Transcriber's Note:

The cover image was created by the transcriber and is placed in the public domain.

PLATE I.
THE GREAT WHEEL IN ACTION.

DISCOVERIES AND INVENTIONS

OF THE

NINETEENTH CENTURY

Who saw what ferns and palms were pressed

Under the tumbling mountain’s breast,

In the safe herbal of the coal?

But when the quarried means were piled,

All is waste and worthless, till

Arrives the wise selecting Will,

And, out of slime and chaos, Wit

Draws the threads of fair and fit.

Then temples rose, and towns, and marts,

The shop of toil, the hall of arts;

Then flew the sail across the seas

To feed the North from tropic trees;

The storm-wind wove, the torrent span,

Where they were bid the rivers ran;

New slaves fulfilled the poet’s dream,

Galvanic wire, strong-shouldered steam.

Emerson.

DISCOVERIES AND INVENTIONS
OF THE
NINETEENTH CENTURY

BY

ROBERT ROUTLEDGE, B.Sc.,

SOMETIME ASSISTANT EXAMINER IN CHEMISTRY AND IN NATURAL PHILOSOPHY TO THE UNIVERSITY OF LONDON

THIRTEENTH EDITION

Revised and Partly Re-written, with Additions

CONTAINING FOUR HUNDRED AND FIFTY-SIX ILLUSTRATIONS

LONDON

GEORGE ROUTLEDGE AND SONS, Limited

BROADWAY, LUDGATE HILL

1900

PREFACE.

In the following pages an attempt has been made to present a popular account of remarkable discoveries and inventions which distinguish the XIXth century. They distinguish it not merely in comparison with any previous century, but in comparison with all the centuries that have preceded, in regard to far-reaching intellectual acquisitions, and to material achievements, which together have profoundly affected our ways of thinking and our habits of life. In the latter, the enormously increased facilities of locomotion and international communication due to railways and steam navigation have wrought the greatest changes. These inventions depending primarily upon that of the steam engine, this first claims our notice, although properly assignable to a period preceding our era by a few years. Again, much of our material advancement is connected with improvements in the manufacture of iron and its applications in the form of steel, which have been especially the work of the last half of the century. So great has been the progress in this department, that for the present edition it has been found necessary to re-write altogether the article devoted to it. Our social conditions have also been greatly modified by the celerity of verbal intercourse afforded by the telegraph and the telephone, and these inventions have received appropriate notice in this work. In every branch of science also we have reason to be proud of the discoveries our era can claim, for they vastly excel in number and are not inferior in range to those of all the ages taken together. From so large a field, selection was of course necessary; and the instances selected have been those which appeared to some extent typical, or those which seemed to have the most direct bearing on the general advance of our time. The topics comprise chiefly those great applications of mechanical engineering and arts, and of physical and chemical science, in which every intelligent person feels concerned; while some articles are devoted to certain purely scientific discoveries that have excited general interest.

The author has aimed at giving a concise but clear description of the several subjects; and that without assuming on the part of the reader any knowledge not usually possessed by young persons of either sex who have received an ordinary education. The design has been to treat the subjects as familiarly as might be consistent with a desire to impart real information; while the popular character of the book has not been considered a reason for regarding accuracy as unnecessary. On the contrary, pains have been taken to consult the best authorities; and it is only because the sources of information to which the author is under obligation are so many, that he cannot acknowledge them in detail.

The present edition has been revised throughout, and such changes have been made as were required to bring the matter into accordance with the progress that has taken place since this book was first published in 1876. But details given in the former editions have at the same time been retained where they served to indicate the successive stages of improvement. It would, for example, be impossible in a section on steam navigation, to omit some notice of the Great Eastern, and therefore the drawings and the account of the construction of that remarkable ship that appeared in the first edition, have been left with but slight alterations in the present volume, although the vessel has since been broken up. On the other hand, two sections are devoted to projects which the XIXth century has not seen realised; but the XXth century will in all probability shortly witness the completion of one or other of the great canal schemes; and if the first submarine tunnel is destined not to be one connecting England with the Continent, it will be one uniting Great Britain with her sister isle.

1899.

For permission to make use of illustrations in this volume the author’s and publishers’ thanks are due to the several proprietors of The Graphic (for Plates [I]., [XI]., and [XII].)—of The Engineer (for sketch design of the Great Wheel, map and views of the Tower Bridge)—of The Scientific American (map of North Sea Canal); also to Mr. Walter B. Basset (for Plate [V].)—to “The Cassier Magazine Company” (for Edison’s Kinetographic Theatre and the Hotchkiss Gun)—to “The Century Company” (for portrait of M. Tesla, from a photograph by Sarony)—to “The Incandescent Gas Light Company” (for cuts of burners, etc.)—to The Engineering Magazine, and The Engineering News, both of New York—to the Remington Company—to Mr. W. W. Greener, of Birmingham (for cuts of rifles, etc., from his comprehensive book on “The Gun”)—to The Photogram, Limited—to the Proprietors of Nature—to the Linotype Company—and to Captains Hadcock and Lloyd (for illustrations of modern artillery from their great work on the subject).

CONTENTS.

LIST OF ILLUSTRATIONS.

LIST OF PLATES.

Wind, Steam, and Speed (after Turner).

INTRODUCTION.

Only by knowledge of Nature’s laws can man subjugate her powers and appropriate her materials for his own purposes. The whole history of arts and inventions is a continued comment on this text; and since the knowledge can be obtained only by observation of Nature, it follows that Science, which is the exact and orderly summing-up of the results of such observation, must powerfully contribute to the well-being and progress of mankind.

Some of the services which have been rendered by science in promoting human welfare are thus enumerated by an eloquent writer: “It has lengthened life; it has mitigated pain; it has extinguished diseases; it has increased the fertility of the soil; it has given new securities to the mariner; it has furnished new arms to the warrior; it has spanned great rivers and estuaries with bridges of form unknown to our fathers; it has guided the thunderbolt innocuously from heaven to earth; it has lighted up the night with the splendour of the day; it has extended the range of the human vision; it has multiplied the power of the human muscles; it has accelerated motion; it has annihilated distance; it has facilitated intercourse, correspondence, all friendly offices, all dispatch of business; it has enabled man to descend to the depths of the sea, to soar into the air, to penetrate securely into the noxious recesses of the earth, to traverse the land in cars which whirl along without horses, to cross the ocean in ships which run ten knots an hour against the wind. These are but a part of its fruits, and of its first-fruits; for it is a philosophy which never rests, which has never attained, which is never perfect. Its law is progress. A point which yesterday was invisible is its goal to-day, and will be its starting-point tomorrow.”—(Macaulay).

