Scientific American Supplement, No. 586, March 26, 1887 by Various
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Various >> Scientific American Supplement, No. 586, March 26, 1887
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SCIENTIFIC AMERICAN SUPPLEMENT NO. 586
NEW YORK, MARCH 26, 1887
Scientific American Supplement. Vol. XXIII, No. 586.
Scientific American established 1845
Scientific American Supplement, $5 a year.
Scientific American and Supplement, $7 a year.
* * * * *
TABLE OF CONTENTS.
I. BIOGRAPHY.--George W. Whistler, C.E.--By Professor G.L.
VOSE.--Full biography of the eminent railroad engineer.
II. CHEMISTRY.--A Newly Discovered Substance in Urine.--A substance
possessing greater reducing power than grape sugar found
in diabetic urine.
On Electro Dissolution and its Use as Regards Analysis.--By H.
N. WARREN, research analyst.--Interesting decomposition of cast
iron with production of boron and silicon; experiments with other
metals.
III. ELECTRICITY.--No Electricity from the Condensation of Vapor.--Note
on Herr S. Kalischer's conclusions.
On Nickel Plating.--By THOMAS T.P. BRUCE WARREN.--Notes
on this industry, and suggested improvement for procuring a
bright coat.
The Electro-Magnetic Telephone Transmitter.--New theory of
the telephone's action.
IV. ENGINEERING.--Fuel and Smoke.--By Prof. OLIVER LODGE.--The
second and concluding one of these important lectures.
Gas Engine for Use on Railroads.--The application of six horse
power Koerting gas engine to a dummy locomotive.--1 illustration.
New Gas Holder at Erdberg.--The largest gas holder out of
England.--3 illustrations.
Tar for Firing Retorts.--Simple arrangement adapted for use in
ordinary gas retort benches; results attained.--1 illustration.
The Anti-Friction Conveyer.--An improvement on the screw of
Archimedes; an apparatus of wonderful simplicity and efficacy in
the moving of grain.--2 illustrations.
The Retiro Viaduct.--Combined iron and stone viaduct over the
river Retiro, Brazil.--5 illustrations.
Western North Carolina Location over the Blue Ridge.--Interesting
instance of railroad topography.--1 illustration.
V. METALLURGY.--Chilled Cast Iron.--The various uses of this
product; adaptability of American iron for its application.
VI. MISCELLANEOUS.--Coal in the Argentine Republic.--Note.
History of the World's Postal Service.--Conclusion of this
interesting article.--The service in Germany, China. Russia, and
elsewhere.--10 illustrations.
Snow Hall--The new science and natural history building of the
University of Kansas.
VII. NAVAL ENGINEERING.--Improvement in Laying Out Frames
of Vessels.--The Frame Placer.--By GUSTAVE SONNENBURG.--Ingenious
apparatus for use in ship yards.--1 illustration.
Sea-going Torpedo Boats.--The inutility of small torpedo boats
at sea.--The construction of larger ones discussed.
VIII. ORDNANCE.--Firing Trial of the 1101/2 Ton B.L. Elswick Gun.
Full dimensions of this piece and it projectiles.--Results of proof
firing.--9 illustrations.
IX. PHOTOGRAPHY.--Experiments in Toning Gelatino-Chloride
Paper.--Trials of ten different gold toning baths, formulas,
and results.
Printing Lantern Pictures by Artificial Light on Bromide Plates
from Various Sizes.--By A. PUMPHREY.--The processor producing
smaller or larger transparencies from negatives.--1 illustration.
X. PHYSICS.--A New Mercury Pump.--Simple air pump for high
vacua.--1 illustration.
The Laws of the Absorption of Light in Crystals.--By H.
BECQUEREL.
Varying Cylindrical Lens.--By TEMPEST ANDERSON, M.D.,
B. Sc.--Combination of two conoidal lenses.--Range of power obtained.
XI. PHYSIOLOGY.--Elimination of Poisons.--Treatment of poison
cases by establishment of a strong diuresis.
The Filtration and the Secretion Theories.--Experiments on the
action of and secretions of the kidneys.
XII. TECHNOLOGY.--Furnace for Decomposing Chloride of Magnesium.--Furnace
with rotating chamber for use by alkali manufacturers.--1
illustration.
Notes on Garment Dyeing.--The production of blacks on silk and
wool.--Formulas for mordants.
Studies in Pyrotechny.--II. Methods of Illumination.--Continuation
of this valuable treatise.--9 illustrations.
