Page images
PDF
EPUB

NOTES

PLICATIONS.

ON RECENT SCIENTIFIC DIS- that, taking the average of the last nine years, no COVERIES AND THEIR PRACTICAL AP-less than ,96 shipwrecks have annually occurred on our shores. Certainly this is a lamentable state of things; yet, as we have previously shown, when it is DEODORIZATION OF SULPHIDE OF CARBON-MAGNE- remembered that nearly 500,000 vessels pass to and SIAN CRUCIBLES TO PROTECT WOOD FROM ACTION from our ports every year, bearing a tonnage probably of 70,000,000, and cargoes to the value of not much short of our National Debt, with crews, inCARBONIC OXIDE IN FURNACES-DEODORIZATION cluding men and boys, of nearly 2,000,000 souls, the

OF CHLORINE-NEW SODA PROCESS-USE

OF PETROLEUM ETHER.

B'

OF

engine, which consists of a traction engine and
cotton press combined on a single frame. The
engine is fitted with a vertical multitubular boiler,
from which steam is supplied to a pair of vertical
cylinders placed midlength of the frame. The
apparatus is designed for compressing the cotton
into bales, and the method of operation is as
follows:-When a bale is to be formed, the bottom
and top boxes are charged with cotton: then a top
follower is released, and, by its weight, the cotton ISULPHIDE of carbon is by far the best ex-
in the top box is pressed into the long horizontal tractor of grease, but there are several ob-
box at the leading end of the machine; the top fol- jections to its general use. Its vapour is very
lower is held firmly in place by the lifting cranks inflammable, and is also decidedly poisonous, al-
which are now on their centres. Two horizontal though there may be some exaggeration in the
screws are then set to work, and compress the stories told of its effects. One thing is quite cer-
cotton forward against the head of an hydraulic tain-the smell of the commercial article is ex-
ram. When the screws have worked their distance tremely unpleasant. The bad smell, however, we
they are thrown out of gear, the hydraulic double- learn from Millon, does not belong to the pure
acting pump goes on working, and the ram gives sulphide, and may be easily removed. It is only
the final compression, ending at a pressure of necessary to agitate the liquid well with an equal
about 2 tons per square inch on the area of the volume of milk of lime, and then distil off at a low
ram. The bale is then hooped and riveted in the temperature. Litharge and copper, and zinc
usual manner, after which the doors at top and shavings, remove the compounds which give the
bottom of the horizontal box are released, and bad odour equally well, and may be used in place
when the ram and screws have been run back a of the lime. Simple agitation with these bodies
short distance the bale is pressed out by a lever, will take away the greater part of the smell.
and is ready for transit. The time occupied in Purified by either of these methods, the sulphide
pressing a bale is two or two and a-half minutes, only possesses a faint odour somewhat resembling
being only the time in forcing the ram forward that of chloroform, and it may therefore be used to
one foot, by the double-acting hydraulic pumps of remove grease, like benzine. It must be mentioned
peculiar but simple construction, having an annular that, loft to itself, the sulphide soon again acquires
space within equal to inch areas of plunger, giving a bad odour, but this, it seems, may be prevented
continuous motion to the ram, the screws taking by keeping a little litharge or some copper or zinc
up the slack simultaneously in half a minute. shavings in the bottle.
The cotton is compressed into one-seventh of A patent has been taken out in France for
its original bulk, and, allowing for the ex-making crucibles from magnesia, which forms the
pansion which takes place when it is with- best material for crucibles to melt platinum, iron,
drawn, it occupies in the finished bale 4ft. by 1ft. or steel in. The description given is not very
9in. by 1ft. 9in. The hydraulic cylinder and cross clear; but we believe they are moulded, no doubt,
girder are cast in one piece of steel. The side by pressure, and are then exposed to the heat of
plates of the framing, are also of steel, it being an oxy-hydrogen flame, by which they are brought
most desirable to make the whole machine as to a semi-pasty condition, and the magnesia ac-
strong as necessary with the least weight.
quires its greatest density, cohesion, and hardness.
Such crucibles are said not to be affected by sud-
den alterations of temperature.

