Before the Electrical Engineering Department of Purdue University, Lafayette, Ind., May 17, 1898.
The Dortmund-Ems Canal, destined to connect the heart of German industry with the sea, was formally dedicated on April 1, and partially opened to commerce. After its completion, German coal will be transported to the harbors of the Ems at the same cost as the English coal which has hitherto forced back the treasures of our soil; our black diamonds will then be sold in the markets of the world, and the Kaiser Wilhelm Canal will enable the western part of the empire to exchange its coal and iron for the grain and wood of the East.
Many difficulties were encountered in cutting the canal, owing partly to the vast network of railroads in the coal region of Westphalia, but chiefly due to the insufficiency of moisture in the highlands, the latter not containing enough water to supply the many necessary sluices, at which it could be easily foreseen considerable traffic would occur.
For the modern engineer there are, however, no insurmountable obstacles. Instead of a line of ordinary locks, a single structure was erected sufficient for the needs of the entire region. This lock is situated at Henrichenburg, near Dortmund, and our illustration pictures it with its lock-chamber half raised.
The lock, which serves to overcome a difference in level of fifty-nine feet, raises vessels of 1,000 tons capacity with a velocity of 0.3 to 0.7 foot per second, and has been constructed after a new and astonishingly simple system.
The lock chamber, designed for the reception of the various vessels, is 229.60 feet in length and 28.864 feet in breadth and normally contains 8.2 feet of water. Under the sluice in a line with the long axis are five wells filled with water in which cylindrical floats are placed, connected to the bottom of the chamber by means of iron trellis-work. The floats are placed so deeply that, in their highest position, their upper edges are always submerged; they are, moreover, of such size that by means of their upward impulsion the chamber is held in equilibrium. Irrespective of the small differences of pressure which arise from the varying immersion of the framework, the lock will in all positions be in equilibrium. Since a vessel which enters the lock displaces a volume of water whose weight is equal to the weight of the vessel, a constant equilibrium will always be maintained and only a minimum force required to raise or lower the chamber. In order to move the lock-chamber up and down and to sustain it constantly in a horizontal position, nuts have been fixed to strong crossbeams, through which powerful screw-rods work.
These rods are held in place by a massive framework of iron and are turned to the left or to the right by means of a small steam engine, placed at one side of the lock, which engine, by means of a longitudinal shaft, drives two cross shafts to which bevel wheels are attached. By this means the chamber is lowered and raised. The screw rods are so powerful that they sustain the entire weight of the lock chamber, and the pitch of the thread is such that spontaneous sliding or slipping is impossible, the chamber being, therefore, kept constantly in the desired position.
It is interesting to note that the hollow space in the screw rods is heated by steam during winter, thus preventing the formation of ice in the machinery.
During the eighties, locks for ships of 400 tons capacity were erected in England and France, at Anderton, Les Fontinettes and La Louvière. The lock at Henrichenburg, however, exceeds all its predecessors, not only in size, but also in security. At all events, the structure is a worthy memorial of the energy and genius of German engineers.—Illustrirte Zeitung.
Paper hanging by machine is the latest achievement, according to a German contemporary, says The Engineer. The arrangement used for this purpose is provided with a rod upon which the roll of paper is placed. A paste receptacle with a brushing arrangement is attached in such a manner that the paste is applied automatically on the back of the paper. The end of the wall paper is fixed at the bottom of the wall and the implement rises on the wall and only needs to be set by one workman. While the wall paper unrolls and, provided with paste, is held against the wall, an elastic roller follows on the outside, which presses it firmly to the wall. When the wall paper has reached the top, the workman pulls a cord, whereby it is cut off from the remainder on the roll.
The "regular" of the United States is in many respects the least equipped foot soldier of my acquaintance. This was my reflection as I overhauled the kit of a private this morning on board the "Gussie." There was not a single brush in his knapsack. I counted three in that of a Spanish foot soldier only a few weeks ago. The American knapsack is merely a canvas bag cut to the outward proportions of the European knapsack, but in practical features bearing affinity with the "rückensack" of the Tyrolean chamois hunters, or pack-sack of the backwoodsmen of Canada and the Adirondack Mountains. This knapsack of the American is not intended to be carried on any extended marches, although the total weight he is ever called upon to carry, including everything, is only 50 pounds, a good 12 pounds less than what is carried by the private of Germany. The men of this regiment, in heavy marching order, carry an overcoat with a cape, a blanket, the half of a shelter tent, and one wooden tent pole in two sections. The rifle could be used as a tent pole—so say men I talk with on the subject. On this expedition overcoats are a superfluity, and it is absurd that troops should be sent to the tropics in summer wearing exactly the same uniform they would be using throughout the winter on the frontiers of Canada. This war will, no doubt, produce a change after English models. At present the situation here is prevented from being painful because no marching has yet been attempted, and the commanding officers permit the most generous construction in the definition of what is a suitable uniform.
