tio

ns and

nautical works,

and

the dis

semination of nautical

and hydr

ographical

inf

or

mation to the navy

and

me roan i le marine. "

The

HydrographicOffice,

i not

the most

important,

is at

least the most

interesting

of the Navigation

Bureau

,

It

is divided

into

a

numb

er of sub-offices,

the

chief

of which is that of chart construction,

this

work

in

cluding all stages, from

the

results of

the

survey

ing

parties

to the

engraving

and

printing

of

the

finished charts. Everyone who knows how admir

ably executed

the

U

ni t

ed States

Navy charts

are,

can

appreciate the

great

technical skill that is

included

in this

division of the service.

Another

important

s

ub

-office is that of Marine Meteorology,

the

special

duty

of which is to collect

and

publish

all obtainable

data

relating to climate, "weather,

storms, prevailing winds,

currents, temperatures,

fogs, rains, ice, wrecks, floating derelicts, the use

of oil to

sm

ooth seas,

and

the best sailing

and

steam

routes. " The remaining sub-offices of the

Hydro

graphic Office

are

those of "Issue

and Supply,"

"Sailing Directio

ns,"

and the

"Mailing Division. "

Thi s

most important branch

of the Ame

ri

can

Navy

r t m e n

has

established offices at Boston, New

York, Philadelphia, Baltimore, Norfolk, Savannah,

New

Orleans,

San

Francisco, P or t

land

(Oregon),

Port Townsend,

and

Chicago. The

sp

ecial business

of

these

branches is to collect, compile, publish,

and

distribute

to

mariners

and

others

in t

e

rest

ed

in

nautical

matters,

such

inf

o

rmation

as th ey

could

not

otherwise get,

but

which

the

Govern

ment can easily obtain; all such

information

is

distribut

ed

gratuitously

to

persons of all

nationalities. The usefulness of

this

organisa ti

on

cannot be

overrated.

It

may readily

be

imagined

3. The United States

Na

val

A c

ademy

. -

The

exhibits

from this

bureau are

sufficiently complete

to give

the

visitor a good

idea

of

its

scope

and

use

fulness. The

Naval

Academy was founded at

Annapolis, l\1ary and, in 1845, and

with

various

modifications and extensions

continued

active until

the

outbreak

of the

war in

1861,

when

it was

removed

to Newport, Rhode

Island.

The

term

of the academic course is

six

years, and there

is

a special courie for

cadet

engineers.

The minimum

age at which candidates

are

received is

15

years,

and

the maximum 20 years.

The exhibit

of

this

bureau

consists of the

class-

books

employ

ed,

examination

papers,

specimens of cadets' work

in

the various courses, c.

4.

The Ordnance

B

HreaH

.-

The

function of the

Ordnance Bureau of the United States is to manu

facture and purchase offensive

and

defensive

arms

of

all kinds,

with their supplementary

appliances

and

apparatu

s;

it recommends

the

nature of the arma

ment

to

be

carried

by

vessels,

and

t

he

materials,

kind, and quality

of ships'

armour

and dimension

of turrets;

it

decides the carrying

power

of vessels

and

the loca

ti

on of the

armament,

including t

he

dis

tribution

of armour;

it

moun

ts the

guns

on

board

and prescribes the armament for all

torpedo

vessels:

There

is no necessity

to enlarge

on

this part

of the

exhibit

; we

have already

enumerated the

arma

ment of

the

Illinois, and we

have

so

recently

de

voted a long

seri

es of articles

to modern Un ited

States artillery, which include detailed descriptions

of all the

guns

mo

unted on the

model ; we may

7/23/2019 Engineering Vol 56 1893-07-07

4/33

4

E N G I N E E R I N G .

U Y

7 I8gj .

THE LANCASHIRE WATCH COMP

AN

Y'S WORKS, P RESCOT.

(For

D

escription

see

Pc ge 1 )

Fr r . 3. n o ~ u a N G R T M E N T

Fro 4

KI

ON M

AK

IN

G D El ARTMENT .

7/23/2019 Engineering Vol 56 1893-07-07

5/33

479

0

:

.

r ... -

-

'

i

. :==

I

. ;

;

....

,,

THE LANCASHIRE WATCH COMPANY'S

WORKS,

PRESCOT.

141:1 0

i

. 6.

-------. ---

-

..

0 0

-

i

...

--

-

-. --. ' - - ' = ' - = ' - ' - ' : : : ; ~ : :::

---------

------

-

-- .

...............

.

..............................

.....

.

: : : : : : ; ; . . ~ .

.;

: :J"

.

i

y. 1

Fms. 6

.AND 7. LA

THE FOR

RouGHING ouT PINIONS.

(For Description, see Page

1.)

f

Fig.8.c

-

Oo

r'

.,

:t '-

.....

>-

.._

r-

t

*11.8

l q 1

, - 1 : 1

~

-

In

r-

t .

ro I

v-:::

r

.

r'

r

~ ~ ~

'000

(\ -

0

-

r-

-

0

-

r

Fiq.

10.

'

FI G S. 8, 9, AND 10. A UTOMATIC

STAFF

L

ATHE.

0

' '

mention

that

the

method of sto

ring projectiles

and I enetration was 14 in., and

the

backing was

unin- How

ell aut omobile torpedo. Th e

diameter

of 1sufficient to carry

it

400

yards at

22 knots. By

ammunition of all natures

is

admirably illustrated, jured. The second shell was broken

in

two pieces, this torpedo is 14.2 in., and its ext reme length means of gearing,

the

pitch of

the

screw can be

as a] so is

the hydraulic

hoisting

machinery for

rais- 1and

there are

no cracks visible

in th

e plate. The 10 ft.

9t

in.

The

weight with explosive charge is I

altered

as

the speed

of

the

fly-wheel decreases.

ing the

charges from

the

sto re to

the

tur ret above.