a

66

average loss is, after all, comparatively small indeed.
We do not presume to say that a very large pro-
portion of the shipwrecks and the loss of life that
took place on our coast last year might not have been
prevented; indeed, that fact is made evident by the
Register," which clearly shows that 447 vessels
As our
were lost entirely by man's carelessness.
commerce increases, we must naturally expect a cor-
life; but we contend that both these classes of
responding augmentation of shipwrecks and loss of
disasters might be largely diminished if the masters
of the vessels only possessed the activity and in-
telligence which we have a right to demand from
all persons who are placed in responsible positions,
and under whose charge is confided not only valu-
able property, but precious lives, and if shipowners
took the same precautions to insure the sea-worthi-
ness and safety of their vessels as they in most cases
would do if they had to risk their own lives on board

them.

unusually productive of shipwrecks on our coasts. The latter part of 1867 was, as will be remembered, During the heavy storms of last November and December alone, the lifeboats of the National Lifeboat Institution rescued 259 persons from different shipwrecks; and during the fearful gale which continued from the 1st to the 3rd December-and which was the most serious one of the year-326 vessels were lost or damaged, and the lamentable loss of 319 lives took place; thus making this latter storm nearly equal in intensity to the great gale of the “ Royal Charter," in October, 1859, when 343 vessels were lost. Again, the gales in January, February, March, October, November, and December, is 1866, produced a total number of 793 shipwrecks. Of that number 279 occurred in the month of January of that year, and it will be remembered that on the 11th-the most disastrous gale of that month-Torbay was visited by a hurricane, in which 61 vessels were totally destroyed, or seriously damaged, accompanied by a loss of 35 lives. There were also numerous minor casualties on different parts of the coast on that disastrous day.

The engine is complete in itself, and in fit state for immediate use, both as a press and in having driving and hydraulic power to work several Wood exposed to chlorine vapours quickly goes machine presses; these being constructed without to rot, and paint is a very ineffectual protector. steam power on the same frame, can be made of which the exposed surface can easily be saturated. A better preservative, it seems, is paraffin, with Of the 2,5 3 wrecks which took place during the any required hydraulic power, having box space for any quantity of cotton or other substance to be We may mention a new process for making car-past year, 2,113 are known to have been those of pressed. The engine can also be utilized for other bonate of soda, which, however, is more scientific ships belonging to Great Britain and its colonies, with British certificates of registry, and 338 are purposes when required, driving by means of than practical. The inventor-Swager-starts with known to have been those of foreign ships. Of the strap, cotton gins, &c. The self-propelling gear is double chloride of aluminium and sodium, fuses remaining 62 wrecked vessels the country and emvery simple. The crank shaft carries a pinion blows this along with steam into a retort kept at a this compound, reduces it to a fine powder, and ployment are unknown. Of the British ships, 1,551 which drives a spur wheel on an intermediate red heat. The reaction which ensues results in in the (over sea) foreign and home trade. Of the were employed in the British coasting trade, and 562 shaft; on each end of this shaft are chain pinions the production of hydrochloric acid and aluminate foreign ships, 17 were employed in the British coastwhich can be thrown into and out of gear by of sodium. The former can, of course, be con- ing trade. We have already stated that the number means of clutches worked from the footplate.densed for future use. The latter is dissolved, of ships lost or damaged on our coasts during the From these chain pinions a wrought-iron pitch and the solution treated with carbonic acid, by past year amounted to the distressing total of 2,513 : chain passes over a chain wheel fixed on the inside which means carbonate of soda is obtained in national subject has received in the last eighteen and, notwithstanding the attention this great and of each driving wheel. The driving wheels can be solution, and alumina precipitated. driven separately or together, as may be required. years, we are grieved to add that this number is 224 in excess of that in 1866; and, indeed, the total numWhen turning sharp curves only one wheel is driven, the other being free to revolve or stand ber (2,513) is larger than any number of shipwrecks still. The steering wheels, the centre and axle of on our coasts in one year hitherto published in this which are under the box of the press, are worked country. from the footplate.