Thus every new invention, every triumph of engineering skill, is the embodiment of some scientific idea; and experience has proved that discoveries in science, however remote from the interests of every-day life they may at first appear, ultimately confer unforeseen and incalculable benefits on mankind. There is also a reciprocal action between science and its application to the useful purposes of life; for while no advance is ever made in any branch of science which does not sooner or later give rise to a corresponding improvement in practical art, so on the other hand every advance made in practical art furnishes the best illustration of scientific principles.

The enormous material advantages which this age possesses, the cheapness of production that has placed comforts, elegancies, and refinements unknown to our fathers within the reach of the humblest, are traceable in a high degree to the arrangement called the “division of labour,” by which it is found more advantageous for each man to devote himself to one kind of work only; to the steam engine and its numerous applications; to increased knowledge of the properties of metals, and of the methods of extracting them from their ores; to the use of powerful and accurate tools; and to the modern plan of manufacturing articles by processes of copying, instead of fashioning everything anew by manual labour. Little more than a century ago everything was slowly and imperfectly made by the tedious toil of the workman’s hand; but now marvellously perfect results of ingenious manufacture are in every-day use, scattered far and wide, so that their very commonness almost prevents us from viewing them with the attention and admiration they deserve. Machinery, actuated by the forces of nature, now performs with ease and certainty work that was formerly the drudgery of thousands. Every natural agent has been pressed into man’s service: the winds, the waters, fire, gravity, electricity, light itself.

But so much have these things become in the present day matters of course, that it is difficult for one who has not witnessed the revolution produced by such applications of science to realize their full importance. Let the young reader who wishes to understand why the present epoch is worthy of admiration as a stage in the progress of mankind, address himself to some intelligent person old enough to remember the century in its teens; let him inquire what wonderful changes in the aspect of things have been comprised within the experience of a single lifetime, and let him ask what has brought about these changes. He will be told of the railway, and the steam-ship, and the telegraph, and the great guns, and the mighty ships of war—

“The armaments which thunderstrike the walls

Of rock-built cities, bidding nations quake,

And monarchs tremble in their capitals.”

He will be told of a machine more potent in shaping the destinies of our race than warlike engines—the steam printing-press. He may hear of a chemistry which effects endless and marvellous transformations; which from dirt and dross extracts fragrant essences and dyes of resplendent hue. He may hear something of a wonderful instrument which can make a faint beam of light, reaching us after a journey of a thousand years, unfold its tale and reveal the secrets of the stars. Of these and of other inventions and discoveries which distinguish the present age it is the purpose of this work to give some account.

STEAM ENGINES.

To track the steps which led up to the invention of the Steam Engine, and fully describe the improvements by which the genius of the illustrious Watt perfected it at least in principle, are not subjects falling within the province of this work, which deals only with the discoveries and inventions of the present century. But as it does enter into our province to describe some of the more recent developments of Watt’s invention, it may be desirable to give the reader an idea of his engine, of which all the more recent applications of steam are modifications, with improvements of detail rather than of principle.

Watt took up the engine in the condition in which it was left by Newcomen; and what that was may be seen in Fig. [2], which represents Newcomen’s atmospheric engine—the first practically useful engine in which a piston moving in a cylinder was employed. In the cut, the lower part of the cylinder, c, is removed, or supposed to be broken off, in order that the piston, h, and the openings of the pipes, d, e, f, connected with the cylinder, may be exhibited. The steam was admitted beneath the piston by the attendant turning the cock k, and as the elastic force of the steam was only equal to the pressure of the atmosphere, it was not employed to raise the piston, but merely filled the cylinder, the ascent of the piston being caused by the weight attached to the other side of the beam, which at the same time sent down the pump-rod, m; and when this was at its lowest position, the piston was nearly at the top of the cylinder, which was open. The attendant then cut off the communication with the boiler by closing the cock, k, at the same time opening another cock which allowed a jet of cold water from the cistern, g, to flow through the opening, d, into the cylinder. The steam which filled the cylinder was, by contact with the cold fluid, instantly condensed into water; and as the liquefied steam would take up little more than a two-thousandth part of the space it occupied in the gaseous state, it followed that a vacuum was produced within the cylinder; and the weight of the atmosphere acting on the top of the piston, having no longer the elastic force of the steam to counteract it, forced the piston down, and thus raised the pump-bucket attached to the rod, m. The water which entered the cylinder from the cistern, together with that produced by the condensation of the steam, flowed out of the cylinder by the opening, f, the pipe from which was conducted downwards, and terminated under water, the surface of which was at least 34 ft. below the level of the cylinder; for the atmospheric pressure would cause the cylinder to be filled with water had the height been less. The improvements which Watt, reasoning from scientific principles, was enabled to effect on the rude engine of Newcomen, are well expressed by himself in the specification of his patent of 1769. It will be observed that the machine was formerly called the “fire engine.”

Fig. 2.—Newcomen’s Steam Engine.

Fig. 3.—Watt’s Double-action Steam Engine.

