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7/23/2019 Engineering Vol 72 1901-12-20
1/33
DEc. 20, 1901.]
DIE FORGING. No. XII.
By
J
osEP
H Ho: NER.
TH E following examples are those of stamps,
which are variously made, mostly being cut, but
some of w hioh are oast . Circular sections afford
special facilities for cutting o
ut
by tooling and
for casting, while they are cut very tediously with
hand tools on the bench.
The
stamp seen open in the jo
int
face in Fi g. 369
(7/49
11)
:
......
..
... ,
.
.
A
D
c
'
8
.Fig. 8?0 .
\
8
'
,
, '
_
..
c
,
)tf'; . . . :
D
I
.
._
.
I
,.--,,
A
'
J
...
_
,,
1/4'J
8 .
E N G I N E E R I N
G.
tool held in a turned bar that fits B, by which it
would be properly centred and steadied. D is a
detail for chisels and bent
fil
es unless a special
mill were made, the arbor of which would fit B.
Whatever the details of machining, the t ime occu
pied, including the
s e t t
would be much less
than that necessary for hand-work .
The stamp for the handle (Fig. 370)
mi
ght be
tooled throughout the greater portion of its length
without much expense. In this figure the stem
Fig.37y
A
-
an.
l.t
a
.
F
.373.
/
(
r
---
L
- . . J
----
-
b
a
.
(7149.C)
Fig 382.
F ig 318.
.
-
l i g .
I
( / '
I
-
r '
(7148
G)
.
Fig
.878.
-
---
-,
----
-
I
____ J
-----
Fig.881
\
\
'
I
I
.
I
'
:-
114S.F.--
-- - - - - - - -
---
- - - - - - - - -- - -
- - -
- - - - - - -
- - - - - - - - - - - - - - - - - - - - - - - -
- -
.. .
-
Fig
.39u.
-
L
.
l:
..
... ,
. .
( 7149 1 )
'
is one
that
can be shaped by tooling almost entirely, portion can be roughed and finished with a convex
because all the cross-sections are circular. Thus ended mill, dotted at A. The globular portion of
the portion A can easily be recessed with the block the handle is i l y finished with a similar mill B,
chucked on the facepla.te ; B is readily drilled and of that diameter. The remaining parts cannot be
reamered, C bored,
and
D
partly
bored also. D entirely tooled exce
pt
by
the
man ufacture of
might also be finished with a special tool. To special forms. But a good guide for working by
finish A a round-nosed tool would be employed. can be obtained by cutting semi-circles at C and
To drill'
and
ream B, the die-block would be D, leaving the parallel
part
of D, and the curves by
gripped to an angl
e-
plate bolted to the a c e p l a ~ e which the neck merges to Band D, to be done by
or it might be bolted to an angle-pl
ate the
~ r 1 l l - hand. A
neat and
inexpensive way of cutting
the
ing machine. C can be bored and finished wtth a
co
llar is shown
in
Fig. 371. A common a
rb
or
a
is
slotted to receive a flat fly cutter b, the edge of
which is filed to the section of the collar recess,
and pinched at
it
s proper radius with a set:screw.
The arbor is steadied perfectly
by
the plain hole
which has been previously drilled and reamered.
The radius of the cutter need not be altered for
roughing and finishing, but the tool and bl
oc
k may
be fed towards each
ot
her, gradually deepening
the
recess. A final light cut can be taken ' hen the
depth is nearly reached, the blocks bemg then
A
(
\
\
'
(
--J
.
0 f
.,
I
Fig.875.
Fig.3
76.
, . .
. . .
. .
...
4 \ '
.
- -, ,
t
o ~ ...
.; , , a r I
, -
' , ,
; olol
: -.... .
.
. . - ~ : . . . .
.....
. . \ ' .
t
1
.....
\. _. -
'
:.
: .J,:.
_
.
\ .
-
# :
: ~ : , t;;,;/ f
L
..
. .
..
0
..
' .
/ ,l ~ . ,
. . ..... 17
. , , 0
:
.:-,-: t j ,(
.. (...
.
..
\ , t t , . ~ :
< : :
0
. , : :)
I . . . . . .
..o,.
oo . 0 . I :JI o
' ....
._
] Tt
-0 ; ,
0
: ' '
' ...
0.
0
,.
,.
. . .
J., , \'- ,., . 0.
..
. . .
, \ 0
...... . .o' ,- ... . 0 . _. -.
'o,o.
; '
0 0 0
1
'- '
: .,
0
0
0
0
0.
,..
..
. . . 0 . . , . 0
,. ..
- ~ :
0
O.
. . . . : ..
:
-..
o,
o.
0
'o
, . .,
,.
...... .
0 o
0
0
o
t
', :,o :O
o'
0
t o o o I
0
' o
0
...... _,.,
'o
( 0
y
.
..
0
. . .
: ..... _ , , . . ._
...
. . . .
0
'
\,
1...
0
. o.. . ...
.
'N....,; .
oOo 0. 0 ' , o 0
..
Fi g
.385.
0
. .384
Fig
J/)4... IJ
714 '1.
A
Fig .39E
.----
closed down over
the
cutt er to the joint faces.
A milling cutter made to the required section
would cut quicker, though too expensive for one
pair of dies.
There are some shapes which are so difficult
to
cut in metal that it is better to cast t hem as clean
as and renew th.em as often as required.
To do thUt m some cases 1s also troublesome if the
attempt is made to cut out the recess
in
the patt e
rn
block with chisels a
nd
gouges. Often, however the
wo
rk
is simplified by
turning
a
of the ~ a m e
7/23/2019 Engineering Vol 72 1901-12-20
2/33
shape
as the forging, plus, of course, allowances for
s h n ~ ~ a g e ;
cut the
in
half,
and
fasten it on
the JOnt face of
the patt e
rn.
Then
turn a piece of
cor
e up by the aid of a striking-board, dry, and
blacken it,
taking
care
to
have
the
surface as smooth
as
i ~ l e
insert
this
_in the print impr
ession.
The castmg ~ 1 1 1 then i ~ e half the impression,
a ~ d two c.astmgs so made will be jo
in t
ed together.
Fig.
372
l l ~ u s t ~ a t e s
a case
in point a stamp
for a
n d ~ e whiCh
1s
not so readily tooled as
that
shown
1n Fig.
370. t
would be a case for hand-work
c h i e ~ y
though
~ h e
correct
sections
at
the
parallel
portwns can eastly be tooled. If the
handle portion
1s cu.t out
by hand
m
et
hods, templets of semicircular
sectwn would have
to
be used
at short in t
ervals,
and
one templet to
the
longitudinal section by which
to
FitJ.397
.
I
Fi j 39 9
.
I
I I
I
I bl Fig 4{ )1
I
r
a,
Fig 400
.
Pig.40Z.
Fig.41J7.
{71491 )
m erge these various curves into one another.
The
shape of the
latter
templet would be that of
the
profile of
the
handle. But such a stamp can be
read ily and cheaply cast by making a pattern,
a plan view of which, with
its print,
would ap
pear
like
Fig. 372,
and its elevations like
Fig
s.
373
and
374
respect
ively.
In
th
e
latter
figures A
is the core print for
the
recess, and
a a
are pocket
prints for coring out the holes seen dotted
in
Fig.
373,
into
which
the bar
s
are in
se
rted
for
moving
the
blocks about. A core is
then
swept up
against a board, shown in Fig.
376,
which insures
the truth of its circular section without the cost and
inaccuracy incidental to
cu t
t ing out a core-box.
Th
e swept-up core laid
in
the mould
is
seen
n
one
cross-se
ct
ion in Fig. 376
.
Fig. 377 is a case
to
which
the
foregoing remarks
apply- the dies might be either cast or cored. To
a
certain extent the
choice of eith
er
method de
pends
on
the
size of
the bl
ocks
and on the
numbers
r equired to be made in them. Blocks of small
dimensions are seldom cast. The cost of cutt ing a
large block involving
much
de ta
il
cannot be borne
by
a few dozen forgings,
but
it may when
they run
to
hundreds
or
thousands, in which case the products
pay either
for
hand
-work
or
for
ex
pensive
cutters
and machines.
The
value of the cast blocks lies
in
their cheapness, which renders them economically
adaptable
to the
needs of
the
average smithy, where
on
ly
a few sco
re
of similar pieces a
re
required.
Such blocks cost litt le, they are rea dily renewed if
th
ey
fracture, and for work that h
as
to be tooled
the
s
light
roughness
left
on the block from
the
E N G I N E E R I N
G.
[DEc.
