Abbildungen der Seite
PDF
EPUB
[blocks in formation]

2. Neither tender nor any other carriage on four wheels to be placed at the head of the trains before the locomotives.

3. The locomotives to be placed at the head of the train, and never behind.

This regulation never to be violated, except in case of changing the direction of the trains at the stations, or in case of a train being stopped by accident, and that it should be necessary to send assistance from behind the train; but in such case the speed of the train not to exceed 22 kilometres the hour.

It is moreover absolutely forbidden to enclose a train between two locomotives, one before and the other behind.

4. Until a better mode shall have been discovered to diminish the effect of shocks and collisions, there shall be placed one wagon without passengers at the head of each train composed of five carriages at most, and of two wagons, when the number of carriages in the train shall exceed five.

5. The passengers' carriages never to be locked.

6. Every railroad company to keep books, in which shall be entered the state and length of service of every axle-tree, whether straight or curved.

7. The Prefect will publish an ordinance stating the interval at which two trains are to succeed each other.

8. The speed of the trains in their descent from Versailles to Paris, on either line, not to exceed 39 kilometres per hour.

Independently of the above measures, the Minister of Public Works has requested the Committee on Steam-engines to examine—

1. Whether, in the descent from Versailles to Paris, and in fact in all rapid descents, it would be advisable to prohibit the use of more than one locomotive; and, if not, under what regulations they should be tolerated.

2. To discover the best mode of preventing inflammable matter from being communicated by the locomotives.

The Minister is moreover about to appoint a special commission to make experiments

1. Upon the degree of perfection to which the axletrees of locomotives may be brought, and the length of time they ought to remain in use.

2. Upon the different means to be employed in order to diminish the effects and danger of collisions on railroads.

[merged small][ocr errors]

"It was perfectly true, as the noble and learned lord had said, that the recent dreadful accident on a railway near Paris had excited great alarm in the public mind in this country, and more particularly as it was said that the accident would not have been attended with such a frightful loss of life had not the doors of the carriages been locked on both sides. Finding this so, the office with which he was connected felt it necessary to see what ought to be done, but first it became necessary to ascertain what was the practice as to locking the doors at both sides. On inquiry it was found that the Great Western Railway Company was the only one in which both sides of the carriages were locked. All the others were locked only on one side. Feeling that this was a practice attended with danger, and being aware of the fatal consequences which it had recently occasioned, he consulted the inspector of railways as to what ought to be done in the matter, and whether any neces

CORROSION OF IRON IN STEAM-BOILERS AND STOVE-PIPES.

sity existed for this locking of both sides. The inspector gave it as his opinion that the practice was dangerous; that he saw no benefit which could be gained by it; and that, therefore, it ought not to be continued. In consequence of this opinion of the inspector he (the Earl of Ripon) caused circulars to be addressed to the several railway companies, inviting their attention to the practice as one which experience had shown to be attended with danger. This was all which the act would allow him to do, for the house would see the difficulties of giving to any one branch of the Government the power of making regulations for those companies. However, the attention of those bodies having been thus called to the subject would have the desired effect, and he was sure that the directors of the Great Western Railway would give the matter their best consideration."

[blocks in formation]

Report of the Committee on Science and the Arts, constituted by the Franklin Institute of the State of Pennsylvania, for the promotion of the Mechanic Arts, to whom was referred for examination the Corrrosion of Iron in Steam-boilers and Stovepipes, where Anthracite is employed as fuel.

The Committee have gathered such information as lay in their power from those who have witnessed the corrosive action, and combined it with their own observations.

It appears that stove-pipes are frequently corroded in the course of a year or two, where they are not taken down or cleansed subsequent to their employment through the winter season. An instance is known in which forty feet of pipe were corroded and rendered a perfect colander in the course of two years. Nor does it appear always as a necessary condition that the place should be damp, although this is the case in a majority of instances, for in the corrosion just noticed, the proprietor stated that the stove was very dry. The corrosion rarely happens in an upright pipe, but usually in one lying horizontally, for where such corrosion had already commenced it was said, in one instance, to have been obviated by giving the pipe a slight inclination. Where it takes place in an upright pipe, it may arise from the flowing down of corroding matter from a horizontal layer of the same.

The same kind of corrosion is observable in steam-boilers in which anthracite is employed as fuel, and not in those in which

439

bituminous coal is used. That it does not arise from the intensity of the heat is shown from the fact, that it is greatest in the boilerflues which lie horizontally at a distance from the fire. A corrosion is sometimes observed near the top of the smoke-pipe in steam-boats, but this may be attributed to the alternate action of heat, cold, air, and moisture.

