Beaumont, M.P., R.E.; Mr. Bernhard Samuelson, 66 its accommodation, fitting, and repair. The en- buildings have, we believe, been surrendered; the one work (the basin) is being executed by the convicts, the other is in abeyance for the present. The entrance, opposite Upnor Castle, to the repairing basin is also in a very forward state, and we see no reason to doubt that by April next, or even earlier, all will be ready for the letting in of the water to this basin, and for the application to use of the two graving docks to which it gives access. The caisson grooves at the entrance to the basin and to the two docks, with an inconsiderable amount of excavation round the foot of the basin walls, seems to be nearly all that remains to be done. The entrances to the other two graving docks, Nos. 3 and 4, are in a forward state, but the main portion of the construction of these has still to be executed. The floor, so to say, of the repairing basin has been levelled, and, considering how near it is to the Medway, and how much below its level, excites surprise that it should be so firm and dry, considering that it is not puddled or "made ground," but just the stuff as it was met with at the requisite depth. Each of the basins will have 33ft. of water at spring and 30ft. at neap tides. The graving docks are 456ft. long at the coping and 416ft. on the blocks. They have 80ft. entrances, and will have 31ft. 6in. of water over the sills at high water spring tides. The graving docks, which are splendid examples of heavy masonry, are sufficient in size to take in the largest ironclad afloat. The bottoms are all of granite and also the lower altars, and the copings of the higher altars and the top copes. Their foundations are on gravel laid with a thick bed of concrete, followed by a mass of brickwork, upon which the granite blocks are set. The sides of the docks have also continuous heavy masses of concrete and brick work behind them for support. The basin walls have their foundations on the gravel at varying distances below the level of the basin. They, too, are laid on concrete, and are from 18ft. 6in. to 20ft. thick at the base, diminishing to about 8ft. thick at the top. They are carried up with alternate pockets of concrete, and bands of several courses of brickwork extending to the whole thickness of the wall. From a little under the water line the basin walls are faced with Portland stone, and heavily coped with granite throughout. The communication between the repairing and the factory basins is also in a forward state, and the north wall of this basin, built entirely by convicts, and as well-finished and substantial a piece of work as any one could desire to see, may be said to be completed. The crane pits, about 54ft. in diameter, are admirably finished specimens of brickwork. The bollards are already fixed along this quay, but a good deal has still to be done in excavating, levelling, wall-building, and factory and workshop erection, and fitting, ere the factory basin and its neighbourhood will resound with the noises that will eventually be raised in that quarter. The largest basin of all-the fittingout basin-has had comparatively little done to it, beyond the erection of about 600ft. of the basin wall, from which a dam is being constructed outwards to the Modway and across the entrance to the basin, so as to enclose the portion of the creek that remains to be dealt with, and the area that remains to be excavated, levelled, and enclosed, for the great basin. There will be communication between the fitting-out and the factory or middle basin by culvert, and an 84ft. passage for vessels from the one to the other. The conclusion of the drive was through the Old Dockyard, past the end of the covered slips, under which so many of "the wooden walls of old England" have been built. The silent and deserted slips presented a dreary appearance, and produced a rather melancholy impression on the minds of the visitors. Two only of the range of slips had keels laid on the blocks, those of the From Sheerness to Chatham, a distance of "Woodlark," 3 guns, and the "Bulwark," about twelve miles, the Medway is an estuary 91 guns, commenced May, 1859." The ship- rather than a river. The site of the dockyard is builders seem to have been arrested in their sufficiently far removed to be beyond the danger work a good many years since, and the two of being shelled by a hostile fleet, and the watervessels will probably be finished by being broken way is capable of being well protected by fortifiup without leaving the stocks. We did hear, cations. The extension works commence on the however, that there was a possibility of the side furthest down the Medway, at Gillingham. "Bulwark" being finished and armour-plated. From this point the Medway pursues a course At the entrance to the dockyard the principal nearly due north; at Cockham Reach it bends visitors called and paid their respects to the round to the west, and again turns in a southerly Captain Superintendent, and possibly reported the direction past Upnor Castle towards Chatham. In character of the party, who were probably entered a state of nature this piece of land, round which