“My method of lessening the consumption of steam, and consequently fuel, in fire engines, consists of the following principles:—First. That vessel in which the powers of steam are to be employed to work the engine (which is called the cylinder in common fire engines, and which I call the steam-vessel), must, during the whole time the engine is at work, be kept as hot as the steam that enters it; first, by enclosing it in a case of wood, or any other materials that transmit heat slowly; secondly, by surrounding it with steam or other heated bodies; and thirdly, by suffering neither water nor any other substance colder than the steam to enter or touch it during that time.—Secondly. In engines that are to be worked either wholly or partially by condensation of steam, the steam is to be condensed in vessels distinct from the steam-vessels or cylinders, although occasionally communicating with them,—these vessels I call condensers; and whilst the engines are working, these condensers ought to be kept at least as cold as the air in the neighbourhood of the engines by the application of water or other cold bodies.—Thirdly. Whatever air or other elastic vapour is not condensed by the cold of the condenser, and may impede the working of the engine, is to be drawn out of the steam-vessels or condensers by means of pumps, wrought by the engines themselves or otherwise.—Fourthly. I intend in many cases to employ the expansive force of steam to press on the pistons, or whatever may be used instead of them, in the same manner in which the pressure of the atmosphere is now employed in common fire engines. In cases where cold water cannot be had in plenty, the engines may be wrought by this force of steam only, by discharging the steam into the air after it has done its office.—Lastly. Instead of using water to render the pistons and other parts of the engines air- and steam-tight, I employ oils, wax, resinous bodies, fat of animals, quicksilver, and other metals in their fluid state.”

Fig. 4.—Governor and Throttle-Valve.

From the engraving we give of Watt’s double-action steam engine, Fig. [3], and the following description, the reader will realize the high degree of perfection to which the steam engine was brought by Watt. The steam is conveyed to the cylinder through a pipe, B, the supply being regulated by the throttle-valve, acted on by rods connected with the governor, D, which has a rotary motion. This apparatus is designed to regulate the admission of steam in such a manner that the speed of the engine shall be nearly uniform; and the mode in which this is accomplished may be seen in Fig. [4], where D D is a vertical axis carrying the pulley, d, which receives a rotary motion from the driving-shaft of the engine, by a band not shown in the figures. Near the top of the axis, at e, two bent rods work on a pin, crossing each other in the same manner as the blades of a pair of scissors. The two heavy balls are attached to the lower arms of these levers, which move in slits through the curved guides intended to keep them always in the same vertical plane as the axis, D D. The upper arms are jointed at f f to rods hinged at h h to a ring not attached to the axis, but allowing it to revolve freely within it. To this ring at F is fastened one end of the lever connected with the throttle-valve in a manner sufficiently obvious from the cut. The position represented is that assumed by the apparatus when the engine is in motion, the disc-valve, z, being partly open. If from any cause the velocity of the engine increases, the balls diverge from increased centrifugal force, and the effect is to draw down the ring at F, and, through the system of levers, to turn the disc in the direction of the arrows, and diminish the supply of steam. If, on the other hand, the speed of the engine is checked, the balls fall towards the axis, and the valve is opened wider, admitting steam more freely, and so restoring its former speed to the engine. On one side of the cylinder are two hollow boxes, E E, Fig. [3], communicating with the cylinder by an opening near the middle of the box. Each of these steam-chests is divided into three compartments by conical valves attached to rods connected with the lever, H. These valves are so arranged that when the upper part of the cylinder is in communication with the boiler, the lower part is open to the condenser, I, and vice versâ. The top of the cylinder is covered, and the piston-rod passes through an air and steam-tight hole in it; freedom of motion, with the necessary close fitting, being attained by making the piston-rod pass through a stuffing-box, where it is closely surrounded with greased tow. The piston is also packed, so that, while it can slide freely up and down in the cylinder, it divides the latter into two steam-tight chambers. In an engine of this kind, the elastic force of the steam acts alternately on the upper and lower surfaces of the piston; and the condenser, by removing the steam which has performed its office, leaves a nearly empty space before the piston, in which it advances with little or no resistance. On the rod which works the air-pump, two pins are placed, so as to move the lever, H, up and down through a certain space, when one pin is near its highest and the other near its lowest position, and thus the valves are opened and closed when the piston reaches the termination of its stroke. In the condenser, I, a stream of cold water is constantly playing, the flow being regulated by the handle, f. The steam, in condensing, heats the cold water, adding to its bulk, and at the same time the air, which is always contained in water, is disengaged, owing to the heat and the reduced pressure. Hence it is necessary to pump out both the air and the water by the pump, J, which is worked by the beam of the engine. In his engines Watt adopted the heavy fly-wheel, which tends to equalize the movement, and render insensible the effects of those variations in the driving power and in the resistance which always occur. In the action of the engine itself there are two positions of the piston, namely, where it is changing its direction, in which there is no force whatever communicated to the piston-rod by the steam. These positions are known as the “dead points,” and in a rotatory engine occur twice in each revolution. The resistance also is liable to great variations. Suppose, for example, that the engine is employed to move the shears by which thick plates of iron are cut. When a plate has been cut, the resistance is removed, and the speed of the engine increases; but this increase, instead of taking place by a sudden start, takes place gradually, the power of the engine being in the meantime absorbed in imparting increased velocity to the fly-wheel. When another plate is put between the shears, the power which the fly-wheel has gathered up is given out in the slight diminution of its speed occasioned by the increased resistance. But for the fly-wheel, such changes of velocity would take place with great suddenness, and the shocks and strains thereby caused would soon injure the machine. This expedient, in conjunction with that admirable contrivance, the “governor,” renders it possible to set the same engine at one moment to forge an anchor, and at the next to shape a needle. One of the most ingenious of Watt’s improvements is what is termed the “parallel motion,” consisting of a system of jointed rods connecting the head of the piston-rod, R, with the end of the oscillating beam. As, during the motion of the engine, the former moves in a straight line, while the latter describes a circle, it would be impossible to connect them directly. Watt accomplished this by hinging rods together in form of a parallelogram, in such a manner that, while three of the angles describe circles, the fourth moves in nearly a straight line. Watt was himself surprised at the regularity of the action. “When I saw it work for the first time, I felt truly all the pleasure of novelty, as if I was examining the invention of another man.”

A B is half the beam, A being the main centre; B E, the main links, connecting the piston-rod, F, with the end of the beam; G D, the air-pump links, from the centre of which the air-pump-rod is suspended; C D moves about the fixed centre, C, while D E is movable about the centre D, itself moving in an arc, of which C is the centre. The dotted lines show the position of the links and bars when the beam is at its highest position.
Fig. 4a.—Watt’s Parallel Motion.

