SUGGESTIONS FOR THE PROTECTION OF MANUFACTORIES FROM FIRE. 3 throughout the premises, stands a pail of water, merely covered over with a loose wooden cover. Any workman whose bench is deficient of this at any time is liable to fine or censure; in fact, the order is peremptory, and is always obeyed (I think the plan should be adopted in Her Majesty's dock-yards.) On one occasion my premises were saved by this means. A large bag of tow caught fire, from a candle being placed too near it, in the presence of four persons, two of whom were paralyzed with fear; the others caught up their pails of water, and subdued it in a minute. Had this not effected the object, there is a fire-pump in the yard, which would have been in action in three minutes more; for it is so constructed, that by merely screwing on a hose, or various lengths of hose, one person can pump, and another direct the hose. I consider this description of pump to be one of the most useful and desirable appendages to a large manufactory, nobleman's mansion, or public building, that can be imagined. All buildings require a pump of some kind; and wherever there is an opportunity of placing a pump outside the house or building, it should be of this construction. I have had my pump eleven years. The care generally taken has made it unnecessary to have recourse to it, except for common purposes, on my own premises; but the house of an eminent grocer, who lives within thirty yards of my premises, having caught fire in the basement story, where his carpenter, who had just left work, had been making packing-cases, my watchman, who is on duty every night, screwed on the hose, and breaking up the area grating, introduced it within less than five minutes after the alarm was given. In about ten minutes more, and before any other assistance arrived, the fire was so much subdued as to do very little damage, (401. covered the loss;) whereas the house being in a very populous neighbourhood, abounding in old buildings, there is no knowing to what extent the mischief might have gone, had the fire not been stopped. Another precautionary measure I take is this: I have six strong bags made of common Russia sheeting, 1 yard long, of a yard wide, with a strong tape run through the mouth of each, my name and address being stained outside. These bags are laid on a shelf in my countinghouse, with strict injunctions that they are never to be used for any other purpose whatsoever, except that for which they are intended, namely, that in case of fire on my own or adjoining premises, the account-books and papers, or small articles, shall be instantly thrown into them, and removed to a place of safety in the neighbourhood. It is impossible to express the satisfaction you feel on having taken a precaution like this; but what it is I know from actual experience. A very alarming fire took place next door to my premises, to the destruction of four houses. I was absent sixty miles from London at the time; and on a certain morning, at ten o'clock, was surprised by the appearance of my coachman, who had rode down express to inform me of what had occurred; or, rather, to say that "a great fire was raging when he left, and it was feared my premises could not be saved." My first inquiry was, if my resident clerk was on the premises ? The messenger replied, "Yes; and several of the men.' My mind was then immediately set at rest, because I knew all the books and papers would be safe; and as the stock and premises were insured, no very serious loss could take place. I was thus enabled to return in quiet mind to London; where I found, as I expected, the books and papers all taken to my residence, in the neighbourhood, and not much damage done to the premises, though the adjoining four houses were burnt to the ground. At this time the fire-pump was not erected, or the whole might have been easily saved of this there is no doubt whatever. To solicitors, merchants, public companies, and, in short, every person possessing papers of consequence, this precaution, the cost of which will not exceed 20s., is invaluable. Your inestimably useful publication, to which I have had the pleasure of subscribing for many years, appears to me the proper medium of disseminating a knowledge of these facts; and if you do not think the article too long for publication, the insertion will be esteemed a favour by, Sir, Your humble servant, 4 ON THE COMBUSTION OF COAL AND COKE IN FURNACES, BY MR. WILLIAMS. have permitted my neighbours, Messrs. Bailey, of 271, High Holborn, to take patterns from it, and authorized them to exhibit mine when required. The general efficacy of the thing consists in the ready, nay almost immediate application, in case of a fire, the hose being always at hand to screw on in a minute. ON THE COMBUSTION OF COAL AND COKE IN FURNACES.-CARBONIC OXIDE.-BY C. W. WILLIAMS, ESQ. Sir,-The facts communicated in the enclosed extracts from a letter which I have just received from New York, and from a gentleman who is a stranger to me, are so satisfactory, and involve so important a feature in effecting perfect combustion of the fuel in air-furnaces, that I hasten to give it the benefit of your extended circulation, and of pointing out its connexion with the subject on which I have lately addressed you. In my "Treatise on the Combustion of Coal," I have dwelt on the loss occasioned by the escape of a large quantity of the carbon of the coals, in the form of a gas, called carbonic oxide. I have shown that this gas, which is a combustible, is formed from the carbonic acid, which is an incombustible: that it therefore requires its due portion of atmospheric oxygen; and that this portion is precisely the same as