On the trip of this ship to Cuba, no officer or man has ever worn a tunic excepting at guard mounting inspection. The 50 men who went ashore near Cabañas on May 12 and pitched into some 500 Spaniards left their coats behind and fought in their blue flannel shirts. Of the officers, some wore a sword, some did not, though all carried a revolver. No orders were issued on the subject—it was left to individual taste, I have experienced hotter days at German maneuvers than on the coast of Cuba during the days we happened to be there, yet I have never noticed any disposition in the army of William II. to relax the severity of service even temporarily. My German friends sincerely believe that the black stock and the hot tunic are what has made Prussia a strong nation, and to disturb that superstition would be a thankless task.
In the way of clothing the American private carries a complete change of under-drawers, under-shirt, socks, laced boots and uniform trousers. My particular private was carrying a double allowance of socks, handkerchiefs, and underwear. He had a toothbrush and comb. That is the heavy marching order knapsack. For light marching, which is the usual manner, the man begins by spreading on the ground his half-tent, which is about the size of a traveling rug. On this he spreads his blanket, rolls it up tightly into a long narrow sausage, having first distributed along its length a pair of socks, a change of underwear, and the two sticks of his one tent pole. Then he brings the ends of this canvas roll together, not closely, as in the German army, but more like the ends of a horse-shoe, held by a rope which at the same time stops the ends of the roll tightly. When this horse shoe is slung over the man's shoulder, it does not press uncomfortably upon his chest. The total weight is distributed in the most convenient manner for marching.
The packing of the man's things is strictly according to regulation, excepting only the single pocket in his knapsack, where he may carry what he chooses, as he chooses. His light canvas haversack is much like the English one, and his round, rather flat water flask is covered with canvas. It is made of tin, and the one I inspected was rusty inside. It would be better if of aluminum. In the haversack is a pannikin with a hinged handle that may be used as a saucepan. Over this fits a tin plate, and when the two are covering one another the handle of the pannikin fits over both by way of handle. It is an excellent arrangement, but should be of aluminum instead of a metal liable to rust. The most valuable part of this haversack is a big tin cup that can be used for a great variety of purposes, including cooking coffee. It is hung loose at the strap of the haversack. Of course each man has knife, fork and spoon, each in a leather case.
The cartridge belt contains 100 rounds, which are distributed all the way around the waist, there being a double row of them. The belt is remarkably light, being woven all in one operation. It is of cotton and partly some material which prevents shrinking or loosening. The belts have stood admirably the test put upon them for the last six days, when it has rained every day, on top of the ordinary heavy moisture usual at sea in the tropics. The test is the more interesting from their having been previously in a very dry country. Officers and men alike unite in praise of this cartridge belt. The particular private whom I was inspecting said he now carried 100 as easily as he formerly carried 50. This belt rests loosely on the hips, without any straps over the shoulders. It is eminently businesslike in appearance. The hat is the gray felt of South Africa, Australia, and every other part of the world where comfort and cost are consulted. No boots are blacked on expeditions of this kind. The men who form in line for guard duty have their tunics well brushed, but that may be due to extraneous assistance.
For fighting purposes, then, the United States private has nothing to keep clean excepting his rifle and bayonet. He carries no contrivances for polishing buttons, boots, or the dozen of bits of accouterment deemed essential to a good soldier in Europe. In Spain, for instance, the private, though he may have nothing in his haversack, will, nevertheless, carry a clumsy outfit of tools for making his uniform look imposing.
Now, as to discipline in the American army I cannot speak at present, for the war is yet too young. It may, however, be worth noting that in this particular regiment, while most complete liberty was allowed the men all the twelve days of the rail journey from San Francisco to Tampa, not a single case of drunkenness or any other breach of discipline was reported. Among the 105 men on this boat there has not in the past seven days been a single case of sickness of any kind or any occasion for punishing. The firing discipline during the three times we have been under fire has been excellent; the obedience of soldiers to their officers has been as prompt and intelligent as anything I have seen in Europe; and as to coolness under fire and accuracy of aim, what I have seen is most satisfactory. The men evidently regard their officers as soldiers of equal courage and superior technical knowledge. To the Yankee private "West Pointer" means what to the soldier of Prussia is conveyed by noble rank. In my intimate intercourse with officers and men aboard this ship I cannot recall an instance of an officer addressing a private otherwise than is usual when a gentleman issues an order. I have never heard an officer or noncommissioned officer curse a man. During the engagement of Cabañas the orders were issued as quietly as at any other time, and the men went about their work as steadily as bluejackets on a man-o'-war.