in the dockyard books in some such way- the river winds, was submerged at high water, mutatis mutandis-as the clerk in charge of a and a salt marsh when the tide was down. canal entered, in a recent year, a party of mem- Part of the waters of the Medway pursued a bers of the British Association on a visit of in-winding course by St. Mary's Creek, from west to spection, "passed two barge-loads of philosophers east across the marsh, dividing the northern porin good condition." The vehicles for a consider- tion, St. Mary's Island, from the mainland, on able part of the way through the dockyard passed which the old dockyard and the convict prison are over a tramway of "Seeley's pigs" laid cross-situated, and from the War Department property. wise. The pigs are scarcely redeemed from dis- The Dockyard Extension Works are being congrace by this use to which they have come at structed upon an area of 380 acres of land, which last, as they make but a sorry road. Arrived includes St. Mary's Island and the creek, with a at the extension works, the large company divided portion of land to the south of the creek. The into parties, and commenced the inspection under first portion of the works, which was executed enthe guidance of Colonel Clarke, Colonel Pasley, tirely by convict labour, was the enclosure of the Mr. Bernays, and Mr. Neville. whole of the island and flats of St. Mary, from the The visitors were first led through the gantries, end of the old dockyard wall on the Medway, where an immense stock of dressed granite blocks round the northerly bend of the river, to Gillingare laid up in readiness for docks Nos. and 4, in ham. This enclosure has been effected by a progress. To refer to these stores, however, is stone-faced embankment for the greater part, premature before a brief general description of and for the remainder by a river wall. St. the new works has been given. Such descrip- Mary's Island, as a mere salt marsh, was tion ought to touch, at least, upon the topics-the comparatively worthless, as may be supposed, necessity for such works, their situation, and without the execution of such expensive enclosure their extent. As regards the need for such works works. Its area of 150 acres north of the creek it may be premised, apart from regard to the was accordingly bought by the Admiralty for the moot question "Ships . Guns," and from the nominal sum of £80. The possession of this land powers to do, or to suffer, of the ironclads of was, as will be readily apparent, a sine qua non in America, France, or England, that it seems pass- the execution of the works, the main features of ing strange that the Lords of the Admiralty should which are the construction of three floating basins, have so long neglected to provide the dock accom- which follow the gene al direction of the creek; modation that is essential to the efficiency of the also four graving docks of sufficient size to reRoyal Navy. Considering the advance that has ceive the largest ironclads in the navy, with other been made in "the science of destruction," the necessary appurtenances and premises. The three idea of a European war cannot but excite horror. basins are the repairing basin of 21 acres with Unhappily, however, we have evidence that the an entrance from the Medway in Chatham Reach, time has not come, and that it will not arrive for the intermediate factory basin of 20 acres, and yet awhile, when men "shall beat their swords the fitting-out basin of 33 acres with entrance into ploughshares and their spears into pruning from the Medway from the Sovereign Reach, at hooks." Rumours of wars are rife, and if the Gillingham. By following the natural hollow of fiery cross is once lit no one can foretell which the creek about a third of the earthwork has powers may be exempted, and which involved, in been saved, but notwithstanding this the excathe devastating struggle. In any case it does not be- vation of the repairing basin was estimated at come the "Mistress of the Seas" to be unprepared 927,720 yards, and of the factory basin at 886,420 for any eventuality. It is perfectly notorious that cubic yards. The displacement of stuff for the the dock accommodation for the fitting and repair fitting-out basin will be less in proportion, from On these great and admirably conducted works of our revolutionised navy is totally inadequate the tidal scour at the eastern end of the creek there are at present 1,377 convicts employed, exto the requirements of even a time of peace, and having been wider and deeper. The stuff exca-clusive of those who are quarrying and dressing that, in the event of war, we would, with double vated from the basins has been tipped, when un- the stone at Portland. In connection with, and the number of ships, have only half the power of suited for brickmaking, on St. Mary's Island, supplementary to, the convicts' labour, 232 free an opposing force, with facilities for the docking which is now levelled up, and furnishes abundant men are employed in work that the exigencies of and repair of disabled vessels. France has eighty- and suitable ground for the erection of workshops prison discipline prevent the convicts from attendseven