was originally required for the carbon, in the carbonic acid previously produced in the furnace. I showed that, because this was an invisible gas, we were in the habit, in practice, of neglecting its effect, and providing it with the due quantity of air; and that because its imperfect combustion was not visible in the form of black smoke, its very existence was even denied by many practical men. In the following communication, however, this question is set at rest; as we find this very neglected gas, carbonic oxide, actually collected, and made the instrument of very extensive purposes, and producing intense heat. Here is no theory, but the best practice, namely, that on a large scale. The letter is as follows: "New York, November 25, 1841. "Sir, I have not the honour of being personally acquainted with you, yet I feel myself entitled to the liberty which I take in addressing you, were it only to express to you my sense of obligation which the perusal of your most valuable book, "On the Combustion of Coal," has laid me under. 'My object in writing to you now is, to draw your attention to the fact, that the result of your admirable and thorough inquiry into the theory of combustion has, for some time past, been in most successful operation on the continent of Europe; and that, in fact, its application to practice, in the manufacture of iron, has already been productive of an immense economy of fuel, and most valuable improvements in that important branch of industry. "Mr. Faber, director of the royal mines at Wasseralfingen, in the kingdom of Wirtemberg, has for some years been engaged in a series of experiments upon the combustion of the large quantities of carbonic oxide gas, which is generated in blast-furnaces, and which generally escapes unconsumed out of the mouth of the furnace, where it may be seen burning with a blue flame. He has now succeeded in collecting this gas, and conveying it in a pure and uninflamed state to other furnaces or ovens requiring to be heated; and there, by a proper admixture of atmospheric air, its complete combustion, (or conversion into carbonic acid gas,) is effected, and consequently an intense temperature is produced in the furnace. "The mode of mixing the gas, and the whole process of combustion, as practised by Mr. Faber in his furnaces, is in beautiful harmony with the theory which you have so conclusively established; and it is truly interesting to observe the exact coincidence of your scientific investigation with the actual results of a long course of practical experiments made on a large scale by M. de Faber. "According to Mr. Faber's method, the air is forced into the furnace, which is to be heated by the carbonic oxide gas, through a series of blow-pipes, after having been previously heated in the furnace itself to a high temperature. To afford the air and gas sufficient time for an internal mixture and incorporation, before they are burned in the main chamber of the furnace, the fire-bridge is made very long, thus complying with all the conditions necessary to a complete combustion; which is, in fact, effected in the main chamber of the furnace. This being the case, there is of course no smoke, and consequently no chimneys are required in the furnaces employed by Mr. Faber. "In furnaces of that construction, Mr. Faber employs the otherwise lost carbonic oxide gas, for the purposes of refining, puddling, reheating, and forging the iron; and to various other operations, requiring a high temperature, with the most perfect success: so that nearly all the large iron THE MODERN MECHANICAL MOLOCH. establishments in Germany, and many in France and Belgium, are adopting the invention of Mr. Faber. This invention has been secured by patents in all those countries; also in England. It has also been applied to steam-boilers, for the purpose of burning the gases that are generated in boiler furnaces, and escape unconsumed with smoke out of the chimney. "I am very desirous of knowing how your patent furnace is operating in practice. I should take it as a great favour if you would communicate to me some information on the subject, as I take the liveliest interest in its success. "I remain, Sir, with the highest respect, "Your obedient servant, "C. DETMOLD, C. E." "To C. W. Williams, Esq., Liverpool." The facts communicated in the foregoing letter are of the last importance to the entire manufacturing interests in this country, and I feel much indebted to Mr. Detmold for his valuable statement. It will, I trust, satisfy (or silence) those who have so pertinaciously denied the statements made by me, (and for which I adduced the highest chemical authority,) as to the existence of this gas, (carbonic oxide,) and the necessity of providing the due supply of atmospheric air for its combustion; and this behind the bridge, in order to prevent its escape unconsumed. For insisting on the value of a supply of air, in this way, I have been charged with the " grossest ignorance;" and the necessary effect of the air so supplied is alleged to be, the destruction of the boilers, by the cooling effect it produces. Strange to say, that such absurdities are actually believed and acted on, at a time when not only chemistry, but common sense and practical observation, should have rejected the idea, as unworthy a moment's consideration. It is asserted, and the alleged fact published, that, because I do not, by some regulating and closing valve, absolutely prevent the admission of any air behind the bridge, where the carburetted hydrogen gases are all evolved, and the fire is clear and a bright red, and the solid fuel on the bars highly ignited, such air has the effect of cooling and contracting the