Many improvements in the details and fittings of almost every part of the steam engine have been effected since Watt’s time. For example, the opening and closing of the passages for the steam to enter and leave the cylinder is commonly effected by means of the slide-valve (Fig. [5]). The steam first enters a box, in which are three holes placed one above the other in the face of the box opposite to the pipe by which the steam enters. The uppermost hole is in communication with the upper part of the cylinder, and the lowest with the lower part. The middle opening leads to the condenser, or to the pipe by which the steam escapes into the air. A piece of metal, which may be compared to a box without a lid, slides over the three holes with its open side towards them, and its size is such that it can put the middle opening in communication with either the uppermost or the lowest opening, at the same time giving free passage for the steam into the cylinder by leaving the third opening uncovered. In A, Fig. [5], the valve is admitting steam below the piston, which is moving upwards, the steam which had before propelled it downwards now having free exit. When the piston has arrived at the top of the cylinder, the slide is pushed down by the rod connecting it with the eccentric into the position represented at B, and then the opposite movement takes place. The slide-valve is not moved, like the old pot-lid valves, against the pressure of the steam, and has other advantages, amongst which may be named the readiness with which a slight modification renders it available for using the steam “expansively.” This expansive working was one of Watt’s inventions, but has been more largely applied in recent times. In this plan, when the piston has performed a part of its stroke, the steam is shut off, and the piston is then urged on by the expansive force of the steam enclosed in the cylinder. Of course as the steam expands its pressure decreases; but as the same quantity of steam performs a much larger amount of work when used expansively, this plan of cutting off the steam is attended with great economy. It is usually effected by the modification of the slide-valve, shown at C, Fig. [5], where the faces of the slides are made of much greater width than the openings. This excess of width is called the “lap,” and by properly adjusting it, the opening into the cylinder may be kept closed during the interval required, so that the steam is not allowed to enter the cylinder after a certain length of the stroke has been performed. The slide-valve is moved by an arrangement termed the eccentric. A circular disc of metal is carried on the shaft of the engine, and revolves with it. The axis of the shaft does not, however, run through the centre of the disc, but towards one side. The disc is surrounded by a ring, to which it is not attached, but is capable of turning round within it. The ring forms part of a triangular frame to which is attached one arm of a lever that communicates the motion to the rod bearing the slide. Expansive working is often employed in conjunction with superheated steam, that is, steam heated out of contact with water, after it has been formed, so as to raise its temperature beyond that merely necessary to maintain it in the state of steam, and to confer upon it the properties of a perfect gas. Experience has proved that an increased efficiency is thus obtained.

Fig. 5.—Slide Valve.

The actual power of a steam engine is ascertained by an instrument called the Indicator, which registers the amount of pressure exerted by the steam on the face of the piston in every part of its motion. The indicator consists simply of a very small cylinder, in which works a piston, very accurately made, so as to move up and down with very little friction. The piston is attached to a strong spiral spring, so that when the steam is admitted into the cylinder of the indicator the spring is compressed, and its elasticity resists the pressure of the steam, which tends to force the piston up. When the pressure of steam below the piston of the indicator is equal to that of the atmosphere, the spring is neither compressed nor extended; but when the steam-pressure falls below that of the atmosphere, as it does while the steam is being condensed, then the atmospheric pressure forces down the piston of the indicator until it is balanced by the tension of the now stretched spring. The extension or compression of the spring thus measures the difference between the pressure of the atmosphere and that of the steam in the cylinder of the engine, with which the cylinder of the indicator freely communicates.

From the piston-rod of the indicator a pencil projects horizontally, and its point presses against a sheet of paper wound on a drum, which moves about a vertical axis. This drum is made to move backwards and forwards through a part of a revolution, so that its motion may exactly correspond with that of the piston in the cylinder of the steam engine. Thus, if the piston of the indicator were to remain stationary, a level line would be traced on the paper by the movement of the drum; and if the latter did not move, but the steam were admitted to the indicator, the pencil would mark an upright straight line on the paper. The actual result is that a figure bounded by curved lines is traced on the paper, and the curve accurately represents the pressure of the steam at every point of the piston’s motion. The position of the point of the pencil which corresponds with each pound of pressure per square inch is found by trial by the maker of the instrument, who attaches a scale to show what pressures of steam are indicated.

If the pressure per square inch is known, it is plain that by multiplying that pressure by the number of square inches in the area of the piston of the engine, the total pressure on the piston can be found. The pressure does not rise instantly when the steam is first admitted, nor does it fall quite abruptly when the steam is cut off and communication opened with the condenser. When the steam is worked expansively, the pressure falls gradually from the time the steam is shut off. Now, the amount of work done by any force is reckoned by the pressure it exerts multiplied into the space through which that pressure is exerted. Therefore the work done by the steam is known by multiplying the pressure in pounds on the whole surface of the piston into the length in feet of the piston’s motion through which that pressure is exerted. The trace of the pencil on the paper—i.e., the indicator diagram—shows the pressures, and also the length of the piston’s path through which each pressure is exerted, and therefore it is not difficult to calculate the actual work which is done by the steam at every stroke of the engine. If this be multiplied by the number of strokes per minute, and the product divided by 33,000, we obtain what is termed the indicated horse-power of the engine. The work done per minute is divided by 33,000, because that number is taken to represent the work that a horse can do in a minute: that is, the average work done in one minute by a horse would be equal to the raising of the weight of 1,000 lbs. thirty-three feet high, or the raising of thirty-three pounds 1,000 feet high. The number, 33,000, as expressing the work that could be done by a horse in one minute, was fixed on by Watt, but more recent experiments have shown that he over-estimated the power of horses, and that we should have to reduce this number by about one-third if we desire to express the actual average working power of a horse. But the power of engines having come to be expressed by stating the horse-power on Watt’s standard, engineers have kept to the original number, which is, however, to be considered as a merely artificial unit or term of comparison between one engine and another; for the power of a horse to perform work will vary with the mode in which its strength is exerted. The source of the power which does the work in the steam engine is the combustion of the coal in the furnace under the boiler. The amount of work a steam engine will do depends not only on the quantity of steam which is generated in a given time, but also upon the pressure, and therefore the temperature at which the steam is formed.

Fig. 6.—Section of Giffard’s Injector.