20, 1901.
sa
nd is. not
objectionable. Even this may be re- The finish can be imparted by means of a flat
moved
In
many cases partly by tooling, or coarse scraping tool, with an edge curved to the same radius
filing,
or
with emery wheels
or
lead laps.
Thu
s as
the
boss.
The
alternative would be a millina
the recesses of cast dies, like Fig.
372,
can be
cutt
er, which for one pair of dies would be needlessly
smoothed out. with a lead lap of t he same shape expensive;
or
a common fiat drilling tool might be
charged with emery.
Th
e forging, too, when fashioned, similar to a counterhore, with edges
und
ergoing form
at
ion is properly ro
tate
d betw
een
filed to the outline of
the
recess,
and
used to drill
blows, so correcting
any
slig
ht
inaccuracy, should
out
the r E ~ c e s s to
the
proper d
epth
.
Th
e stem
such be present
in
t.he formation of the cast die. po
rt i
on can be drilled and finished
in the
l
at
he, the
The
stc\mp Fig.
378)
for a common
dista
nce- blocks being bolted on
an
angle-plat e. A li ttle
piece is a job that might be
done
by cutting
or
finishing of radii will have to be done
by
hand.
casting
without any
special difficulty
in the
first
Figs.
387
to
389
illustrate
dies used for stamp
case and very cheaply
by the
second. In
the
first, ing a particular type of
pin
for lifting a slot-link
convex-ended mills would be used for
the
strai_ght used
on
some steam cranes. Fi g. 38
7
is a section
p o r t i o n ~ ~ n d a s p e c i ~ l c ~ t t e r
for
the
l l a r ~ .
Th
e through the dies,
Fig.
388 is a plan view of
the
second 1s Illustrated
1n Ftgs.
379
to
381.
Figs.
379
1
bottom,
and
Fig. 389
that
of the top die.
Ev
ery-
/14
Q
FtfJ 408. Fig
404
. 406.
(
f ' /
a,
\
' I
-
'
.
, /
b
A
Fig.409
.
'
I
c
I
Fi g .410 .
-
and
.380
show
the pattern
block with
its
half
thing here except the web can be drilled a
nd
bored
on
the
j oint face, and Fig. 381 the board, against
in
the lathe. The web also can be bored to im
the
edge of which
the
core is swept up.
Prints part the
semi-circular end
a
leaving only a small
are nailed at the ends for coring the round holes to portion of metal, b b, to be shaped or milled. The
receive
th
e ends of lifting-bars. Fig. 382 is
an
semi-circularend might alternatively
be
milled either
example to which
the
same remarks apply.
t
is with a
cutt
er of
the
same diam
ete
r or with a smaller
a s
tamp in
which
the
bo
tto
m co
llar and stem
of one,
the
table being r
otated
.
Fi
g.
390
sho
ws
a die
hand-rail pillars of a common type are finished. for
the
same piece of work, but jointed
in the
I t
is easily cut by tooling, or easily cast with a opposite direction.
This
cannot be tooled so easily
core,
and the
choice of
either
method would depend as
the
other.
The
pin-holes
are
properly drilled
on the
number
of forgings wanted. and reamered,
but
the bosses mu
st
be
cut
out either
Die-cutting
by
machine is mostly done in
the
lathe, by chisel work or with a special cu tte r of similar
milling machine, and slotter, apart from
the
employ- type to that in Fjg. 371.
ment of special machines. A good deal can be done The crosshead for the sn
atc
h-block of a crane-
in the
l
at
he, of which the following are examples.
the
stamps for which are seen
iu
Figs. 39
1
and
Circular blocks of steel Fig.
383)
can be faced
392,
can be only partly done in the lathe. A good
a
nd
have central bosses bored at one chucking, beginning can be made thus by boring
the
boss a
leaving the web portion only to be subsequently a
nd
turning the pins b, b for the centre hole down
milled or planed out in the shaping machine. The to the depth c c. A
round
-ended cutter will
tit a
shown
in the
centre of
the
boss
in
this
fi
g
ur
e, remove most of
the
metal
in th
e
end
trunnions,
is a device commonly employed for stamping
the
while
the
portions lying between these a
nd
a can
centre of
the
boss as a guide, by which
its
hole is be milled with end mills
or
cut with chisels.
drilled subsequently. Fig.
384
is a case of a The top and bottom dies (F igs. 393 and 394
similar
kind,
the boss boing bored in the lathe,
are
used for forging a common form of do
ubl
e
and
the t wo web ends planed
in
the shaper- work- ended lever. This is a job for
the
l
at
he and the
ing
from
the
outsides
to meet
the
boss.
They
milling machine.
The
bosses have
central studs
might also, of course, be
cut
with end mills, with for stamping the holes in
the
forgings by, and
four
settings to produce the tapered sides. these are readily turned and the boss diameters
and
Th
e dies for
the
pillar boss
(F i
gs.
385
and
386)
depths bored with each half die held on
the
face-pl
ate
are a suitable
job
for
the
lathe.
The
globular form of the l
at
he.
Th
e boss e
nd
s
a a
arc milled to
th
eir
is readily imparted thus, boring with a common
pr
oper depth, and the webs between milled out
to
tool operated
by
manipulating t he two slides of finished dimensions. These
di
es may be jointed
the rest, and using a
temp
let of the sectional form. either along the cent re, as shown in Fig.
394,
or on
7/23/2019 Engineering Vol 72 1901-12-20
3/33
DEc.
20,
1901.]
one face. In t he first n1ethod more care is neces
sary in
order
to geb t he edges exactly flush in the
~ ~ s e
of which
the
fo rgings would have iapping
JOmts;
1n
the second the bosses only have to be
plumb.
In
t
he.
>case b l o c k ~ having tape;ed holes (F igs.
395 and v96,
A
a bormg tool held 1n the lathe will
give the t a p e ~ required .
The
recess for
the
eye
can be bored m
the
lathe 1n two shifts B B on
the
faceplate, leaving
but
a t rifle to be by
h
and
; or the edges
and
t he
botto
m face can be
milled entirely.
Figs. 397
and
illu
st
r
at
e dies fo r a connecting
rod end,
the
forgtng from which, being solid, has
to be slo.tt ed out for bra-qses
and the
setting-
up
wedge
-p1ece:
These can be ptutly made in
the la
the w1th a tool
t h ~
s ~ i d e e s t bor ing the
e n l a r ~ e d bossed port10n sun1larly to Fi g. 385.
The ctrcular end may be bored or drilled the in ter
m
ed
iate portions being cut with a shap in
o-
the curved sides a, a
and
a milling cutter' evelling
the bottom ; or a special cutter may be made to
finish the sides.
The following
are
examples of miscellaneous
tooling:
The
dies for the s c r e w
blank (Figs
. 399
and 400) can
be
drilled at a but the remainder
must be cut by hand, using te mplets for the curves
o.f the
edges b,
and
of t he
bot
tom dished por
tiOns c, c. The stamps for the wing nut (Figs. 401
and 402) can be done in the manner indicated.
An end-mill at
a
will
cut
out the greater portions
of the wings, leaving the rad ius c to be tooled with
a small 1nill, b, moved about t o cover the area or
instead of using
the la r
ge mill at a, t he
one can be used en tirely,
by
manipulating the
tables of t he machine accordingly to tool the whole
surface.
The
boss will be
cut
by a
ltern
ative methods
previously described.
The die for the crank ed handle (Fig. 403) is an
awkward shape
to
cut.
The
large bossed
end
A
can be roughed with a round-ended mill, or with
an edge mill of larger radius, being finished with
the
chisel in either case.
The
section of
the
handle
at the largest part may be obtained at once by a
round-ended mill
a
the rest being completed by
h
an
d. The shanked part can be cut to size wi th
an
end mill b having a rounded end, or an edge mill of
similar section, the tapering thickness of the handle
being imparted by shifting t
he
die on the tab le.
The dies (F igs. 404 and 406) for the clamp stamp
ing
are
readily tooled, because
the
greater po
rt i
on
of
the
bo
tto
m sur faces a a are flat , which is always
em inently favourable to the operation of a mill,
though tro
ublesome for ha
nd
chisels.
Th
e flanged
part
b can be cut with a narrow e
nd
mill,
or
a slot
drill, and the boss c for the screw may also be
roug
hed
o
ut
with a mill,
and
finished with chisel
and file in t
he
manner previously indicated.
The spann er (F igs. 406 and 407) must have its
dies cut
by
hand, with
little
assistance
fr
om ma
chines ; not a difti.culL task, because they are shallo
w.