acres of floating basin at Toulon, with and factories. The whole of the bricks used in ing to; such as attendance upon pumps, steam ample quay accommodation. Cherbourg has a the works have been made by the convicts, with engines, and other machinery. It is found in floating basin of fifty acres, including Brest, the the essential help of six of the machines of Porter practice that convict labour needs to be supplewhole harbour of which is, in fact, a floating and Co., of Carlisle. In some years the number mented by about 15 per cent. of free labour. In basin. France has 260 acres of permanent still manufactured has reached as high as twenty mil-addition to the 1,377 convicts and 232 free men water harbourage for fitting and repairing the lions, the men working 8 hours a day. The employed with them, who are under the immeImperial fleet, whereas the United Kingdom has, works were commenced as early as 1856, but it diate direction of the Admiralty, the contractors until the extensive works at Portsmouth and Chat- was ten years later before they may be said to have at present 750 men employed upon the ham shall have been completed, only forty-one have been begun in real earnest. A large portion works. These men-the convicts-are employed acres, including several small basins totally useless of the entire plan is being carried into execution in a variety of ways, building and excavating, for large ships, scarcely one basin into which the by convict labour, the remainder under contract. brick-making, driving horses, making and mendfirst-class ironclads could be admitted, even after The repairing and factory basins and the graving ing waggons, and in other carpenter and smith the costly time-wasting process of lightening, and docks Nos. 1 and 2, with the factory buildings, work, making Portland cement, laying rails, and not a basin of sufficient area to admit of their should have been, as originally intended, con- in a dozen other ways. As far as we could judge being turned in it. The whole system for which structed and erected under contract. The repair- they are willing and clever workers, far more our existing dockyards was constructed is radi-ing basin and the two graving docks are now easily trained to useful industry, when they are cally changed, and as we have a new navy, we almost completed under the contracts, but the obliged to prosecute it, than men of duller parts need also entirely new and enlarged provision for contracts for the factory basin and the factory though of better repute. After three months' training and drill, almost all of them, irrespective of previous vocations, are found able to do duty with fair efficiency in that station as workers in the great swarm to which it may please the governor or warder of the prison or the manager of the works to call them. After the morning's inspection, which lasted about four hours, Colonel Clarke hospitably entertained the company at an excellent luncheon, spread in the spacious mould room, which had been cleared for the occasion. On a side table, and around the room, there was also an interesting display of plans and drawings, ancient and modern, of Chatham and the Medway, and drawings, sections, and models of the dockyard extension works. After the few toasts that might have been expected upon such an occasion had been given and duly honoured, the inspection was resumed; some of the visitors proceeding to Gillingham to inspect the works at the wharf and draw-dock that the Admiralty are providing, at great cost, in lieu of the very inferior accommodation which the extension works have required them to appropriate. Others of the visitors proceeded to view the mixing of the concrete and its precipitation from the travelling stage to the abyss below, where it is to form the foundation of the basin wall. Others visited the extensive brickfields, and the little cemetery in which the remains of the French prisoners of war who died in the hulks in the Medway many years ago, and were buried on St. Mary's Island, have been reverently reinterred. In April next, as already stated, the repairing basin and the two completed, or all but completed, graving docks may be expected to be in use, and the factory basin will, it is expected, be completed by the end of next year, but it is not supposed that the whole of these great works will be completed within less than six years from this date. All the visitors, we feel assured, left the works, as train time drew near, much gratified by the communicative kindness of Colonel Clarke, Colonel Pasley, and Messrs. Bernays and Neville; admiring greatly the design of the marvellous and interesting works they had been invited to inspect, and the skilful, substantial, and thoroughly efficient manner in which they are being carried into execution. THE HINKLEY KNITTING MACHINE. the length and breadth of the land, except at HERE is probably not a family throughout the two extremes of society, where the darning of stockings is not an ever-recurring labour, and there is probably not one Materfamilias with whom this mending process is really a labour of love. Daughters are often pressed into the service against their will, whilst