The "Sensim" Preparing Box.--New machine for treatment of
fiber.--An improvement on the ordinary gill box.--3 illustrations.
* * * * *
THE RETIRO VIADUCT.
We give engravings of the viaduct over the river Retiro, Brazil, our
illustrations being reproduced by permission from the Proceedings of the
Institution of Civil Engineers. In a "selected paper" contributed to the
volume of these proceedings just published, Mr. Jorge Rademaker Grunewald,
Memb. Inst. C.E., describes the work as follows:
[Illustration: VIADUCT OVER THE RETIRO, BRAZIL.]
This viaduct was constructed in the year 1875, according to designs
furnished by the author, for the purpose of passing the Dom Pedro Segundo
State Railway over the valley which forms the bed of the river Retiro, a
small confluent on the left bank of the river Parahybuna. It is 265
kilometers (165 miles) from Rio de Janeiro, and about 10 kilometers (6.4
miles) from the city of Juiz de Fora, in the province of Minas Geraes,
Brazil. It has a curve of 382 meters (1,253 ft.) radius, and a gradient of
1 in 83.3. Its total length is 109 meters (357 ft. 7 in.); width between
handrails, 4 meters (13 ft.); and greatest height above the bed of the
river, 20 meters (65 ft. 7 in.).
The viaduct is composed of seven semicircular arches, each end arch being
built of ashlar masonry, and of 6 meters (19 ft. 8 in.) diameter; five
intermediate arches, 15 meters (49 ft. 2 in.) in diameter, are of iron. The
four central piers are of iron erected on pillars of ashlar masonry. The
metallic part of this viaduct is 80 meters (262 ft. 6 in.) long, and is
constructed in the following manner: The arches, and the longitudinal
girders which they support, are made of two Barlow rails riveted together,
with an iron plate 1/2 inch thick placed between them. The spandrels are
formed of uprights and diagonals, the former being made of four
angle-irons, and the latter of one angle-iron. Each pair of arches,
longitudinal girders and uprights, is transversely 3 meters (9 ft. 10 in.)
from center to center, and is connected by cross and diagonal bracing. On
the top of the longitudinal girders are fixed cross pieces of single Barlow
rails, upon which again are fastened two longitudinals of wood 12 in.
square in section, and which in their turn carry the rails of the permanent
way.
The gauge of the Dom Pedro Segundo Railway is 1.60 meters, or 5 ft. 3 in.
nearly, between the rails. At each end of the transverse Barlow rails is
fixed the customary simple iron handrail, carried by light cast-iron
standards. The iron piers are each formed of four columns, and the columns
consist of two Barlow rails, with a slotted iron plate 1/2 inch thick let in
between the rails, and the whole being riveted together connects each pair
of side columns.
The details show the system of cross and diagonal bracing. The columns are
each supported by four buttresses formed of plates and angle-irons. These
buttresses, fastened with bolts 8 ft. 3 in. long, let into the masonry
pillars, secure the stability of the viaduct against lateral strains, due
mostly to the centrifugal force caused by the passage of the trains.
The Barlow rails, which constitute the peculiarity of the structure, are
from those taken up from the permanent way when the Vignoles pattern of
rail was adopted on this railway. The whole of the foundations were built
without difficulty. The principal parts of the iron work were calculated to
resist the strains resulting from a weight of 4 tons 8 cwt. per lineal
meter traveling over the viaduct at a velocity of 60 kilometers, or about
37 miles, per hour.
In spite of its fragile appearance this viaduct has, up to the present
time, served in a most satisfactory manner the purpose for which it was
built.--_Engineering_.
* * * * *
SEA-GOING TORPEDO BOATS.
All investigations of the sea-going qualities of torpedo boats show that
while the basin experiments are highly satisfactory, those made at sea
prove with equal force the unreliability of these craft when they leave the
coast. At the beginning of the Milford Haven operations, the boisterous
weather necessitated the postponing of operations, on account of the
unfitness of the torpedo boat crews to continue work after the twelve hours
of serious fatigue they had already undergone. In the French evolutions,
the difficulties of the passage from Bastia to Ajaccio, although not
remarkably severe, so unfitted fifteen of the twenty boats that they could
take no part in the final attack. In two nights we find recorded collisions
which disable boats Nos. 52, 61, 63, and 72, and required their return to
port for repairs.
Of the twenty-two torpedo boats leaving Toulon a few days before, but six
arrived near the enemy, although their commanders displayed admirable
energy. One had run aground, and was full of water; another had been sunk
by collision; another's engine was seriously injured; and as for the rest,
they could not follow.
