engineering vol 72 1901-08-30
DESCRIPTION
Engineering - Vol 72 30th August 1901TRANSCRIPT
-
7/17/2019 Engineering Vol 72 1901-08-30
1/30
Auc 30 1901.]
E N G I N E E R I N G.
275
EIGHT-COUPLED LOCOMOTIVE FOR MINERAL TRAFFIC; CALEDONIAN RAILWAY.
CON
TR
UC
TED FR
O
Y
I THF.
DE
IGN OF :MR
J. F.
M'INTOS
H,
LOCOM
OTIVE
1
UPERINTENDENT
THE CLYDEBANK
SHIPBUILDING
AND ENGINEERING
WORKS.
(Conoluded from page
2 ~ 3 .
he Eng
in
eering Department
We
may
now
turn
to the engineering de
partm
ent of
the
work s, which is
compactly
a
rranged
n
ea
r t o
the head
of
the fi
t ting
out ba
sin
.
Some
idea of
the
cap acity is provided
by the
fact
that for
se
veral
years
the ave
ra
ge out
put
has been
over 60,000
indicat
ed
ho r
se-po
wer per
annum, th
e
numb
er of men engaged in th is dep art
ment
al
one being
from
2700 to 3000. A s
eparate
entrance
alike for workers and materials is pro
vided,
and
her e
th
e
re
is
the
s
ame
r eg
ular
me
thod
of s
toring
the mat
erial
in
readiness for the
various
sections.
The
ma
in engine
shop
consists of a
building 410 ft.
long by
360 ft. wide,
divided into
four
main
bays, the
height being
about 60ft. The
respective bay
s
are utilised as
delivery
departm
e
nts,
large machine
s
hop, ere
c
ting department, and
small
machine
shops; the
erec
t
ing bay
being
placed
between the two
machine-shop bays so
as to
mini
mise the distance through whi
ch
the
various
parts
require
to be moved .
Fig.
9
on the two
-
page plate
which
we
give
this
week is a view in the large machine-shop, in
which
th
e
re
are many
tools of
noteworthy
dimensions.
Traversing
this bay,
one
notices
two
vertical
milling
ma
c
hine
s,
the cutters
used
va
rying up
to 18
in. in
diameter; the cross-feed is 6
ft.,
the
tran
sverse
feed is f t. 1
in.,
the movable circular tables
being
4 ft.
There
is a
nother
triple-g
ear
miller,
capable
of milling
a surface
10 ft
.
by
4 ft. 7
in.
by 18
in.
deep, the table
being
fitted
with a.
q
uick-return
power
motion. Opposite
this latter
tool
is
a
triple
-
geared
lathe 20 ft.
between
centres,
with
an
independent
motion
by
screw; the hea.dstock
is
33
in., and
is
provided
with
rack motion for
quick
hand travers
e.
The saddles are arranged
so that they will pass alongside of the
s h i f ~ i n g
head in
ord er that
an
extra.
large job
may
be
faced
up.
The face-
plate
is 5 ft.
10 in.
in diamet er,
and
can
swin
g 48 in .
and 54:
in.
clear
of
the back
and
front
saddles respectively
.
There are
two
other powerful treble
-ge
ared lathes
mo
unted
on
one
bed,
so
that
a piece of s
haftin
g 33
ft. long
c
an be
driven
by both heads. Close by is a
large
radial
drill having a. spindle
5
in. in diam
e
ter, and fitted
with screw
and
hand gear;
the
jib can be
moved
vertically
to
a
distance
of 3
ft.,
t
he drilling
s
pindle
traverses
8
ft., and the
vertical feed is 2
ft
. 6
in.
There are five
slotting
machines, the
larger
having
a 20-in.
stroke,
with compound and rotary table,
and
an
o
ther with
a
16
-
in. stroke, with quick-return
motion, admitting
articl
es
up to
5 ft. 4
in.
in
diamet
er. Adjoining
is
a.
large
treble-gear
ed face
plate
lathe,
the plate
measuring
11
ft. in
diameter
.
There are together
a
set
of
three combined planing
and
slotting
machines, with
quick
-return motions.
One
oa n
deal
with an are
a of 21 ft.
long
by 17 ft.
(F
o1
D ?'iption , see Page
281. )
high,
and is arranged to take a. cut
of
cast iron
1
in.
deep at a.
speed of
about
15ft. per
minute ;
a second
can slot
and
pl
ane over
a surface 20 ft. 6
in.
lo
ng
by
14ft. high;
the third
machine
can take
a
job
15 ft . long
by
12
ft.
high. .
At th
e
north
end
of
the
bay
is a
se
t of
four
horizontal
univer
sal boring,
drilling, and tapping
machines,
and
t
wo
of
these
can operate
over a continuous vertical surface of
ab
out 40ft.
by 10
ft. These powerful machines
hav
e
bored
cyl
inders up
to 48
in.
in diameter,
tapping and studding
their flanges at a sin g
le
setting One
of
th
e 5-in.
spindles
of
these
ma
chines is fitted
with
an
in
terchanging wheel
arran
g
ement for
corn
bing or cutting
in te
rnal
screws
of large diameter
by mean
s of
a. cha
s
ing
tool held
in
a
small
s
lid
e
on the end
of a
spindle
. Opposite
th ese
machines
are tw
o powerful treble-geared
sha
fting
la thes, whose
beds
are
continuous,
and
with
fee
ds up to
50
in. pe
r
minute.
.
They are
21-in. centres, and each is fitted
with
two
strong
duplex sliding
saddles, each
paving front
a
nd
back
duplex
rests. The
front
rests
are arranged
for
tapered
work.
'Ihe small machine-sho
p, illustrated by Fi g
.
10
on the
tw
o-page
plate,
has
a. splandid installation
of tools,
but
meption
need only be made
of
three
12 -in.
screw-cutting lathes,
whose
beds are
about
16 ft.
long
; a 7 -in. double-gea red se lf-acting hollow
spindle,
capstan
rest,
chasing lathe
;
an 8-in. uni
versal self-acting
open-spindle
double-gear
chasing
lathe, fitted
with
a capstan
rest ;
two 5-in. self-act
ing
lathes
;
and seven lathes ranging
from 6-in.
to
12-in. centres.
About the centre
of
the bay
are
placed a
number
of
drilling and
tapping
machines,
and further southward
is
a
multiple drilling
ma
chine,
arranged
to
drill
holes
1 in.
in
diameter
by 1
in. deep, at
the
rate
of ten
per minute,
through
s
tee
l
plates 11
ft. wide
by
15
ft.
long,
or through
drums
4 ft.
in
diameter
by
10
ft.
lon g.
Amongst
other
tools, r eference
may
be made
to
a
band-saw for sawing
tube
s
and coupling
pieces,
&c.,
admit
t
ing
pieces 2 ft. 6 in .
deep
and 4ft.
between the
saw
and
frame.
Fig. 11
ou the
two-
page pla
t e
illustrates
the
erecting shop,
whioh
is served by two 40
-
ton
overhea.d
travelling
cranes,
with
a
liberal supply
of
hydraulic jib cranes. At the north end of
thi
s bay
is placed a
very
l
arge surfacing lathe, the
face
plate
of which is
12ft
.
in
diameter, the
width acr
o
ss
the
s
lide bed
being 10
ft.
8
in
.
There
are
two
t ool
boxes that
traverse on
the
slide, and
suitable ge
ars
for
l
ongitudina
l
and
transverse
fe
edin
g
are
provided.
The machine is capab
le of
dealing with very large
cylinder
covers,
parts
of condensers,
and
also
for
the important
work
of
machining and
buffing
cylinder liners for
naval vessels.
Adjacent
to
this
machine, but
on the west side
of
the
bay,
is
a
large
vertical boring machine, having
an 8-in.
diameter
spindle
and
special
large
table
having 10ft
.
travel;
also two
l a r ~ e horizontal boring
machines, all
capable of
de
a
ling
efficiently
with the heaviest
work
of
the
shop, be
ing provid
ed
with the most
ap
proved mean
s of
adju
s
ting
the"
ork
under
operation.
Adjoining are
two 8-in.
spindle
vertical
boring
machines,
having
a 4-ft.
travel. The
spind
les
are
fitted
with
a
spe
cial
ar r
a
ngement for boring
conical
holes,
such
as
are
usually fo
und
in propeller
bosses,
&c .