1

second plate shown corresponds with

the

barbette 50() lb. ;

the

latter o n ~ i s t s of 90 lb. of wet gun- The

Hall

automobile torpedo is also shown ; t

he

We

may

here

mention two armour-plates that are

1

armour of the coast defence ship

Monterey;

it is cotton. The fly-wheel, in which th e propelling material is of bronze, except the air -fia t"k, which

is

placed on shore

close

to the

Illinois,

and

which

I

l l in.

th

ic

k,

15 ft. 4 in. long,

and

4 ft. 6 in. energy of

the

weapon is stored, has a speed given of

stee

l.

Its diameter

is 14.2

in

. ,

the

len g

th

is

attract considerable attention . The first of the se I wide; the plate contains about 3 per cent. of nickel. to

it

of 10,000 revolutions per minute, and this is 113 ft. 6 in.,

the

weight is 687 lb. ; the weight of ex

is a test-plate of

the

14-in. diagonal armour made

1

The projectiles fired

at

it were all 8-in. shells geared down to a pair of screws to a rate of 6000 plosive charge is 130 lb. of wet gun-cotton. The

for the

battleship

Indiana;

it

is 10 f

t.

long and

1

with

250 lb. powder charge ;

the

velocity was revolutio

ns; the normal

immersion is

10ft., but

motive power is

air

compressed

to

1400

lb

.,

actuat-

6

ft.

3 in. wide, and it weighs 36,353

lb

.

It

was

1

1633 ft., and the striking energy 4073 foo t -tons, this is controlled by a pendulum a

nd

hydrostatic I ing geared engines making 800 revolutions per

test.ed

at the naval proving ground, Indian Head, Th

ese

shell

did

not get through the

plate, which, balance which

actuate

a servo-

motor

connected

I minute,

and

drivin

g two screws which

are mounted

Maryland, by

three

10-in. 500-lb. armour-piercing moreover, is quite free

fr

om cracks. Several form s

with

a horizontal rudde

r.

The ene r

gy stored up

in

I

on shaf ts

one within the other; the

normal speed

shells,

fired

with

a velocity of

400f

t.

and developing

of

torpedoes are seen on board

;

the

m

ost

in - j the fly-wh

ee

l

by imparting

to

it th

e velocity of

these

is 1300 revolutions.

The working pr

es

a

striking

energy of 6795 foot-ton s. The depth of terestiug

are

the

latest

pattern of

the

(1892) mentioned , before

the

torpedo is launched, is I ure of the air in the engines is 350 lb. Th e

t

c::

t 4

'-l'

...

.....

00

\ )

w

I '

l

t I1

z

( )

z

tr1

tr1

~

z

)

V \

7/23/2019 Engineering Vol 56 1893-07-07

6/33

6

engines have three cylinders

in.

by

3

in. ;

th e

speed

is 22 knots for 500 yards, and the

range

is 650 yards. 'l'he

immer

sio

n,

which is

10

ft.,

is cont rolled

by

fl

oat ; steerin g is effected

by

a pendulum;

both a c ~ by

opening

a.

valve

that

allows

ai

r t o escape

at

the

ta1l

of the torpedo in such

a way

as to

br

in

g the to t

he

no

rmal

state.

The e

xpl

osion of the charge is effected

by

cont

ac t

.

There is a lso one of the L ay- Haight dirigible tor

pedoes of the 1881 pattern. I t is mad e of

stee

l

and ha

s

a.

diamet

er of 20

in

.

with

a len

gt

h of 20 ft.

.

t ~ e weight is 4000 lb. and the expl?sive c h a r g ~

2o0 l b. of wet gun-cotton. The mobve power is

liqu

efied

carb

on dioxide,

expan

ded

in t

o a Bro

th

er

hood engine. is

contr

o

lled

from

the

ship by means

of

an

electric cable,

and

a step-by-step relay,

and

it

c1n

be

fired

either

el

ectri

ca

lly

or

by contact

the

range

is a mile,

and the speed

13 kn

ot

s.

This to;pedo

is rather a c u r i o s i ~ y

than

a sta

nd

ard weapon.

5. The B Hrean

of

Steam Engineering -

This

a.ll-imp01tant department of the

navy

is

und

er

the charge of Commodore Melville a.t Wash

ington . I ts

duties

are

the

designin g, fitting o

ut

repairing, and engineering, the st

ea

m machinery

used for the propulsion of vessels, as well

as

the

stea

m

pumps,

he

at

ers, and conn

ect

ions, and

the

steam

machinery employed in connection

with

the

apparatus

for turning the

turrets. This

depart

ment

sends

various objects, either actual mac

hin

ery

or models, or photographs

and

drawings.

The

boi

ler

s

and

eng ines of

the

Massachusetts, Oregon,

and

Illinois

are repr

esented.

The

main boilers a

re

15 ft. outside

di

a

meter

,

and

18 ft. lon

g, and

the

auxiliary single-ended boilers a

re 10f

t. in. out

side

diam

ete

r, and 8 f

t.

6 in. long, all

co

ns1ructed

or steel for a working press

ur

e of 160 lb. The

main boil

ers are

placed in four

wat

er tight co

mp

art

ments, and the auxiliary boilers are placed on the

protective deck. There

are

two

thwartship

fire

r

oo

ms

in

each

of the

m

in

boiler

co

mpart m

ents;

each of the do ubl e-e

nd

ed boilers

ha

s

ei

g

ht

corru

gate

d

furn

ace flues, 3 ft.

in internal

diamete r. T

he

total

heating

surface of the main boilers is abo

ut

17

,460sq

uare fdet,

and the

g

rate surfa

ce is 552square

fee t.

Each of

the two single-ended boilers

ha

s

two

corr uga ted furnaces 2 ft. 9 in. in in t

erna

l diameter.

The total heating surface of the auxiliary boil

ers

is

about

1837 square feet,

and

the g r

ate

surface is 64

square f

ee t

.

