. The following are the details of the experiments: First series of experiments: Conduit consisting of cast or wrought iron pipes, joined by means of flanges, bolts, and gutta percha rings. D = 0.20 m. (8 in.); L = 4,600 m. (15,100 ft,); h= 26.77 m. (87 ft. 10 in.). 1st experiment: Q = 0.1860 cubic meter (6.57 cubic feet), at a pressure of ½(p1 + p), and a temperature of 22° Cent. (72° Fahr.); p1 = 5.60 atm., p =5.24 atm. Hence p1 - p = 0.36 atm.= 0.36 x 10,334 kilogrammes per square meter (2.116 lb. per square foot), whence we obtain b1=0.0001697. D'Aubuisson's formula would have given p1 - p = 0.626 atm.; and M. Arson's would have given p1 - p = 0.9316 atm. 2d experiment: Q = 0.1566 cubic meter (5.53 cubic feet), at a pressure of ½(p1 + p), and a temperature of 22° Cent. (72° Fahr.); p1 = 4.35 atm., p = 4.13 atm. Hence p1 - p = 0.22 atm. = 0.22 X 10,334 kilogrammes per square meter (2,116 lb. per square foot); whence we obtain b1 = 0.0001816. D'Aubuisson's formula would have given p1 - p = 0.347 atm; and M. Arson's would have given p1 - p = 0.5382 atm. 3d experiment: Q = 0.1495 cubic meter (5.28 cubic feet) at a pressure of ½(p1 + p) and a temperature 22° Cent. (72º Fahr.); p1 = 3.84 atm., p = 3.65 atm. Hence p1 - p = 0.19 atm. = 0.19 X 10,334 kilogrammes per square meter (2.116 lb. per square foot); whence we obtain B1 = 0.0001966. D'Aubuisson's formula would have given p1 - p = 0.284 atm., and M. Arson's would have given p1 - p = 0.4329 atm. Second series of experiments: Conduit composed of wrought-iron pipes, with joints as in the first experiments. D = 0.15 meter (6 in.), L - 0.522 meters (1,712 ft.), h = 3.04 meters (10 ft.) 1st experiments: Q = 0.2005 cubic meter (7.08 cubic feet), at a pressure of ½(p1 + p), and a temperature of 26.5° Cent. (80° Fahr.); p1 = 5.24 atm., p = 5.00 atm. Hence p1 - p = 0.24 atm. =0.24 x 10,334 kilogrammes per square meter (2,116 lb. per square foot); whence we obtain b1 = 0.3002275. 2nd experiment: Q = 0.1586 cubic meter (5.6 cubic feet), at a pressure of ½(p1 + p), and a temperature of 26.5° Cent. (80° Fahr.); p1 = 3.650 atm., p = 3.545 atm. Hence p1 - p = 0.105 atm. = 0.105 x 10,334 kilogrammes per square meter (2,116 lb. per square foot); whence we obtain b1 = 0.0002255. It is clear that these experiments give very small values for the coefficient. The divergence from the results which D'Aubuisson's formula would give is due to the fact that his formula was determined with very small pipes. It is probable that the coefficients corresponding to diameters of 0.15 meter (6 in.) and 0.20 meter (8 in.) for a substance as smooth as tin, would be still smaller respectively than the figures obtained above.
The divergence from the results obtained by M. Arson's formula does not arise from a difference in size, as this is taken into account. The author considers that it may be attributed to the fact that the pipes for the St. Gothard Tunnel were cast with much greater care than ordinary pipes, which rendered their surface smoother, and also to the fact that flanged joints produce much less irregularity in the internal surface than the ordinary spigot and faucet joints.
Lastly, the difference in the methods of observation and the errors which belong to them, must be taken into account. M. Stockalper, who experimented on great pressures, used metallic gauges, which are instruments on whose sensibility and correctness complete reliance cannot be placed; and moreover the standard manometer with which they were compared was one of the same kind. The author is not of opinion that the divergence is owing to the fact that M. Stockalper made his observations on an air conduit, where the pressure was much higher than in gas pipes. Indeed, it may be assumed that gases and liquids act in the same manner; and, as will be [1] explained later on, there is reason to believe that with the latter a rise of pressure increases the losses of pressure instead of diminishing them.