It would appear, then, that the corrosion is caused either by the vapours arising from the combustion of anthracite, or from matter carried up mechanically by the draft, or from both combined. That it does not proceed from uncondensable gaseous matter is proved by the occurrence of the corrosion only when a stove-pipe is no longer exposed to these vapours during the summer season, or where a boiler is cooled from intermitted fires. does not arise from matter carried up mechanically, for this could only be ashes, and we know that the ashes of anthracite is of a dry nature, and without moisture, chemical action, or the corrosion, could not occur. It must, therefore, be produced from condensable vapours.

It

On examining the interior of a stovepipe lying horizontally, whether corroded or not, we find a loose ashy deposit of a greyish brown colour, and where corrosion has taken place, the greater part is condensed into a solid mass, showing that it had absorbed water. Upon fracturing the solid material, small white crystals appear under the microscope, which are generally too imperfect to admit of recognizing their form. By subliming the mass, a little empyreumatic oil and water are formed, but the greater part sublimed is an ammoniacal salt. Upon testing a solution of the ashes, it shows a large content of muriate and sulphate of ammonia, the formerly evidently in much greater quantity than the sulphate. After complete sublimation at a red heat, the ashy matter remaining appears to be nearly pure charcoal or lamp black, with a mere trace of coal ashes. From the qualitative tests made, it would appear that the ammoniacal salts constitute at least threefourths of the whole mass. A mere trace of iron was detected.

From this content of saline matter, as well as from its nature, we are at no loss to account for the corrosion of iron where the air and moisture add their conjoint action; but it may be doubted whether the ashy matter has the power of absorbing moisture from an atmosphere of ordinary dryness, for in dry situations, it appears that there is usually no corrosion, and in the case noticed at the commencement of the report, it may be doubted whether the stove was dry.

How to obviate the corrosive action is a

more difficult point to determine, unless the very simple process be resorted to, of cleaning out stove-pipes every spring, and boilerflues every few weeks. If the stove-pipes are required to remain standing with the sediment in them, then a previous internal coating of white lead, litharge, or red lead might probably answer the best purpose, since it would result in the production of chloride and sulphate of lead, while the ammonia would be driven off. The thin coating of these salts of lead might then prevent the contact and further action of the ashy deposit. Experiments made at the U. S. Mint during the winter of 40-41, seem to show that a coating of lime on the interior of a pipe prevents corrosion, and it is said that a few stove manufacturers in this city are acquainted with the fact. The committee, however, in the face of these facts, are rather inclined to believe that the oxide of lead will prove more efficient, since the sulphate of lead is a wholly inert salt, and the chloride nearly insoluble, while the sulphate of lime is somewhat soluble, and the chloride of calcium very soluble, and therefore likely to produce corrosive action eventually. Still the operation of whitewashing is the simplest mode of obviating corrosion, and may be repeated at invervals.

The content of chlorine to such an extent as is developed by the above chemical examination, is interesting in a geological point of view, since it has not hitherto been found in chemical examinations of anthracite. Prof. H. D. Rogers, in 1836, pointed out the fact, that where heaps of refuse matter were burned near the coal mines, ammoniacal salts, and among them muriate of ammonia, are sublimed, and may be found among the ashes. Now we know that saline waters are obtained from the coal measures in the western district of Pennsylvania, and moreover, it is the prevailing opinion among geologists, that the coal series are marine deposits; we can therefore explain the origin of the muriate of ammonia in the ashy deposit arising from the combustion of anthracite, by attributing the chlorine to the presence of a trace of chloride of sodium (common salt) in the coal or its accompanying slate, or possibly in both. It is unnecessary to allude to the formation of ammonia, since it is a universal product to a greater or less extent of the dry distillation or combustion of every kind of coal.

This ammoniacal deposit is interesting in an economical point of view, since it accumulates in considerable quantity in a single season, and may be collected with facility. In one instance, at least, ten pounds were removed from about eight to ten feet of pipe, which was the produce of three or four

years, and hence we may estimate the large amount that might be obtained from many hundred pipes in Philadelphia every season. It may be employed either for the manufacture of sal ammoniac, by a very simple process of sublimation with a small quantity of a salt of lime, or it may be directly applied in powder or in solution to garden soils. The influence of ammoniacal salts in promoting luxuriant vegetation has long been known; but the admirable work of Prof. Liebig on Agricultural Chemistry has more completely developed their influence and importance. The material before us will unquestionably prove of great value to the gardener and florist, if properly applied to the soil; but it must not be forgotten that it is very rich in ammonia, and should therefore be employed sparingly.

By order of the Committee,

WILLIAM HAMILTON, Actuary.