The water constantly evaporating in the boiler of a steam engine is usually renewed by forcing water into the boiler against the pressure of the steam by means of a small pump worked by the engine. In the engraving of Watt’s engine this pump is shown at M. But recently the feed-pump has been to a great extent superseded by a singular apparatus invented by M. Giffard, and known as Giffard’s Injector. In this a jet of steam from the boiler itself supplies the means of propelling a stream of water directly into the boiler. Fig. [6] is a section of this interesting apparatus through its centre, and it clearly shows the manner in which the current of steam is made to operate on the jet of water. The steam from the boiler passes through the pipe A and into the tube B through the holes. The nozzle of this tube is of a conical shape, and its centre is occupied by a rod pointed to fit into the conical nozzle, and provided with a screw at the other end, so that the opening can be regulated by turning the handle, C. At D the jet of steam comes in contact with the water which feeds the boiler, the arrangement being such that the steam is driven into the centre of the stream of water which enters by the pipe E, and is propelled by the steam jet through another cone, F, issuing with such force from the orifice of the latter that it is carried forward through the small opening at G into the chamber H. Here the water presses on the valve K, which it raises against the pressure of the steam and enters the boiler. The water issuing from the cone, F, actually traverses an open space which is exposed to the air, and where the fluid may be seen rushing into the boiler as a clear jet, except a few beads of steam which may be carried forward in the centre, the rest of the steam having been condensed by the cold water. The steam, of course, rushes from the cone, B D, with enormous velocity, which is partly communicated to the water. The pipe, L, is for the water which overflows in starting the apparatus, until the pressure in H becomes great enough to open the valve. The supplies of water and of steam have to be adjusted according to the conditions of pressure in the boiler, and according to the temperature of the feed-water. It is found that when the feed-water is at a temperature above 120° Fahrenheit, the injector will not work: the condensation of the steam is therefore necessary to the result. For, as the steam is continually condensed by the cold water, it rushes from D with the same velocity as into a vacuum, and the water is urged on by a momentum due to this velocity. We must observe, moreover, that the net result of the operation is a lessening of the pressure in the boiler; for the entrance of the feed-water produces a fall of temperature in the boiler, and the bulk of steam expended is fourteen times the bulk of the water injected: thus, although the apparatus before actual trial would not appear likely to produce the required result, the effect is no more paradoxical than in the case of the feed-pump. The injector has been greatly improved by Mr. Gresham, who has contrived to make some of the adjustments self-acting, and his form of the apparatus is now largely used in this country. The injector is applicable to stationary, locomotive, or marine engines.

Steam boilers are now always provided with one of Bourdon’s gauges, for indicating the pressure of the steam. The construction of the instrument will easily be understood by an examination of Fig. [7]. The gauge is screwed into some part of the boiler, where it can always be seen by the person in charge. The stop-cock A communicates with the curved metallic tube C, which is the essential part of the contrivance. This tube is of the flattened form shown at D, having its greatest breadth perpendicular to the plane in which the tube is curved, and it is closed at the end E, where it is attached to the rod F, so that any movement of E causes the axle carrying the index-finger, F, to turn, and the index then moves along the graduated arc. The connection is sometimes made by wheelwork, instead of by the simple plan shown in the figure. The front plate is represented as partly broken away, in order to show the internal arrangement, which, of course, is not visible in the real instrument, where only the index-finger and graduated scale are seen, protected by a glass plate.

Fig. 7.—Bourdon’s Pressure Gauge.

When a curved tube of the shape here described is subjected to a greater pressure on the inside than on the outside, it tends to become straighter, and the end E moves outward; but when the pressure is removed, the tube resumes its former shape. The graduations on the scale are made by marking the position of the index when known pressures are applied. The amounts of pressure, when the gauges are being graduated, are known by the compression produced in air contained in another apparatus. Gauges constructed on Bourdon’s principle are applied to other purposes, and can be made strong enough to measure very great pressures, such as several thousand pounds on the square inch; they may also be made so delicate as to measure variations of pressure below that of the atmosphere. The simplicity and small size of these gauges, and the readiness with which they can be attached, render them most convenient instruments wherever the pressure of a gas or liquid is required to be known.

Fig. 8.—Steam Generator.

A point to which great attention has been directed of late years is the construction of a boiler which shall secure the greatest possible economy in fuel. Of the total heat which the fuel placed in the furnace is capable of supplying by its combustion, part may be wasted by an incomplete burning of the fuel, producing cinders or smoke or unburnt gases, another part is always lost by radiation and conduction, and a third portion is carried off by the hot gases that escape from the boiler-flues. Many contrivances have been adopted to diminish as much as possible this waste of heat, and so obtain the greatest possible proportion of available steam power from a given weight of fuel. Boilers wholly or partially formed of tubes have recently been much in favour. An arrangement for quickly generating and superheating steam is shown in Fig. [8], in connection with a high-pressure engine.

Steam engines are constructed in a great variety of forms, adapted to the purposes for which they are intended. Distinctions are made according as the engine is fitted with a condenser or not. When steam of a low pressure is employed, the engine always has a condenser, and as in this way a larger quantity of work is obtainable for a given weight of fuel, all marine engines—and all stationary engines, where there is an abundant supply of water and the size is not objectionable—are provided with condensers. High-pressure steam may be used with condensing engines, but is generally employed in non-condensing engines only, as in locomotives and agricultural engines, the steam being allowed to escape into the air when it has driven the piston to the end of the stroke. In such engines the beam is commonly dispensed with, the head of the piston-rod moving between guides and driving the crank directly by means of a connecting-rod. The axis of the cylinder may be either vertical, horizontal, or inclined. A plan often adopted in marine engines, by which space is saved, consists in jointing the piston-rod directly to the crank, and suspending the cylinder on trunnions near the middle of its length. The trunnions are hollow, and are connected by steam-tight joints, one with the steam-pipe from the boiler, and the other with the eduction-pipe. Such engines have fewer parts than any others; they are lighter for the same strength, and are easily repaired. The trunnion joints are easily packed, so that no leakage takes place, and yet there is so little friction that a man can with one hand move a very large cylinder, whereas in another form of marine engine, known as the side-lever engine, constructed with oscillating beams, the friction is often very great.