Th i
s
arrang
e
ment
consists of a
parallel boring
bar
with
a.
groove
running
its
entire
length,
in
which slides
the
too
l-h
o
lder, traversed by
a
screw
fed au tomatically.
The
bar carr ies a crosshead,
on
whi ch is
mounted
a
traversing top-centre, which
engages the
socket
of
the
boring spindle ;
in
the
lower
end is formed
a socket
bearing
of
hard
steel, which
runs on a.
co
rresponding
spherical
ended
c
entre
bo
lted through the
frame of
the
ma
chine,
bel
ow
the
level of th e be
dplat
es. The
taper
of
the
hole
to
be ma
c
hined
is
adjusted by
tr
aversing
the top-centre on
the
cr
os
shead
. Further
down
the erecting shop
are
four
sets
of boring, tapping,
and
studding
machines, fitted
with
a milling
arrange
ment. The
se have also level iron beds in front,
and can drill over
an
area
of 40 ft.
by
10 ft. high.
They have
3-in. spindles,
having
a travel of 3 ft.,
aridform a valuable
part
of
the equipment
of
the
department.
The
fourth
bay,
forming the
receiving or
delivery
shed, has
a
travelling jib crane
which
removes
materials from the rail
way c
ompany's
wagons,
de
positing them
in positions
convenient
for the
travelling cranes in the shops. There is
a. separate
tool-fettling
department,
and the
machines specially
set apart for
preparing
t
he
tools include a universal
milling machine, a
shaping
machine, milling
cutter
grinders, Morse drill
grinder
s,
emery
grinders,
and
a nun1ber of
ordinary
grindstones
.
The
upper
portion
of
this west bay
is occupied
by the light
iron-finishing
shop,
well
supplied
with
light
travel
ling
cranes,
and
the s
maller ma
c
hine
tools necessary
for th i
s class of work,
as
well as
hydraulic cranes
and lifts for
promo
ting despatch to and
from the
gro
und
floor. .
B
1ass
Foun
cl
ry he brass
foundry
is
situated
to
the we8t of the
main
engine
sh
op, the inter
vening spa
ce of 50 ft. being
utilised for
storing
scrap and
pig
i r o n ~
coke,
and other foundry
r e
qu i
s
ites. The foundry
is 150
ft.
wide
and
250 ft. long,
and
is considered
one
of
th
e
largest
and finest in th e country, having ample plant
and every
facility
for carrying out all
classes of
work.
This foundry
is well
illustrated
by
Fi g
.
12
on the
two-page
plate.
The equipment includes
air furnaces ranging
from
16 tons
to 5 tons,
dry
ing sto
ves 20 ft. long
by
20ft.
wide,
heavy
over
head travelling cranes and hydraulic
jib
cranes,
small 2 -cwt. air furnaces and 32
crucible
furnaces,
hydraulic and hand moulding
machines,
including
rumblers, also
circular
and
band
saws.
In order
to
make
the
foundry
self-contained,
there is
a
3-
ton cupola for making
the
required m o u l i n g ~
-
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boxes
and
plates, core ba rs and core
ir
ons, and the
other cast iron necess
ary
for the depa rtment.
Brass
castings up
to
25
tons
hav e been
dealt
with. Ad
joining the foundry are the requisite stores for
metal, sand, furnace coal, c.,
and
near by is the
hydraulic house,
in
which is a 60 horse-power and
100 horse-powe r gas engine, driving separate three
th r
ow pumps, and supplying two accumulators
15
in.
and
21
in.
in
diameter respectively, with a
stroke
of 14 ft.
BeUerille B oiler-Shop. The Belleville boiler-shop
is situated on the ground floor of a two-sto rey build
ing im1nediately to the west of the main engine
shop,
and
is exclusively devoted
to
the
manufacture
of
the
various parts of the Belleville boiler. The
machines
number in
all
about
30 tools, and com
prise a three-spindle hori
zo
ntal boring, facing,
and
tapping machine
to
finish the end boxes
into
which
the tubes
are
screwed ; surfacing lathes for coup
lings ; two milling machines ; a
number
of emery
grinders; and a d ouble geare d screwing machine.
'his latter consists of a large hollow spindle
mounted on two long bearings, and carrying
powerful universal self-centring chucks
at either
end,
which grip the
tubes to
be screwed. The
strong circular frame for holding the six dies
employed is mounted on a saddle,
and
is fitted
with micrometer cones for their adjustment. A
slide rest is also provided for facing, bevelling, and
grooving
the
ends of
the
tubes ; and a centrifugal
pump
supplies
the
necessary lubricant to
the
dies
while screw-cutting. The
lower
part
of the shop
is
reserved for
the
building
and
t
es t
ing of b
ot
h
generator and economiser elements.
The Brass-Finishing
Shop This
shop is illustrated
by
Fig. 13 on the two-page plate. It forms the
upper floor of the two-storey building, the ground
floor of which is devoted to Belleville boiler work.
The shop
is supplied with lathes, milling machines,
and screwing
and
grinding machines, a
most
interesting feature being a
number
of small Eng
lish
and
American machines of ingenious design
for the 1nachining of duplicate parts.
In
both
of these shops small longitudinal and transverse
overheaa travellers are arranged, as well as a
powerful hydraulic hoist for the transport of mate
rial
to and
from the brass-finishing shop.
Sh eet Iron Slwp. The r emaining illustration on
the two-page
plate
is the sheet-iron shop, one of
the new buildings in the west yard. There is no
need to
point
to the li
ght
character of this building
in
view of the illu
st
ration (Fig. 14). The two bays
make
the
shop
100ft.
wide a nd the length is
220ft.
The
plant in
use includes hydraulic stampingpresses,
mangles,
and
shearing
and
drilling machines cap
ab
le of forming
the
holes simultaneously in a com
plete
le
ngth
of pipe;
and
as to the extent of work
carried ou t, perhaps the be
st
indication is that there
are 200 employes in the departmen t.
Bo
i l
e .
W
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1901.]
chase by a canal
co
mpany is
eq
ually c a ~ l e
to
the acquisition of land for the purposes of a ra1lway.
As old mines become exhausted and new shafts are
sunk, those portions of valuable seams lying be
neath railway lines will attract the attention of
colliery owners, who, being prevented from work
ina, will find but poor con solation in the thought
t h ~ t their predecessors in title were compensated
in days gone by. The probability that serious loss
may
thus
be caused becomes all
the
greater when
we recollect that colliery districts are usually
covered with a net work of railways; that
in
the
days when many of th e main lines were laid down
landowners, whose pr
opert
y was invaded,
had
no
knowledge that there was coal beneath their land.
Seeing that
the jud
ges have now declared
that
coal
owners must stop working without being able to
claim
co
mpensation, the time seems to have arrived
for legislation on the subj
ec t
.
If
no right to
c l ~ i m
fur ther compensation
is
conferred, the company
should
at
the
outset
be
put
to the expense of
boring, or of taking other effectual steps to ascer
tain the full value of the property over which the
line is to run.
While dealing with this subject
it
may be useful
to obser ve that where compensation in respect of
the
liability to leave support is payable to
the
grantor of the land 01: his successor in ti tle,
it
should be claimed as soon as the company or
authority have constructed their works. It is then
payable; and is payable in respect as well of pro
specti
ve
as of actual injury. f
the
mine-owner
postpones making his claim until
the
time when,
but
for the Act, he would
be
in a position to'work,
he will be too la te . In such a case he cannot rely
up on
the
usual words providing compensation for
future injury
through the exercise of the
statutory
powers. Such words only apply to damage
not
con
templ
at
ed, or not capable of being ascertained,
when the works
are
constructed. To obviate the
difficulties raised
by
the case under discussion,
some modification of the law, as above stated, will
be found necessary.
THE
CONSTRUCTION AND SYSTE
MATIC MANUFACTURE OF ALTER
NATORS.
By
0. L ASO HE, Berlin.
Concluded f
rom
page 242.)
SE cT
IO
N 6 .-
THEORY
oF
THE
TIE WonK .
The first stiffened machines were built on the
basis of experiment, without proper calculation.
The object was primarily to make the
armature
rigid. It
wa
s intended to put the
outer
frame
wo
rk
in tension, as in the case of a shrinking
ring, or an iron hoop round a barrel.