Paterfamilias and the sons constantly get talked at because of the holes which will make themselves apparent in their hose. There is no disguising the fact that darning is an operation which is for the most part tedious and irksome in the extreme. But it is an evil for which we are happy to say there is now a remedy, and this comes to us in the Hinkley knitting machine, which is unquestionably one of the most important domestic inventions of the present day. It was noticed by us as one of the leading attractions at the conversazione of the Institution of Civil Engineers, in May last, where it was exhibited, and in pursuance of a promise then made we now illustrate and fully describe the apparatus. A good general idea of the machine and its appearance will be obtained from our perspective view. In its operation it is exceedingly simple, although it embodies a number of beautiful mechanical movements, so combined, however, as to produce the most perfect and successful results. The machine uses but one needle, requires no weight to draw down the work, and widens or narrows stitch by stitch, or by as many as may be desirable, even when at full speed. It sets up its own work, not requiring the loops to be "cast on" by hand; it makes the handstitch, finishes the tops of its stockings, makes its own button-holes, and gives a selvage. It also knits in different colours or sizes of yarn without tieing them together; knits any fabric, from an afghan to a pair of gloves; knits a stocking complete with a "hand-heel," which stockings do not require the toes and heels to be knit in by hand, but will knit them double if desired. Moreover the work will retain its form after having been washed, and it in every respect equals handknit work. Beyond all this, the Hinkley machine will knit a whole new heel or toe in any stocking from which the damaged heel or toe has been cut out in a very short time. machine. We will now proceed to show how it is Such, then, is the work performed by the Hinkley This projection effected, by means of the details illustrated in our engraving (p. 47), for which we are indebted to "Engineering." But before proceeding with our description, it may be as well to state that the machine is the invention of Mr. Hinkley, of the United States, and is being manufactured by Mr. John Keighley, of Bradford, the well-known power loom manufacturer. Its introduction into England was effected, we believe, by Messrs. Towle and Harding, of Newgate-street, City. Referring again to the machine, it is to be noticed that fig. 1 of our illustration represents a front view, fig. 2 an end elevation, fig. 3 a plan, and figs. 4 to 15 separate parts of the apparatus. It consists of a cast-iron base plate about 15in. long, having a projection at the back at right angles to the main part of the frame. carries on one side the standard for the driving wheel, and on the other the spool bracket, the whole forming the framework A A. Along the whole length of the front of the frame a bearing is made upon which the rack h, and the comb h slide to and fro. The upper surface of the rack coincides exactly with that of the raised portion of the front of the frame, and upon this is screwed a thin plate h2, which is wider than that part of the frame to which it is attached. The edge is turned down to form a lip, which fits into a slot formed in the rack and extending its whole length. This plate forms a guide for the rack, retaining it in position during its backward and forward motion. To the under side of the rack h is attached the horizontal plate h1 already referred to, and which has a comb edge the pitch of which coincides with that of the rack. The teeth of this comb are cut to a rather fine edge, and are slightly turned up, as will be seen from figs. 2 and 6 of the engraving. The face of this cut plate is graduated right and left from a zero point in the centre of its length, and beneath it at each end is fixed a guide-rod r 2 which extends the whole length of the rack, and stands out a little beyond the edge of the comb plate. This guide rod carries the work off the machine as it falls from the needle. We next come to the method adopted for obtaining a reciprocating motion for driving the rack, which is ingenious in the extreme. Two light standard brackets-one of which is seen at q, figs. 1, 2, and 3-support a spindle D, which extends beyond the right hand bearing with a tapering length D1. On the other side of the outer bearing a friction wheel E is keyed on to the spindle D, and by which the machine is driven. This wheel is shown in section at fig. 14, where it will be seen to be made in two halves, one of which, having a longer bearing on the spindle, NEW DESCRIPTION OF STREET it only bears out the sanguine anticipation of the inventor, it would probably create an entire revolution in the mode of construction of vehicles Victoria, but the adjoining colonies, and in Lonfor the carriage of passengers, not only in don, Paris, and New York." Melbourne Daily Telegraph." THE OPENING OF THE THAMES Secretary's office, by Mr. Dyer, the Melbourne HERE has recently been patented in the Chief agent for Greville and Company, an entirely