In

each fire-room, in which check valves

are placed, there is o

ne

main feed pump,

and

one

auxiliary feed

pump

;

the

rem aining pumps

are

p l a c in

the engine

-r

ooms.

Th

e forced

drau

ght

system

in use consists of one blower in each

fireroom for the main boilers and one in each

.fireroom for the

aux

ili

ry boilers, discharging in to

t he

airtight st

o

ke h

old .

Airti

ght bulkheads

are

fitted so

as

to

r

ed uc

e

th

e space to be maintained

und

er pressure.

The

propelling engines

are

made

righ

t

and

left, placed in

watertight

co

mpartments

and separated

by a middle lin e

bulkhead

;

they

are

of the \

'e

rtical, invert

ed

cylinder,

di

rect-acting,

triple-expa

nsion

type,

each

with

a high-pressure

cylinder in.,

an in termedi

ate

cylinder 48

in.,

and a low-pressure cylinder 75 in.

in

diameter,

the

st

roke being 42 in.

Th

e

coll

ective

ind

icated horse

power of p r o p e l l i n ~ ,

air

pump,

an

d circulating

pump

engines is 9000, w h e ~

the

main _e ngines

are

m

aki

ng about 128 revo

luti

ons per

mmute. The

high -

pr

ess

ur

e cylinder of each engine is forward,

and the low-pressure cy

lind

er aft. The main

valves

are

of

the

piston type, worked

by Step

henson

l i

nk

motion with doubl e

bar

link. The valve gears of

the i

nte

rmediate and the low-pressur e cylind ers a re

interchang

eable. Th

ere

is one piston valve f

or

each high-pressur e cylinder,

tw

o for each

inter

mediate,

and

four for each low-pressure cylin der.

E 1eh main piston has

one

piston rod with a cross

head

working on a

slipper

guide. The framing of

the

engin

es cr>nsists of cast-steel

in

vert

ed Y fr

ames

at

the back of each cy

lind

er,

and

cylindrical forged

steel

columns

at

the fr o

nt

.

The

engine bedplates

are

of cast steel, supp

orted

on

ste

el

kee

lson plates

built into

the ve3sel.

Th

e

cranks

hafts are made in

three

interchangeable and

reversible sections. All

crank

line, and propelling shaf ting is hollow.

The

shaft;

piston

rod s, connecting rods, and working

parts 'g enerally are for

ged

of mild ope n-hearth

steel.

The

co

nden

sers are made of

br

ass;

each

main condenser

ha

s a cooling

surfa

ce of ab

out

6353 square

feet m e a s u r ~ d

on the outside of the

tub

e3 the water passing

through

the tubes. F or

each

'propelling e_n gin

e.

there is a geared dou_b le

ve rti cal single-act

mg

a1r

pump

worked by vertical

simple engines. The

main

circulating

pumps

are

of the centrifugal

type,

one for each condenser,

E N G I N E E R I N G.

wo

rked ind

epe

ndently.

Th e propellers are right

and

left, of

mangan

ese bro

nz

e.

Each

engine-room

has

an auxiliary condenser, of sufficient capacity for

one-half

the auxiliary machinery, each condenser

being connected

with

all

the

auxiliary machinery.

Each of

these

condensers h

as

a combined

air and

circulating pump. Th e

Steam Engineering

Bu reau

se

nds

various types of fittings for boiler

and

engi

ne

rooms, launch boilers, and

machinery.

5. T lte

B n r e a ~ t of

S ~ t p p l i e s and

.A

ccowds is

in

t

ruste

d

with the pu r

chase, card, a

nd distribution

of all s

uppli

es (o ther than medicines) for the Marine

Corps.

I t

keeps the accounts of all appropriations,

and ha

s

to

do

with the

pay

of

officers

and men

as

well as with clothing

and su

bsi

ste

nce allowances.

f

space

permitt

e

d,

we should like

to

give in detail the

weekly

navy

r

at

ion, specime

ns

of which

are

exhi

bited, aswell as of miscellaneous stores. I t

a

claimed

that the American

Navy

ratio

ns

are the b

est in

the wor

ld,

although th ey are st rictly on

tota

l absti

nence

lin

es. But we

must

pass on

to

a brief no tice

of the last department which is represented on the

the

model ship.

6.

The

B11rew

of

Y

ard.s nd

Doc

ks.

-

This

de

partment

has

under its

charge all

that

relates

to

the

planning, co

nstructi

on,

and

maintenance of all

d

oc

ks, including dry docks, slips, wharv

es

,

pier

s,

quay

walls,

and

buildings of all kinds,

within

the

limits of the

navy

yards,

and

of the Naval H ome,

but

of hospitals

and

magazines o

ut

side of those

limits, nor of buildings for which it

does not esti

mate ; it repairs

and

furnishes all buildings.

stores,

and

offices in the several navy yards,

and

is charged with the purchase, sal

e, and transfer

of all

land and

bui ldings connected with the Navy

Yard

; h

as und

er i

ts

sole control the general

admi

nistr

ation of the Navy

Yard

; provides and has

sole control of all landings, derricks, shears, cranes,

sewers,

dr

edging, railw ay

track

s, cars and wheels,

trucks, grading, paving, walks, shade trees, inclos

ur

e

walls

and

fencing, ditching, reservoirs, cisterns, fire

engines

and

apparatus, all watchmen,

and

all things

necessary, including

lab

o

ur

, the cleaning of the

yards, and the protection of the public property. "

The

exhibits from

this

bureau consist of models,

plans, and publications connected with

its

special

du

ties.

The Un

ited

States

J\tiarine Corps

has

made a

small e

xhibit

of a camp of

the

Uni

ted States

Marin

es ;

this

is ar ranged in fro

nt

of the Gove

rn

me

nt

Building,

near

the Observatory

and

meteor

o

log ical exhibits.