THE LOCOMOTIVE.

The first locomotive came into practical use in 1804. Twenty years before, Watt had patented—but had not constructed—a locomotive engine, the application of steam to drive carriages having first been suggested by Robinson in 1759. The first locomotives were very imperfect, and could draw loads only by means of toothed driving-wheels, which engaged teeth in rack-work rails. The teeth were very liable to break off, and the rails to be torn up by the pull of the engine. In 1813, the important discovery was made that such aids are unnecessary, for it was found that the “bite” of a smooth wheel upon a smooth rail was sufficient for all ordinary purposes of traction. But for this discovery, the locomotive might never have emerged from the humble duty of slowly dragging coal-laden waggons along the tramways of obscure collieries. The progress of the locomotive in the path of improvement was, however, slow, until about 1825, when George Stephenson applied the blast-pipe, and a few years later adopted the tubular boiler. These are the capital improvements which, at the famous trial of locomotives, on the 6th of October, 1829, enabled Stephenson’s “Rocket” to win the prize offered by the directors of the Liverpool and Manchester Railway. The “Rocket” weighed 4½ tons, and at the trial drew a load of tenders and carriages weighing 12¾ tons. Its average speed was 14 miles an hour, and its greatest, 29 miles an hour. This engine, the parent of the powerful locomotives of the present day, may now be seen in the Patent Museum at South Kensington. Since 1829, numberless variations and improvements have been made in the details of the locomotive. In weight, dimensions, tractive power and speed, the later locomotives vastly surpass the earlier types.

Fig. 9.—Section of Locomotive (A.D. 1837).

Fig. [9] represents the section of a locomotive constructed c. 1837. The boiler is cylindrical; and at one end is placed the fire-box, partly enclosed in the cylindrical boiler, and surrounded on all sides by the water, except where the furnace door is placed, and at the bottom, where the fuel is heaped up on bars which permit the cinders to drop out. At the other end of the boiler, a space beneath the chimney called the smoke-box is connected with the fire-box by a great number of brass pipes, open at both ends, firmly fixed in the end plates of the boiler. These tubes are from 1¼ in. to 2 in. in diameter, and are very numerous—usually about one hundred and eighty, but sometimes nearly double that number. They therefore present a large heating surface to the water, which stands at a level high enough to cover them all and the top of the fire-box. The boiler of the locomotive is not exposed to the air, which would, if allowed to come in contact with it, carry off a large amount of heat. The outer surface is therefore protected from this cooling effect by covering it with a substance which does not permit the heat to readily pass through it. Nothing is found to answer better than felt; and the boiler is accordingly covered with a thick layer of this substance, over which is placed a layer of strips of wood ¾ in. thick, and the whole is surrounded with thin sheet iron. It is this sheet iron alone that is visible on the outside. The level of the water in the boiler is indicated by a gauge, which is merely a very strong glass tube; and the water carried in the tender is forced in as required, by a pump (not shown in the Fig.). The steam leaves the boiler from the upper part of the steam-dome, A, where it enters the pipe, B; the object being to prevent water from passing over with the steam into the pipe. The steam passes through the regulator, C, which can be closed or opened to any extent required by the handle, D, and rushes along the pipe, E, which is wholly within the boiler, but divides into two branches when it reaches the smoke-box, in order to conduct the steam to the cylinders. Of these there are two, one on each side, each having a slide-valve, by means of which the steam is admitted before and behind the pistons alternately, and escapes through the blast-pipe, F, up the chimney, G, increasing the draught of the fire by drawing the flame through the longitudinal tubes in proportion to the rush of steam; and thus the rate of consumption of fuel adjusts itself to the work the engine is performing, even when the loads and speeds are very different. Though the plane of section passing through the centre of boiler would not cut the cylinders, one of them is shown in section. H is the piston; K the connecting-rod jointed to the crank, L, the latter being formed by forging the axle with four rectangular angles, thus,

; and the crank bendings for the two cylinders are placed in planes at right angles to each other, so that when one is at the “dead point,” the other is in a position to receive the full power of the piston. There are two safety valves, one at M, the other at N; the latter being shut up so that it cannot be tampered with.

Locomotives are fitted with an ingenious apparatus for reversing the engines, which was first adopted by the younger Stephenson, and is known as the “link motion.” The same arrangement is employed in other engines in which the direction of rotation has to be changed; and it serves another important purpose, namely, to provide a means by which steam may be employed expansively at pleasure. The link motion is represented in Fig. [10], where A, B, are two eccentrics oppositely placed on the driving-shaft, and their rods joined to the ends of the curved bar or link, C D. A slit extends nearly the whole length of this bar, and in it works the stud E, forming part of the lever, F, G, movable about the fixed joint, G, and having its extremity, F, jointed to the rod H, that moves the slide-valve. The weight of the link and the eccentric rods is counterpoised with a weight, K, attached to the lever, I K, which turns on the fixed centre, L. This lever forms one piece with another lever, L M, with which it may be turned by pulling the handle of O P, connected with it through the system of jointed rods. When the link is lowered, as shown in the figure, the slide-valve rod will follow the movement of the eccentric, B, while the backward and forward movement of the other eccentric will only be communicated to the end of C, and will scarcely affect the position of the stud E at all. By drawing the link up to its highest position, the motion due to eccentric A only will be communicated to the slide-valve rod, which will therefore be drawn back at the part of the revolution where before it was pushed forward, and vice versâ; hence the engine will be reversed. When the link is so placed that the stud is exactly in the centre, the slide-valve will receive no motion, and remain in its middle position, consequently the engine is stopped. By keeping the link nearer or farther from its central position, the throw of the slide-valve will be shorter or longer, and the steam will be shut off from entering the cylinder when a smaller or larger portion of the stroke has been performed.

Fig. 10.—Stephenson’s Link Motion.