The presses ought to prove very popular in India, where it would greatly simplify the process of packing cotton. We recommend them to the notice of the railway companies, who would find them an excellent investment, as by their aid the transport of cotton would be greatly facilitated. The engine will be conveyed on a truck from the carriage landing to the various stations on the line of railway in the cotton districts, where it will remain for sufficient time to press into bales the cotton stored there; when required, the engine will proceed by its own traction power to depôts in the great cotton fields. There is no reason why the railway companies in the Deccan and Berar districts should not undertake to press and carry cotton for a given sum instead of endeavouring at great inconvenience to transmit cotton from up country to the seaports in bulk. We would also draw attention to another important consideration. Unpressed cotton is so liable to be destroyed by fire, that one Indian railway company alone had claims amounting to £30,000 made upon it in a single year. Compressed cotton will not burn; therefore, there can be no question that Mr. Wilson bras, by the invention of this press, done

It has often been proposed to use, in some way or other, carbonic oxide as a heating material in furnaces. It forms a large proportion of the gases produced in Siemens' regenerative furnaces, and of the "heating gas" which it was proposed to distribute about Birmingham some years ago. A German metallurgist now suggests its use in blast furnaces, along with air, to diminish the nitrogen while increasing the heat. He proposes to make it by, in the first place, calcining chalk with some cheap combustibles in retorts, and passing the carbonic acid thus set at liberty into another retort filled with coke, kept at a red heat. The carbonic oxide so obtained is superheated and carried on to the air blast. The production of carbonic oxide in this way would seem expensive, but the writer says the lime made in the first retorts will nearly cover the cost.

It should here be observed that the number of ships (2,513) is greater than the actual number of disasters (2,090) reported, inasmuch as in cases of collisions, when two or more ships come in contact in the "Register" as one casualty. Thus, from a with one another, such disaster is always reckoned table in the "Register," which only speaks of 2,090 wrecks, casualties, and collisions, we observe that 414 collisions took place, and 1.676 wrecks and casualties other than collisions. Of these casualties other than collisions, 656 were wrecks resulting in total loss, and 1,020 were casualties resulting in partial damage more or less serious. The whole number of wrecks and casualties other than collisions reported in 1866 was 1,438, and that was more than smell from bisulphide of carbon. We noticed just now a mode of removing the the number reported in any year since 1858. But 1,676, the number of wrecks and casualties other light petroleum oil-petroleum ether, as it is wrecks and casualties of all former years. The very than collisions in 1867, is unhappily in excess of the sometimes called-is also a good solvent for annual average for twelve years, including 1867, is grease, but also usually possesses an unpleasant for wrecks resulting in total losses other than colsmell. This may be removed by repeated treat- lisions 471, and for casualties resulting in partial ment with strong sulphuric acid. After, the oil damage, 681. As against this, the numbers for the must be washed, and then distilled from chloride one year 1867 are for total losses 656, and for parof calcium or some other dehydrating material. tial damage, 1,020.

THE WRECK REGISTER AND CHART
FOR 1867.*

appears from the "Annual Wreck Register of the

The

much not only to facilitate the transport of cotton, British Isles," just published under the auspices and the number of casualties arising from the same

but to cheapen that commodity in this country.
We wish him all the success his ingenuity and of the Board of Trade, that 2,5 3 shipwrecks, repre-
enterprise merit. In conclusion, we may observe
that the locomotive cotton press we have been
describing was made by Messrs. Jessop and
Appleby, Leicester

senting a registered tonnage of 464,000 tons, took
place in the seas and on the coasts of Great Britain
during the past year, with a loss of 1,333 lives; and

* From the Journal of the Lifeboat Institution.

It is a noteworthy and lamentable fact that, aecording to this register, no less than 411 vessels appeared to have foundered, or to have been otherwise totally lost on our coasts from absolute unseaworthiness, unsound gear, &c., during the last nine years; tial damage, is 449. Few vessels are more skilfully causes during the same period, and resulting in parand deftly handled than our fishing smacks, and yet 188 of these were lost during the fearful storms of the past year, showing clearly how violent these gales were. But apart from these 188 fishing ves

S.S.W.

t

[merged small][merged small][merged small][ocr errors]