Finally

we may mention

as

of

considerable in terest,

a. numb

er of paintings and

relics connected with the naval

histo

ry

of

the

U

nited

States. We must not omit to refer to the

way in which

the

q

uar

te rs for officers

and

men

are

fitted

up in order

to give visitors a good idea of

the

accommodation on

these

s

hip

s.

Th

e acco

mm

o

da

tion

is such as

to

enable the officers in charge

to

remain

on board th roughout the te rm of t he Exposition, i f

their inc

linati

on or duty ca

ll them to

do so.

We

cannot

conclude this long but very incom

plete ar ticle

without

placing on

rec

ord the names

of

the

various office

rs co

nnected

with the Illin

ois ;

they

are as

follows : Commodore R .

Y..' .

Meade,

in

c

har

ge of the navy

ex

hibi

ts;

Lieu

te

nant Com

mander E.

D.

Taussig, assistant

in

c

harg

e ; Lieu

tenant A. G.

Winterhalter,

r

ep

rese

ntin

g the

Bureau

of

Equipment;

Ensign

C.

P.

Blow ,

na

vi

gation ; Director F. C. Cosby,

supp

lies and

acco

unts

;

Surge

on

A

C.

H.

Russell, medicine a

nd

surgery; Assistant

Engineer Bennett, steam

engi

neerin

g; Gunner

J. J. Walsh, ord nance

; Mr.

F .

W. Grogan,

prin

cipal technical assi

sta

n t

and

archi

tect

of the naval exhibit.

The

admitable cata

logue, t o which we

are

indebted for much of o

ur

information,

and

from which we have quoted

several times in the co urse of the present article,

has been prepared

by

Lieutenant H. C. Pound

st

one,

and

we gladly

tender

to that

office

r

our

thanks

for the aid

he has

affor

ded

us.

THE BALDWIN LOCOMO

TIVE

EXHIBIT AT CHICAGO.

As at th e Centennial Exposit ion of 1876, the

Ba

ld win Locomotive Wo

rk

s of

Philadelphia

occupy

the m

ost

impo

rt

a

nt

place as regards

number

of

engines shown,

in

the annexe of the

Transp

o

rt a

tio n

Bu

ilding ; this

important

firm has

sent

no fewer

than sixteen locomotives. The Brooks Co mpany,

of

Dunkirk,

New York, however, make a good

second with

nine

engines ; th ese two firms,

ind

eed,

occupy

between

them a very considerable part of

the

space allotted to

this

class of exhibit. Nine of

the s

ixteen Bald

win engines are compound, on the

system introduced by

the firm some years ago, and

which

has

now been adopted on several hundred

locomotives, so

that it

may be considered as a

standard typ

e. Before we refer in

any

d

eta

il to

the

exhibit

of

the Baldwin

Company, we propose to

devote the prese

nt articl

e to a shot t review of the

hi

story of this fam o

us

firm, which h

as

bee n close

ly

associated

with

the g

rowth

of American railways

since their earliest

introducti

on. The

story

of the

company

is,

inde

e

d,

in

separable

fr

om

that

of t he

rail way in the Uni ted

States,

and

durin

g later

y

ears

from that of

railr

oad development

in

many

foreign countries.

The

fir

st

Baldwin engine was

built in

1830,

and

was shown

to

the public t

he

following year, so th

at

for more than

sixty

years

th

e Baldwin firm have

been

ex

hibitors

of locomotives. Th e circumstances

und

er which

this

first engine was built are

intere

st

ing. In 1819 Matthias W. Baldwin commenced

bu

s

ine

ss on his own account

as

a

jewe

ller in the

ci t

y of Philade

lphia;

he was not successful

n

this

venture,

and

six years

later he

took

in t

o

partner

ship a machini

st

named David Mason, in

tendi

ng

to

make bookbinders' tools

and

calico-printing

cylinders. This

bu

sin

< ss

proved

to be

a very profit

able one,

and

it soon became neces

sary

to

subs

titute

s

team

f

or

hand power ; t he engine

purcha

sed,

however, was a fa ilure,

and

Baldwin undertook to

const

ruct

a.

better

one himself.

Th

e new engine,

being a success,

attracted great at

tention,

and

bro

ught

in

many

or

ders,

thus

chan

ging

the

cha

ra

cter of

th e business. I t may

be

men tio

ned that

the

original engine is still preserved as

a.

sacred

relic

by

the

Bald

win Company. It certainly

initiated

the

prosperity

th at

has

co

ntinued unbroke

n for

more than half a century. C

uri

ously enough, when

the

printing

cyli

nder ma

kers

had

become engine

build

ers

with a more than local reputation, the

machini

st

Mason

withdr

ew from

the pr

ofitable

partner

ship,

and the

business was carri

ed

on

by

the

once unsuccesdul jewe

ller

.

About

that

ti

me the

new mode of

transportati

on was

attracting atten

tion

in

the United States, and the R ainhill experi

ments

were

mu

ch

talked

abo ut . In 1830 several

locomotiv es

had

been sent over from England

to

run on the few miles of track

that

had been laid

down,

and one

engine

had

been

huilt at

the

West

P o

int

F oundry, New York ;

this exper

im

ent,

how

ever, was a failure.

Me

anwhile public excitem

ent

on

th

e

subject

of

ste

am-worked railroa.ds ran still

higher,

and

th e propriet or of the Philade

lphia

Museum applied

to Bald

win to const

ruct

a small

locomotive

that

could be used for exhibition. This

effort

pro

ved so successful

that

in April, 1830, it wa s

put on exhibition,

and dr

ew two cars holding each

four persons, upon a

track

of

timb

er covered

with

hoop

ir

on. In

this

way was inaug

urated

the busi

ness which has now a capacity for building a

thousand locomot ives a year. I t w

as on

a

abort

line of six miles,

runnin

g from

Philade

lphia to

Germantown,

that

the fi

rst

Baldwin

locomotive was

run

for

traffic . The order for this engine was

giv

en

in 1830,

but

it was

not

completed for two

year

s, on account of the alm

ost entire

absence of

machine too ls,

and

the want of skilled wo

rkmen

;

in

fa ct, Bald win constructed the gre

at e

r part of t

he

engine

with

his own hands. So

far as the

design

was concerned, he gained much

inf

o

rmation

from

an

Engli

sh l

oco

motive

that

had been sent over

for

the Camden

an

d Amboy Railroad Company,

and to

which he

had

access before it was erected.