Although Fig. [9] represents with sufficient clearness all the essential parts of a locomotive, it should be observed that as actually constructed for use on the different lines of railway the machine is greatly modified in the arrangement and proportions of its parts. A greater number of adjuncts and subsidiary appliances are also provided for the more effective and convenient working of the engine, and for giving control over the movement of the train, and these, in fact, conduce much to the greater economy and safety with which trains are now run. As the circumstances and conditions under which railways are worked vary much in different parts of the world, the locomotive has to be designed to meet the requirements of each case, and its general appearance, details and dimensions are accordingly much diversified. From among the many types of recent locomotives we select for illustration and a short description the form of express passenger engine that has lately been designed by Mr. T. W. Worsdell, the engineer of the North Eastern Railway, and this will give the opportunity of noticing some of the newest improvements, which are embodied in this engine. See Plate [II].

The plan of causing the steam to work expansively has already been mentioned on pages [8] and [9], as used by cutting off the steam when part of the stroke of the piston has been made. Another mode by which the expansive principle has long been made use of in stationary and marine engines is to allow the steam from the boiler to enter first a smaller cylinder and from that, at the end of the stroke, to pass into a larger one in which, as it expands, it exercises a diminished pressure. This arrangement has been called the compound or double-cylinder engine, and was known to possess certain advantages where high pressure steam was made use of. Indeed, in marine engines the principle of “triple expansion” is now quite commonly adopted—that is, the steam passes successively into three cylinders of successively greater diameter. Mr. Webb, the locomotive engineer of the London and North Western Railway, appears to have been the first to make the “compounding” system a practical success as applied to the locomotive. In Mr. Webb’s arrangement there are three cylinders, two smaller ones for the high-pressure steam from the boiler, and between these a single large low-pressure cylinder which receives the steam that has done its work from both the smaller cylinders. In Mr. Worsdell’s engine the original and simpler locomotive construction of two cylinders has been adhered to, and thus the general plan of the engine is unchanged except in the larger size of the low-pressure cylinder. In the present engine the stroke is 24 in.; the high-pressure cylinder has its internal diameter 20 in. and the low-pressure cylinder a diameter of 28 in. The boiler-shell is made of steel, the fire-box is of copper, and there are 203 brass tubes, 1¾ in. diameter and 10 ft. 11 in. long, connecting the fire-box with the smoke-box. The frame, and indeed most parts of the engine, are also made of steel. The driving-wheels, which here are a single pair, have a diameter of 7 ft. 7¼ in. The total “wheel-base” is nearly 21 ft., and it will be observed that the forepart of the engine is supported on a four-wheeled bogie. The bogie is capable of a certain amount of horizontal motion by turning round a swivel, but this movement is controlled by springs, so that, notwithstanding the length of the frame, the engine is enabled to take curves with great facility, while its motion is perfectly steady even at the highest speeds. The working pressure of the steam in the boiler is 170 lbs. on the square inch. The steam which leaves the high-pressure cylinder is conveyed to the low-pressure cylinder by a pipe that is led round the inside of the smoke-box, and thus enters the larger cylinder after taking up heat that would otherwise be wasted, so that its elastic force is fully maintained. This circumstance, no doubt, contributes to the very marked economy of fuel that has been effected by the compound engines. How great the economy is found in the working will be seen by the following results, which are taken from the actual records. The same train was taken over the same rails in ordinary quick passenger traffic for several journeys which, as performed in the same time by the compound engine and by another otherwise similar non-compound engine, required for the compound, 25,254 lbs. of coal; for the non-compound, 32,104 lbs.; or, the consumption of coal by the former was 28 lbs. per mile; by the latter, 36 lbs. per mile. This represents a saving of about 21 per cent. of the fuel. As the steam enters the high-pressure cylinder first, it would not be possible to start the engine if it had stopped at one of the “dead-points” on that side, without a special arrangement for admitting the steam directly to the other cylinder in such cases. This, of course, is required only for the first stroke, and Mr. Worsdell and M. von Borries have contrived for this purpose an ingenious valve, brought into operation when required by a touch from the engineer, and then immediately adjusting itself automatically, so as to restore the steam connections to their normal condition.

PLATE II.
NORTH EASTERN RAILWAY LOCOMOTIVE.

Fig. 10a.—G.N.R. Express Passenger Locomotive.

Another type of the high-speed passenger engines used for express trains on several of the great English railways is well represented by one of the Great Northern Company’s locomotives, as depicted in Fig. [10a]. In this there are a single pair of driving wheels of very large diameter, namely, 8 ft. 2 in., so that each complete movement of the pistons will carry the engine forwards a length of nearly 26 ft. There are outside cylinders, and therefore the driving axle is straight, and the leading wheels are in two pairs, mounted on a bogie which is capable of a certain amount of independent horizontal rotation.

The Stephenson’s link motion, described on page [17], has lately been often supplanted by another arrangement known as Joy’s valve gear, which leaves the crank axle unencumbered with eccentrics, and, as taking up less space, is generally now preferred for locomotives and also for marine engines. Its principle is very simple, and will be readily understood from the diagram in Fig. [10b], where c is the spindle of the slide-valves as in Fig. [5], but capable, we shall now suppose, of a horizontal movement only. Jointed to it at D is a rod D E attached to a block at E, which can move only within a slot in the strong bar E F in a circular segment, the centre of which is at D. The bar we suppose for the moment to be immovable, and disposed symmetrically to C D. Now let an alternate up and down motion along the circular segment be given to block E, and the effect will be to leave the centre, D, unchanged in position, and, therefore, in that case the valve will not be moved at all. Now this reciprocating movement is given to the block E by a system of levers (not here shown), jointed to the connecting-rod (K, Fig. [9]) in such a manner that the rod D E is compelled to follow the movement of the connecting-rod, but the end E must always travel in the circular segment. We have hitherto supposed this segmental piece to be fixed, but the engineer has the power of so turning it as to tilt either the upper or lower part towards D. If, for instance, the guiding segment is fixed as at II, the block in rising will push in the valve-spindle, and in descending draw it out, as the length of the rod D E is invariable. But if the guides be turned over so as to bring F nearer D than E, the same movement of the block will give the reverse motions to the valve-spindle.

Fig. 10b.—Joy’s Valve Gear.