Thus
the
first carrying out of the tension dynamo system
was with the tension parts on the baek, and it
will be clear that for this type an exact theory
is almost impossible I t is, however, less difficult
to establish a theory for the rim tied by the tri
angular syste m. An exact theoretical considera
tion, or mathematical calculation, is hardly worth
while, as the stress upon
the
section of the arma
ture
ring, which is made of large cross-section on
account of the magnetic conditions, is so exceed
ingly sma ll as to almost disappear ; and, further
more, the constructive material required for
the
stiffening system beyond these limits is so trifling
tha
t it makes no difference whether a rod has a
diameter of 1 in. or 2 in., just as it is also a
matter of indifference
whether
the fitter
stretches
rods so as to impose
a strain
of 400
or
800 kgcm.
2
(5689 lb. or 11,380 lb. per square inch).
The limits which are
here
giv
en
to the con
structor, or
th
e fitter, are exceedingly wide, before
the question of
oos
t
is
touched or objections as re
gards the working become apparent.
An approximate examination of the deflections and
th e forces seemed desirable in order to be able to
compare the deformations which take place in a
stiffened machine with those of a rigidly constructed
cast-iron casing. The question was, what weights
havo to be employed in order to make a given arma
ture ring sufficientlyrigid, firstly, by a system of tie
rods, and, secondly,
by
an
equally-or,
at least,
sufficiently-stiff cast-iron casing ?
It
was first
calculated how much a laminated ring composed of
many segments, a
nd
bo
lt
ed together with many
screws, differed
in
its ela tic prope
rt i
es from a
wrought-iron ring of full
sect
ion.
Here
the elastic
def
or
m
at
ions of
th
e laminated
ring
were ascertained,
th
ose of a solid ring were fou
nd by
calculation
on
E N G I N E E R I N G.
the basis of
st
resses which
th
e mounted armature
ring would suffer.
The greatest
f o r e ~
acting . on the rods had been
ascertained on a hed lammated s y s t e ~ of 45.00
millimetres diameter
at
a triangular tenswn of twiC.e
4000
kilogrammes, and so with this force a hori
zontally-supported laminated rim was a c t e ~ upo.n
at
the
corresponding poin ts and deflected ; 1n t ~ 1 s
position the rim was balanced out and
the
tenMle
strength of
the
rod acted solely as an u t e r for.ce,
the
moment of resistance of the lam1nated nng
being the interior forces.
The test of
the
laminated ring gave a decrease
of diameter to
the extent
of 6 millimetres, whil
st
,
according to
the
calculation,
the
diminution of a
solid wrought-iron rim would amount to almost
4 millimetres.
For
an hori
zontal
rim the first problem is to
obtain the
amount
of
st
ress which would be
exerted
by
the action of the
l ~ r g e p o s . s i b ~ e
number of
equal radial forces un1formly
d 1 s t n b u t e ~
along
the circumference. Thus only very shght de
flections would be produced, uni form.ly distri
bu ted over the said circumference. Th1s was the
principle embodied in the construction illustrated
/
1
J
I
I
I
\ I
l _ l l . . l . l ~ ,
I
I
I
I
277
:
two oints
at
about two-fifths of the of the
ring
r o m
the horizontal,
and
further
t1e-:p1eces fr
om
these
two
points to
the bottom: ThlB
~ r o b l ~ m
could be solved either by two triangular stlfferung
systems laterally attached Fig. 5.8),
or
by a system
of tie-rods located
at
the back Fig.
69)
. .
Id
The arc s between these assumed p01nts w ~ u
have to be protected against too
great
deflection,
either, in the case of the
l a t e ~ a l l y
located s.ystem,
by fitting in a reversed t n a n g ~ e or, 1n the
case where the system is located In the back, by
using separate tying devices. . . .
In
accordance with these cons1derat1ons, the rods
of
the tr i
angle pointing towards
the
to:p
may have
smaller sectio
ns
than the rods ?f t h ~
t r 1 ~ n g
rest
ing on
its
apex. For the
exterwr
st1ffenmg system
various sections could be employed also
on the
fastening of several points
as
pivots.
All ~ h e s e
co
nstruction
weights are, however, so
e x c e e ~ m g l y
small
that
none of them, for workshop considera-
tions need be taken into account. .
With
reference to the principle illustrated
ID
Fig.
1, page 17
.3 n n t ~
some doubts
r o ~ e .
.
I t
appeared
imposE?Ible
w1th
the a r r a n ~ e d
stiffen1J?g
system to bring the rim to a true cucle ; and 1n
0
-
I
I
I
I
I
I
lWrv ~ c m J . . a L p osi:.t:iurt/
sa f f
n.eiJJ by 0
ReiL
.
I
I
I
I
I
I
I M ~ ~ 1 ~ . J ~
N
o r r r t l f ~
surf ce hrvrrt- 301c.J
I
I
I
I
I
I
I
S1 1()()0Jog
I
I
I
D I
Sca.U. of Deltect.ion.6 17 fVTTl/00617tfJc:rr
-
..
1
I
\
\
\
\
\
I
I
I
I
I
in Fig. 1 on page 173
ante.
When brought into a
vertical position, however, these conditions undergo
an alteration in consequence of the weight of the
rim itself coming into action, and this action itself
varies considerably, according to
the
choice of the
points upon which
the
rim is journalled.
Fig.
56
shows the momenta and normal force
surfaces for
the
horizontally locat
ed
fre e rim, placed
under stress
by
one of the rods of the triangular
system.
The
deformation s a
re marked
from
the
assumed fixed point D.
The ir
on rim is developed
into
an
egg-shaped body, the apex of which is oppo
site
to the po
int D.
Starting from this
point,
the
circumference
at
an angle of about 30 deg. is bulged
out, but
at about
80 deg. is bent inwards, and sub
sequently becomes more
and
more bulged as the
po
int 0
is approached.
Fig.
67, page 278, shows the rim in a vertical posi
tion, firstly, under the assumption that it is pivoted
at
two points in th e horizontal centre line.
In
consequence of the influence of the weight the
top bends sharply inwards, whilst
th
e greatest out
ward bend takes place at an angle of
30
deg. towards
the horizontal line. The low
er
riln sinks consider
ably towards
the
bottom, causing
the
supports,
which are here assumed to be rollers, to again come
into play.
When
the
rim is mounted upon feet which are not
exactly
on the
level of
the
centre
of gravity of
the
rim, but, as usual, at some distance from it,
the
proportions again change, more especially as regards
the
exten
t of
the
deflections.
I
I
I
I
To constructively
carry
through
this
stiffening
system demands, therefore, firstly, a
ti
e
between
I
I
I
I
I
I
I
l
I
I
s
ss F)
spite of the provision of several compressive stays,
it
was felt doubtful
if
this arrangement would
maintain its tr ue roundness, as well as the tl'ian
gu1 ar stiffening. This uncertainty was removed
by the building and operation of the
1500
horse
power dynamo, the erecting of which was easily
accomplished with the aid of light cranes.
The
endeavour to attain
the
true shape with the
stiffening system itself i.e.,
the
back t:Jtiffening
system, which
in
this respect
was
the
same prac
tically as
the
triangular stiffening- and yet to main
tain
a pleasing appearance, led to the constructional
al
terat
i
on
which, slightly exagge
rated, is
shown in
Fig.
63, page 278.
In this
the outer form of t h ~
octagon was
retained,
and,
contrary
to the
sketch,
the rod s
ystem bears
hard
against
the sheet-iron
back.
Th
e compressive
stays
were no longer mounted
radially to
th
e o
ut
er rim,
but at
different angles,
so that the upper pair of compressive stays form
straight lines with the lower compressive stays on
each side, and there results almost no radial com
ponents. The deflections produced
at
these points
can thus be kept as small as desired. By the deter
mination of a suitable
point
of the horizontal o d s
separate stiffening of
the
quarters of the
rim
could
be effected i f desired.
These considerations further showed that
it
is not
necessary to stiffen the laminated
rim
entirely and
solely
in
itself,-
but that
it
suffices if
i t
is corrected
at
the
lowest points of the outward or inward de
flections by the employment of tensile or compres
sive elements, the same
as are,
for instance, illus
trated in
Figs.