The

t rial of

this

first en

gine

was made on November 23,

1832,

th

e newspapers

of

t

he time

were very

enthusiastiC

about

Its performances, more

Eo,

it

appears, than were the purchasers, who declined

to

pay

the

contract

price of 4000 dols.,

or

eay

800l.

on account of defects

in

design. The boiler

of

this

first

Ba

ld win was 30 in . in diameter,

and

con

tained

72 copper

tubes

1 in .

in

dia

meter

and 7ft. l

ong;

a

steam dome was placed above

th

e cen tre of the

firebox. In general features

the

engine was

mor

e or

less copied from

the

' 'Planet, claes of English loco

motive, of which several

had

been imported. The

cy

lind

ers were 9i in . in diameter,

and

the st roke

18 in. ; they were placed h

or

i

zo

ntally, ~ n d were

housed ?utside

the_

smokebox 39 in. apa

rt

.

Th

e

front

pau

of ca

rrym

g whe els, placed

just

at

the

back of the cylinders, were 45 in.

in diameter

; the

r

ear

or driving wheels w

ere

54

in.,

and were

mounted

on a c

rank

ed axle. All four wheels were

made with cast-iron centres, wooden spokes

and

rims, and with wrought-iron

ty

r

es;

th e

main

frame

was of wood, placed outside the wheels. The valve

motion was o

btained

by a single fixed eccentric for

7/23/2019 Engineering Vol 56 1893-07-07

7/33

each cylinder

;

rocking shafts placed under

the

footboard had

arms above and

below,

and

the

eccentric straps had each a

forked

rod with a

hook

at their ends to engage

with

the

upper

or lower arm

of

the

r ock

shaft. The eccentric

r

ods were raised

or lowered by

a

double treadle,

so as to co

nnect with

the

upper or

l

owe

r arm of the rock

shaft,

for

throwing into forwa rd or back gear.

As

at first

built,

the

steam from

each

cylinder

w

1 s made

to ex

haust

into a

horiz

ontal

connecting pipe with an

open

ing in the centre

below

the chimn

ey

; the

cylinders,

therefors, exhausted a g ~ i n s t ea

ch

oth:r ;

this defect

was

afterwards remedi

ed

by

e

mpl

o

ymg

separat

e

exhausts.

The ' ' Old Ir ons

ide

s "

as

a

machin

e was,

no

doubt, a

distinct

failure, hub as

an

o

bject

of

public in t

e

rest

it

was a

great

success,

and

attrac

ted mu

ch

travel on the road when it

r

an

in fine weather;

neverthel

ess

Mr. Baldwin

was so

discouraged that he determined ne

ver

to

build

another

locomo

tiv

e.

But the

s

ubject

was

of

too

much

inter

eJt f o ~ him, and he

co

mpleted

a six

wheeled engipe for the

Charleslon

and Hamburg

Railroad

in 1

83

4 ;

this

was a much more successful

venture and emb

o

di

ed n

ot only

the

improvem

e

nts

t

hat

we;e

known about English practice, but

also

severa

l n ovel

feature

s

that Mr. Bald

win had mean

time patented.

Among othe

rs

the ' 'half crank

''

device

w a ~ adopted, in

which

the

crank

was placed

at each

e

nd

of

the axle,

the

prolongation

of

the crank

pin being fixed in the wheel boss. A simplified form

of valve

gear

was also introduced. A third engine

o

rdered by

t.

he

Commonwealth of Pennsylva nia

was

put in service

in

June, 1

834; it

w

eighed

about

tons and during the next seven

years

it

averaged

21,000 'miles a

year with relati

vely heavr lo

adR

.

This engine may

be co

nsidered to have

decided

the

future

of the

firm,

for

o

rders

po

ured in fast, and it

was necess

ary

to move in to new works,

whi

c

h, with

constant

extensions, are the present s ite. In

September,

1834,

Mr. Baldwin to

ok a

patent that

covered the

leadin

g

features

of

his practice for

several years.

The

inventions

relat

ed

to the

half

crank above referred to ; to a mode of making cast

iron ~ h l centres with

t

he spokes attached,

the

end of

the latter be

ing

so fo

rmed

as to r eceive

wooden felloes that were

held tog

et

her

by wrought

iron

tyres

secu r

ed by

bolts.

A

third detail was for

the

use of ground join

ts f or

steam

pipes

instea

d

of

t

he

red le

ad packing previously employed

; a

fourth

invention

was that of using a hollow guide

bar

for

the pist

on

cr

o

sshead, and making it serve

as

the

pump barrel.

Th

ese patents were rapidly

followed

by others during the

n e x ~ few

years

;

these. ch i

efly

related

to

improvements In

wheel const

ructi

on and

in

the mo

de of

fixing the

boiler tu b

es

by ferrul

es

instead of by

so

lder.

By the year

1840

ove

r 150

locomot

iv

es

had

be

en built by

the firm,

and thus

early was

inaugurated

that

y s ~ e m

of classification

and similarity of parts on

whiCh so

much

of

the

success

of

the

great indust ry has depended. Th

e

design

followed

for each

class

built at

that

time

was

similar, but the sizes varied

according

to the power

required

as follows :

ENGINEER ING

wood was

the

fuel

employed

;

it

was

n

ot till

1847

that the Baltimore

and hio Railroad Company

asked

for offe

rs

to

build

coal-burning

ngines

.