4-45

[blocks in formation]

sels, it will be seen that the number of vessels em- number of shipwrecks have happened on the east coas ployed in the regular carrying trade that have of England, the largest loss of life in the past nine years suffered from wreck or casualty during the year is has occurred in the Irish Sea, it actually being last 2,325. Again, it is a distressing reflection that, on year more than double the number lost on any other subdividing that number, about one-half is repre- part of the coasts. This is accounted for in some sented by unseaworthy, overladen, or ill-found vessels measure by the fact that the largest ships from Liverof the collier class, which are chiefly employed in pool and other ports pass down the Irish Channel; the coasting trade. For the five years ending 1867 and when an accident happens to any of them, the the number is more than half. This is made appa-loss of life is usually large, especially in the case of rent by the following table :

[blocks in formation]

to them.

But it is not decayed ships alone that thus come to an untimely end, for we find that during the nine years ending 1867, disasters to comparatively new ships bear a very heavy proportion to the whole number. Thus 209 wrecks and casualties have happened during the past nine years to nearly new ships, and 322 accidents have occurred to ships from three to seven years of age. Then there are wrecks and casualties to 500 ships from seven to fourteen years old, and to 747 from fifteen to thirty years old. Then follow 327 old ships from thirty to fifty years old. Having passed the service of half a century, we come to the very old ships, viz., 60 between fifty and sixty years old; 36 from sixty to seventy; 9 from seventy to eighty; 3 from eighty to ninety; 1 from ninety to one hundred; and one upwards of 101 years old. The ages of 298 are unknown. The state of rottenness and want of repair of some of the ships above twenty years old often calls for remark. Even at the age of twenty-five to thirty it sometimes happens that a ship is so rotten as to fall to pieces immediately on touching the ground, without giving the crew the slightest chance of getting out their boats, or to be saved by lifeboats or the rocket apparatus. Of the 2,513 vessels lost or damaged in 1867, 89 were rigged as ships, 141 were steamships, 727 schooners, 429 brigs, 277 barques, 287 brigantines, and 241 smacks; the remainder were small vessels, rigged in various ways. Of the 2,513 vessels referred to, 1,147 did not exceed 100 tons burden, 961 were from 100 to 300 tons, 286 were from 300 to 600 tons, and 119 only were above 600 tons burden.

The scenes of the distressing disasters are thus given:-East coast, 1,101; south coast, 259; west coast, 411; N.W. coast of Scotland, 46; Irish coast, 214; Isle of Man, 22; Lundy Island, 18; and Scilly Isles, 19. It will be observed that, as usual, the greatest number of wrecks occurred on the east coast. The directions of the gales of 1867 are thus given according to the months:-January, from south-east, south-west, south-south-east, and north-east; February, from the west, north-west, south-west, and west; March, from the east-south-east, south-east, and east; and April, north-west, west, south-west, and west-south-west. During the months of May, June, July, and August, no serious gales occurred. The September gales were from the south-west and west; October, from the south-west, west-southwest, west, and north-west; November, from the east-north-east, north-east, south-south-west, and north-west; and in December, from the north, north-north-east, north-east, north-north-west, and north-west. It will be observed that during December, in which month the most terrific gale of the year occurred, the winds were northerly in their character. Having thus, as brifly as practicable, recapitulated a few facts contained in this interesting document, we must now draw attention to the loss of life from the 2,513 shipwrecks during the past year. As we said before, 1,333 lives were lost from these vessels. This is in excess of the number lost in any year, except 1859 (the "Royal Charter" year, when the number reached 1,647). The loss of life thus recorded took place amongst 279 vessels; of these, 170 were laden ships, 90 were in ballast, and in 19 cases it is not known whether the ships were laden or light. Of these, 217 were entirely lost, and 62 sustained partial damage. Of the 1,333 lives lost, the very great number of 637 were lost in vessels that foundered, 160 on board vessels in collision, and 445 in vessels stranded or cast ashore. Nearly 300 lives were lost in fishing boats alone. The work of the National Lifeboat Institution here stands prominently forward, for it can show a glorious roll of 1,086 lives saved mainly through its instrumentality during the past year.