The grooves a can, howev er, be
cut
out with a
convex-ended mill, and the boss bored out in the
lathe, or milled r ound,
and the sq
uare studs also
milled with the same cutter. The rest would be
work for t he chisel
and
file.
The
common spike
head stamps (Figs. 408 and 409) are a
jo
b for the
ch isel and file en tirely. So are those
fo
r the crane
h
oo
k (F igs. 410
and
411) with
the
exception of
the
eye
end
, which can
be bored in
the
lathe. A round
ended mill can be used to rough out most of th e
material in the groove,
bu
t as
this
changes its sec
tion constantly, the finishing must be done
by
hand.
In the locomotive stamping shop at Swindon
swivelling stands are provided for holding steel
dies wbile in course of preparation. A hemispheri
cal block of iron sw
iv
els on a hemispherical seating,
and the latter is carried on a stand which brings
the w01k to a heig
ht
suitab le for working on.
The advantage is, of co urse , that a die can
be
swi veiled to any angle whatever to permit of work
ing with ease on any edges or portion of the same,
or
at the bo
tto
m. 'l'he fitter can
thus get
all round
his work without bending or stooping into con
strained positions. The dies are held on the flat
face of the hemispherical block by means of two
set-screws passing through lugs cast on the block,
and
placed on opposi
te
sides of the die. Several
of these blocks of different sizes are in use.
The methods of the general shop handling but
small
quant
it ies of similar forgings.
are
s e ~ n
to
be
at great disadvantage by compan son w1th t.he
specialised 'l'o have hamn1ers and d1es
E N G I N E E R I N G.
exactly adapted to the work saves labour costs in
every way. Stamps
cut out
of solid blocks of steel
are generally costly,
and
especi
fl
lly when they have
to be sunk by hand methods.
But
much more can
be done in them by comparison with light cast-iron
dies. They permi t t he employment of powerful
hammers, and such hammers are capable of forging
shapes from rough bars with little previous pre
paration, even in some cases of disproportionate
forgings, while
in
others the preparatory work is
very slig
ht,
much less than when feeble hammers
a
nd
slight fragile dies are employed .
The
methods of
the
diemaker
are
n
ot
exhausted
yet, as for rough classes of work t he methods of the
general smith are adapted, as in swage making,
bein g moulded o\er a mandrel. This is suitable
for round and
sq
uare recesses, and for plain forms
generally.
THE
RE CENT
PA N
-AMERICAN
EXPOSITION.
an express locomotive and an ordinary passenger
car .
The
locomot
iv
e has two pairs of driving
wheels, 79 in. in diameter, and car is lighted
by electricity, generated by a dynamo driven from
the
revolving ax le. I t is placed under
the
car
and
is encased and protected from dust and dirt. The
connections are so adjusted that at a speed of 15
miles,
the
dynamo feeds
the
lamps
dir
ect,
the
superfluous energy being stored in a secondary
battery, also placed beneath the car, for use when
the
train is moving slowly or when it is stationary.
The dynamo maintains a pressure of from 32 to 40
volts,
an
d is a
ut
omatically switched
in t
o ci
rcuit
wh
en the
tr a
in attains a speed of 15 miles an ho
ur,
the electric pressure being so controlled that at all
speeds the current supplied to the lamps is kept
uniform. When
the
car is at
rest and the
dynamo
switched out of circuit, the lights are suppHed at
30 volts by the:storage battery. After starting, as the
car gains speed, the dynamo voltage builds up until
it reaches a potential above that of t he battery and
the lamps . By means of resistances, the latt er are
THE RAILWAY Bu iLDING. preven
ted
from receiving more than their normal
THE st ruc
ture
de voted to the
di
splay of railway 30 volts. The lamps are 16 candle-power w1th a
materi11l, at the recent Pan-American Exhibit ion short, stumpy filament, so that
it
is not affected by
of Buf
fa
l
o,
was located at
the ext
reme north end vibration, and consequently enjoys r
ather
a long life.
of the grounds. I t was a long, low struct ure,
In
t ransmitt ing power from t he car axle to the
116 ft. by 560 ft. , with wide overhanging eaves dynamo, a flexible frict ional gearing is used which
a
nd
tiled roo f. In
sty
le it closely resembled gives
the
pliability of
the
belt-drive with the posi
the Mexican-Spanish type of the free Renaissance. tive motion of t he spur-gear. To keep the poLu1ty
The two main ent rances formed the chief architec- of the dynamo uniform
wi
th the battery, a mecha
tu
ral features of the fron
t
they
were s
ur
mo
unted
nical device is used, actuated
by the
armature shaft,
by gables richly ornamented in high relief, and which th rows a switch whenever a change in the
flanked by low towers on both sides. direction of motion of the car begins to take place.
The railway exhibits occ upied about two-thirds of Another automatic switch is necessary and must
the entire building, in which were laid six tracks act with absolute certainty, so that when the
for the reception of model trains and loco
mo
t ives. dynamo is driven at a
pr
oper speed to develop an
Here were the
De Wi
tt Clinton locomotive and its electromotive force equal to that of the storage
three open coaches, which together formed the first battery, the switch operates and connects the
train
that
ran over t he lines of
the
New York machine with the battery and lamp circuit. When
Central and Hudson River Railroad in 1831, its
the
speed diminishes so that the electromotive force
rate of speed being 17 miles an hour. Close to of the dynamo drops below that of the battery, the
t his archaic
type
of transportation stood the great switch at once disconnects the machine from other
flyer which hauls the
Emp
ire
State
express at
the
parts of the equipment .
rate of 60 miles an hour. Nothing could better When the dynamo is charging the storage battery,
indicate the progress ma
de
in rail roading than a the electromotive force of the latter gradually rises,
simple inspection of these two locomotives, built so that without some method of control the elect ro
seventy years
apart
and placed side by s ide in the motive force would be too high on the lamps. A
Buffalo Exhibition. constant electromotive force
is
maintained on
the
The
largest locomotive builders of
the
co untry circuit by means of resistances inserted in
were represented. Among others, the Schenectady proportion to the amounf of current generated by
Company se
nt
t
hree engin
es-two
for
fa
st
pas-
the
machine. All these operations
are
automatic,
senger trains and o
ne
for freight. n
the
former requiring no manipulation at all on the part of
the
the cylinders are 21 in. by 26 in. ; the total heating employes on the train.
surface is
3505 squ
t
re fee
t
the g
ra t
e area is With
the
axlelight " system as supplied
by
50
sq
uare feet; the two pairs of driving-wheels are
the
Co nsolidated Railway Electr ic Lighting and
79 in. in
diameter;
the weight of each locomot ive Equipment Company, of New York, each car is
is 176,000 lb. (80 tons). fi tted up with from seventeen t o eighty
light
s of
Th
e compound freight locomotive was provided 16 candle power each, a
nd
wi
th
from two
to
eight
with four pairs of drivin
g-
wheels 63 in. in dia- electric fans, according to the character of the car.
m
eter, and
a heating surface of 3480 squ
are
feet,
The
car in B uffalo was
in
operation every day
and
with a gr
ate
area of 50 square feet, its t otal weight proved a very at tractive and interesting exhi bit.
being 192,000 lb. (87 tons). Fig. 3 shows the generatf>r as applied to a car
Th
e Baldwin Company, of Philadelphia,
and
the truck. A is the dynamo, B
the
driving pulley on
Brooks Works at Dunkirk,
N.
Y., we
re
represented
the
axle, C
the
armatu
re
pulley, D
the
fit xible
by passenger and freight locomotiv es of somewhat gearing, E the tension spring, and F F the
sma
ller dimensions
than the
above. One of
the
hangers.
Ba
ldwin
's
is for a fast passenger t rain on the Illinois Sets of automatic railway signals were exhibited
Centra
l. I t
has three pairs of driving-wheels and by th e Standard Railway Company, of Troy, aud
is fitted with
the Vanderbilt
firebox a
nd tender
(see
the
Westinghouse
Co
mpa
ny,
of P1t.tsburgh.
Bot
h
Fig.
1, page 829).
The
boiler of t his locomotive these firms showed wo
rki
og models of miniat u
re
has been already described in
ENGINEERING
(see trains by way of illustrating t he manner in which
vol. lxviii.,
pa
ge 342). The circular form of
the
moving trains ope
ra
te
their
own signals, closing
tender
tank
has been adopted principally on them behind as they
pa
ss, and re-opening them
a
cco
unt of economy
in
construction. Besides th is after proceeding a mile or two. The Westing
advantage, it is found
that the strength
is greater house Company alAo exh1bited
air
btakt-s of dtf
in proportion to
the
weight, and that
the
capacity ferent sizes and effic iency, and a coupler whit h
for fuel
in
proportion to the amount of water appears to be simpler, more quickly op
r
rated,
carried is larger
than
in
the
ordin
ar
y
type
; in add
i-
more reliable
th
an the old elbow scrtw-joint.
tion to t his,
the
disposit ion of
the
fuel is more A t urn tab le, 65 ft. standard, was hown by the
convenient.