Mr.

Bald

win constru

cted some

locomotives for the

purp

ose,

in which he introduced

a rock

ing grate.

The

demand for higher

speeds and

po

wer

to

haul

greater l

oa

ds was

oontinuous then as

it is now, ~ n d

in 1848

Mr.

Bald

win

undertook the constructiOn

of

a

engine to run

60

miles

an h o

ur. This

was

comp

l

eted

th e fo

ll

owing

year,

and

marked

a .

new

d

eparture

in the

loc

omotive practice of the t1me.

I t

had one

pair

of drivin

g wheels

pla

ced

at

the

back

of the

fir

ebox and 6

ft.

6 1n. in di

a

meter,

a s

maller

pair

of

wh

eels

in

front of t

he

firebox,

and

a

four

wheel truck forward. The

cylin

ders, 17 in.

by

20

in., were

placed

ho

ri

zo

ntally

outside,

betw

ee

n

the l

eading wheels and

the

truck. The weight

the

engine

was

about

23 tonlJ, and on

test

It

ran fr om a state of rest at a speed of one

mile

in

43 seconds.

After running

for so

me year

s on the

Verm

o

nt

Central

Railroa

d, the

engine

was re

mo

delled an

d

provided with four coupled

wheels,

but its success led the way to th e building

of

other

similar

engines.

I t

is

stated,

howeve

r, that "a l l

these engi

n

es were

s

hort- lived, and

died

young of

insufficient a

dhesion. ''

\Ve have no

space here

to follow the rapid de

ve

lo

pment

of the

Bald

win

Wo

rks during

the

twenty

years ending

1867,

when

the

found

er of t he

firm

died ;

it

is an

unbroken st

ory of successful

advance

ment both in an enginee

ring

and a

fin

a

ncial point

of view.

Th

e

Centennia

l

Expo

sition

of

1876 for

the

first

time

brought

to the notice of all

the wo

rld

the remarkable

position

that

the company occupied

as

locomotive

builder

s. We may briefly re fer to

the

display

made at Fairmount Park

on

that

occasion

in

o

rder

to

compare it with

what the

firm h

as

done

at

Chicago

seventeen years la t

er.

Th e collection of Baldwin locomotives consisted of

a

consolidati

on

engine

for

burning an thracite coal;

a similar

engine for

burning bitumino

us

coal,

and

a

pas

s

enger engine,

b

ot

h for the

Pennsylvania

Railroad ; a

Mogul

fr eight locomotive for the D on

P e

dro Segundo Rail

way of

Br azi

l ; a

pass

e

ng

er

authrac

ite-

burning

locomo

tive for

the Central R ail-

7

the reco

rd fr

om 1883

to 1892 will be read with

inter

es t.

188

I I 0 0 f f 0 . I I

1

I

0

0

f f I

1

884

. . . . . . .

.

1885 . ' . . . . .

1886 . . . . . . .

1887 . . . . . . . . .

1

888

. . . .

0

1

889

... .. . .. . ... . ...

189 . . . . . . ..

1891 . . . . . . .

1

89

2 . . . . . . . ..

557

429

242

550

653

737

8 7

946

899

731

The foll

ow

ing figures

will give s?me

idea

of

the

Bald

win

Works

as

at

pre

s

ent

organ

i

sed

:

Number of men employed... ... .

.. 5100

Hours of labo

ur

per n

1a

n per day . 10

, work per day in principal d

e-

partments ... ... ... .

.

. .

Horse-power employed . .

..

. ...

Number

of

buildings in works . . .

Acreage of works ... ... ... ...

Number of dynamos for furni&hing

power to drills, punching machines,

c.,

and for lighting .. . .. . .

.

Number of electric lamps in service .. .

Consumption of coal per week (tons)

..

.

, Iron ,

. .

Consumption of other materials per

24

5000

24

16

26

3000

1000

1500

day (ton

s)

... .. . .. . .. . .. .

40

The

Baldwin

Works, which,

as

we have already

said,

occupy

the

original.

site, have, of course, been

extended steadily, and,

1n

fact,

have

of

late ye

ars

been practically rec

onstructed: T ~ e e r e c t ~ n g s

?op

is 397 ft. l

ong and

208

ft. w1de;

1t co

ntams nine

tee

n

tracks,

each

long enough

for

f o u ~

l?como

tives.

Tw

o

ga

ll

eries

run down

the butldmg. for

the acco

mm

odation of

100-t

on cranes. The engmes

built vary from the

small

mining or plantation

locom

otives weighing 5000 lb

.

in working

order,

to

the

heaviest type of

nearly 100

tons.

These

latter

are well re

pr e

se

nt

ed in the

Exhibiti

on

by

a co

m

pound fr

eight e

ngine

for the New

York,

l ;rie, and

Wes

tern

R a

il r

o

ad

Co

mpany, which weighs in run

ning o

rd

er 195,000

lb.

I t

has te

n co

up led wheels

and a

two-wheeled

leading truck, the total

wheel

base

being 27ft. 3 in. ; the

high

-pr e

ss

ure cylinders

in

this

engine ar

e

16 in. in diameter and

the low

pre

s

sure

27 in., the

len

gth

of st

r oke be

ing

28

in.

The

total

length of

engine and tender is

63ft. 8 in.,

and

the tot.al wheel base is 53ft.

4

in. Standing near

this,

the l

atest producti

on

of

the Bald

win

Loc

(,

mo

tive Works,

is a full-sized mo

del of the "Old Iron

sides," built

by Matthias

Bald win

in 1832, and

which weighed in running order less than 5

tons.

I t s difficult t o

suppose

that if the

Bald

win

Works

conti

nue to

flourish

for another

sixty years,

they will

at

the e

nd

of

that time

b )

able

to show

such a contrast with their present practice.