61 and 62.
The
outward
deflections,
as shown in
Fig. 63
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:
E N G I N E E R I N G.
a ~ e :prevented by a ~ y s t e m of stay-rods suitably
distrtbuted over the side plates, which compensa
te
the t e ~ d e n c y to deformation of
the
rim. This
~ e a n s .m a
~ e r t a i n
sense also a stiffening of the
n m - v ~ z . , With forces,
the
ratios of which are
d e t e r ~ m e d
by the weight of the rim itself.
~ tie-
bolts
may _also be_ secured
to
flanges pro
vtded on the laminated nm,
the
said elastic lami
nated
rim will then,
in
a similar manner as a flat
. .
An attempt was made to ascertain on a dynamo
of
1600
horse-power the
extent
of
the
action of this
force. In spite of the somewhat weak construction
of
the
cast-iron feet, this was
not
successful al
though the
trial
was continued from the t i r o ~ the
machine ran
dead
up to the exciting and up to full
load.
. After long
and_
continued running, a slight dcflec
t ~ o n ~ f
the spnng
balance was perceptible, as
the
rtm,
1n
consequence of
the
continued alternate
~ a g n e t i s a t i o n had become warmer, whereby
t h e
d1stance of
the
two points connected together for
purposes of measurement
had
become greater.
(AuG.
30, 1901.
the
atmosphere of the machinery room b e c o m e ~
thrown by the
ro
ta ting wheel, revolving at a
speed of
20
to
30
metres, against the winding
and s ~ t t l e s . there. With respect to main
e n ~
ance,
m s p e c ~ 1 0 n
and cleaning, the machine with
~ n c o v e r e d
w1ndmg always remains the most prac
tiCal.
_There is
yet
another p o ~ t in which this dynamo
will be f ~ u n d modern. It Is well known
that
iron
by
cont1nual a
lt
ernate magnetisation becomes
w ~ r m .
The
temperature may, witho
ut
any injury
being feared for
the
machine, rise
to
70
deg.
or
even
80 d.eg. Oent., measured inside the iron or directly
Its ~ u r ~ a c e . . The non-electrician is easily de
cetved In J.udg1ng the temperature, as a machine
w:here t h ~ Iron can be directly touched appears to
him constderably
hotter
than
a.
machine with a
spnng,
serve as a link.
Fig.
62 s.hows t h a ~
the
outward deflections may
also
be
obVIated
by
tie-rods engaging at
the
points
of
the
g r e a ~ e s t
outward
deflection,
and attached to
the foundatton. The under halves of the rim could
also be supported against the foundation. This
latter y s t e m however, ~ i g ~ t scarcely perhaps, for
resthet1c reasons, be oarrted m to practical execution.
--- --1
-
.The fact that
this
UllBymmetrical acting force
dtd not produce a measurable deformation is a
f u r ~ h e r proof the stiffness and rigidity of the
entire constructton.
i
?.
I
I
I
I
I
I
0)
0
I
Bim..
Verti
-
7/17/2019 Engineering Vol 72 1901-08-30
5/30
A
J
E N G I N E E R I N G.
~ ~ U ~ G ~ ~ 3 ~ 0 ~ ~ ~ ~ 9 0 ~ 1 ~ . ~ = = = = = = = = = = ~ ~ ~ = = ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
Rigid Oast- Stiffened I t will
be seen that in the
first case the
t o ~ l
Iron Oasing. Casing.
weight
is approximately
six times greater
than
IS
parts
in the cast-iron casing
machine
undergo
bending strain, and
thus
are strained by the influ
ence of the weight, whereas n the stiffening
system tying
is
effected by tensile stress acting
upon the ro
ds;
and thus the
compres
sive and tying
Weight of the a ~ n e t i c a l l Y , -
strained matenal lami-
bona
tons electrically necessary, whilst the ~ t i f f e n e s y s ~ m
nated rim) ... .. . ...
4
4
has
only
five-fourths _of that ' eight. In ot. er
words, the
weight which
accordmg to calculatiOn
0
-
.
-
-- ..
-
..
-
.
-
. -
-
- .. - -
- .. -
..
0
0
0
,
forces without the ring losing its exact circular
form,
i.e.,
without an appreciable deformation, are
directly closed in themselves.
As far as the details and sketches could be ascer
tained,
the
comparison of the
weights
is as follows:
0
0
Fig.65.
Additional
cons rue iona l
weight
.
.
.
Total weight
of the
sta-
tionnry part
... ...
195
235
Fi J6/f
I
o r S ~
see 4 6
r
J ,
t
t
:
- }
' '
'
0
10
-
50
-
.
.
I
I
I
I
I
1
I
I
I
r
I
I
-
\
(.SSS4 H)
plays
an
active
part amounts to
80
per
cent. when
stiffened, and
to
only 20 per cent.
of
the entire
weight
when
rigid cast-iron
casing
is
used,
so that
m?re _than four-fifths
are
merely employed
for
s t1ffenmg purposes. .
-
7/17/2019 Engineering Vol 72 1901-08-30
6/30
The sketches also show what facilities in the
erecti
on are afforded by
the st
iffening system. The
mounting of the
he
avy castiron
ca
sin gs re q
uires
very heavy
cranes.
Fur thermore, the fitting of t he connecting sur
faces
at angl
es of 90 deg. and 45 deg
.,
and
the
working up
in the shops with
the
many
grooves
and
keys,
is very difficult.
The
massive
c ~ s i n g
requires, further,
a
very
de
ep founda
t ion
pit, the
connection of the shaft bearings is, in consequence
of the
dismembering
of
the founda
t ion block, less
rigid, and both floor space required and
foundation
co
st
s will
be
ru led
by
the
greatly
different
dimen
sions and weights of the casings.
The line
in
Fig.
64 shows
the
very
considerable
difference in the
chief
measurements of the founda
tion. There, too
, must also be
added
the saving
of
fr
eight
and
duty in shipment.
For
the workshop, the advantages
of manu
facture on a large scale, which is now possible, play
the
most
important part. The
laminated
plates
for all
machines,
with the same number
of revolu
tions,
are the
same,
also the
endplates
and f
ee
t
and
th
e
tie-rods
;
for all widths, furthermore, all
the separate parts are the same.
The times
of delive
ry are, as known,
fixed
in
accordance
wi
th the time r
eq
uired
for making
the
casing bodies. The
cast-iron body
of
the induct
or
is easily
procured,
and the time of
manufacture
is
short ;
the laminated rim, the
pole-pieces, and
the
coils are
produced
as separate pa rts and on a large
scale.
These
long
times
for delivery
for the
cast
iron casings are done away with by the adoption
of
the
tie-rod
system; the
long time
formerly con
sumed by the
casting
of these pieces will now
be
entirely saved, and also the
lengthy
finishing of
the sections in the engineering shops can
be
dis
pensed with.*
LITERATURE.
ahtr u
oh cler
o h ~ f f b a u t e o h e n Gesellsohaft. Seoond
volume. Berlin, 1901: J. SJ?ringer.
515
page
s,
large
octavo, with
many
illustrations and plates. [Price
40
marks.]
THE second volume of the Annual of. the German
Naval Architects
records
the history
of the second
year of this Society,
and
the proceedings of the
annual
meeting of November
19 and 20, 1900.
The
number of
members has risen
from 614
to
730,
but
the Society has
to mourn the loss of three
eminent
members-H.
How
a
ldt,
A. K och, a
nd
C. F. Laeisz. Dir
ector
Hermann Howaldt estab
li
s
hed the Howaldtwerke
of
Kiel by uniting
his
engine
works with the
shipbuilding
ya
rd
s of that
town. August Koch's
official
connecti
on
with
the
German Navy ceased in 1879, after t
wenty-thr
ee
years
of service.