Feb. 10, 1842. Frankfort Journal.

LIVING UNDER WATER WITHOUT COMMUNICATION WITH THE ATMOSPHERE.-DR. PAYERNE'S EXPERIMENTS.

One of the most remarkable experiments of modern times, was performed last week by a Dr. Payerne, at that excellent experimental school, the Polytechnic Institution, Regent-street.* Dr. P. descended in the great diving bell of that establishment, in his ordinary dress, and remained there for the space of three hours without any communication whatever with the upper air, and apparently without having been in the slightest degree affected or inconvenienced by his long submersion. He states that he could just as easily have remained down twelve or twenty-four hours; indeed he assigns no

The liberality and readiness with which the managers of this thriving institution allow all experiments, of a nature likely to interest or benefit the public, to be made on their premises, and furnish every facility in their power for the purpose, is beyond all praise. Whatever the institution possesses in the way of instruments and apparatus is placed at the command of the experimenter-extra labour and expense are all that he has to pay for. It is only necessary that the party should be respectably recommended. The institution is now possessed of the very largest electrical apparatus in the world; the glass plate is 7 feet in diameter, and worked by a steam-engine! And even that, persons engaged in electrical investigations may have the use of. The manager, Mr. Sievier, (the eminent sculptor,) with his colleague, Mr. Longbottom, the secretary, are indefatigable in their exertions to render the Polytechnic what it will, without doubt, soon become, the first experimental philosophy school in the metropolis.

RECENT AMERICAN PATENTS.

limit to his powers of sub-aqueous vitality. General Pasley, and several other eminent scientific individuals kept watch at the bell during the whole of the three hours, and were perfectly satisfied that no supply of vital air was conveyed to Dr. Payerne from above.

Now that this surprising feat, so long regarded as of the class of physical impossibilities has been at last accomplished, every one (as usual) is discovering how easy it is. It is only to take down with you something that will absorb the carbonic acid gas as fast as you generate it, and something else (with a lucifer match or two to heat it) from which you may set free oxygen enough to keep you alive. Doubtless these are the main conditions of the experiment—and there are several well-known substances which do possess these two requisites. Pure potassa, for example, will absorb nearly half its weight of carbonic acid gas; and chlorate of potass gives out when heated 3915 parts per 100 of oxygen. The judgment and skill, however, which have formed out of such abstract notions and (quoad hoc) unapplied facts as these (supposing the conjectures that point to them to be correct) a practical means of living under water-which have realized so nice a balance or adjustment of essential yet conflicting elements-cannot be of an everyday cast, and unquestionably entitle Dr. Payerne to take a high place among the inventors and discoverers of the age.

The practical applications which this new art admits of, are numerous and important. Diving-bells and helmets will now be freed from all those cumbrous, yet delicate appendages which make working with them so difficult, and in no case free from considerable danger. Works under water will be prosecuted with almost as much ease as works above. Valuable wrecks will no longer lie for ages on our shores, hidden and unexplored; but within a month or two of their being ingulfed, restore their treasures to the daring and industry of man. For purposes of war, too-power to wage which, with advantage, is always, in just hands, the best security for peace-this invention will be

441

invaluable. Dr. Payerne is said to be now engaged in constructing a sub-aqueous boat in which he will undertake to enter any enemy's harbour unseen, and in a single day apply the means of destruction to every ship it contains.

RECENT AMERICAN PATENTS.

[Selected and abridged from the Franklin Journal.]

IMPROVED STEAM ENGINE. John Ericcson, of Sweden, now residing in New York. The claim appended to the specification of this patent will give a sufficiently clear idea of the invention: it is as follows, viz. Having thus fully described the nature of my invention, and shown the manner in which I carry the same into operation, I do hereby declare that I do not claim to be the inventor of steam engines having radial pistons, which vibrate or perform partial rotary movements within semicylinders, or other segments of cylinders, such engines having been before known and used; but what I do claim as my invention, is the propelling of steam carriages by the combining of two semi-cylinders, each furnished with radial pistons, which pistons vibrate within them, said semi-cylinders being placed on a level with each other; and the shafts, or axles, of their radial pistons extending through the cylindrical covers in opposite directions beyond the sides of a locomotive carriage, and having crank levers attached to their outer ends, which crank levers are connected by suitable rods, to crank pins on the driving wheels. I likewise claim the employment of the same apparatus for the driving of the propelling, or paddle, wheels of such vessels as are propelled by the power of steam.