Another incident connected with the "Wreck Register" is the startling fact that, while the largest

emigrant ships, as in the wreck of the American barque "Pomona," some years since, when no less than 385 persons perished, and in other lamentable instances. It appears that 729 vessels were wrecked when the wind was at force six or under-that is to say, when the force of the wind did not exceed a a strong breeze, in which the ship could carry single reefs and topgallant sails; that 171 happened with the wind at forces seven and eight, or a moderate to a fresh gale, when a ship, if properly manned and navigated, can keep the sea with safety; and that 1,099 that is to say, from a strong gale to a hurricane. happened with the wind at force nine and upwards table, but really the facts disclosed in it are so inWe had hoped this time to omit the annexed teresting and instructive, that we feel our paper find that during the last nine years the number of would be incomplete without it. Accordingly, we wrecks at different forces of the wind are thus strikingly given. We have added the last column, in which the per centages of the wrecks in the nine years according to the varying force of the wind are given :

[merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][ocr errors][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][ocr errors][merged small][merged small][subsumed][merged small][merged small][merged small][ocr errors][merged small][subsumed][ocr errors][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small][merged small]

N.E. by E. W. by S. E. by N. E. by S. S.E. by S. Calm S. by W. N.W. by W. Variable S.W. by S. N.E. by N. 8. E. by S. S. by E. N. by W. N.W. by N.

[blocks in formation]

The wreck chart tells its usually doleful tale, dotted all round, as it is, from the Land's End to the Foreland, and northward by the Farne Islands to Wick, and round by the Hebrides to the Irish Channel. It is sad to think that every black dot represents as usual a wreck on our coasts or in our seas, and thus a dark shadow is cast on the commerce of the year. Not a coast that has not its dot; but it is clear these symbolical spots most thickly gather along the highways of our commerce which are whitened with the sails of all nations the whole

year round.

We have thus endeavoured, as briefly as we could, to analyze the wreck register, and to place before the public the means of appreciating succinctly this elaborate statistical record of shipwrecks. This document, which is of national importance, reveals a most lamentable state of things. Here are the facts minutely detailed of 2,513 shipwrecks, with the appalling loss of 1,333 lives, clearly and incontrovertibly put before us as having taken place on the coasts and in the seas of the British Isles during the short period of twelve months. The loss of property, including ships and cargoes alone, can hardly be represented at less than three millions sterling. We, however, are principally concerned, as we before said, in the loss of life, which is far beyond any money value. By the great unceasing and noble efforts to save life that were made not only by the boats of the National Life-boat Institution, but also by the rocket apparatus under the control of the Board of Trade, and by shore boats, whose crews are stimulated by the liberal rewards of the National Life-boat Institution to use every exertion to save life, the number of lives saved last year can hardly have been less than 2,000 in all; and in the great majority of these cases the shipwrecked persons must have perished in the absence of the exertions which were thus used, and particularly so in respect to the services of the lifeboats. The register states that the total number of lives saved last year by all means was 5,845, Thus our country is now honourably distinguished above others for its practical and successful appliances in saving life from shipwreck; and it is right it should be so, for the sea has made us what we are, and has borne our countrymen to all parts of the world. It is our naval preponderance, and the enterprise of our merchants, which have raised us to our present high position amongst the nations of the earth. It is

The accompanying tables, which we have prepared on an admirable plan suggested by Henry Jeula, Esq., the Hon. Sec. of the Statistical Committee of Lloyd's, give the different per centages of wrecks in the same period according to the various directions of the wind, and the parts of the coasts of the United Kingdom where it blew :THE PER CENTAGES FOR THE DIFFERENT DIREC-upon the prowess, skill, and adventure of our people

TIONS OF THE WIND, Points of Compass,

S.W.

S.E.

Per Centage. 8.66 7-84

[blocks in formation]

that the fabric of British power firmly and incontrovertibly stands. The National Life-boat Institution has hitherto unceasingly and untiringly discharged the duty which the British public has with such confidence and generosity reposed upon it. We therefore think it is only legitimate and right that we should again appeal to the country at large to help a society which has thus charged itself with the great and national work of saving lives from shipwreck by life-boats and other means, in carrying out with renewed vigour its sacred duty.