A.
and
P.
Pencoyd Iron W01ks, of
Pe n
coyd, Pa .
The
Baldwin Locomotive Works also exhibited
an
I t is made up of a double girder cantilever beam,
electric locomotive for haulage in
mines;
its general on a central bearing, resting on three steel dis
cs;
appearance is shown
in
Fig. 2. Each axle has a the two ends of the beam are provided with four
50 horse-power single redu
ct
i
on
motor geared to it, rollers, each mov ing on the
cir
cular rai l. On
this
a
nd
the locomotive is guaranteed to develop 50 turntable stood a Brook compou
nd
freight en
horse-power on normal railway rating at a speed gine, which, together with its tender, aggregated
of six miles an hour.
The
motors take power from 322,000 lb. (151 tons). Two men turn 1t ro
und
a trolley line at a pressure of 500 volts.
Th
e easily.
hei
ght
of the locom
ot
ive, exc
lu
sive of trolley arm,
The department
of
st
r
eet
cars comp
ri
sed el
ectr
ic
is
3 ft., its width 4 ft. 8 in.,
and
the len
gt
h, exc
lud
- car-trucks
built
by t
he
Brill Company, of Phi a.
ing bumping blocks, is
12ft.
2 in. The total weight delphia, and the McGuil: e Manufactiuring
is 25,700 lb. (11. 7 tons). of Chicago, two leading firms in
the
country. The
Th
e Delaware, Lackawanna, and Western Com- semi-conver tible car is one of
the latest pr
oducts of
pany exhibited a well-appointed train, composed of the Brill shops.
I t
was designed by Mr. John
7/23/2019 Engineering Vol 72 1901-12-20
4/33
E N G
I N
E E R I N G
[DE
c.
20, 1901.
MOTOR
WATER-CAR.
CONSTRUCTED BY THE BRITISH ELECTRIC CAR COMPANY, LIMITED, C I I ~ TER.
For
D
escription
see
Page
834.)
i
.
7
.
.
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-;
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t ln.oJ
--------------------------.-J
A. Brill,
and
will no doubt command consider
able attention, despite the numerous disadvantages
of the forms already in use. The semi-convertible
car is steadily growing in favour with railway
managers, as well as with the general public. The
new design does away with many of the troubl es
which rail way people had with the older types.
Wh
en closed
it
might be described as a cross-seat,
centre-aisle, standard box-car. When required for
an open car the glass and the side panels move
alo
ng
g
ro
oves
in t
o
the
roof, where
they are
com
pl
etely hidden and securely held. A few minutes
suffice to change the car from one aspect to the
other.
This type of car has been extensively built of
late.
t
is used on some of
the
la rgest roads in
the country, where it has met with marked success
Ye also found in the Railway Building quite a
number of contrivances for heating and lighting
street
cars. Great ingenuity was displayed in some
of them.
The
two systems of brakes- thepneumatic
and the electric -were illustrated on running cars.
In the pneumatic, a small electric motor, placed
under the car, operates
an
air-compressor which
supplies the press
ure
required to control the brakes.
In the electric brake, a sliding-shoe is sus
pended between t.he wheels under the car, the
sole of which is just clear of the rail - head.
The
shoe carries an electro-magnet which be
comes energised as soon as
the
motorman switches
on the current. The magnet th en bi tes the rail
a
nd
clings tigh tly to it.
A
car provided with
th i
s
magnetic brake was shown
in
operation at the
Pan
American Exposition,
and
the visitor was offered
every facility for realising the power of the elect ric
current in
sto;_Jping the
car, even when running at I
F1o. 4
,
'
Pig .z
.
\
'
'
'
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I
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o I
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7/23/2019 Engineering Vol 72 1901-12-20
5/33
SOME
RAILWAY EXHIBITS AT THE PAN -AMERICAN EXHIBITION,
BUFFALO.
~ ~ ~ ~ ~ ~ ~ ~
-
-
, -
...,..
,.._
~ . .
. ;
. . : ~
- ' .. '
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.
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-
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.-.
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J - - - - ' .. -.
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-
-
-
-
-
-
0
-
- -
. _ _
I
:-. a
.
-
.- .
FIG. ExPRESS
PAssENGER LocoMOTIVE
FOR T H ~ ILLINOIS CENTRAL RAILROA.D; CoN STRUCTED AT THE BALDWIN Lo c oMOTIVE WoRKs, P a i J.ADELPHIA.
.
- -
-
--
---=
F1c. 2. EL EC
TRI
C MINING o ~ r o T I V E ; Co NSTRUCTED AT THE BA.Lnwm LocoMOTI VE WoRKS,
PHILADELPIDA.
full
speed ; dis comfort was sometimes experienced
when making
the
experiment.
TH ORDN
ANCE
B
UILDING
S.
The Ordnance
Buildings,
two
in
number,
were
id
entical in size and con
st
ruction, each covering
150 ft . by 60 ft. ; the general framework was a
steel
construction. The
external
t reatment of
the
Ordnance Buildings consisted of a ser ies of recessed
arched openin gs, having on the nor th
and
the south
side a monum
enta
l arched entrance,
surmounted
by
a gable.
The steel framework of the buildings was sup
plied by the .American Bridge Company, of
New
0
JC
~ o r .
FIG.
3.
RAU.W.J.Y-CAR EL ECTRIC GENERATOR.
York. That company had a comprehensive
exhibit
for
the
La
nd Title
and Tru
st
Company of
in the engineering dep artment of the Ordnance Philadelphia. The column showed how
the
sup
Buildings, including full-size examples of integral ports of the floors
are
attached to it,
with
part
s of
great
steel bridges
and
buildings famous sections of the floor beams
in
place.
In thi
s
either
for their heig
ht
or size. Among th ese e a ~ building, which covers an area 100 ft . by
was a column similar
to
those which were used
88t ft.,
no less than 4,310,000 lb. of steel were
in the construction of the fifteen
-s
torey building 1 used. A typical buil
t-u
p angle column,
as
applied
tj
trl
)
1\
0
-
\0
0
l :
t'I'j
z
C
z
trl
t'Ii
11
::::0
z
c;
00
t..
\Q
7/23/2019 Engineering Vol 72 1901-12-20
6/33
in the construction of the Manhattan Life Insurance
building, was also shown. This is a seventeen
storey structure, which req uire d 6,600,000 lb. of steel
for itserection. Similar full-size specimensofcolumns
were also exhibited by this co1npany, illustrating
the
various types used in the construction of numerous
large buildings in the principal cities of
the
country.
A specimen of the column used
in
the construction
of
the
Union Elevated Railroad of Chicago illus
trated that class of work, while by way of compari
son was shown the elaborate
structure
recently com
pleted for
the
Boston Elevated Railway Company.
In
each case,
stumps
of the cross girders, stringers,
and
bracing were shown
in
place for
the
purpose of
dem onstrating the engineering features of the
designs.
A very interesting element of the exhibit was a
full-size reproduction of the rock
er
bearing
and
shoe
used in the construction of the great bridge erected
over the Delaware
River
at Philadelphia, for the
Pennsylvania Road
;
sections of the end post,
floor beams, stringers, eyebars, and lateral bracing
being shown in place.
In
another
unit
of
the
exhtbit the centre panel-post of this bridge was
s h o V ~ n, with sections of the 23 great eyebars form
ing
the
bottom chord,
the
floor system being
demonstrated by sections of floor beams, stringers,
and bracings riveted in position.
The
exhibit was
completed by a full-size eyebar, 12 in. by 2 in. by
36ft. This bridge consists of three spans, 553 ft.
each, one draw-span 323ft., and two approaches
aggregating 2448 f
t., and
requiring in all
19,000,000 lb. of steel in
its
construction.
A complete collection of shapes employed
in
structural work formed an important feature of
the
general exhibit, the sections and test-pieces dis
played being flom
the
company's Pencoyd plant.
The
Lidgerwood Manufa cturing Company, of New
York, exh1bited among other things an interesting
collection of winch machinery for use on board
steamers. One of these is a double-cylinder
single friction drum, while
another is provided
with duplicate cylinders, drums, and winch heads.