plates of boilers; and that this contraction will go on to such an extent, that the rivets will be dragged successively, (by this curious contracting 5 and expanding process,) in opposite directions, until they become loosened in the rivet-holes, and the boiler becomes leaky. Now, Sir, the whole of this ingenious crudity is utterly at variance with fact; for at the very moment when the fire is in this clear red hot state, and the fuel on the bars highly ignited; and when it is alleged there is no gas to be consumed, or to require a supply of air, at that very moment the largest quantity of carbonic oxide gas is generated, and a large supply of air required for its combustion; thus increasing the heat, rather than producing a cold effect, and preventing this same gas escaping by the chimney unconsumed, or of being consumed at the top, as we frequently see from the tops of our steam-packet funnels. That such silly and unfounded theories as above alluded to should be uttered or credited in our day is very discouraging to those who wish, by the application of science to practice, to enlighten our practical mechanics, and improve our systems. The subject, thus strikingly brought forward by Mr. Faber's letter, is so important, and its connexion with our everyday practice, in the management of ordinary boiler furnaces, so direct, that I propose returning to it in your next number. I am, &c., C. W. WILLIAMS, Liverpool, December 28, 1841. THE MODERN MECHANICAL MOLOCH. The railway system has been productive of another appalling accident-the most deplorable, by far, which has yet stained its chequered annals. Eight persons in an instant dashed to atoms, and twice as many grievously wounded! How many more such instances of horrid carnage must we wait for, before the legislature shall think it time to interfere for the protection of outraged humanity? It is idle to talk any longer of the dependence to be placed on the spontaneous exertions of the Railway Companies-of their interest in safety of conveyance being identical with that of the public-and so forth. The country has had several years of this dependence, and what has been the result? One long, continuous, endless train of disastrous accidents, ninetenths of which might have been averted by the exercise of due care and prudence on the part of these very companies, who would still have us place all our trust in them! Deodand after deodand has been imposed by honest and indignant juries -deodands surpassing in amount any previously known to our criminal history -denunciation on denunciation has been fulminated from the press-and yet the companies have adhered as doggedly to their life-and-limb-destroying practices as ever. Not one improvement, of any material consequence, have they ever originated or adopted, in obedience to the public voice. Nay, so dead to shame are they, that, when heaped with obloquy, to a height which would have crushed any ordinary body of public-disregarding monopolists, they had actually the assurance to protest, by their representatives, at a late Public Conference, that, so far as depended on them, (the Directors, Managers, and other chief executive officers,) there was no room for improvement whatever! Be it ever remembered-it is for the honour of the railway system itself that it should be remembered that the greater number of all the accidents in question are traceable to circumstances which have no necessary connexion with the system. The same mechanical ingenuity and skill which have given us, in the modern railway, a swifter means of transit than the world ever before possessed, could also, if allowed fair play, have rendered it as safe as it is swift; but owing to something or other faulty in the construction of these companies that fair play they have not had-they have been superciliously repulsed, where they ought to have experienced every possible encouragement-rudely denied the opportunity of perfecting that which they originated. Scarcely a single accident can be pointed out, which would not, by the adoption of some plan proffered to, but slighted or rejected by, the companies, have been most certainly prevented. And for these reasons it is, that we invoke the paternal interference of the legislature, and deprecate any further exclusive reliance on the companies. The case which has now immediately called forth these observations furnishes ample confirmation of their truth. Early on the morning of the day preceding Christmas, one of the trains on the Great Western Railway, consisting of an engine and tender, two (third class) passenger trucks placed next to the tender, a truck for passenger's luggage, and 16 luggage waggons" (Evidence of Hudson, the guard) "ran into some loose earth which had slipped from the side of the (Sonning) cutting on to the rails" (Evidence of Reynolds, the driver.) "The carriages by the sudden stoppage came upon each other with such a concussion, that the passengers were thrown out in all directions among the carriages."