[Transcribers note 1: corrected from 'as will we explained']
All the pipes for supplying compressed air in tunnels and in headings of mines are left uncovered, and have flanged joints; which are advantages not merely as regards prevention of leakage, but also for facility of laying and of inspection. If a compressed air pipe had to be buried in the ground the flanged joint would lose a part of its advantages; but, nevertheless, the author considers that it would still be preferable to the ordinary joint.
It only remains to refer to the motors fed with the compressed air. This subject is still in its infancy from a practical point of view. In proportion as the air becomes hot by compression, so it cools by expansion, if the vessel containing it is impermeable to heat. Under these conditions it gives out in expanding a power appreciably less than if it retained its original temperature; besides which the fall of temperature may impede the working of the machine by freezing the vapor of water contained in the air.
If it is desired to utilize to the utmost the force stored up in the compressed air it is necessary to endeavor to supply heat to the air during expansion so as to keep its temperature constant. It would be possible to attain this object by the same means which prevent heating from compression, namely, by the circulation and injection of water. It would perhaps be necessary to employ a little larger quantity of water for injection, as the water, instead of acting by virtue both of its heat of vaporization and of its specific heat, can in this case act only by virtue of the latter. These methods might be employed without difficulty for air machines of some size. It would be more difficult to apply them to small household machines, in which simplicity is an essential element; and we must rest satisfied with imperfect methods, such as proximity to a stove, or the immersion of the cylinder in a tank of water. Consequently loss of power by cooling and by incomplete expansion cannot be avoided. The only way to diminish the relative amount of this loss is to employ compressed air at a pressure not exceeding three or four atmospheres.
The only real practical advance made in this matter is M. Mékarski's compressed air engine for tramways. In this engine the air is made to pass through a small boiler containing water at a temperature of about 120° Cent. (248° Fahr.), before entering the cylinder of the engine. It must be observed that in order to reduce the size of the reservoirs, which are carried on the locomotive, the air inside them must be very highly compressed; and that in going from the reservoir into the cylinder it passes through a reducing valve or expander, which keeps the pressure of admission at a definite figure, so that the locomotive can continue working so long as the supply of air contained in the reservoir has not come down to this limiting pressure. The air does not pass the expander until after it has gone through the boiler already mentioned. Therefore, if the temperature which it assumes in the boiler is 100° Cent. (212° Fahr.), and if the limiting pressure is 5 atm., the gas which enters the engine will be a mixture of air and water vapor at 100° Cent.; and of its total pressure the vapor of water will contribute I atm. and the air 4 atm. Thus this contrivance, by a small expenditure of fuel, enables the air to act expansively without injurious cooling, and even reduces the consumption of compressed air to an extent which compensates for part of the loss of power arising from the preliminary expansion which the air experiences before its admission into the engine. It is clear that this same contrivance, or what amounts to the same thing, a direct injection of steam, at a sufficient pressure, for the purpose of maintaining the expanding air at a constant temperature, might be tried in a fixed engine worked by compressed air with some chance of success.
Whatever method is adopted it would be advantageous that the losses of pressure in the pipes connecting the compressors with the motors should be reduced as much as possible, for in this case that loss would represent a loss of efficiency. If, on the other hand, owing to defective means of reheating, it is necessary to remain satisfied with a small amount of expansion, the loss of pressure in the pipe is unimportant, and has only the effect of transferring the limited expansion to a point a little lower on the scale of pressures. If W is the net disposable force on the shaft of the engine which works the compressor, v1 the volume of air at the compressor, p1. given by the compressor, and at the temperature of the surrounding air, and p0 the atmospheric pressure, the efficiency of the compressor, assuming the air to expand according to Boyle's law, is given by the well-known formula--