new kind of omnibus and street-car, which is intended to obviate most of the objections which have been urged to the various descriptions of vehicles at present in use. What these objections are need not be summarised. Few people could be found who would say a word in favour of the Albert car. It is dangerous, as the numerous accidents from it testify. It throws the passengers into unplea- the 18 Linbankment, from Westminster to N 13th inst., the northern portion of the sant contiguity. It is difficult for ladies to ascend. Blackfriars Bridge, was opened by H.R.H. the In wet weather it is either exposed or dark and Prince of Wales. The ceremony was very imposdriver in too immediate proximity to his pas- affording accommodation for 10,000 persons, and stuffy. It is frequently overladen, and places the ing. About three miles of seats were provided, engers. If one wishes to smoke, he may offend these seats, especially those of the principal pavihis fellow-passengers, and the driver exercises a lion, were gaily decorated with flags and crimson forms a very simple and efficient means of driving. / most absolute discretion as to the time of starting cloth. The line of the roadway was kept on both and F1, &c., in fig. 4, the pitch corresponding to that of the rack. These ribs are partially movable upon the drum F, so that they can be placed either at right angles to the centre line of the spindle D, or adjusted into a right or left handed screw, as required by a self-acting motion. Whilst the ribs remain in their normal position the drum F will be driven by the wheel B, and its friction gearing without producing any movement in the rack. But as soon as the movable length of the ribs is turned to the right or to the left the rack is also traversed right or left respectively. The method of obtaining this motion is as follows: Near where the ribs f are hinged to form the adjustment of the screw a slot at the back admits a small tappet g, seen in elevation at fig. 4, and in section at fig. 15. This tappet projects a little beyond the width of the ribs, and, being attached to them, when thrown over the ribs are moved backwards or forwards, thus forming the right or left Landed screw. This is effected automatically by having upon the comb plate two small stop slides i i, seen in figs. 1, 2, 3, and 7, and which are fitted with stumps 56 placed in such a position that on their being brought into contact with the tappet g, the blow forces it over, throwing the screw finto the opposite position, and instantly reversing the motion of the rack. Each of these slide stops ii has a definite edge in contact with the comb plate by which the exact travel of the rack backwards and forwards can be regulated. The figures to which we have already referred as being engraved upon it give an exact indication of its traverse, and, therefore, of the exact number of stitches made by it. and the filling of his vehicle. What is sought in sides by the 1st Grenadier Guards and the Cold- ternal hind wheels are considered. It is precisely its The beam to which are attached is a double sides of some 9in. In the slot or aperture thus beam of iron having a space between formed is suspended a very large and powerful the whole weight of the hinder part of the carriage. wheel, some 6ft. 6in. in height. This supports Hanging down from these parallel iron bars are some bent iron rods, to which the seats for the passengers are suspended. There is a row of six seats on each side of the vehicle, separated from each other by arms, with a low footboard raised only 15in. from the ground. A light and elegant roof covers the two rows of seats, and reaches down in front far enough to shelter the passengers from rain or sun, but not far enough to obstruct their view of the opposite side of the street in which draw up from the footboard as a protection which they are going. There are aprons also, in wet weather. The vehicle is, therefore, much lower than the present omnibus, being only about 8ft. in height. A passenger steps in and out at The slide stops are kept in position by a small projection which fits into, and slides along, a corresponding groove cut in the under side of the rack h, whilst two projecting pins, seen in figs. 2 and 7, are placed at such a distance apart as to work in the rack and afford a means of moving them to and fro in a fixed proportion. A reference to tig. 7 will show that the body of the slide stop i 1 is made hollow and contains a spiral spring i 3, which maintains a constant pressure upon the stud pin 42, and retains it when set in its proper position. This pin i is provided with a milled head +, behind which is a small pin fitting into a groove in the body of the slide stop i1, and serving as a detent. It is, however, easily thrown out when the spiral spring i 3 is slightly compressed in the action of moving the slidos to and fro. From the pendent of his or her Leighbour. As to the large foregoing it will be seen how the reciprocating wheel at the back, this is quite concealed, and revolves in a closed case or sheath some action of the rack is obtained, and also by what a delicate and ingenious adjustment this motion is 12in. in