-(Hudson.) Eight were killed and 17 more or less wounded. The luggage trucks which were in the rear do not appear to have been at all damaged. Now the danger of this practice of placing the passenger trucks next to the tender and carriages,—a practice common to other companies as well as the Great Western-had been times without number pressed on the attention of the railway companies, and was in fact a subject of universal complaint. Several accidents had occurred from it, and one of a very fatal nature not long ago on the Brighton. Indeed, just before the starting of the very luggage train which met with the disastrous accident now in question, the propriety of placing the passengers next the engine and tender appears to have been a matter fully discussed between the three principal officers of the Great Western Railway, the Engineer, Secretary, and Superintendant. The passenger truck,' says Mr. Brunel, "was put in the middle of the train," (a point, however, in which Mr. Brunel is flatly contradicted by Hudson, the guard, and is most assuredly in error,) "by my order, merely as a concession to opinion which I knew had been frequently expressed. On the evening in question I discussed the matter with the Superintendant, and Mr. Saunders, at Paddington. I thought it would have been better not to have sent down any luggage train that night; but there were so many applications for places, that we thought it better to place the passenger truck in the middle, lest it should be considered a mere act of obstinacy if we adhered to the former practice." How it came to pass after the decision thus come to, or pretended to be come to, that the passenger trucks (for there were two of them,) THE MODERN MECHANICAL MOLOCH. were not placed in the middle of the train, but in their old place of imminent danger next to the engine and tender, does not appear; but when we consider that Mr. Brunel tells us at the same time, that his own "decided opinion is, that near the engine is preferable to behind the goods trucks," and that Mr. Saunders, the Secretary, adds, that "if the control remained in his hands, he should undoubtedly,"-notwithstanding all that has occurred-the public opinion notwithstanding-and the tragical event by which the soundness of that opinion has been just illustrated notwithstanding--"adhere to the practice of placing the passengers' trucks in luggage trains in front" (!!!)—it may not be difficult to guess pretty correctly where the blame lies. He is a dull officer who cannot distinguish between an order given in earnestness and sincerity, and one given only to be disobeyed. Let the understanding, however, of the parties concerned in the present case, be as it may, these facts are certain: first, that the accident from which such fatal consequences have arisen, was caused by adherence to a practice long denounced as imminently dangerous by all the rest of the world, save certain of the railway authorities themselves (the value of whose reasons it is under the circumstances needless to discuss); secondly, that had the unfortunate passengers been only placed where the goods were, they might all at this moment have been alive and well; and, thirdly, that there are parties of note and influence among railway managers, who, if they could still have all their own way (if the control remained in their hands") would listen neither to the exhortations of wisdom and humanity, nor even to the bitterer lessons of experience. But this is not all. There are authorities of great eminence and weight in the scientific world, who consider that it is by no means sufficient for the safety of railway passengers, that they should be placed at a distance from the engine and tender, with luggage or other carriages between, and who have strenuously urged that all carriages conveying passengers, should be preceded by a separate carriage, carrying a buffer of sufficient power to save the whole train," and that every carriage, whether carrying passengers or goods, should be provided with separate buffers, to assist in diminishing the shock from concussions. Sir George Cayley, Bart., has furnished the plan of an air buffer of the former description, which he calculates would have a power of retardation, without the least risk of breakage or upsetting, of 39 tons, and which might have its power increased to any requisite extent. (Essay on the Prevention of Railway Accidents.) He supposes the case of two heavy trains, provided with such buffers, meeting each other on the same line of rails at full speed, and shows that "If the elasticity of the buffers be supposed perfect, each train would rebound with the same velocity it advanced." Dr. Mallet, of Dublin, following in the same track, has invented a hydro-pneumatic buffing apparatus, of great ingenuity and efficiency, in describing which, he lays it down as an indisputable principle, that until railway passengers sit in carriages either protected by a general buffing apparatus placed in advance, or each of them so constructed, that in the event of a collision "they shall not only ease the blow to the utmost, but be competent to bear the residual shock, railway travelling must be always liable to frightful accidents." (Mech. Mag., No. 956.) experiment was made with a buffer of this kind on the Dublin and Kingston railway, which consisted "in bringing the carriage upon one of the lines, and causing ten or twelve of the railway porters to run it as fast as they could, full tilt against one of the stone walls of the station-house, from which it rebounded like a piece of Indian-rubber.” Sir Frederick Smith, the late able superintendent of railways, has also, in more than one of his reports to the Board of Trade, strongly recommended that every railway carriage, of whatever description, should be provided with buffers. An Now we do not ask why the Great Western Railway Company have not adopted either Sir George Cayley's plan or Mr. Mallett's, since it might possibly be pleaded in extenuation that no great time had yet elapsed since they were first promulgated; but we think we are in good reason entitled to ask whether all or any of the carriages in the train which met with the late unfortunate accident, were provided with buffers of any sort? Whether any means whatever were provided for enabling the carriages to sustain, without damage, any collision which might happen to them, in |