Of the boats under the command of Admiral Brown de Colstoun, but five
remained for service, for the sixth received an accident to her machinery
which prevented her taking part in the attack.
During the operations off the Balearic Isles, only one of six boats
attacked, and none was able to follow the armorclads, all meeting with
circumstances quite unexpected and embarrassing.
With the weather as it existed May 13, the armorclads had the torpedo fleet
completely at their mercy, for even if they had not been destroyed by the
excellent practice of the Hotchkiss gunners, they would have been of no
use, as they could not with safety discharge their torpedoes. In fact, the
search lights discovered distinctly that one of the boats, which burned her
Coston's signal to announce victory, did not have her torpedo tube open, on
account of the heavy sea.
Furthermore, their positions were frequently easily discovered by the
immense volume of smoke and flame ejected while going at great speed. This
applies as well by night as by day. It was also reported that after the
four days' running the speed of the boats was reduced to twelve knots.
With such evidence before us, the seaworthiness of boats of the Nos. 63 and
64 type may be seriously questioned. Weyl emphasizes the facts that
"practice has shown that boats of No. 61 type cannot make headway in a
heavy sea, and that it is then often impossible to open their torpedo
tubes. On this account they are greatly inferior to ships of moderate
tonnage, which can certainly make some progress, fire their torpedoes, and
use their artillery in weather when a torpedo boat will be utterly
helpless. The torpedo boat abandoned to itself has a very limited field of
action."
Du Pin de Saint Andre admits the success of the torpedo boat for harbor and
coast work, but wisely concludes that this can prove nothing as to what
they may or may not be able to do at sea.
In an article which appeared in the _Revue des Deux Mondes_ in June last,
he presented able reasons why the torpedo boats of to-day's type, being
destitute of most, if not all, of the requisites of sea-going craft, cannot
go to sea, take care of themselves, and remain there prepared to attack an
enemy wherever he may be found. Invisibility to an enemy may facilitate
attack, but it has to be dearly paid for in diminished safety. Further, the
life that must be led in such vessels in time of war would very quickly
unfit men for their hazardous duties.
He points out that the effect of such a life upon the bodies and minds of
the officers and crew would be most disastrous. The want of exercise alone
would be sufficient to unfit them for the demands that service would make
upon them. He has intelligently depicted the consequences of such a life,
and his reasoning has been indorsed by the reports of French officers who
have had experience in the boats in question.
No weapon, no matter how ingenious, is of utility in warfare unless it can
be relied upon, and no vessel that is not tenantable can be expected to
render any service at sea.
From the evidence before us, we must conclude that the type of torpedo boat
under discussion is capable of making sea passages, provided it can
communicate frequently with its supply stations and secure the bodily rest
so necessary to its crew. But even in a moderate sea it is useless for
attack, and in the majority of cases will not be able even to open its
impulse tubes. Should it succeed in doing this, the rolling and yawing will
render its aim very uncertain.
An experiment conducted against the Richelieu in October last, at Toulon,
before Admiral O'Neil, the director-general of the torpedo service, has
added its testimony to the uncertainty of the Whitehead torpedo. The
Richelieu had been fitted with Bullivant nets, and the trial was made to
learn what protection they would afford.
The weather was fair, the sea moderate, and the conditions generally
favorable to the torpedo; but the Whitehead missed its mark, although the
Richelieu's speed was only three knots. Running at full speed, the torpedo
boat, even in this moderate sea, deemed it prudent to keep the launching
tube closed, and selected a range of 250 yards for opening it and firing.
Just at the moment of discharge a little sea came on board, the boat yawed,
the torpedo aim was changed more than 30 deg., and it passed astern without
touching its object.
While the Milford Haven operations have taught some valuable lessons, they
were conducted under but few of the conditions that are most likely to
occur in actual warfare; and had the defense been carried on with an
organization and command equal to that of the attack, the Navy's triumph
would, perhaps, not have been so easily secured, and the results might have
been very different.
May not the apparent deficiencies of the defense have been due to the fact
that soldiers instead of sailors are given the control of the harbor and
coast defense? Is this right? Ought they not to be organized on a naval
basis? This is no new suggestion, but its importance needs emphasis.
These operations, however, convinced at least one deeply interested
spectator, Lord Brassey, to the extent of calling attention "to the urgent
necessity for the construction of a class of torpedo vessels capable of
keeping the sea in company with an armored fleet."