IMPROVEMENT IN THE METHOD OF MANUFACTURING BALLS OR SHOT; Levi Magers. Baltimore. The moulds which are to be used are made upon the sides of any number of square bars of iron, are arranged in a reciprocating carriage, so that they can be separated at the end of each operation to discharge the balls that have been cast, and reclosed. For this purpose the bars slide on the carriage at right angles to its length, and all the bars are connected with one lever, each by a separate link, the connecting link of the outside bar being furthest from the fulcrum of the lever, and the others nearer and nearer the fulcrum, so that by one movement of the lever the bars will all be separated. A furnace and kettle, containing the lead, are arranged over the car

riage of moulds, and are provided with the necessary appendages to allow the molten lead to run into the moulds as they pass under the kettle, and to stop its flow when the carriage of moulds arrives at the end of its course.

The claim is to the combination of the furnace and kettle with the moulds, and also to the combination and arrangement of the moulds with the carriage.

IMPROVEMENT IN THE SPARK EXTINGUISHER; David Ritter. New Haven. At the top of the ordinary chimney of a locomotive steam-engine, there is placed a eap pierced with three holes, one at top, one in front, and the third at the back; the two former have hinged covers, which can be opened for firing up, and the other provided with a conducting tube which runs over the engine and turns down at right angles, and is to discharge the sparks, &c. into a reservoir containing water, and covered with wire gauze for the escape of the draught.

Claim." I do not claim as my invention, the conductor for carrying off the sparks from the chimney of the locomotive, nor the openings for the draught on the top or in front of it, which openings may be used or not, as occasion may require. But I do claim as my invention the combination of the cistern or reservoir of water with the conductor for carrying the sparks and dust from the chimney, and depositing them perpendicularly downward in the reservoir, and thereby extinguishing the spars and absorbing the dust, permitting the smoke only to escape from the reservoir."

IMPROVEMENTS IN THE MANNER OF TAKING MEASURE OF THE HUMAN BODY FOR THE PURPOSE OF DRAFTING AND CUTTING COATS; Thomas E. Tilden, Baltimore. The patentee says" My first improvement consists of a simple instrument which I denominate Tilden's Daguerreotype, or transfer ruler; and my second improvement consists in the manner of applying the common tape measure, divided into inches and parts of inches, so as to draft and cut from a point, or points, ascertained by the transfer ruler, which system of measuring I denominate Tilden's Balancing system."

The transfer ruler is simply a straight strip of wood, having a spirit level fixed on the middle, or on any other convenient part, of one of its flat sides, and two sliding arms which project out from said ruler at right angles to its length, and by the use of this, and the ordinary measuring tape, all the required measures are obtained.

Claim." What I claim as new and de

sire to obtain by letters patent, is first, the manner of constructing and using the instrument which I have called the transfer ruler, for obtaining a point on the back of the person to be fitted, which shall be in the same horizontal line with the under part of the arms, and for obtaining two such points where the arms, or shoulders, are of unequal height, from which point, or points, the principal measures, constituting my ba lancing system, are to be taken. Secondly, the manner of taking what I have called my second shoulder measure by the aid of said point or points; also the manner of taking my third shoulder measure as related to and employing the said point or points; and lastly, I claim the manner in which I take what I have herein called my balance measure, and of using the same in drafting for the purpose of cutting, so as to test and balance the respective measures obtained by the mark, or marks, on the middle of the back."

IMPROVEMENTS IN THE SPARK ÁRRESTER; William P. M'Connell, Washington. The smoke and sparks are to be drawn into a rotary fan blower, placed in the smoke-bar, by which they are forced up a pipe, and then thrown into a reservoir of water placed above the smoke-box; the smoke and gases pass up through the openings of a perforated plate and out of the chimney, the draught of which is to be increased by the steam from the exhaust pipes. The water reservoir is provided with two pipes and cocks for discharging the water and cinders when desired, and it is also surrounded with a case of larger diameter, leaving a space between the two, and from this space tubes descend, so that the water and extinguished sparks which may be carried over the edge of the water reservoir, may descend and be discharged.

IMPROVED VESSEL, OR LOCOMOTIVE STEAMER; George Burnham, Philadelphia. The patentee says:-" My vessel, or locomotive steamer, is to be rendered buoyant, and to be propelled by means of hollow, air-tight floats, in the form of drums, or spheroids, or spheres, which are to be of such capacity as to sustain the vessel and its load, without the dipping of any part of the hull, or body, of the vessel into the water, and without the submersion of any larger portion of such hollow floats than shall be compatible with their being advantageously used to carry buckets or paddles, for the purpose of propelling said vessel. These floats are to operate in water in a manner somewhat resembling that of the propelling wheels of locomotives on land; but they must, of course, be furnished with buckets,

« ZurückWeiter »