[merged small][merged small][merged small][subsumed][merged small][merged small][graphic][graphic][merged small][merged small][merged small][subsumed][subsumed][ocr errors][graphic][graphic][graphic]

In

For the foregoing succinct and complete description of the boiler, and of the causes which led to the explosion, we are indebted to Mr. Edward Bindon Marten, C.E., of Stourbridge, who is the chief inspector of the Midland Steam Boiler Inspection and Assurance Company. The twelve workpeople who were killed by the explosion died in the jurisdiction of two coroners. By both Mr. Martin was selected to make an examination of the exploded boiler, and report upon it to the respective juries. In each case his evidence was based upon the foregoing particulars. It was confirmed by the testimony of Mr. E. T. Wright, C.E., and by that also of Mr. H. T. Griffiths, a managing engineer in the service of the Chillington Company, the first of whom was called by the proprietor of the Moxley Works, and the other had been instructed in addition to Mr. Martin by the Wolverhampton coroner, who desired that his jury should have not only the testimony of a scientific, but also that of a practical witness.

BOILER EXPLOSIONS AT IRON WORKS. worked for fourteen years, and had been greatly de-
HESE are not yet occurrences of the past. Since teriorated by very frequent repairs, and it was over-
Tthe explosion at the Mersey Steel and Iron taxed by such a very large amount of heat from the
Works, Liverpool, we have had in particular that at furnaces, and by working at a pressure which there
the Steel and Iron Works of Mr. Thomas Wells, by were no means of correctly gauging.
which twelve men and boys have been killed.
this case the boiler was of the four furnace upright
type. The external dimensions were 22ft. high by
10ft. 6in. in diameter. The top was hemispherical,
and the bottom nearly so. There was a central tube
4ft. 6in. in diameter from the bottom, and a height
of 10ft., with four side tubes 2ft. Gin. in diameter,
from the upper part of the central tube to the shell.
It was surrounded by brickwork to the height of
about 12ft., divided into four compartments, into
each of which respectively the flames from the four
furnaces were conducted. After playing upon the
lower part of the shell the flames passed through the
side tubes into the central tube, and through a cul-
The general
arrangement will be gathered from fig. 1. The boiler
was originally constructed in the usual manner of
boilers of this class. They were highly recommended
and much used twenty years ago to make the waste
heat from puddling and other furnaces available for
raising steam. The records of explosions do not
show that more of them have exploded than of other
forms, but as they are necessarily placed in the
midst of the workmen their explosion has generally
been attended with great loss of life.

vert beneath the boiler to the stack.

The general evidence showed that it was customary with Mr. Wells to leave his boilers to the working engineers, and whenever repairs were wanted, to call in an ordinary boiler maker of the locality. The latter was shown such defects as appeared to the The boiler was fitted with a steam stop valve on working engineers, searched (guided by his own little the top, and two safety valves, one attached to the light) for others, repaired them, and the boiler was steam valve box, 4in. diameter, loaded to about 471b., again set on, weaker after every repair than at first; and the other direct on the boiler, 5in. diameter, and twice it had been new bottomed. There can be no doubt that if the boiler had been under indepenloaded to about 41lb. When the steam valve was open, the safety valves of the other boilers, and also dent inspection by such men as are found in the serone on the main steam pipe, relieved this boiler. There vice of the Boiler Inspection Companies, the defects was a float for the telling height of the water, a feed would have been discovered and the accident prevalve for regulating the supply of water, and a blow-off vented. These were the views expressed by the valve at the bottom for emptying the boiler, or blow-three witnesses named, although Mr. Marten, being off the mud when at work. All this apparatus cause of his official position, expressed it with reappeared when it was examined after the explosion luctance. Than a boiler inspector, however, no man There was not a knows better what are the great risks which proto have been in working order. steam gauge upon the boiler, but there was one on prietors of boilers run when they leave their prothe main steam pipe, near the engine. The effect perty to the care of such men as those who had the of the explosion was to rend the boiler into nine charge of the Moxley boilers-men, doubtless, as a pieces, as shown in fig. 2. The angle iron, attaching long service shows, thoroughly reliable to the extent the bottom of the tube to the bottom of the shell, of their knowledge. But so little is that knowledge as to the insidious causes of weakness, that in all was torn through nearly its whole length. The seam of the shell above the side tubes was torn completely probability, if the evidences by leakage of the rust round. The upper part of the shell was torn into which ultimately destroyed the boiler had been pointed out to them, they would have been difficult three pieces, and the lower into six pieces. The cause of the explosion, although simple, is not to convince that more was needed than the replacing as apparent to the casual observer as in some cases. of a rivet or two and a little caulking. Repairs of this There was no sign of shortness of water. There kind were done on the boiler on August 24, which was was considerable corrosion around the blow-off-pipe the last time it was mended. On the morning of the joint and many of the rivet heads at the bottom of explosion it was internally overhauled by the daythe boiler were much eaten away; but although this turn engineer, and handed over to the night-turn corrosion may have facilitated the tearing-up of the man-who was one of the deceased-then in a safe boiler, it was not the primary cause of the explosion. state, though an examination of the boiler between The direction in which the fragments were thrown, the outer brickwork casing and the boiler would have and their position, shows that the first rent must shown the leakage. No wonder, therefore, that the have commenced at A on the lower part of the side jury in each case, whilst they returned a verdict of of the boiler farthest from the place where the frag- accidental death, should-as they did-"wish to ments fell. The part of the boiler thus indicated as suggest to the owners of boilers generally that relikely to contain the first rent was that which re-peated examinations of boilers should be made from ceived the flame from a large ball furnace, which time to time by a competent person other than the gives out as much heat as two ordinary puddling engineer in charge as working engineer." furnaces, and this formed an additional reason for looking in that place for the origin of the mischief.