The cylinders
are
of 8 -in. bore and 8-in. stroke,
th
e two friction drums being provided with band
brakes. This winch is designed to be operated by
two
men, and seems to be a rapid and economical
machine, as two hoists per minute can be accom
plished when used at a single hatch. A
third
was
the
electric winch designed for the United
States battleships Kearsage and Kentucky. t is
driven
by
a general electric ironclad motor, entirely
enclosed and irnpervious to water. t has a
specially designed friction
drum
and two winch
heads, and is intended for very rapid hoisting.
The
manufacturers claim that the Kentucky, pro
vided with this electric winch, broke all
for coaling battleships ei ther
in
America or abroad.
The
Lidgerwood Manufacturing Company also
exhibited a model of the marine cableway for
coaling warships at sea; a device which has been
accepted by
the
authorities of the United States
Navy. In its final trial the apparatus trans
ferred 20 tons of coal
per
hour fr01n the collier
Marcellus to the battleship Massachusetts in a
sea which was described as a
li ttle
heavier than
moderate, and with a distance of 400ft. between
the ships. t is said
that
with ships going 10 knots,
as much as 60 tons of coal per hour may be trans
ferred from the collier. The latter is towed by
the
battleship
at
a speed of from 6
to
10 knots.
An engine provided with double cylinders and
double friction drums is located just abaft the
foremast of
the
collier. A steel rope
f
in. in
diameter is led from one
drum
over a pulley at
the masthead and thence to a pulley
at the
head
of shear-poles on the warship, after which
it
re
turns
to the second
drum
on the collier.
An
auxiliary rope, known as
the
" sea-anchor line," is
stretched above the two parts of the conveyor line.
This rope is attached by a "knock-off hook , to
the superstructure of the warship and rests
in
a
saddle on
the
shear-head, after which
it
leads over
pulleys fixed at the head of the foremast and main
m
ast
of the collier. At the end of the rope a drag
or
sea-anchor is attached, made of canvas and in
the form of a cone, whose
d i m e n s i o n ~
vary with
th
e speed with which
the
ships are to travel.
In
the trial which was made, the speed of the ship
was 6 knots,
the
sea-anchor being
7ft.
in
diameter.
AR the engine turns all the time in the same
direction,
i t
tends to wind
in
both
parts
of the
conveying rope. One drum hauls in
it
s part while
the
other
pays it out under tension by the slipping
of the drum. A novel form of load carriage sup -
E N G I N E E R I N G.
ported
by
a grip from the upp er part of the convey
ing-rope
and
by wheels on
the
lower
part
. This
carriage can convey two loaded bags weighing
420 lb. each suspended from a hook below the car
riage. An elevator takes the coal bags from the
deck
and
hoists them to the masthead. The
conveying carriage, in coming in to the masthead,
immediate
ly
locks itself. As soon as the lock is
rel eased by
an
attendant,
th
e engine operator hauls
in the lower part of the conveyor line. The
upp
er part of the
line is thus drawn
from the
rear drum, thereby sh ipping the specially-contrived
friction devices.
In this
way the carriage crosses
from collier to warship, sufficient tension being
supplied to insure that the bags shall clear the
water between
the
vessels.
The
rope is drawn in
at the rate of 1000 ft. per minute. The object
of the sea-anchor line is
to support the
car riage,
when empty,
on its
retu
rn
to
the
collier. t allows
the conveying-line to
be
slack, and prevents the
overturning or twisting of
the
carriage
; and at
times
it
also helps to support the load
in
its
transit
across.
Another important exhibit was the Gruson turret,
which has been erected between the two Ordnance
Buildings. t is 55 ft. in diameter, and mounted
within it was a 12-in. gun. This type of gun repre
sents the largest which will be manufactured in the
United States fur coast defence. Th e turret and
it
s equipment are
the
first of
the
kind made in the
country ; they served to show the latest steps
taken
towards forming
an
impregnable system of
defence. The exhibit was so arranged that visitors
could go inside and examine the interior, the maga
zine,
the
method of supplying ammunition to the
gun, and the various contrivanoes for attaining
efficiency
in
actual service.
The collective ordnance exhibit was extensive, all
the largest builders of arms and ammunition
in
America having been represented. The collection
made an imposing display, and attracted great
numbers of visitors.
THE
NEW
VICTORIA
STATION
AT
NOTTINGHAM
(
CO noluded rom page 800
.)
THERE
are
four in teresting bridges across the
station
at
Nottingham, and the imp ortant features
in
the design of these are illustrated on our two
page plate this week
and on
p a ~ e s
832
and
833.
In substit ution of some of the streets demolished
to
provide a site for the station, a bridge, 40 ft.
wid e, for all kinds of traffic, has been constructed
across the cutting at the nort
hern end
of the
station, in addition to
the
public footbridge . t
is known as York-street Bridge, and connects
Mansfield-road with the
eastern part of
the
town.
This bridge is illustrated by Figs. 115 to 144 on
the two-page plate. Two roads run at an angle on
to the bridge
at the
weste rn, or Mansfield-road,
end, as shown on the plan (Fig. 115), forming
aY on end on the girder plan. The outside girders
carrying the flooring of the triangular spaces
at each side rest on the main bridge girders,
which are therefore of heavy section, especially
as their span is 70
ft
. 10 in.
Th
e main girder on
the north-w
est
corner has
the
heaviest load. t is
6 ft. deep, with
i n .
web, reduced to
l
in. at
centre,
and
divided into 3-ft. 4-in. bays.
I'h
e flanges
at
the
centre, where
the
diagonal girder rests, is
1ft. 10 in. wide,
and
is built
up
of six
ft-
in. plates.
The diagonal member is connected with angles and
bent plates for t he whole d
ept
h of the girders, as
shown in
the
various sections g
iv
en. t has a
span of 74ft. 2 in., and is on a gradi
ent
of
1
in
36,
and
does
not
differ
mat
erially from
r he
other members of the bridge. Figs. 134 to
138 illustrate the general type of longit udinal
girder (D 1). There are five spans in
the
length
of the bridge, which is 278 ft. 3 in. over all
between
abutments, the
structure being
at
about
the widest part of the station. The spans vary, as
mar
ked
on plan, from 66 ft. 9 in. to 47 ft. 8 in.,
and
there
are five lines of longitudinal girders,
diagonally braced at intervals of 10 ft. along the
length of
the
structure, as shown, while between
two of them provision has been made for a pipe
way f
or
gas
and
water mains, &c., as shown on
the cross-section (Fig . 116).
As shown
in
section, the cross- girders
are
1 ft. 4 in. deep, They are spaced 10 ft . apart,
and are riveted to the webs of the longitudinal
membera.
Tr
ough
floo
ring, 8 in. deep and in.
[DEc. 20 1901.
thick, is laid upon and connected to the top flanges
of
the
main girders. Concre te and granite sets
make up the roadway. The parapets are carried
by brackets
built at 10
ft
centres
as cantilevers
upon the outer longi tudinals. They are of
i n .
plates,
and
6 ft . high.
The bridge
is
supported on abutments and
columns, and as a type of the columns
in
use
throughout
the
station we reproduce
the
principal
drawings on the two-page plate (Figs. 124 to 138).
They
are 2 ft 6
in
. by 2 ft. over all, and have been
built
up of twelve angles 4 in. by 4 in. by in.,
connecting
i-
in. plates. The base of each column is
5 ft. by 4 ft. by 1 in. thick, connected to
the
shaft
by
gusset-plates, as shown
in
Figs. 125 and 126.
The cap and its connection are somewhat similar
(Fig. 124). Each set of five columns for carrying
the
girders of the York-street bridge are braced
together by latt ice ho rizonta l members, 1ft. 4 in.
deep, spaced 5 ft. apart, with diagonal bars 7
in.
by
in. braced
at
the points of in terse ction (
i g s .
120 and 121). The foundations of these columns
and the
cast-iron bases are illustrated by Figs. 120,
130, and 131.
The
public footbridge across
the
station, under
the
main roof, is illustrated on the two-page plate
by
Figs. 145 to 160. It is practically independent
of
the station;
although
the
requirements of
the
town necessitated such a position that
it
penetrates
right through
the
bl
oc
ks of buildings on
the
plat
forms marked A and C on plan (Fig. 1 on page 678
ante). The
girders are carried
right
through without
any connection with the buildings ; but
it
militates
somewhat against the otherwise effective architec
tural appearance of
the
buildings. The construction
of the bridge, which is 15 ft. wide, will be read1ly
understood by reference to
the
engravings, Figs. 145
to 150 sh
ow
ing the main lattice girders, Figs . 151
to
154:
the columne,
and
Fig. 152 the section
through the station generally, while
the
bracing
is shown on Figs. 153 and 154. Two massive
stone fronts in
the
classic
style
of architec
ture have been built
at the
entrances to the
footbridges from the new street along the east
side of
the
station. Along this street, too, is a
boundary wall partly carrying the main roof of the
station and its principals,
and
this is faced with
best pressed red facing bricks, with sto ne dressings,
t.he bricks having been supplied by
the
Nottingham
Patent
Brick Company.