THE NE\V ELECTRIC

LIGHTHOUSE

OF

LA HEVE (HAvRE).

By C. S. Du R IC

HE

P RE LL ER , M.A., Ph. D.,

f. I.

C.

E., M.I .E .

g,

First-class, cylinders in.

by 16

in. ; weight,

loaded,

26,000

lb.

road

of New Jersey ;

two

narrow-gauge (3 ft. )

engines that

were us

ed, among

others, for

working

the

rail

way

within the

gro

unds

- the

precur

sor

of

the

Decau v

ille passeng

er

line in Par is in

1889,

and

of

the ele ctric

In

tramural

at

the present Exhibition.

A

mining

lo

comotive

was also

amo

ng Messrs.

Ba1dwin's collection

of

e

ngines in

1876.

The

Cen

tennial Expo

sition was

the

me

ans

of a very

la rge

ex t

ension of foreign

trade

to the

Baldwin Works,

c

reated,

needl

ess to

say,

at the

expense

of

thi

s

country.

The

first o

rd

e

rs for New

South

\V les

and

Quee

nsland were given in 1877, and the

two

fo

llowing year

s saw considerable extensio

ns

of

such

o

rd

e

rs; New

Zea

land and

Vict

o

ria

follow

ed

the

examp

le.

The same results

in

numerous

direc

tions may

be

c ~ n f i d e

t l y

expecte

d to fo

ll

ow the

Colum

bian

Ex position,

where

we are not

so

we

ll

represented in general industry

as we

were in

1876,

and where we shall

ha

ve to suff

er

from - - - - . - - ; - : - - : :n;-r;r,. i i f i i j ;n----

- - - - .

the co

mpetiti

on n ot

only

of the United

States, but also of Ge

rmany.

But the

f o r e i ~ n trade of Messrs. Bald

win

was

ex

t e

nded elsewhere

than

in

our col

on

ie

s ;

orders came

in

from Russi

a, and on a

very

large

scale

from South America.

Nevertheless,

the

total production of

the

works in

1876 was

small when compared

with the present

time, having been only

232 locomotives, and

it

was not until the

year

1880

that anygreat increas

e

in

capa

city

was

record

ed.

During that year

more

than 500 engines

were built

,

and it

was

in 1880 that

the

firm completed

the

re

cord

of 5000 l

ocomot

ives,

counting fr

om

CoNSIDERING

how

rapid has been the

progress

of

practical electrical

science

of late years,

it

would seem

re m

a

rkabl

e

that,

so far, the

electric light should have

Second-class, cylinders 12 in. by 16 in. ; wei

Jh

t,

loaded,

23,000

lb.

Thirdclass, cylinders 1 0 ~ in. by

16

in. ; weight,

loaded,

20,000

lb.

I t is

interesting

to note that in 1840

Mr.

Bald

win

received

his first

o

rder

for

ab r

oad

; i t was

for

Austria, and

was

the

first e

ngine fitted by him with

a

link

motion, Further patents taken

out

in 1840

referred to forced

draught,

to me ta llic packing,

the

arrangeme

nt

of springs on

the

engine trucks, to

iron

frames, and

several other important details.

In

1842 the

Bald

win e

ngine had

received the

general form

it

retain

ed

for a n ~ m b e r of y e a r ~ and

in that year

the

use of couphng

r ods was

Intro

duced

; of course,

this mode

of

utili

s

ing weight

for

adhesion had long been adopted in England,

but

the very sharp curves of the early American li nes

rendered

the

practice inadmissible, till Mr. Baldwin

invented hi

s flexible truck. I t was

in

1845

that

the

method

of designating the various types

of

engines

was

intr

o

duced into the Baldwin Works,

a

method

followed

ever

since.

An engine

with

one

pair

of

driving

wheels was marked B,

with two

pairs

C, with three

D,

and with

four

E. A figure

preceding

the

letter

indicated

the

wei

ght

of

the

engine. "\Yith

some

modifications,

this system

is

sti ll employed

at the works.

All

this

time, when

locomotive

building

was

rapidly increa

s

ing

in the

United States

(for

the Bald

win

Works, though

the

most important, were by no means

the

only one),

Fig 1

E

N G

L A

N

0

ELGI JU

rt

F

R N

the first effort

in

1832.

OF

The

progress

of the past thirteen years z s c y

l

is illu

s

trated by the exhibit of

M ess

rs.

Bald

win

in the Transp

o

rt ation Building,

where 17 engines of different

types

are

exhibited.

On

May l a s t the company

h

ad completed 13,420

locom

otiv

es,

the

gr

eate

r

part, of cour

s

e,

for the United

States, although a

la rge number are

distributed

over

the

world. Now

the

works

are

so

extended

as

to

h

ave

utr

it

LighlhoustJ

t

681

A

0

S

P A

I IV

an

annual

capacity

of

1000

l

ocomotives,

although

this number

has

not yet been

rea

ched, the

recor

d

year having been 1890, wh

en

946 engines were

built. During the last ten years the output ha

s

been

equal t o

that

of the

preceding

fifty

years,

and

bee.n

but

scantily utilised

for what is

certainly

one

of most

us

eful and beautiful

applications-that

of

unpr

oved

lighthouse illuminati

on

for the better

guidance of the mariner. In the British Isles the

electric

lighthouse

stat

io

ns

(of

which the first was

7/23/2019 Engineering Vol 56 1893-07-07

8/33

I

I

\

. _ _

;...., ' = '

._ -

.

\

c

-

I

I

L....i

'

THE LANCASHIRE WATCH COMPANY'S WORKS, PRESCOT.

o)' De

sc

ription

se

e Page 1.)

m

I

ig 12

L..

n I I

ig.

1/

0

I I f l I

0 '

'

. . . . . . . .

-

,...

.

.... }.. . . -

: ,,

. . .

.