width. The lowness of the footboard rendered self-acting and instantaneous. We will, therefore, in the next place describe the operation of the machine when employed in the production of a fabric. Turning to figs. 1, 2, and 3, we find two pins and d upon the standard which carries the spindle D. One of these pins carries the needle arm a 1, and the other the follower d, figs. 2 and 6, On referring to the perspective view, as well as to figs. 1, 2, and 3, it will be seen that to the left of f, drum F, a curved bracket n is cast on the frame, and is bent over so as to take the position shown in fig. 2, where its form is clearly indicated. The front of this cast arm is shown in section at fig. 6. where it will be seen to carry a small screw, which together with a spiral spring t serves as an adjustment to the spring t, the end of which comes almost in contact with the teeth of the combplate, as seen in fig. 7. The duty of this spring is to assist the follower or looper d, helping to take (Continued on page 47. one effort from the street. He or she is inde on each side and at the end entirely conceals Sir J. Thwaites, the chairman of the Board of Works, presented the address to His Royal HighPrince was accompanied by the Princess Louise, ness, which was replied to in a neat speech. The who seemed to enjoy the occasion with great delight. THE WORKING MEN'S INTERNATIONAL EXHIBITION. THE Agricultural Hall at Islington, in which THE Agricultutional Exhibition to the hold, Queen and the Princesses Louise and Beatrice, for was visited on Monday last by her Majesty the the purpose of going over the building and examining the various articles of interest which had already been placed there. The hall was very scantily supplied, as most of the exhibitors were exposed was laid out to the best advantage. The busy in getting the goods ready, but what was Italian committee exerted themselves to the uttheir screens and uncovering the goods, so most on the Saturday previously in arranging that they were well forward by the time the Queen arrived. Other small exhibitors likewise did their best to display their articles in good time; besides that, workmen under the guidance of the hon. secretary, Mr. Paterson, and his colleagues hung the banners of the different nations about the building, so that, considering the short time they had to make the necessary arrangements for receiving her Majesty, something like a display was made, which was highly down the building, inspecting the chief articles of creditable to all. Her Majesty passed up and attraction with earnest attention, and more than once expressed herself fully satisfied with what she had seen. Altogether, the Exhibition, we have every reason to think, will be well attended by the general public, and we trust it will receive that amount of patronage from the higher classes which the promoters anticipated. graphist and engineer, is about leaving England for WE hear that Mr. Arthur George Newton, telethe West Indies, he having received an appoint ment in the service of the West India and Panama Telegraph Company. Liverpool and Mississippi Steamship Company, to A NEW company has been formed, named the establish a line of steamers between Liverpool and New Orleans. Already there are two large steamers on the stocks, especially designed for the New Orleans trade. These steamers will have large carrying capacity, with a light draught of water, highest class at Lloyd's, and will be fitted up with all the latest improvements, with commodious saloons, and accommodation for 600 to 800 emigrants. and Montgomery, and the brokers, the well-known The managing owners are Messrs. Flinn, Main, firm of Messrs. Taylor, Tipper, and Co., well known in the New Orleans trade. The capital will be supplied by private subscription." Liverpool Albion." FIC.2. Thonet hod of city from the boiler THE method of conveying marine boilers, &c., yard to the ship by means of the low four-wheeled waggons, drawn by a number of men, being very expensive, induced me to design a steam carriage which would require less power and be more economical. I believe I have obtained both objects, by means of the steam carriage I will now de scribe. The frame of the new carriage is composed of two longitudinal beams A A of red pine, and upon the top of them, about 18in. from the front end, four cross beams B B B B are firmly bolted, forming a platform at the fore end of the carriage. To make this part of the carriage very firm, there are also strong angle irons C bolted upon the sides of the longitudinal beams 13in. below the top surface; the cross beams are checked to meet these, and bolted to them. There are two large driving wheels D D behind, and two smaller * From a paper recently read by Mr. JOHN YULE, before he Institution of Engineers in Scotland. directing wheels E E in front. The axles are the under side with chairs or brackets to receive the The top one butts in between the large longitudinal beams, and the ends are fixed to the angle iron; the lower one passes below the longitudinal beams and is bolted to them with filling-in pieces. The worm shaft goes across to one side only, and has a spur wheel L on the outer