The footbridge reserved for railway passengers,
and
extending from t.he booking-office across
the
station to th e new street on the east side of the
cutting,
is
20 ft. wide for
the
greater
part
of
its
length, but is reduced to 8
ft
. beyond
the
second
plat form, as it provides only
an
exit to the eastern
part
of
the
town, and
not
as an entrance to the
station platforms. This bridge is illustrated on
page 832 (Figs. 161 to 178). The bridge is con
structed of lattice girders. The western span is
63 ft. 3 in., the centre span 86 ft . 9 in.,
and
the
eastern span
65ft.
3 in. girders in t he two
former cases (Figs. 161 to 168) are 7 ft . 11 in. deep
over angles, but in
the
last-mentioned span, where
the width of the structure is reduced, i t is only
6 ft. 6 in.
The
main girders are braced at
top
with a flat arch of lattice construction (Figs. 171
and
172). The floor is composed of rolled steel
joists 15 in. deep, placed
at
3-ft. 8-in. centres, with
1
%-in. curved plates between, and resting on
2
-in.
by
2i-in. by
- i n .
angles riv
eted to
the
joists
(Figs. 172 and
17
5). These in turn are filled in
with cement concrete, upon which 3 in. jarrah
block flooring is laid
(F
igs. 177 and 178). This
s u p ~ r s t r u c t u r e is carried on steel columns bolted
at the
platform level to foundations of brickwork
carried to the bed-rock. At the western end one
of
the
longitudinals is supp
orted
by a steel built-up
column, similar to those shown by Figs. 151 to
154: on the two-page plate, the other being car ried
upon the projecting end of one of
the
girders
carrying the floor of the bookin g-hall, and forming
a cantilever. This form of support was
det
er
min ed upon as
it
was desired to have a gangway
from
thi
s passenger footbridge communicating with
the public footbridge which
cr
osses
the
railway
a few yards to the nor th. This gangway, 12 ft .
wide, will facilitate the exit of large crowds from
the west
end
of the passenger footbridge without
blocking
the
booking-hall.
The
gangway is imme
diately to the east or station side of the booking
office building and, as already indicated, is sup
ported on a projection of the girders carrying
the floor of the booking-hall. This is the only
connection the public footbridge
h;;\s
with the
7/23/2019 Engineering Vol 72 1901-12-20
7/33
DEc. 20 1901.]
station, and gates will
cut it
off wh
en
the traffic
'an
be dea
lt wit
h
und
er o
rdinary
conditions.
From
bhe p a s s ~ n g e r bridge
there are
two flights of
stai
rs,
12 ft. w1de, t?
e ~ c h
pl.atform. They
are built
of
c;teel, r
ese1nblmg 1n
desi
gn
the fo
otbri
dge itself.
As has already
been
mentioned a fur
ther
en
tra?ce or exit is provid
ed
from P ~ r l i a . m e n t - s t
e e t
Bndge
at the south end of the platforms. Parlia
ment
-s t
reet crosses the
site
of the station
about
210 fli from the face of Victoria-st
reet
Tunnel and
is one of
the
principal
tho
roughfares u n i
cating
direct
ly with
the
market
and
t he average
widt
h of. the
bridge
is 80 ft . ; we say average,
as the
~ I d e s
of. the
street
.are n
ot quite
parallel.
The
ratlway
hn e
s at th1s
point
converge into
the
double
set
of rails in
the tunne
l a
nd
t
hu
s
t he
spa
n on north side-fur thest' from the
tunnel
- is 126 fb., and at the
south
side 76 ft.
The
abutments
are
of ordinary br ickwork faced with
blue brick, the foundations being carried to the
rook. A c r o s s ~ s e c ~ i o ~ of the
superst
ru cture,
with
one or two 1s given on page 833 (Figs. 179 to
186). I t
w1ll be seen
that the main girders are of
the plate type, spaced at 12-ft.
centr
es, a
nd
braced
together a.t 10 -
~ . in e
rva.ls the
ir length
by angle-uon dtagonals. The g1rders vary in
dep th
and
strength according to the span. The
heavie
st
girder-
wh
ich h
as
not only the gr
eatest
span, but helps to carry the
entrance
gangway to
the two platforms below is illustrated by Figs. 179
to
183.
I t
is the n
or t
h
ernmost
g
irder in
the
bridge,
and
weighs 7 4 tons 10 cwt.
Th
is g irder is
9 ft. deep over t he angles,
but
the
other are
only 7
ft
. 6 in.
The pa
ra
pets
are of t-in .
stee
l
plat
es 8 ft. high above
the pavement
level, and
are st iffened with cur ved lattice brackets outside
(Fig. 184). On the inside
they are
lined to enhance
the appearance with red
brick
and
stone
dressings.
The flooring,
as
sho
wn
on
the
section
(F
ig. 186), is
of troughs resting on the tops of the flanges of the
girders,
and
filled up
in
the usual way with asphalte
and
concrete,
the
roadway being laid with granite
sets.
Th
e space between the two southe
rnm
ost
g iiders is le
ft
open f
or
carrying water
and
gas mains,
&c.,
and
the headroom
is
s
uffi
cient for wo
rkm
en to
walk through from
ma
nhole to manhole.
Another
interesting
point is that at the south side holes
are
left in t he
parap
et opposite each t rough, to allow
the
steam emittingfrom passing locomotives to get
away in
stead
of condensing on
the in
side of the
troughs.
In
view of this passage
-w
ay, the condu it
left for water pipes, &c., is covered with a.
-
in.
pl
ate,
so
as
to prevent the steam from
gett
ing
into
the
conduit, ei
the
r to incommode
the men
working
there or
to damage
the
pipes.
Th
e
tota
l weight of
the bridge is about 620 tons .
From the north side of
Parliament-street
Bridge
there is an entrance to the
station
platforms,
which are 34ft. 9 in. apart at this point. Between
the two platforms there
is
a footbridge of a l
engt
h
of 53ft., supported on columns at. a height above
rail level alm
ost
, although not qutte, the same as
t hat of
the Parliament-s treet Br
id
ge
.
Thi
s foot
bridge
runs
parallel with, a n ~ 42 ft.
distant f_ro
m,
the
no
rthern
g
ird
er of the
Parliament-street ~ 1 d g e ,
and connection is forn1ed by a gangway carr1ed
at
one
en
d on th is
no
rthern girder, and at the other
end on the southern girder of the footbrid ge be
tween the two platforms.
Thi
s l
atte
r girder is of
the
plate
type, 4 ft. deep, with heavy flanges
to carry the gangway. The
ot
h
er
longitudinal
member of
the
footbridge is of
the
l
at t
ice type,
the
load being considerably less. floor
ing is generally of
the
sa:me
~ t 1 0 1 1 : as
the
footbridge across the s t a t 1 0 n show n
1n Fig
. 75.
The gangway
betw
een Parliament-street
B n ~ g e
and
the footbridge is of lat tice g i r d ~ r s 4 ft. 11 1n.
deep, susp
ended
to the
bottom
of w h 1 0 ~ are cross-
g
irde
rs 10
in. deep placed at 3-ft. 8-1n. centres,
, . f
d
and
support
ing on
top
a floortng o , a
111.
curve
plates,
wit
h 3-in. wo od blocks on cement
o n c r e t e
'he stairway leading
fr
om the o o t b r 1 d g ~ on
to the
platforms
is p p o ~ t e d on s t e ~ bUilt-
up
co
lumns.
Ga
ngway, footbridge,
and
s t a . ~ w a y s
all covered
in with
wood wo
rk
and
glaztng, w1th
zinc-cove
red
roof. . . .
In Nottingham, apart
fr
om the V 1 c t o r u ~ h o n ,
th
ere
are
several
in t
er
es t
ing work.s,
and
w 1 t ~ o u t
attempting
to deal
ex
haust ively w1th the subJect,
one or two of these
struct
ures
may
be
here
referred
to but as to
the
work generally on
the
sedtion of the line that will be found
descnbed
most completely in'
the paper
entitled "
q
Ce ntral
Ra
ilway E K t e
N o r ~ h e r n
Dt
v1s1on,
read by Mr.