All this I note, because this is the first occasion that United States troops have been in action since the civil war, and because I have more than once heard European officers question the possibility of making an army out of elements different from those to which they were accustomed. I have heard Germans insist that unless the officer appears in uniform he cannot command the respect of his men. On this ship it would be frequently difficult to tell officers from men when the tunic is laid aside and shoulder straps are not seen. There are numberless points of resemblance between Tommy Atkins and the Yankee private; and the Sandhurst man has no difficulty in understanding the West Pointer. But to do this we must go a little beneath the surface and see things, not on the parade ground, but in actual war. For dress occasions the American uniform is far and away the ugliest and most useless of all the uniforms I know. The helmets and cocked hats are of the pattern affected by theatrical managers, the decorations tawdry, the swords absurd, the whole appearance indicative of a taste unmilitary and inartistic. The parade uniform has been designed by a lot of unsoldierly politicians and tailors about Washington. Their notion of military glory is confused with memories of St. Patrick's Day processions and Masonic installations. They have made the patient United States army a victim of their vulgar designs, and to-day at every European army maneuver one can pick out the American military attache by merely pointing to the most unsoldierly uniform on the field. On the battlefield, however, there are no political tailors, and the Washington dress regulations are ruthlessly disregarded.
The steering gear illustrated below, which has been fitted to a number of vessels in this country as well as on the three North German Lloyd steamers above named, is designed, primarily, to effect the distribution of the leverage more in proportion to the resistance of the rudder than exists in ordinary gears. The latter, as a rule, exert a uniform and decreasing, instead of an increasing, purchase on the rudder, in moving it from midgear to hard over. This important object is attained in the gear under notice chiefly through the arrangement of the quadrant and the spring buffers, which form an essential part of it, and of the tiller crosshead. The quadrant—which, as may be gathered from our illustration, has its main body formed of wrought steel, flanged and riveted, making an exceptionally strong design—works on its own center. It travels through 51 degrees in moving the tiller crosshead through 40 degrees, and in doing so increases the leverage over the rudder to an extent which is equivalent to a gain of 60 per cent. upon midgear position.
CROOM & ARTHUR'S STEERING GEAR.
Being carried on its own center, and not, as is usual, on the rudder stock, and with its rim supported on rollers, the quadrant does not impose upon the rudder pintles any of its own weight, thus diminishing the wear on these parts. This arrangement also keeps the quadrant always in good gear with its pinion, thereby allowing the teeth of both to be strengthened by shrouding, and rendering them exempt from the effects of sinking and slogger of the rudder stock as the pintles wear. The rack and pinions are of cast steel, as is also the tiller crosshead. The spring buffers, which, as has been said, form an essential part of the quadrant, are fitted with steel rollers at the point of contact with the crosshead, thereby reducing the friction to a minimum. The springs, by their compression, absorb any shock coming on the rudder, and greatly reduce the vibration when struck by a sea. They are made adjustable, and can be either steel or rubber.
Our illustrations show the arrangement of the gear as worked by hand at the rudder head, but of course gears are made having a steam steering engine as the major portion of the arrangement—the two cylinders being placed directly over the quadrant—thus securing the well known advantages attaching to a direct rudder head steering engine as compared with the engine situated amidship, with all the friction of parts, liability to breakage, etc., thereby entailed.
Whether with engine amidship or directly over the rudderhead, ample provision is made for putting the hand power into gear by means of a friction clutch within the standard upon which the hand wheels are mounted. The clutch is of large diameter and lined with hard wood, power and ready facility being provided by the hand lever—seen at the top of standard—and the screw which it operates, for shifting to in and out of gear.
The patentees and makers of this type of gear are Messrs. Croom & Arthur, Victoria Dock, Leith, who, in addition to fitting it to the three North German Lloyd steamers named in the title—which are each of 3,200 tons, having an 8-inch rudder-stock—have applied it to the Hamburg and Australian liner Meissen of 5,200 tons and 10-inch rudder stock, and to the steamer Carisbrook of 1,724 tons, owned in Leith. On the latter vessel, which was the first fitted with it, the gear has been working for over two years, giving, we are told, entire satisfaction to the owners, who say the spring buffers undoubtedly reduce the vibration when the rudder is struck by a sea, and the arrangement of quadrant and tiller appears to give increase of power. Of the installation of this gear on board the three North German Lloyd vessels, the agents of that company say: "It has been working to our entire satisfaction. This system, on the whole, proves to have answered its purpose." Considering the advantages claimed for the gear, this is satisfactory testimony. We are indebted to The London Engineer for the cuts and description.