He
had b
ee
n trained.
at the
Ship
building
School of Grabow, near Stett1n,
then
the
only Ge
rman
institution
of its
kind, and
will
be
remembered as the
constructor
of t he first ironclads
which left
Ge
rman yards. Ca
rl
Ferdinand Laei.sz,
whose portrait adorns the volume, succumbed, like
Howaldt and
many
a colleague,
to
the
st
rain of
overwork in his bes t years, only forty-seven years
of age. A trader-shipowner- his Hansa Line was
afterwards amalgamated with the Hamburg-Ame
ric
an
Line-and
a leadin g
member
of the Hamburg
Ohamber of Commerce, endowed with a real ta
lent
for org
ani
sa tion, he
has
deserved well of his
native
town
of
Hamburg and
of his
country. His
wonder
ful capacity
for
work,
c ~ m b i n e d
is not rare
ly
the
case,
with
the
most gen
ial and
kindly
ways,
mad
e
him one of the mo
st popular
figures of the
German
shipping
worl d, which
he
has done so much to
dev
elop. The
D e u t See
berufsgenossenschaf t
is his
men1
o
rabl
e
creatwn.
Seven
papers w ~ r e read at the m ~ e t i n g which
\Vas
held in
Berlm
under
t he presidency of the
Grand Duke of Oldenburg, the Honorary Presi
dent
of the Soci
et
y.
Professor
Busley
is
the
President. In the
fi
rst paper, on
"Mod
ern Ship
building Yards
and their P robable Development,"
Mr .
Tjard
Sohwar2
gav
e the Soci
ety
the b e n ~ f i ~ of
what he had
learned
as
member
of a C o m ~ I
l ~ n
appointed in 1899 by the German
Navy,
to 1nqmre
ERRAT
. - In the first
of
this of art icl
es
on
"The
Construction and S y s ~ m a t 1 0 Manuf
acb
ure of
Alternatora," which appeared
1n ~ u r
188ue f A ~ g u 9,
Fig
2
on page
176
bore the tlltle of Contmuous
C u r ~ e n t
Generator." This
wa
s incorrect, a ~ d sh
ould
have been Induotor Alternator, Type A. Under
Fig.
1,
page
1
73, the title "Three-Phase Dynamo
for
500 vl's" ~ b o u have read "
Thr
ee-Phase Dynamo for
27
6
volts."
E N G I N E E R I N G.
in to the actual state of shipbuilding.
Th
e paper is,
like all
t he others, profusely illustrated by excel
lent views,
dia
g
ram
s,
and plates
of American,
Br it ish, and
German
y
ards
and their machinery.
Th
e author
st
rong
ly
advocates the use of electric
power, and he gives inter es t
in
g
particular
s. With
t he aid of
seventeen
el
ec tri
c motors the b
at t
leship
l{ai
ser
Wilhelm
II. co
uld
be got r
ea
dy
for
launch
ing within
nine
mon
ths.
Th
e electric hoisting
machines of As1nussen, employed by
Blohm
and
Voss,
work without sta
rt
ing resistan
ce, and the
motor always t urns in the same direction. The
t ravelling cranes at Wilhelmshaven, where the
Wilhelm
II. was built,
run
first on a low level,
then build up their
own high level, a
nd
are
them
selves lifted on
that
level by floating sh
ea
r-legs.
The 25 horse-power compressor motors arid the
smaller motors rendered good service in keeping
th e rivete rs' fires bright and in drilling the
armour
plates,
drying
the varnished a
nd painted
walls,
c
.
The hydraulic rivet
in
g machines, carried by special
c
ran
es, which
Harland and
Wo
lff,
at Belfas
t,
applied
on the Oceanic, e.g.
cannot gener
ally
be
recom
me
nded
for the cold winters of
German ports and
shipbuilding yards ; but the pneumatic tools,
American
in
origin, always
pr
ove useful.
Mr. Schwarz is decidedly in favour of making the
slip n
ot
only a place for building
and
erect ing,
but
also for fitting it up as a well-appointed machine
shop, roofed and housed. H e illu
strates
the
covered slips of Swan and Hunter, of Low Walker
on-Tyne, of
the
U
ni
on
Works
of
San
Francisco, of
the Stettin
"Vulcan
" ; and he dwells part icularly on
s
lip
cranes.
We
find views of
the
cantilever cranes
of the Brown Hoisting Company, operating in t he
yard
s of William Cramp and
Son
at Philadelphia,
and of the s
imilar
elect
ric
cranes used
at
theNew
po
rt
News and Dry Dock Company, of
Newport
News, V irginia . A very good description of the
shipbuilding
yards
of t he latter company forms the
subj
e
ct
of
another paper in
t
hi
s volume. These
cranes run
with
t heir far-reaching horizon
ta
l
arms-95
ft .
span in Philadelphia
n elevated
railroad structures
between
two slips.
In this
country
t hey
are emp
loyed
by
Vickers, Sons,
and
Maxim,
at
Barrow, among others. n Germany ,
the
Duisbur
g
Engine Work
s have taken up
the
construction of slip-cranes, and the author gives
de tailed
drawing
s of
their
types.
n
order to avoid the da
ng
ers and
trouble
of t he
launching
oper
at ions, and
to
simplify the whole
process, the author goes
further,
and pleads
for
dry
doc
ks
whenever realis
abl
e. A
ga
in, s
in
ce
the styles of machinery wanted in the building,
a
nd in
t
he subsequent fitt
ing, of t
he ship
are
substantially
the same, since boiler-plates, for in
stance,
and
shell-plates pass t
hrou
gh similar opera
tions, he would combine the workshops of the two
st
ages.
This
combination has ha
rdly
been prac
tised so far, and special types of cranes, revolv
in
g,
portal, derrick, locomotive cranes,
c.,
are re
sorted
to
in the second stage. The author describes
the
new cr
anes of t
he Duisburg
and of t
he
Benrath
Engine Works, which turn about a central ver tical
pillar,
more
fully, adding
many
more pl
ates
; and
conc
lud
es
with
a scheme of a
yard in
which housed
in
dry
docks and slips under roof
are
sur ro
unded
by
workshops of a
ll de
scriptions, consti
tu tin
g
an
esta
b
lishment which turns out
ships
compl
ete
in every
sense
. The cold-iron shop would be located b
et
ween
the two dry docks, the slips be
in
g outside the latt er,
and the
axes of
th
ese bas
ins
parallel
to on
e an
ot
he
r,
and inclined to the wharf, whilst t he
central
power
stat
ion
and
the buildings of the main shops would
form a rectangle
surrounding
t he slips.
The
scheme was not favo
ur
ably received
by
t he
gent lemen who took part in the i s o u s s i o n M ~ s r s .
J ager,
Brinkmann,
Zimmermann, and Hossfeld.
They all
spoke
against coveredin slips as
d a ~ k
dr
aughty, e
xpe
nsive, cumbrous, and necess1tabng
very large cranes. The men, they said, complained
of t he
draught
s, and
pr
eferred
to
work in the open
air even d uring the cold winter months. T h ~ con
centration
of t hevarious machine shops was obJected
to and Director Zimmermann, of the Stettin ' 'Vul
c a ~
"
in
par t icular
exp
ressed the opini on that
Mr.
Sch'warz had not allowed his ideal yard su
ffic
i
ent
area
. Th e crowding
toget
her of different classes
of ar tisans
and
men,
paid
at differe
nt
r
ates
, though
apparently
doing the same work, under diffe
rent
foremen, would lead
to
trouble,
and
it would,
fur
t h
er, be
impossible to ke
ep
the accounts of the
various
departments separate
.
Mr.
Schwarz
made
a good defence.
He
could point out t hat some of
the trouble
s whi
ch
Mr. Zimmerm
ann had empha
-
[A
uG. 30, r901.
sized had not been experienced
at
Wilhelmshaven.
Whether his scheme
be p r a c t or no
t , he has
certainly
attacked
a problem of gr
eat
importance.
In
many a
sh
ipbuildi
ng
ya
rd time and
labour are
undou
btedly
wasted owing
to
faulty disposition of
slips and shops . Local conditions have to be
stu
died, but it would be desirable to come to a
general understanding as to t he leading
id
eas.
Th
e second
paper,
E l
ectr
ic Comm
uni
cation on
Board," by Professor A.
Raps,
forms a very valu
able s
upplement to
t he
inf
or
mat
i
on
which
Mr.
C E. Grove placed, in April, 1900, before o
ur
Instit
ution of Electrical
Engineers
in his paper on
"The Eleotrical Equ
ip
ment of Ships of War."
Mr. Grove h
ad
a much wider
subject and
spoke
chiefly on appliances in use in the British Navy.