Frederick
"\Vtlha.m B1dder before
the
E N G I N E E R I N G
In st
itu
t ion of Civil Engineers,
and
published in
vo
l. cxlii., part 4, of the Proceedingsof the
Institu
t ion, Session 1899-1900.
The
Tr
ent
Viaduct is, perhaps, one of the m
ost
interesting bridges on the whole line.
I t
is
s
ituated in
the southern po
rt i
on of
the
city
and
crosses
the
riv
er
a
nd
valley, the rails being
82 ft. above tho average wate r level. The viaduct
carries four
lin
es
of
rails, the width
of
the river
spans being 103ft. each.
The
river is a'Lout 270 ft.
wide, but is crossed at an angle of 74 deg. 27 min.,
a
nd
owing
to the
heavy overflowing of
the
banks
a. long series of arches had to be built as approaches
to the main spans. Flood-openings had also to be
l
eft
in the piers of these arches.
On
the south
side there
are
seven arches,
then the three
river
spans, n
ext th r
ee more arches a
nd
a gird
er
span
of 66 ft. for the new boulevard along the river
embankment at the nor th end. The
tota
l length
of the viaduct is 864 ft.
The
arches are all alike,
segmental, with a radius of 17 ft. 2 in.
The
span is 31 ft. 3
in.,
the arch has a rise of 10 ft .,
and
it
s thickness at the cr
ow
n is 1 ft. 10 in., and
at
the
springing 2 ft. 3 in.
Th
e piers for these
arches
are
founded on gravel beds, the width
being 4 ft. 6 in. at the
sp
ringing
an
d 4 ft. 10 in.
at the base.
Th
e piers are 74 ft . 9 in. from nose
to nose of cut-water. In this length there
are
three arches, one 9 ft . wide and two 6 ft. wid e,
the top exte
ndin
g to
fl
ood level. The spandrils
are dealt with
in
th
e same way as
in the
t
hr
ee
and
five-arch s tructure s on the
lin
e.
The
south abutment is 20 ft . thick at the bottom
and
18 ft.
at the
top,
wi
th five pockets in the wid th.
Th
ese
are
8ft . 9 in. square, the two ou
te
rm
ost
being rat
her
less in width . They are arched over at
the
top
.
Th
e banks behind were carefully
built
up in layers as with the other bridges. There are
st raight -back wings for a dep th of 28 ft. 6 in .,
and
in addition heavy tetaining-wa.lls for the purpose of
guiding the flood water t
hr
ough the arches. I t is
also
intended
to lay 12
-i
n. stone pitching along the
toe of the embankment for a considerable di
sta
nce
beyond the
abutment
to counteract any wash
fr
om
the
fl
oods.
The
abu t
ment
s immediately adjoining the river,
and carrying the heavy girders,
are
trunca
te
d to
suit the skew of the river, being 14 ft . 11 in.
thick
at the one end
and
36 ft. 4 in. at the other. They
are built
with pockets similar to those in the ma
in
abutments only to save brickwork.
Th
e foundatio
ns
for these
abutments
are ca
rr i
ed down 26 ft . belo w
the
s
ur f
ace level- right down
to
the sand
stone
rock.
The
first 6 ft . is of concrete, above which
the work is entirely of brickwork.
The
concrete
exten
ds beyond the brickwork by 18 in. on all
sides.
The
abutment for the
spa
n, which
is 66 f
t.,
is 13 ft. 6 in. thick on the river side, with
p
oc
kets 3 ft. 9 in . wide and ft. long,
and
on the
city side 6 ft. 9 in. thick, with counterforts at
the
back.
On
t his
la.tt e
t straight-back wings are
built in to the bank for a distance of
29
ft. 9 in.
from the face of the abutmen t.
Coming now to the steel superstructure, and
taking first th e main river span
s,
it may be said
that
the centre girder is 111 ft. 9 in.
and
the two
side girders 112 ft. 6 in. long, but the steel work
?f
a
ll
th ree is
pra
ctically the same.
The
supp o;ts
1n
the riv e
rs
a
re
piers
one
for each of the four g
ud
ers
for each
spA.
n so that
there are
t
wo
lines of fo
ur
piers. These piers
had
to be s
unk
under com
pressed air, for the st.ratum w:as sand
and
gravel, so
that prudence r e q u that 1t be taken out
by
hand,
and
not with s t e a ~ d1 ggers work
ed.
fr?m
above, which mi ght have I n v o l v trouble
1n
m
su
rin
g that the piers u l ~ be vert1cal.
laborious the work was w1thout noteworthy lOC
dent
and'
the
usual compressed-air plan t, with l
oc
ks,
was
~ o u n t e d
on a staging extending
right
across
the river.
Th
e bottom part of each cylinder
provided with a
cut
ting edge was 10 ft: in
d i a . m ~ t ~ r
and of 2-in. m
eta
l, but above the cuttmg. edge 1t
IS
only 9 ft . ~ m e t e and. of l i-1n. m
eta
l.
I t wa s built up 1n ae ot10ns of
4ft.
In depth: Three
or four were join ted together
1n
the first 1 ~ s t a n
and the soft material in the bed of the r ver- 1n
which
there
was 5 ft. to 6
ft.
of
water-removed
from the in terior by grab
dredgers; then
com
pressed
air
was brought in
to
use
and the pr
essure
of
10
Ib.
to
15 lb. was found suffici
en
t to keep
the
w
ate
r from coming
in
under the cutting edge or
through fissures. The cylinders were filled with 4 to 1
cement concrete
and
brickwork above, and at the
top the two forming one pier
are
braced together
by
lat tice girders forming a. box section, the d
ept
h
being 4 ft. a
nd
the distance apart 3-ft. centres,
mak ing the width also 4 ft. ; steel bands
surr
ound
t he cylinders and the girders are riv eted to the
projecting e
nd
s of the bands. Granite stones,
8ft
.
by 6 ft. 6 in.
by
2 ft . 3 in.,
are
placed on the
top
of these cylindrical
co
lumns, carrying the bearings
for the girders
in the
form of
an
iron casting. On
the brick abutments
at
either
end roller bearings
are ptovided In this case the base stone is also
granite, the bearing consisting of a lower
and
up
per plat
e of c
ast ir
on,
wi
th seven steel rollers
4t in. in diameter and 2 ft. 9k in. long, with
bearing ends
about
2 in.
in
length, carried on
steel
bar
s, forming the sides of the cast-
ir
on box.
The
main girders
are
of the] lattice type,
12 ft. 9 in. deep,
the
top flange being 2
ft
. 6
in
.
wide,
and
the bottom boom 1 ft. in . wide.
The top flange has a. hipped end. 'l'he weight
of one of these girders of a. total length of 112 ft .
is about 64 tons. As to the decking of the bridge,
the cross girders are of the plate type. Their
connection
wi
th the longitudinals is interesting :
a web-plate is l'iveted to the lower ends of the
verticals of
the
main girder, a
nd
to t
hi
s web
again
are
rive
te
d four angles, forming a
+
wi
th
connecting plates between. This construction
extends below the bottom boom of the main
girder ,
and
to it is connected the we b of the cross
girder .
Th
e cross-girder is therefore suspended,
the idea being that by th
is
ar
rangement
the
strain
du
e to the deck and its l
oa
d will be centralised
in
the main l
at t
ice girder .
Th
e cross-girders are placed at 8-ft. centres, the
vertical
st
iffening members of the lon
gi t
udinals
being fitted accordingly.
The
transverse girders
are 2 ft . 2 in. deep at the centre, and 1 ft. 9 in. at
the ends, that being in
bot
h cases the depth of
we b.
Th
e rail bearers are support
ed
on the bottom
:flanges of the cross-girders, which are 1 ft. 3 in.
in width.
The
longitudinals are tied at 32-ft.
intervals
by cu
rved bracing of the l
at t
ice type.
Th
e main gi
rd
ers were built up on staging across
the
river,
so that
the
re
was no feature of note
in
connection wi th the work
of
erection.
Plate girders of the hog-back type were used in
the
co
nstruction of the span over the boulevard on
the north bank of t he river . The depth
in
the
centre of these girders is 9 ft. 6 in., and at the end
7 ft. 6 in. The girder
is
divided in to 18
ba
.ys,
each of 4 ft. , a
nd
the web is of i -in. steel.
The
flanges
at
top and bottom'are
2ft.
wide.
Th
ere
are
four such girders two for each double line, as
in the main river spans.
Th
e top
fl
ang
es
of the
cross-plate girders are also curved, the depth at
centre being 2 ft. 2 in. They are carried
at
8-ft. .
centres on the bottom
ft
mge of the main gilder,
with a gusset plate to
stre
ngthen the connection.