We give herewith an illustration of a compact engine, designed by Messrs. Merryweather & Sons, of London, particularly for mining work, and already supplied to the Burma ruby mines, the Salamanca tin mines, and several mining companies in Brazil and other parts of South America. It is an arrangement of the Valiant steam pumping engine with a flywheel arranged to take a belt, and is so constructed that the pump can be readily thrown out of gear and the engine used to drive light machinery. The smaller size weighs only 7 cwt., including boiler, engine and pump complete, and can be run on its own wheels, or these can be detached and the machine carried by eight or ten men on shoulder poles passed through rings fitted on top of the boiler. Thus it can be easily transported up country, and has for this reason been found most useful for prospecting. For alluvial mining it will throw a powerful jet at 100 lb. to 120 lb. pressure, or by means of a belt will drive an experimental quartz crusher or stamp mill. The power developed is six horses, and the boiler will burn wood or other inferior fuel when coal is not obtainable. The pump will deliver 100 gallons per minute, on a short length of hose or piping, and will force water through three or four miles of piping on the level, or, on a short length, 35 gallons per minute against a head of 210 feet. The pump is made entirely of gun metal, with rubber valves, and has large suction and delivery branches. Air vessels are fitted, and the motion work is simple and strong. The boiler is Merryweather's water tube type, and raises steam rapidly, while the fittings include feed pump, injector, safety valve, steam blast and an arrangement for feeding the boiler from the main pump in case of necessity.
We are indebted to The London Engineer for the engraving and description.
Some romances and exaggerations of which the Pitch Lake, at Trinidad, has been the subject, are corrected by Mr. Albert Cronise, of Rochester, N. Y. Its area, height and distance from the sea have been overestimated, and a volcanic action has been ascribed to it which does not really exist. It is one mile from the landing place, is 138 feet above the sea level, is irregular, approximately round, and has an area of 109 acres. Its surface is a few feet higher than the ground immediately around it, having been lifted up by the pressure from below. The material of the lake is solid to a depth of several feet, except in a few spots in the center, where it remains soft, but usually not hot or boiling. But as the condition of the softest part varies, it may be that it boils sometimes. The surface of the lake is marked by fissures two or three feet wide and slightly depressed spots, all of which are filled with rainwater. In going about one has to pick his way among the larger puddles and jump many of the smaller connecting streams. Each of the hundreds of irregular portions separated by this network of fissures is said to have a slow revolving motion upon a horizontal axis at right angles to a line from the center of the lake, the surface moving toward the circumference. This motion is supposed to be caused by the great daily change in temperature, often amounting to 80°, and an unequal upward motion of the mass below, increasing toward the center of the lake. A few patches of shallow earth lying on the pitch, and covered with bushes and small trees, are scattered over the surface of the lake.
The Gardeners' Chronicle announces that Mr. Fetisoff, an amateur horticulturist at Voronezh, Russia, has achieved what was believed to be impossible, the production of jet black roses. No details of the process have been received.
Electro-Metallurgy. Electric Smelting and Refining: The Extraction and Treatment of Metals by means of the Electric Current. Being the second edition of Elektro-Metallurgie by Dr. W. Borchers. Translated, with additions, by Walter G. McMillan. With 3 plates and numerous illustrations in the text. 8vo, cloth. 416 pages. London and New York, 1897 $6.50
Electro-Technical Series. By Edwin J. Houston, Ph.D., and A.E. Kennelly, D.Sc. Ten volumes: Alternating Electric Currents, Electric Heating, Electro-Magnetism, Electricity in Electro-Therapeutics, Electric Arc Lighting, Electric Incandescent Lighting, Electric Motors, Electric Street Railways, Electric Telephony, Electric Telegraphy. Each $1.00
Engineers. The Practical Management of Engines and Boilers, including Boiler Setting, Pumps, Injectors, Feed Water Heaters, Steam Engine Economy, Condensers, Indicators, Slide Valves, Safety Valves, Governors, Steam Gages, Incrustation and Corrosion, etc. A Practical Guide for Engineers and Firemen and Steam Users generally. By William B. Le Van. 12mo, cloth. 267 pages. 49 illustrations. 1897 $2.00
Experimental Science. By George M. Hopkins. This book treats on the various topics of Physics in a popular and practical way. It describes the apparatus in detail, and explains the experiments in full, so that teachers, students and others interested in Physics may readily make the apparatus without expense and perform the experiments without difficulty. The aim of the writer has been to render physical experimentation so simple and attractive as to induce both old and young to engage in it for pleasure and profit. A few simple arithmetical problems comprise all of the mathematics of the book. Many new experiments are here described for the first time. It is the most thoroughly illustrated work over published on Experimental Physics. 840 pages. Over 790 illustrations. Seventeenth edition. Revised and enlarged. 8vo, cloth $4.00
Explosives. Lectures on Explosives. A course of Lectures prepared especially as a Manual and Guide in the Laboratory of the United States Artillery School. By Willoughby Walke, First Lieut. Fifth United States Artillery. Second edition. Revised and enlarged. 8vo, cloth. 435 pages. New York, 1897 $4.00
Feeds and Feeding. A Handbook for the Student and Stockman. By W.A. Henry. 8vo, cloth. 657 pages. 1898 $2.00
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