There is no one in Great Britain who takes a greater interest in the
progress of the British Navy than Lord Brassey, and we take pleasure in
quoting from his letter of August 23 last to the _Times_, in which he
expressed the following opinion: "The torpedo boats ordered last year from
Messrs. Thornycroft and Yarrow are excellent in their class. But their
dimensions are not sufficient for sea-going vessels. We must accept a
tonnage of not less than 300 tons in order to secure thorough seaworthiness
and sufficient coal endurance.
"A beginning has been made in the construction of vessels of the type
required. To multiply them with no stinting hand is the paramount question
of the day in the department of construction. The boats attached to the
Channel fleet at Milford Haven will be most valuable for harbor defense,
and for that purpose they are greatly needed. Torpedo boat catchers are not
less essential to the efficiency of a fleet. The gunboats attached to the
Channel fleet were built for service in the rivers of China. They should be
reserved for the work for which they were designed.
"We require for the fleet more fast gunboats of the Curlew and Landrail
type. I trust that the next estimates for the Navy will contain an ample
provision for building gun vessels of high speed."
As torpedoes must be carried, the next point to which we would call the
attention of our readers is the very rapid progress that has been made in
the boats designed to carry automatic torpedoes.
A very few years ago the names of Thornycroft and Yarrow were almost alone
as builders of a special type of vessel to carry them. To-day, in addition,
we have Schichau, White, Herreshoff, Creusot, Thomson, and others, forming
a competitive body of high speed torpedo-boat builders who are daily making
new and rapid development--almost too rapid, in fact, for the military
student to follow.
As new types are designed, additional speed gained, or increased
seaworthiness attained, public descriptions quickly follow, and we have
ourselves recorded the various advances made so fully that it will be
unnecessary to enter into details here.
As late as October, 1885, an able writer said: "The two most celebrated
builders of torpedo boats in the world are Thornycroft and Yarrow, in
England. Each is capable of producing a first class torpedo boat, from 100
ft. to 130 ft. long, and with 10 ft. to 14 ft. beam, that will steam at the
rate of from 18 knots to 22 knots per hour for 370 knots, or at the rate of
10 knots per hour for 3000 miles. A second class torpedo boat is from 40
ft. to 60 ft. long, and with 6 ft. or 8 ft. beam.
The use of these boats is gradually being abandoned in Europe except for
use from sea-going ships; but in Europe the harbors are very small, and it
has been found that practically every torpedo boat for coast defense must
be able to go to sea. The tendency is, therefore, to confinement to the
first class boats."
In a paper on "Naval Torpedo Warfare," prepared in January, 1886, for a
special committee of the American Senate, by Lieutenant Jaques of the
American Navy, we find the following reference to the progress in torpedo
boat construction: "The development in torpedo boats has been phenomenal,
the last year alone showing an advance from a length of 120 ft. and a speed
of 19 knots, which were considered remarkable qualities in a first class
boat, to a length of 140 ft. and a speed of 23 knots loaded (carrying 15
tons), and 25 knots light, together with the introduction of novel features
of importance.
"Although Messrs. Yarrow and Thornycroft have brought the second class
boats to a very high standard in Europe, I believe they will soon be
abandoned there even for sea-going ships (very few are now laid down), and
that the great development will be in overcoming the disadvantages of
delicacy and weakness by increasing their size, giving them greater
maneuvering power and safety by the introduction of two engines and twin
screws, and steel plate and coal protection against rapid firing
ammunition. Yarrow and Co. have already laid down some boats of this
character that give promise of developing a speed of from 23 to 25 knots."
In the Russian boat recently built at Glasgow, progress in this direction
is also seen in the 148 ft. length, 17 ft. beam, the maneuvering powers and
safety element of the twin screws. But while the boat is fitted for the 19
ft. torpedo, a weapon of increased range and heavier explosive charge, it
suffers from the impossibility of broadside fire and the disadvantages that
Gallwey has named: "The great length of this torpedo, however, makes it a
very unhandy weapon for a boat, besides which its extra weight limits the
number which can be carried."
While perhaps Messrs. Thomson have been the first to show the performance
of a twin screw torpedo boat in England, the one completed in June last by
Yarrow for the Japanese government recalls the intelligence that Japan has
exercised in the selection of types.
Commencing as far back as nine years ago, the Japanese were probably the
first to introduce sea-going boats, and they have been the first power to
initiate the armor type, one of which was shipped last summer to be put
together in Japan. As before stated, it was built by Messrs. Yarrow and
Co., was 166 ft. long, 19 ft. beam, with twin screws, 1 in. steel armor,
double engines, with bow and broadside torpedo guns, the latter so arranged
as to greatly increase their efficiency.