end working close to the side of the carriage. A corresponding pinion M gears into the wheel upon the top side; the steering handle N is upon this pinion shaft, and has four arins. The steering gear has been well tested, and found to work admirably, and turns the machine with great ease. The large bearing wheels by which the carriage is propelled are about 6ft. 10in. diameter, 14in. broad, of cast iron in one piece; they have eight feathered arms of an H-shape; the metal is fully an inch thick, but on the face or tread of the wheel it is about 1in., and they each weigh upwards of two tons. Upon the inner side of these wheels the main driving spur wheel O O is bolted-the diameter being 8in. less to points of the teeth than the travelling wheels, to prevent dirt from the street reaching the teeth. The teeth are 5in. broad by 4in. pitch; the ends of the teeth are kept about five-eighths of an inch clear of the face to which they are bolted. The width between the two driving spur wheels is 10ft. 6in., so that any object less than that will get upon the carriage between them. The main axle for these wheels is of malleable iron, 7in. square, but the ends for the wheels are 8in. diameter. The axle is placed upon the top of the beams, not below them, as is generally the case in such carriages. Below the axle there is a cross beam Q, 7ft. 6in. long, same scantling as the longitudinal ones, to fill up the space. The axle is secured to the beams by means of a saddle plate at each end, securely fastened to corresponding plates on the under side of the beams. The bottom plates are somewhat of a plates are made large, to prevent them chafing T-shape, 2ft. 6in. each way, and lin. thick. These the under side of the wooden beams; as any load does not bear upon the axle, is entirely supported which is put upon the middle of the carriage, that by these plates. The axle, as stated, being 7in. square, projects above the longitudinal beams; to beams a piece of timber P is laid upon the top make the surface even, and to strengthen these of each, extending from the axle to the platform; similar pieces are put behind the axle, extending to the ends of the longitudinal beams. Great care was taken to have these pieces firmly bolted and keyed forward upon the axle, so as to assist, with the suspending bolts and plates, in keeping the axle very firm to the carriage. In the drawing out of the carriage, care was taken in fixing upon the sizes of the wheels, and otherwise arranging them, so that the beams of the carriage would be a sufficient height above the street to admit of the steam engine and driving machinery. The steam machinery now remains to be explained. There are two separate steam cylinders RR placed below the main longitudinal beams. They are 7in. diameter, with a stroke of 10in.; they are bolted to a long plate which extends sufficiently far along the bottom and sides of the beams to contain bearings for the crank shaft and other two intermediato shafts which convey the power to the driving wheel. Upon the outer side of the cranks, and close to them, are two eccentrics connected to link motion S S, and close to the eccentrics there is a pinion with nineteen teeth; immediately beyond this is the outer bearing of crank shaft, and outside of this again is the flywheel T T 2ft. in diameter. On the inner end of the crank shaft the inner bearing is about 4in. from the side of the beam; the crank shaft extends beyond this bearing to receive change wheels, which can be put on at pleasure to alter the speed of the carriage. The outer pinion first mentioned is a fixture, and is considered the one best adapted for propelling the carriage under a heavy load; it works into a wheel U U having 63 teeth upon the second shaft. This wheel is made to draw easily out of gear when the change wheels for a quicker motion are required. The second shaft passes to the inside of the beam; a fixed pinion V V having 13 teeth is keyed upon it close to the bearing on the side plate; this pinion gears into the second driving wheel W W, which has 57 teeth. The third shaft upon which this wheel is fixed passes outwards, and carries the pinion X X, which works into the large driving spur wheel. The change of speed of the carriage is effected by patting larger or smaller wheels upon the inner end of crank shaft and second shaft. There is only one change at present in which the wheels are equal. The cylinders and gearing are the same on both sides of the carriage, and work quite independently of each other; the link motions of each, however, are connected by means of a cross shaft, which is worked by the attendant on one side of the carriage. The boiler used is a common round vertical one with internal furnace and vertical tubes, and was not specially made for this machine. Being very busy in the boiler department at the time the carriage was constructing, I trusted to borrowing or purchasing one that would suit the purpose. The boiler was first put upon the front end of the carriage, but it was found that the carriage when empty did not steer so well with so much weight in front. It is now put upon two wheels of its own, and drawn behind. This arrangement