Professor
Raps
confined
him
se
lf
,
to
translate liter
ally, to the conveyance of orders on board of Ger
man warships by mea
ns
of electric apparatus, and
t
he apparatus
are those of t he
fi
rm of Siemens
and
Halske,
of which the speaker is one of the direc
tors. The
paper
di
stin
guishes between electro
opt ical and electro-acoustical instruments.
The
characte
rist
ic
feature
of the f
or
mer, which is found
also in t he
steerin
g te leg
raph
s, is the single-dial
six-coil motor. S
ix
electro-magnets
are
arranged
vertically
in
a circle ; their pole-pieces turn _radially
inward,
and
embrace th e s
hort
common armature.
One end of ea
ch
of these t hr
ee
pairs of coils goes to
one of the t
hree
contacts of a commutator ; the ot
her
ends are
united to a common return, which comprises
the
batt ery and
t he contact lev
er
.
The
a
rmature
t urns in the same direction as the manipulated
le
ver
.
The
signal
currents are
st
rong, which is
desirable for reliable operation, bu t momentary, and
therefore
harml
ess to
the
compass needle.
There
is no balancing of current
in
tensities, as in some
American
inst rumen
ts, which did not answer during
the Spanish-American war.
Th
ese apparat us are
provided
with
worm gearing
and
with automat ic
reply devices. For in
te
r-communication be tween
s
hip
s,
and
between
ship
s and shore, Sellner's
universa signal apparat us, with three flashing
lanterns,
are employ
ed
in t he German Navy.
They
ar
e also illust
ra
ted
and
described
by Profe
ssor
Raps
.
The
ne
xt
paper,
by
Mr.
Ed.
Debes, of the Ha r
burg Gummi-
Kamm
Company,
"Rubber in
Ship
bui
ldin
g," refe
rs
particularly to the application of
the pure hard rubb
e
r,
known as No.
3, and
t
he
so-called iron rubbe
r,
No. 68, of that comp
an
y.
Exc
eptiona
lly
hi
gh in
sulating
po
w
ers are
claimed
for both qualities, and the iron- r
ubber
is the chief
material for high
in
tensit
y
current in
sulation.
The
links of chains, for instance,
are
made of bronze, and
unit
ed
by
be
in
g
partly
embe
dded
in balls of t his
rubber.
In iron chains a protective sleeve of bronze
has
to be ap
plied, l
est
the
rust
should creep
up
and spread
within
the rubber shell, d
est
roying
the latter. When possible, the m
eta
l is entirely
enclosed in rubber; buckle insulators are
prepared
in
th i
s way. Rubber-c
oated
.
pr
opeller-shaf
ts we re
first proposed by Willenius in 1894, and tried by
the
H arburg Company on behalf of the
Nav
y in 1895. The first experiments were not suc
cessful, however, on accoun t of
the un
equal expan
sions of the rubber and the steel. The Harburg
Company has since improved both the
mat
erial and ,
what is not less essential, the mode of vulcanisa
ti
on, with satisfactory resul ts. The rub
be
r is
heated on
a spreader in the usual manner, applied
to the shaft, and then wrapped tight
ly
with t in
foil
in
o
rd
er
to retain
t he coating
in
position and to
keep
the condensed water off
durin
g t he vulcanisa
tion
i? s i b ~ . ~
A wrought-iron
tube
, somewhat
longer than the piece of shafting, is pushed over
the
s
haft,
a
nd
i
ts ends
are closed
by st
uffing-boxes.
Steam
is admitted
through one or several pipes, and
the process so regula
ted that
t he desired tempera
ture and pressure of
about
40 lb.
are r e a c h e
within
an
ho
ur. Tha
t
temperature
is then maintained for
abo ut three
hour
s, the condensed water being
allowed
to
escape t
hr
ough several pipes. After
the
slow cooling the tinfoil is r e m o v and .the
a f t
is finished. P ieces of such
shaftmg
, w1th farrly
long bronze sleeves at both ends of ~ e r
coating have effectually
stood
two . years
serVIce
.
When the rubber coating is damaged by chains or
corals however, corrosi
on
will set in. But the
fi
rm
has
r ~ c e n t l y devised means which allow of repair
ing such injury on board. A novelty of the last
t
hr
ee years
are the
flanged pipes for h
ot and
cold,
sw
eet or
salt water, which
are
li
ned
ins
id
e with
about -in . coating of a different, leather -
like
rubber.
The na ils and staples which the firm use
fo
r
rubber
fittings
on board are
made
of their
acid-proof
-
7/17/2019 Engineering Vol 72 1901-08-30
7/30
AuG.
30, 1901.]
ferronit, another rubber speciali
t
y,
sup posed
to
possess the
st
rength of
ordinary
nails. These nails
find
a p p l i c ~ t i
also
in
accumula
tor fittin
gs
in
chemica
l la
boratories,
dye
works,
&c.
Th
e two
remaining
paper
s of
the first day
are
of
a
theoretical character
.
In
t
he
first,
' ' Grap
hical
Methods for
Determinin
g th e Static Eq
uilibrium
of
Sh i
ps in Smooth Water,
Mr.
H.
Bauer,
of the
Berlin
T
echnic
al College,
proposed
certain modifi
cations
a
nd
e
liminat
i
ons in
m
et
hod s
which Mr. L.
Glimbe
l
exp
la
in
ed
before the Institution
of
Naval
Architects
in 1898,
under the
t itle of
' ' Stability
in
Nava
l
Architecture.
M
r. Giimbe
l, who is
one
of
the
eng
in
ee
rs
of t
he Hamburg-American
Li n
e, w
as
present,
a
nd
qu
es tion
ed
the va
l
ue of the
suggested
elimination
.
In sp
ite of
the advanced hour,
Mr.
Giimbe
l then
read
his o
wn
1nost
instruct
ive paper
on ' '
Tr
ansve
r
sa
l
Vibrations
in
t
he Plane
of
Free
Rods
of
Various
Cross
Sections und
er the
Influence
of Periodical F orces,
with
special regard to t he
Problems
of
Ship
V
ibra
t ions.
Th
e
paper wa
s
illus
tra ted by very in
terestin
g experiments
wi t
h
ship
models,
the part i
c
ular
arrangement
of t he
instrument used being du
e
to E. Kiihne
.
Th ere
w
as
no discu
ss
io
n,
and we
must
content
ourselves
with
dr
awing
attention to th
is
im portant study.
Tw
o
papers were
left for t he
second day.
Mr.
R.
Rosenstiel,
also of t
he
H
ambur
g-
Am
eri
ca
n
Line,
di
scoursed on t he
' ' Development
of t
he
Load-
line
in th e Merchant Service. The author has
in
vestigated
deep-
dr
aught
diagram
s of s
hip
s of
various dimensions
riding
on
waves
of three
sizes.
Th
e
liv
e
ly
di
s
cuss
i
on,
in
which
Messrs.
Ri e
ss
,
Middendorf, Roden
a
cker, and Hossfeld too
k
part,
concern ed especially t he fr
ee
-board
question.
A
suggest
ion,
made by
Mr.
Hos
sfe
ld,
that
the Society
sho
uld
resolve n
ot to
e
ncour
age legisla t ion in favo
ur
of a
ny maximum or minimum
l
oa
d-line,
bu
t
simply to
r egul
ate
the
stow
ing of t
he
cargo, was,
however , ru l
ed out
of
order by
the honorary Pre
siden
t .
The
last
pap
e
r, on F
orms
of Ships' Sterns,
brin
gs
up
a
very
in teresting subject
.
Th
e
author,
Mr. J. Schlitte
,
marine
eng
ineer,
of
Bremerhaven,
desc
rib
ed tests with various models of the
Kaiser
Wilhelm der Grosse, which
he had conductedat
t
he
new experim
e
ntal
tank stati
on
of
the North
German
Lloyd for tonnage tests at Bremerhaven. Th
e
tank,
whi
ch covers an
area
of
three-quarters
of
an
acre,
was
completed
within
eight month
s in February,
1900, the construction having
b
ee
n
taken in
hand
as soon
as the
most
suggestive
results
of
tes
ts,
con
duct
ed
in
t
he
ar
se
nal
at
Spezia,
I t
a
ly,
with
models
of several fast steamers of the
N or th
Ge
rman
Lloyd, had b
ee
n
rep
or
te
d.