The
- - in. curved plate of
the
floor is riveted
to
the top flange of
the
girders and the rail bearers.
Weeping holes
are
left at the e
nd
of the floor
plates, to which there is a fal1, with pipes to carry
off the wa
te
r to the river.
Through the southern part of the city of Not
ti
ngham there is a. viaduct about 1000 yards long .
Thi
s viaduct consists of 63 arches, interspersed with
which are
tw
elve girder spans, some of
them
of
considerable impo
rtance
. One of the brickwork
spans is
46 f
t. on the square, and
48ft. 2it
in. on
the ske
w,
and the others vary from 36 ft . to
31 ft. 3 in.
Th
e first
-m
entioned span is over the
Nottingham and Gr
a.nt
ham Canal.
The othe
rs are
for the most part between thoroughfares which
are
crossed on girders .
In
some cases the foundations
for piers and abutments had to be carri
ed
to a
depth of 26 ft .
Th
e
stat
ion at Arkwright-street is
on
the
Nottingham Viaduct ; a lig
ht
st ru
ct
ure on
columns
ca1ry
ing the platforms, the bookin g-office
buildings being on the
street
level below.
The crossing over the Midland Railway at their
Nottingham Station, howe ve
r,
calls for more than
a passing note. The 1\IIidland Railway is here over
270
ft
. in width, and to secure an intermediate
support between abutments
it
wa s necessary to
divert some of the lines slightly to the southward.
The
lines cross each
ot
h
er
on the
ske
w. One of
the
spans is 171
ft
. on
the
skew
and 16
3 ft. on the
square, the
other
being
104f
t .
an
d
100ft.
respec
tively.
The main girde
rs
are of somewhat similar con
st ruction to but heavier than in the case of t he
Trent Viaduct, the 171-ft. girde
rs
being 19 ft. 7 in.
deep in the centre, and, instead of being hipped at
the ends, they are of the hog-back type, the depth
at the
en
ds being 13ft.
Th
ese girders
are
placed
7/23/2019 Engineering Vol 72 1901-12-20
8/33
E N G I N E E R I N G.
[DEc. 20
1901.
PASSENGER
FOOTBRIDGE AT
THE
VICTORIA RAILWAY STATION, NOTTINGHAM.
. .
I
.
I
I
::t
I
Fig.164.
MR. EDWARD PARRY, M. INST. C.E. , LONDON AND N O T T I N G H A ~ I ENGINEER
------------
-----------------------
:lq.
4
t
,.Dutwlh
CovU S
8.
CENTRE SPAN DETAILS OF
MAIN
GIRDER
FJ
.
EHO ELEVATION,
0
0
Fl.fJ.
0 0 0 0
PLAN
ON
C C
SEC T
IO
N 8 . 8 .
__
. .
-----
-------
---
------------21 9
FifJ.1?:t.
B
----------------- ----------------------
SLCTIOitS
THRO
COVERS .
.177.
[< '
'
X. .
t4
1i
I LE.VATION OF ~ U R O
PUT
FRONT ELEVATION
IN
SIDE ELEVATION.
0 0
DETAILS OF CONHCT/QN OF JOIST TO GIRDERS
at
29-ft. 6-in.
centres, and the
flooring
is
pract
ically
the
same
a 3
in the
case
of
the Trent
Viaduct. The
piers,
howeve
r,
differ.
They are
of the
same
diam
ete
r
from
t op
to cutting e d g e ~ 1 2
ft.
outside
measure
ment.
As
the
subsoil
wa
s
saturated
with water,
and it
w
as
important that
the
permanent way of
the Midland Rail
way
should
not
be disturbed,
the
cylinders
in
this
case also
were
s
unk under
com
pres
se
d
air,
the
pressure
be
ing ab
o
ut
10 lb.
The
work
was
carried
on from
a
staging over the
Mid
land line, which was
also
used
for
erecting and
riveting
the girders. The cylinders were carried
right
down into
the
rock,
and even then
a
bore
was
driven about 8ft. further
into
the
rock,
as
in the
case of the Tre
nt
piers,
to
ins
ure
that it was not
merely
a
narrow belt.
Cast-iron cylinders were
only
carried to
above the water-bearing strata.
They
were filled in the
bottom with
concrete, and
in
the top part
with
brick, which was
carried to
th e
surface level,
wher
e a
granite bl
ock was
plac
ed to
serve as
a
ba
se for a
stee
l
built-up
stanchion on
which the main g irders are
carried.
The
stee
l
columns consist
of
four
squares,
fo
rmed
se
parately
of
chann
els,
an
g
les and plates
, as
shown on
plan,
and
these again
are co
nnected by webs
and angles,
forming
a
column
5 ft.
by
4
ft. They
are
fitted
w
it
h a h
eavy
base-plate
at
the
bo
ttom, through
whi
ch they
are secured by
lewis
bolts of
gr
eat
len
gth,
extending th r
o
ugh
the
g r a n i ~ e ba
se.
right
in t
o
the
co
ncret
e
enclosed by
the cast-1ron
cyhnd
e
rs
be l
ow
surface
leve
l.
Ornamental cast-ir
on caps
help the ap
pearance
of
the
columns.
Each pair of
column
s for the
width
of t
he bridge-for
a
double
line
-
are
br
ace d
toget
he
r.
Immediately
north of
this
there
is a t
hird span
-
- - 1 0 0 ->1
3
t-
1 , a -- i
J
7/23/2019 Engineering Vol 72 1901-12-20
9/33
-
.e
PARLIAMENT-STREET BRIDGE
OVER
THE
VICTORIA RAILWAY
S
TATION
AT NOTTINGHAM.
Fig
.178.
-
. -
I
, I
-
..
I .. .
I . ...
I ">
I '
. --
..,
MR.
llf
-.-
EDWARD PAR
RY
,
M.
I NST.
C.E.,
LONDON AND NOTTINGH
AM,
.
, .4
P: f @ 8 {}
-
lz ti
I
. l f l y . ~ U f l . . . . , "
r
.51ffi
7/23/2019 Engineering Vol 72 1901-12-20
10/33
:
ing the competit,ion
of othtr
lin es. The orders
on
hand a t
the
commenceme
nt of
October,
1901,
r e p r e s e n t e d ~ total value of 595,360l.,
as
compared
with
a
correspondtng
total of 657,600t. at the commence
ment of
October,
1900. The staff emp
loyed
at the close
of_June, 1901, compr;sed 9510 persms,
as
compared
w1_th 1.0,112 at the close of June, 1900. The
wages
pa.1d 1n 1900-1 were 502,634l., as compared wi t h
499?635l.
in
1899 1900.
The company has formed
a
savmgs
bank
for
the
benefit
of it s workpeople and the
deposits in this
bank
increased from 227,980l:
a t
the
close of June, 1900, to 261,410l.
at the
close of
June,
1901. A
gold
medal was presented last year
to
M.
Bourgy, w ~ o has acted
as secretary to the
company for thirty-seven years, and who has in one
way
or another
been a member of
its
staff
since
1857.
MOTOR WATER-CAR.
WE
illustrate
on page
828 a
motor
water-car con
structed by the British Electric Car
Company,
i ~ i t e d ,
of Trafford
-Park,
Manchester, for the London
United
Tr
a
mways. Its purpose is
to
water rails
and clean
grooves. Tho design is an improv
eme
nt on the
arrangement
ordinarily used . I t consists of a rect
angular
tank,
to hold 1600 gallons,
raised
to
give
a
good head
to tho
water. I t
is
carefully stayed
to
the
frame, and is also made rigid by cross-stays
or
wash
plates, there
being
tho
necessary mean
s of acce
ss
to
all
compartments. The water passes
from
t he bottom of
the
tank
through
a 11-in. valve
worked
from
the
pla.t
f o ~ m by a
l e v ~ r ,
a n ~ then passes down
pipes
through a
~ - m . nozzle d1rect 1nto the
grooves
of
the
rail, which
are
h u s r a p ~ d l y and
effectively c
leaned
. The
car
is
equipped
w1th
Standard electric
motors
and con
trollers (not shown
in the
illustration}, sim
ilar
to
those
employed
on
the rolling
stock of the
lin
e. The tank is
fr amed round, and over it is a roof,
with
an extended
canopy above
the
platform.
The
wheelbase is 5 ft. 6 in.,
so
as
t_o
s?it
the sh a
rp curves
~ t o the
~ p 8 t
Sanding
the rails 1s regulated by spe01al mechanism
from
t he
pl
at
f?rm. A rocker
panel
of she