A circumstance has just come to our knowledge which strikingly illustrates alike the inability of the By making correct drawings of the fragments and ordinary working engineers to understand the corplacing them upon a model of the boiler, the direction rect principles of safety and their determination not of all the rents was clearly ascertained; and the to be convinced by those who know better than themonly place where there was a rent from top to bottom selves. In that case a Cornish boiler, originally in a continuous line was in the same part opposite fired internally, was now fired outside, with the the ball furnace. Careful examination of the frac-flame passing through the tube. It collapsed from tured edges revealed that an extensive seam-rip or end to end so completely that the top part was forced crack from rivet-hole to rivet-hole must have existed down almost to the bottom of the tube. It was before the explosion. Several patches on the boiler working at about 50lb. to the inch, yet the tube was near this place show that similar seam-rips have originally so weak that it was not fit to work withbeen before seen and repaired. This seam-rip had out material strengthening. The top had flattened most likely been caused at some former repair by somewhat, so that the diameter of the tube, which may straining the old work to meet the new plates put have been, for instance, 3ft. 6in. in one place, became in, although it could not show itself until after the 3ft. 3in. or 4in. in another. All Mr. Fairbairn's calculaboiler had again worked. The rip must have been tions show that such a tube ought to have been leaking before the explosion, and it should have strengthened by at least one substantial wrought-iron been visible to anyone making an examination in the ring. We happen to know that the proprietor of flues. It is difficult to say how many of the rivet-the boiler proposed for inspection and assurance to holes had thus ripped before the explosion, but no the Boiler Inspection Company in his district, but The doubt the number had gradually increased until the the engineer refused to accept it unless the ring we boiler was reduced in strength to the bursting point. have mentioned should be placed round it. At the time of the explosion the rent must have proprietor of the machinery entertained the fullest quickly extended downwards, and round the angle confidence in his engineer, who did not believe in the iron, at the bottom, which had been weakened by necessity for the strengthening operations described, having the rivets removed several times during the and declined to undertake the expense. Thereupon re-bottoming of the boiler; and this no doubt ac- the premium which had been paid to the assurance counts for the boiler rending into so many frag- company was sent back, and the risk declined. That ments. There must have been considerable leaking negociation took place some three years ago. True in the bottom of the boiler before the explosion, for to the almost inevitable consequences, the boiler, as there were many plates cracked from the edges to we have said, has just collapsed, and collapsed so the rivet-holes, and also indications of much water thoroughly as to prove its entire weakness, and at The the same time demonstrate the accuracy of Mr. Fairfrom the leaks passing down the centre flue. usual working pressure must have have been higher bairn's calculations, and the wisdom of the assurance than was known to those in charge of the boiler, as company in refusing to accept its care. It is a cause the steam gauge was out of repair and quite useless, for satisfaction that when the collapse took place and even if it had been good its position so far from most of the workpeople were out of the way. By the boiler would cause it to register considerably the collapse, the brickwork by which it was surless pressure than that in the boiler itself, which rounded was blown out with great force from each end The boiler had in particular, and the boiler which occupied the was no doubt little short of 401b.