The
se tests
are based
on
Fr
o
ud
e's
method
of
determining the total re
sist
an
ces
which
mode
ls
of
about 15 ft. in
l
ength
und
ergo
when
towed at certain
rate
s of speed, and
they permit
of
calculating
t
he engine-power
re
quired to
attain th
ose speeds. Since
a la r
ge
per
centage
of the
power
-
more
t
han
60 p
er cent.
sometimes
-
is waste
d
in friction in
the
engine
it se
lf
and in t he propeller, n o direct conclusions can
be
dr
a wn
as
to t
he pow
er
which
t
he
en
gine
s
hould
indica
te .
But the
ex pe
rience gained
with ships of
similar
t
ype
and trials,
made
with models of diff
e
r ent sizes
of the sa
me
ship, help
the
designer
very
materially.
Th e close
agreemen
t resulting
fr
om
expe
rim
ents with two
models of .
the
Kaiser
Wilhelm der
Grosse, t
he one 41> the other 4\,
otherwise
identica
l, is indeed surprising.
Th
e final
resistan
ce quotients gave in the one inst ance the
figure 1.728,
in the
other 1.722. Mr. Schlitte has,
ther
efore, a
very
high
opinion of the value
of
such
tests. which can,
of
cours
e, o
nly be conducted in
suitab
ly app
o
in
ted stations. His experimen ts at
Bre
merhav
en
were
n
ot
confined
to
the
two
mode
ls
just men
t io
ned.
He
made fi ve
styles of models,
diffe
rin
g
slightly from
on e
anot
h er
in the
s
hape
of t heir
sterns,
a
nd
also of their
propeller fr
am
ings . Some of the
models
were left
mere hulk
s
without any framing
;
in
some
experiments
the
bossed-out
spectac
le frames,
which
or ig
ina
ted in
Belfast in
M
essrs
.
Harland
a
nd W
olff's
ship
building yard, i
we
are no
t mi
staken,
were fit
ted
to the models;
i i i so
me, finally, two k
ind
s of
bracket
frames were ap p
lied.
The results
of t he
tests can
hard
ly be stated without
e
nt
e
ring into
d
et a
ils
and
wi
thout re
pr
o
du
c
ing
the
most
interes t
in
g
diagrams
and photographs of the
wave-fo
rm
s
observed on
th e models.
I t shou
ld
be
mentioned,
howe
ve
r,
that the models
provided
wi
th
bossed-out
spectac
le
fr
am
es gave resistances whi
ch
were by 12
per
cent.
less t han th
ose obtained
with
bracket
frames.
Th i
s
r
ema
rk a
ble
s
uper
io
rity
of t
he
fo
rm
er
construction,
E N G I N E E R I N G.
tho
ugh not unexpected,
s
ince
it confi
rm
s a prac
t ical rule, was
first
regarded with
some
di
st
rust.
But
the
200
r
epeate
d
tests
l
eft
no
doubt whatever
abo
ut the matter.
This paper
conc
lud
es t
he proceedin
gs of
the
m
ee t
ing.
The
volume
contain
s,
be
s
id
es some con
tr
ibutions, to
which
we will r efer in a moment, a
desc
rip
tion a
mply illust
r
ate
d,
lik
e
everything
el
se
,
of t he
Borsig Engine
Works at Tegel, near
Berlin,
to
which
the
society paid
a visit.
Th
e original
eng
ine works and foundries
of
A.
Borsig, estab
lish
ed
in
1837, we
re near the Oranienburg-gate
in
Berlin.
Branch
works soon
arose
in ot
her
parts
of
the town; the
son,
Albert
Borsig,
acquired
ir
on
works in
Uppe
r Si lesia, and un der the
three
grand
sons,
Arnold, Ernst, and Oonrad
,
the el
d
est
of
whom,
Arnold,
di
ed in
1897,
the Berlin plant
was
transf
e
rr
ed
to Te
ge
l. Th
e n
ew
buildings,
who
se
general plan and
iron
structu
r e
in pa
rt icular
are
due
to Chief
Engineer
Metzma
cher,
were com
pleted
in
1898.
They are
s
ituat
ed
on
the Tegel
Lake,
a
nd
many of
the materials
arrive
by
water. The
work s, t
heir
locomotives, engines,
pumps and hydraulic plants,
r efri gerat
in
g machi
nery, &c., ar e well known;
nick
el steel has
in
re
ce
nt
y
ea
rs
been added
as a speciality.
Th
e
contributions to
t he
journal
co
nsi st
of
Ge
rman
t
ran
s
lations
of
papers
r
ea
d
by
m
em
b
ers
of
the society
at the Congres
In terna
t io
nal
d'Archite
ct
ure
et
de Co
nstructi
ons Na.va.les, held at
Paris
in
1900. The society
was officially
represented
at this Congress,
their acting
president,
Prof
essor
Busley, being
one
of
the
vice-pres
idents.
We state
t
he titles
of
the
pa
pe rs:
Co
mparison of Ship
Vibrations of
the
G
erman Cruisers Hansa and
Vineta, by
G.
Be r
lin g ;
New Research
es on
Ships' Resistance, by
R.
Haack ; The Law
s of
To
nnage Measurements in Various
Co
untries,
by
A. I
sakson
; a
nd
The
Shipbuilding Yards
of
the
Newport
News Shipbuilding and Dry
Dock
Com
pany
at
Newport
News,
Virginia,
U
.S.A ., by
T.
Chace.
Excellen
t
plat
es
are added to
the
first
a
nd the la
st of
these
paper
s,
and
the
second
volume
of
the Journ
al
of the
Schiffbautechnische Gesell
schaft
fully
mainta
ins the
high character of t heir
first
annual.
BOOKS
RECEIVED.
The T elephone System of the British P ost O:f}ice.
By
T. E.
HE
RBERT
,
A.M.I.E.E.
Second edition, revised. with
additions. Londo
n:
Whittaker and
Oo.
[Price
3s. 6d.]
Rhodes's Ste(J.Ifn3hi(p Gwide, 1901-2.
Edited by T
HOMAS
RHODES. London : George Phili p and Son.
Plane and
Solid
Geome
try.
By
ARTHUR SoHULTZE,
P h. D., and F . L.
SE
V
ENOAK, A.M
., M
.D
. New Yo
rk:
Th
e Maomillan Company
;
London : Macmillan and
Co., Limited. [Price
6s
.]
Berichte uber die Weltausslellwng in Paris, 1900.
Heraus
gegeben von dem K. K. Osterreichischen General
Commissariate. Ftinfte r Band. Vienna : Carl Gerold's
Sohn.
A nnuario de la M ineria, M etalurgia y Eleotricidad de
Espa1ia. Bajo la. direcci6n de DoN ADRIANO OoN
TRERAS
. Ano Octavo,
1901.
Madrid: Enrique Teo
doro.
The
Univer sal Directory of Ra
il
,way O f f i c i a l ~
1
901.
Com
piled from official sourc
es
, under the direction of S.
Rr
oHARDSON BL
UNDSTONE
. London : The Directory
Publishing
Co
mp any, Limited. [
Pr i
ce 10s.]
Euolid's El(,rnents of Geometry : Books I
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IV. V I. and
X
I. Edited, for the use of sch
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LES
SMITH,
M.
A., and
SoPHIE BRYANT,
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n:
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Company. [
Pri
ce 4s. 6d .]
H
yd r
aulic
and
other Tables for Purposes of Sewerage
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Water Supply.
By
T
HOMAS lliNNELL, M
In
st. C.E.
Second Edition, r
ev
ised. London:
E.
and
F.
N.
Spon,
Limited;
New
York:
Spon and Chamberlain,
LPrice
5s
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E lementary Geometry, Plain and Soli d. By
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HOMAS F.
HoLGATE . New York : The Macmillan Company
;
London :
Ma
cmillan and
Co
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[P
ri
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An I nflrodwtion to the Practical Use
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Loga'rithms, '
Wi
th
Examples in
Mensur
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By F.
GLANVILLE TA
YLOR
M.A., B.
So
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Longmans. Green, and
Co.
[P
rice 1s.
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Th
e
Rolle1
Mill
nd
S
il
o Manual.
By
T
Al\IES
D
ONALD
so
N Second Edition.
Live
rpoo
l:
Donaldson and
Owens.