: 0

0 I ..

. .

..,

\...

.

, .

.

I

IC C

Fig.13

~

y 1-

I ~ r t

0

0

ll I I IfS I

0

0

+-i ~ ~ ~

I n I

0

,

. . 1

lL

0 '- (,..

.....

L..J-IU

I-

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F

ws.

11, 12, AND 13. SnwLE-SPINDLE

PINION-CUTTING

1\-l.\CHINE.

\

:

.

...

F iy.

Ll ,

.I.

Y

1.

>

Frc s. 14 AND 15. FoUR-SPINDLE PINION-CUTTI NG MA C

HINE.

that.of e n e s s 1862) a r ~ on]y in

number-

1 rom 1864) .will h o r ~ l y have thi.rteen, of which no as yet none; so that i lcluding the f e ~ r e a s o ~ is not far to e ~ k . Al.though

the

electric arc,

to wtt, theLtzard, St . Cath

er

n:1e's Point u u ~ e n e s s less than etght ~ r e Island statwn.s ; I

taly

has. so 1 ~ o l ones of

7/23/2019 Engineering Vol 56 1893-07-07

9/33

JuLv i, t893.]

ENGINEERING .

candle 1epresents J

e

,. a mere infinitesimal practically wasted,

the

application of electric light

fraction,

yet the

first cost of installation , as well has hi ther to been restricted to comparatively

aa the annual cost of maintenance, of an electric few points where, for one reason or another, the

lighthouse

is

more

than

double

that

of oil ; and as additional expenditure appeared justified.

The

......... .

, f

.

Cop

at

4

Hivt

ZJ ' '

lt

HA

V ,

Ftg. 2 .

I -

~ ~ ~ ~ ~ ~ ~ ~ ~

1167 6

Mouth of tht Stint

F10. 3.

-

- -

I

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..

.. S S

... . . -

-- -

...

.

tt

t

, .. . .

.

. .

-

...

,t

-

LCrR

tC

.

....

..

'

in

nearly all c o ~ n t r i e s

the

lighthouse department percentage of electric hghthouse stations

in

respect

h a ~ ,

of necessity, to be conducted on linee of of

the

total

number

of lighthousee

in

each of

the

strict ~ c ~ n o m y and. as

the

expense incurred

in

countries named may

be

seen at a glance from the

the ex1

hng

large otl lights would, moreover, be Table in the next column.

9

The

considerably larger percentage of electric

lighthouse stations on

the Fr

ench coast , as. com

pared with

that

of the

British

sleP

,. i

s .due, 1n the

first instance, to a differenca In prmctple. The

Ftq

t/

-

-

--

[,;

I

~

I

I

Fu;

7

r:

:1

Cool

Shift

j ;

-

s

.

I

A

==

J U

'

;;;

1

.J

--

- - i

r

il:

:\

; 1

i t

J

l

1 1

. -:

.. '=:;;>V

Strl'fS

' .......

-

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(. f i ,.g

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~ ~

'

Trinity

House

and

the Northern Lighthouse

Board, have adhered to the principle laid down

in

the Report

on

the South Foreland

Commission

of

1885,

that. electric lighthouses should

be

limited

to salient headlands

and

important bndfalls. The

French

lighthouse authorities, on

the other

hand,

started with the programme propounded in the

well-known Memoir

(1881)

of M. Allard,

the

late

engineer-in-chief of the

department,

who founded

his proposal for a. complete belt of 46 electric light

houses on

the

French coasts on

the rule

laid down

by the French Lighthouse Commission of

1 25,

viz.,

that

when a vessel, following the coast, is losing sight

of

a.

powerful light

in

its rear,

it

should at the

~ a m e time pick

up

the

next

powe

rful light

ahead ;

tn other terms, that the circles of the nautical ranges

of the lights composing the belt should

cut

each

other. Seeing, however, that

the

electric light is

intended ef:

sentially for

the

guidance,

not

of coast

ing, but of ocean-going vessels,

this

ideal programme

was considerably modified

under

M. 13ourdelles

M. Alla.rd's successor

and present

inbpector-generai

and

e n g i n ~ e r - i n - c h i e f ;

and

now the ruling principle

may be sa.td to be the same as that laid down in

the South Foreland

Report,

with this

difference

however,. that in

France

it has been not only

more w1dely but more systematically applied

Thu

s, the focal

length

of

the

Dungeness

apparatus

(1862)

was only

150

millimetres ; at

Souter

Point

(1871), South Foreland (1872), and

the Lizard

(1878)

it was increased to

600

millimetres

and

during the last decade, lh e practice of Trinity H'ouse,

as exemphfied at

St.

Catherine's Pmnt

(1888), and

also of Dr. John Hopkinson at I a c q u a r i e

(1884) and

- - - - - -

----

*

m o i r e

ur lea Pha.res ElectriqueEt," 1

1.

7/23/2019 Engineering Vol 56 1893-07-07

10/33

10

Tino (L885), as well as of Messrs. Stevenson in the

Is e

of May (1886),*

has

been to use

still

larger

carbons (35

up

to 60 millimetres in diameter), 1nore

current (200

up

to 470 amperes), and, the refore, in

crel

singly large and costly optical apparatus, that of

Macquarie being of the first, and that of the others

being of

the

second order, viz., 900

and

700 mil

limetres focal

length

respectively.

The

maximum

intensity

thus

obtained in

the

arc was 20,000 to

40,000

c ~ n d l e s ,

while

that

of

the

resulting beam,

or

pencil of rays emitted by

the

optical apparatus,

was

three

to seven million candles,

the

St. Cathe

rine's

light

being considered

the

most powerful.

The

French

Lighthouse Department, on

the

other

hand, has systematically adhered

to its

standard

(1882)

third to

fourth order apparatus of 300 milli

metres focal length (0.6 metre diameter);

but

by

persistent optical and electro mechanical i