is found to answer the purpose admirably. The coal box which is attached to the boiler rests upon a cross beam X and is firmly bolted to it. The two wheels are placed below the water tank, and are made to swivel to facilitate steering backwards in turning corners; they don't require to swivel going forwards. The engines, when on the slow motion, make 90 revolutions to one of the large wheel; and when on the quick motion-that is, with the wheel on the crank shaft and the wheel on the second shaft equal-the proportion is 27 to 1. At 90 revolutions the piston travels about 150ft. per minute, but they easily make 270 revolutions, equal to 450ft. per minute, which is equal to threefourths of a mile per hour. I found that, with a pressure upon the boiler of from 50lb. to 60lb., the carriage, with its load of 40 tons, went at the rate of three-fourths of a mile per hour upon a rough macadamised road; and that upon a good level causeway, such as at the Broomielaw or Stockwell Bridge, from 30lb. to 35lb. upon the boiler sufficed for the same speed. Taking 45lb. in the first case as the effective pressure on the piston, the power would be, for both engines, 46 horses; and in the latter case, allowing 25lb. for effective pressure, the combined power of both engines is 24 horses. The declivity of Stockwell Bridge, the steepest ascent to encounter on the way to the crane, is about 1ft. in 21. 21ft. being about the circumference of the large driving wheels, it follows that the carriage, when going at the rate of three-fourths of a mile an hour-which is 3 revolutions of the large wheel per minute-the gross load being 60 tons, equal to 134,400lb., raised 3ft. high in 1 minute, is equal to 12-horse power; this added to 24, the power required upon a level, gives 36 horses, the power required to ascend the bridge. The size of cylinder that would push the carriage forward by direct pressure would he 26in. diameter; and, if I am correct, is found thus:-The velocity of the piston of small cylinders, viz., 450ft., divided by the velocity of the carriage, 63ft., the quotient multiplied by the sum of the area of small cylinders, will give 26in., the diameter of cylinder for direct pressure. At first sight, one would be led to suppose that if two cylinders equal in area to a 26in. cylinder, and having a stroke equal to the diameter of driving wheels, were connected direct to the driving wheels, as in the ordinary locomctive, they would be sufficient to drive the carriage at the same speed as by the method I have adopted. This is, however, not the case; for the pistons, during a stroke, would only have passed over a space equal to two diameters of the wheels, the carriage at the same time must be moved through a space equal to the circumference of the wheel, which is more than one-third greater; in which case these cylinders would fail to move the carriage, having ono-third more work to perform than they were able to overcome. To take one of these boilers of 40 tons from Rutherglen Loan to the Finnieston Crane, a distance of about two miles, with the common carriages hitherto in use, would have required at the lowest computation 400 men. About 250 of these would have to be hired for the occasion, and the remainder made up of the men in the work: taking them at 2s. each, the cost of the mere haul would be £40. But this sum does not includo putting the boiler out on the street ready for hauling: sending 40 men, when the carriage was unloaded, to bring it back to the works; or the trouble and expense connected with the hiring and paying of the men, and the loss accruing from the whole establishment being thrown idle for the greater part of a day. At the very lowest estimate, taking a boiler of 40 tons from our works to Finnieston Crane would be £60. But with the steam carriage the cost is only about £10. Whenever the large boiler is put on the new steam carriage a boy is set to get the steam up, which is done in a very short time; the engines are put in motion, and away the ponderous machine goes; and providing the streets all the way were as good as along the Broomielaw, we could reach Finnieston Crane in about two hours. The street at the exit from the works is very narrow, and the turn into it cannot be made at once; but by backing and forwarding a little two or three times, as a carter does with a horse and lorry, the turn is easily made; and so long as the carriage has good footing, it goes at a uniform speed of three-quarters of a mile an hour. By the old system of hauling with the men, the difficulty of getting along the soft streets was greater than with the new carriage, whereas the expense caused by the stoppage of the boiler was much greater. In the former case, during a stoppage or delay on the streets, the wages of 400 men were running on; while in the latter case the expense consists in the wages of two or three mechanics to work the steam carriage, and from 12 to 15 labourers to lift and relay the plates while going along the soft streets. The first 40ton boiler taken from our works to Finnieston Crane, including stoppages and everything, was under £15; while the second boiler of the same weight only cost about £10. |