A Treatise on Metallife?ous Minerals
and
Mining.
By
D . 0
DAVIES,
M.E.,
F. G
.S. Sixth Edition, thoroughly
rev ised and much enlarge
d,
by his son, E. HENRY
DAVIES, M.
E F.
G.S. Londo
n:
Orosby Lockwood and
So
n.
[Price 12s.
6d
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T
he
stitu ti
on of
J wnior J )ngifneers:
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Course
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ctures (
wi
th Discussions)
on
the Management
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Work
shops.
Delivered by
ARTHUB H. BARKER,
Wh. So.,
BA
., B.So. London: Published by the Institution.
[Price
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Original Papers by the late
JohA
t Hopkinson
D.Sc
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Vol.
I Technical Papers. VoJ. I I Scientifio Paper.
Edite
d by B.
HoPKINSON,
B So. Cambridge : U ni
versity [Price net.]
Maps,
thei
r Uses
and
Consflruction.
By
G. JAMES
Monnr
soN, M
Inst. C
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.,
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rd
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nford.
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erry
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901.
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Theoretical Elements of Electrical Engineerilnf}.
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CHARLES PROTEUS
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York:
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tr i
cal
World
and
Engilneer (Incorporated). .
Se1enteenth
Annua
l Report
of
the Bureau
of
A men.can
Ethinology to the SecretO rY of the Sm
it
hsonialn n s t i t l ~ t
tion, 1
895-1896
.
By J. W. Po
wE
LL
, Director.
Parts
I . and II. Washington : Governme
nt
Prin ting Office.
Eighteenth
Annual
Report
of
the
Bureau of American
Etlvnology to the Secretary
of
the Smithson'l
an
I?tstitu
Uon
1
896-1897
. By
J. W. PowELL,
Director.
Part I.
Washington: Government Printing Office.
Proceedilngs of the Sta.tfordshire I ron and Steel Institute.
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Brierley -Hill: Ford and Addison.
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Eleoflrical Laboratory nd T esting-Room.
By J. A. FLEMING, M.A., D.Sc., F .R .S. Vol. I.
London:
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The
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By S.
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Proceedings of the Forty-Fourth Annual Convention of
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rice 6d.]
MINERAL LOCOMOTIVE FOR THE
CALEDONL\.N RAILWAY.
THE Caledonian Railway Compa
ny
have ever been
pr
ogressive,
and
for years
their
loco m
ot
ives have
awakened admiration,
the
successive classes of
Dunalastairs being particular ly
nota
ble
;
and now
the locomoti ve superintendent, Mr.
J.
F .
Mclnto
sh,
has introduced a mineral engine whose working
has att
ra
cted
mu
ch attention.
I t
is designed
to
take very heavy loads over
the stee
p gradients
of
the
Caledonian s
yste
m,
the tota
l
tractive
force
being 28,665 lb.
It
should also be mentioned
that
the
directors
ha
ve
introdu
ced
la
rge
wa
gons
of
30 and 50
tons carrying
ca
pac
ity
on a ta
re
which
is much less than that formerly in use, so that not
only is a leading engine dispensed
with
in heavy
mineral t rains,
but
t
he
payi
ng
load by t
he
one engine
greatly increased.
The
wagons
ar
e all fitted with
the
quick-a
ct
ing 'VVestinghouse brake, so
that the
loads
t hey are
ab
le
to
haul uphill can be safely controlled on
the
down gradient.
The new
type
of engine
ju
st mentioned is illust
rated
on
pa
ge 275.
The
cylinders
are 21
in. in diameter,
and
the
piston
stroke
26 in., while the boiler,
which is of
great
length, has ve
ry
extensive heating
surface.
The
wheels are 4 ft. 6
in in
diamete
r, and
all e
ight
are coupled.
The
performance of
this
class
of engine will be w
atc
hed with keen interest, as
it
is
a development
in
t
he
rig
ht
direc
ti
on,
and
is bound
to
counteract
in
some meas
ure the
ever -
in
creasing ten
pency of traction expenses on
our
large lines.
WOOD
-WORKING
MACHINERY AT
THE
GLASGOW
EXHIBITION .
A
fine exhibit of wood-wo
rking
machinery is made
by
~ I e s s John
M'Dowall
and
Sons, of Johnstone,
near
G
la
sgow, who occupy a
st and near
the
Dumbarton
road, entrance to
the
Machinery Hall.
In
all, eleven
tools
ar
e shown
at
t his stand, of which five of
the
smaller c
la
sses are shown
in
motion,
and
several of
the
more in
te
res t ing are illust rated on pages 282 and 283.
The largest machine shown
at this stand
is a spec
ial
roller-feed planing machine, which we
illustrate
on
page 282
Fig 1).
This machine
is
intended for planing,
to
ngueing,
gr
ooviag,
an
d plain
join
t ing timber. All four
s
id
es of
the timber
can be dressed
at
once,
or
one only,
at
the opt
ion of t
he atte
nd
an t
. There
are
four pairs
of feed-rolls, each 16 in.
in
di
ameter
. The top r9lla
can a
ll
be
ra
ised
or
lowered simultaneously
by
m
ean
s
of a ha
nd
wheel, according to
the thi
c
kn
ess of
th
e
timber
dealt
with
;
and
an
indica
tor
placed
at
the
front
of
the
machine shows t
he height
of
these
rolls from
the top
of
the
table. T
he
und erside of
the timber
is planed
by means of both revolvin
g
chipp
ers
a
nd
fixed plane
irons
whioh are
arra
nged
in
movable boxes, so as to
be
readily
withdr
awn for
sharp
ening. The filling-in
plate
in front
of the
bottom
chipper is
adju
stable, so
th
a t
any
thickness of
cut ca
n be t
ake
n off as desired.
There
are
eight
pr
essure rollers above
the
plane box.
Eac
h
of these is provid
ed
with
an
independe
nt
weight,
but
the
whole of
these
weights can be
lift
ed simultaneous
ly
by
means of a handwheel when required.
For
dressing
the
edges of
the
timber, four s
id
e ch
ipp
e
rs
are o v i ~ e d
in place of
th
e more usual two.
Th
e second
patr
fimsh
work
ro
ughed out by
their
fellows. This is
partiou
-
7/17/2019 Engineering Vol 72 1901-08-30
8/30
E N G I N E E R I N
G
[A
. 30
I gor.
WOODWORKING MA C H I N E R Y AT
THE
G
LAS
GOW XHI ITION .
CONSTRUCTED BY :MESSRS. JOHN
~ I D O
ALL AND SONS,
JOHN
STONE, N.B
_
_.
FI G . 1.
RO
LLER
FEED
PLANING M ACHINE
FIG. 2. SELF-CONTAINED D ouBLE DEAL F.aAMES.
F IG. 3. VERTICAL BORING AND H YDR AULIC
BOLT
-DRIVING
MA
CHINE .
larly useful in tongueing
and
grooving, as all splinter
ing timber and lifting of knots is avoided. The
top
chipper block is s k e w f o r m ~ d so _
hat ~ h e ~ t e r s
have a shearing action. A beadmg ch1pper 1s
pr
ov1ded
at the
deliv
ery
end of the machine for
V
jointing side chipper spinclles are, moreover, in th ree parts, th us
beading or lining.
The
bearings for
the
spindles are permitting very accurate adjustment for wear. All
a
ll
of
the
self-oiling p
attern
, and run smoothly
at
55
00 the
gear wheels used are machine o
ut,
and encased
revolutions per minute.
Th
e top bearings for
the
for prote
ct
ion against dust and chips. The automatic
-
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9/30
AuG. 30,
1901.]
E N G I N E E R I N G
GLASGOW
EXHIBITION ;
PORTABLE
SAW
BENCH.
CON TRU
C
T:RD
BY
ME
R .
J. l\II'DOvVALL
AND ,
ON
S,
JOHN
TONE, N.
B.
FIC . 4.
feed .is variable
by
means of cone pulleys ; the rates
prov1ded range from 70 fr,. to 150 ft.. per minute.
When req
ui r
ed,
the
machine is
fitted
with fixed
plane
irons for finishing with a smooth and glossy surface
the
upper faces of the boards passed
through
.
The
machine will take
in
t
imber
measuring 12 in. by 6 in.
in section. t weighs 275 cw t.