other side of a wall abutting on the towing path of the canal was forced out of its bed, and for a time interfered with the traffic. it belly a fort tim the collapsed tube in fig. 3. The boiler was 18ft. 6in. by 6ft. 6in., the plates being in. thick when new. The tube was 3ft. 4in. in diameter, and much corroded.

Yet another explosion at an iron works has occurred. A boiler, similar in construction to that which exploded at Moxley, has gone at the Elsecar Iron Works of Messrs. Dawes, near to Barnsley. A piece blew out on Friday morning last whilst the day shift were coming on; two men were killed and others were injured, whilst the boiler was itself carried twenty yards away. We have information of the cause and of the surrounding facts of this explosion also; but, inasmuch as the matter is still in the hands of the coroner's jury, we will reserve what we have to say upon it until after the verdict has been returned. Then, also, we will make some general observations upon these upright furnace Boilers, as to what they are, what they were, and what they should be. The Engineer."

THE

HYDRAULIC CLOCK.

HE following particulars of an hydraulic clock have been forwarded to the "Society of Arts Journal," by Mr. W. A. Gilbee, South-street, Finsbury:-This clock, according to the statements of the inventor, keeps very correct time, is extremely simple in its construction, and in no way resembles the clepsydra of the ancients. In the engravings, fig. 1 is a back elevation; fig. 2, a side elevation; fig. 3, a front elevation (the hands being shown in dotted lines); and fig. 4, a plan of this improved

[graphic]

water clock. As its name implies, the motive power
stant level in the reservoir P, on the top, from a con-
of the clock is water, which is maintained at a con-
tinuous flow; the water passes from this reser-
voir through a small inclined opening p into a
vessel divided into two equal compartments A
and B, and attached at right angles to the axis of
a rod A' acting on the pendulum C. When the
pendulum, after losing the vertical position, begins
to oscillate, the aforesaid vessel brings its two com-
partments successively under the orifice of the reser-
voir, in such a way that when one falls through the
weight of the water, the other rises, thus producing
the movement which maintains the oscillation of
At each oscillation of the pendulum,
the pendulum, which in its turn regulates the rate
the water falls from the aforesaid vessel into a
of movement.
second vessel D E, causing it to oscillate iso-
chronally with the pendulum. This vessel D E, by
means of a click on its arbor, moves the first wheel
S (cut with sixty ratchet teeth) one tooth, and as
the socket of this wheel carries the seconds' hand,
the latter thus moves over a second at each vibra-
tion of the pendulum. When this wheel S has com-
once round the dial), the cam R which has raised
pleted one revolution (and the seconds' hand passed
the wheel S' one tooth, and as the socket of this
the lever G lets it fall, causing the click to move
wheel carries the minute hand, the latter moves
over a minute on the dial. This wheel S in like
manner moves the third or hour wheel S" by means
of the cam R and lever. A spring T is adapted
to each wheel to keep it from moving too easily. P
is the overflow pipe from the reservoir. If desired
an aquarium may be placed in the lower part of the
clock case, the falling water keeping up a running
stream for fish, &c., the overflow being carried off
by a pipe. This ingeniously contrived clock, not
only by its simple mechanism, but also by its con-
tinuous action (as it never requires winding up),
and its extreme accuracy as a time measurer, offers
(says the inventor) a prospect of very advantageous
results; and the moderate price at which it can be
At the same time, it will form an
made will place it within the reach of the hum-
blest class.
equally useful ornament for the garden, hot-house,
or public places, for the drawing-room or kitchen.

[merged small][merged small][merged small][merged small][graphic][graphic]
« EelmineJätka »