While the advances are not restricted to the English builders, a glance at
the points to which Thornycroft and Yarrow have brought their improvements
up to the present time will indicate that their achievements are not only
equal to but greater than those of any other builders.
The former has boats under construction 148 ft. long, 15 ft. beam, to make
420 revolutions with 130 lb. of steam, the guaranteed speed being 23 knots
on a continuous run of two hours' duration, with a load of 15 tons. They
will have triple-expansion or compound direct-acting surface-condensing
engines and twin screws, Thornycroft's patent tubular boilers, double
rudders, electric search lights, three masts and sails.
While the armaments of the various boats differ, Thornycroft is prepared to
fit the launching tubes with either air or powder impulse, to mount the
tubes forward or on deck, and also the fittings for machine and rapid
firing guns.
Yarrow and Co. have contracted for boats varying in length from 117 ft. to
166 ft., with fittings and armament as may be required. They have obtained
excellent results in their last English boat of the Admiralty type. They
are, in fact, prepared to guarantee a speed of 23 knots in a length of 125
ft. and 25 knots in a length of 140 ft., carrying in both causes a mean
load corresponding to fuel and armament of 10 tons.
And so the progress goes on, but it will not stop here; it has already
incited a marked development in ship construction, and the endeavors to
withstand torpedo attack have improved the defense against gun fire also.
In quoting a German opinion on the development of the Russian torpedo
fleet, Charmes refers to the type which will, no doubt, be most successful
upon the sea, namely, the torpedo cruisers, and it is to this type, more
than for any other, that we may expect torpedo boats to be adapted.
Already, writers have dropped the phrase "torpedo boats" for "torpedo
vessels."--_Engineering_.
* * * * *
FIRING TRIAL OF THE 1101/2 TON B.L. ELSWICK GUN.
The firing trial of the first new 1101/2 ton breech loading gun approved for
H.M.'s ships Benbow, Renown, and Sanspareil was commenced recently at the
Woolwich proof butts, under the direction of Colonel Maitland, the
superintendent of the Royal Gun Factories. We give herewith a section
showing the construction of this gun (_vide_ Fig. 8). It very nearly
corresponds to the section given of it when designed in 1884, in a paper
read by Colonel Maitland at the United Service Institution, of which we
gave a long account in the _Engineer_ of June 27, 1884.
The following figures are authoritative: Length over all, 524 in.; length
of bore, 487.5 in. (30 calibers). The breech engages in the breech piece,
leaving the A tube with its full strength for tangential strain (_vide_
Fig.). The A tube is in a single piece instead of two lengths, as in the
case of the Italia guns. It is supplied to Elswick from Whitworth's works,
one of the few in England where such a tube could be made. There are four
layers of metal hoops over the breech. Copper and bronze are used to give
longitudinal strength. The obturation is a modification of the De Bange
system, proposed by Vavasseur.
[Illustration: THE NEW 1101/2 TON ELSWICK GUNS FOR H.M.S. BENBOW.]
The maximum firing charge is 900 lb. of cocoa powder. The projectile weighs
1,800 lb. The estimated muzzle velocity is 2,216 ft. per second. The
capacity of the chamber is 28,610 cubic inches, and that of the bore
112,595 cubic inches. The estimated total energy is 61,200 ft. tons. It
will be a few days probably before the full powers of the gun are tested,
but the above are confidently expected to be attained, judging from the
results with the 100 ton guns supplied to Italy. On January 7 last we gave
those of the new Krupp 119 ton gun. It had fired a projectile with a
velocity of almost 1,900 ft. with a charge of less than 864.67 lb., with
moderate pressure. The estimated maximum for this gun was a velocity of
2,017 ft. with a projectile weighing 1,632 lb., giving a total energy of
46,061 ft. tons, or 13,000 ft. tons less than the Elswick gun, comparing
the estimated results.
The proof of the Elswick gun is mounted on a carriage turned out by the
Royal Carriage Department, under Colonel Close. This carriage is made on
bogies so as to run on rails passing easily round curves of 50 ft. radius.
The gun is fired on an inclined length of rails, the recoil presses of the
carriage first receiving the shock and reducing the recoil. The carriage is
made to lift into the government barge, so as to go easily to Shoeburyness
or elsewhere. It can be altered so as to provide for turning, and it allows
the piece to be fired at angles of elevation up to 24 deg. The cheeks of
the carriage are made to open and close, so as to take the 12 in. gun and
larger pieces. The steel castings for it are supplied from the Stanners
Close Steel Works.
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