From the great rapidity with which the machinery of the locomotive moves, the different parts require to be carefully balanced in order to prevent dangerous oscillations. For example, the centrifugal force of the massive cranks, etc., is balanced by inserting between the spokes of the driving wheels certain counterpoises, the weights and positions of which are finally adjusted by trial. The engine is suspended by chains and set in motion, and a pencil attached to one corner of the frame marks on a horizontal card the form of the oscillation, usually by an oval figure. When the diameter of this figure is reduced to about 1
16 inch, the adjustment is considered complete.

The power of a locomotive, of course, depends on the pressure of the steam and the size of the cylinder, &c.; but a very much lower limit than is imposed by these conditions is set to the power of the engine to draw loads by the adhesion between the driving wheels and the rails. By the term “adhesion,” which is commonly used in this case, nothing more is really meant than the friction between surfaces of iron. When the resistance of the load drawn is greater than this friction, the wheels turn round and slip on the rails without advancing. The adhesion depends upon the pressure between the surfaces, and upon their condition. It is greater in proportion as the weight supported by the driving-wheels is greater, and when the rails are clean and dry it is equal to from 15 to 20 per cent. of that part of the weight of the engine which rests on the driving-wheels; but when the rails are moist, or, as it is called, “greasy,” the tractive power may be only 5 per cent. of the weight; about one-tenth may be taken as an average. Suppose that 30 tons of the weight of a locomotive are supported by the driving-wheels, that locomotive could not be employed to drag a train of which the resistance would cause a greater pull upon the coupling-links of the tender than they would be subject to if they were used to suspend a weight of 3 tons. The number of pairs of wheels in a locomotive varies from two to five; most commonly there are three pairs; and one, two, or all, are driven by the engine, the wheels being coupled accordingly; very often two pairs are coupled.

The pressure at which the steam is used in the locomotive is sometimes very considerable. A pressure equal to 180 lbs. on each square inch of the surface of the boiler is quite usual. The greater economy obtained by the employment of high-pressure steam acting expansively in the cylinder, points to the probability of much higher pressures being adopted. There is practically no limit but the power of the materials to resist enormous strains, and there is no reason, in the nature of things, why steam of even 500 lbs. per square inch should not be employed, if it were found otherwise desirable. It need hardly be said that locomotives are invariably constructed of the very best materials, and with workmanship of the most perfect kind. The boilers are always tested, by hydraulic pressure, to several times the amount of the highest pressure the steam is required to have, and great care is bestowed upon the construction of the safety-valves, so that the steam may blow off when the due amount of pressure is exceeded. The explosion of a locomotive is, considering the number of engines in constant use, a very rare occurrence, and is probably in all cases owing to the sudden generation of a large quantity of steam, and not to an excessive pressure produced gradually. Among the causes capable of producing explosive generation of steam may be mentioned the deposition of a hard crust of stony matter, derived from the water; this crust allows the boiler to be over-heated, and if water should then find its way into contact with the heated metal, a large quantity of steam will be abruptly generated. Or should the water in the boiler become too low, parts of the boiler may become so heated that on the admission of fresh water it would be suddenly converted into steam. When an explosion does take place, the enormous force of the agent we are dealing with when we bottle up steam in an iron vessel, is shown by the effects produced. Fig. [11] is from a photograph taken from an exploded locomotive, where we may see how the thick plates of iron have been torn like paper, and the tubes, rods, and levers of the engine twisted in inextricable confusion.

Fig. 11.—Locomotive after Explosion.

Fig. 12.—Hancock’s Steam Omnibus.

Locomotive engines for propelling carriages on common roads were invented many years ago, by Gurney, Anderson, Scott Russell, Hancock, and others. One designed by Hancock is represented in Fig. [12]. Such engines do not appear to have found much favour, though the idea has been successfully realized in the traction engines lately introduced. Probably the application of steam power to the propulsion of vehicles along common roads fell into neglect on account of the superior advantages of railways, but the common road locomotive is at present receiving some attention. In the tramways which are now laid along the main roads in most large cities we see one-half of the problem solved. It is not so much mechanical difficulties that stand in the way of this economical system of locomotion, as the prejudices and interests which have always to be overcome before the world can profit by new inventions. The engines can be made noiseless, emitting no visible steam or smoke, and they are under more perfect control than horses. But vestries and parochial authorities offer such objections as that horses would be frightened in the streets, if the engine made a noise; and if it did not, people would be liable to be run over, and the horses be as much startled as in the other case. But horses would soon become accustomed to the sight of a carriage moving without equine aid, however startling the matter might appear to them at first; and the objection urged against the noiseless engines might be alleged against wooden pavements, india-rubber tires, and many other improvements. It is highly probable that in the course of a few years the general adoption of steam-propelled vehicles will displace horses, at least upon tramways. The slowness with which inventions of undeniable utility and of proved advantage come into general use may be illustrated by the fact of some great English towns and centres of engineering industry not having made a single tramway until, in all the populous cities of the United States, and in almost every European capital, tramways had been in successful operation for many years. [1890.]

Some time has elapsed since the foregoing paragraph was written for an earlier edition of this work, and during that period there has been an advance in both practice and opinion; so that now it has become highly probable that before the century ends a great change may be witnessed in our modes of locomotion, even on ordinary roads. Already every town of importance throughout the United Kingdom has been provided with excellent tramways, along which, in not a few instances, horseless vehicles roll smoothly, to the great convenience of the general public, while not one of the difficulties and dangers to general street traffic has been experienced that were so confidently predicted by those who were unable to perceive that an innovation might be an improvement. The now universally-popular bicycle has been continually receiving improvements, of which there appears to be no end, and as the machine and all the contrivances connected with it are so familiar to everyone, there is no need here to do more than to refer to them, because they have led the way to great improvements in ordinary carriages.

The steam-propelled vehicle for common roads has just been mentioned as an invention belonging to the first half of the century, and the reasons it did not find favour have been alluded to. There exists in the United Kingdom a law concerning horseless carriages travelling on highways, which was passed to apply to traction engines, and enacts that other than horse vehicles are not to go along a road at a greater speed than four miles an hour, and only two miles an hour through a town, and moreover they are to be preceded by a man bearing a red flag, etc. But a bill has been introduced (1895) into the legislature to amend this law, and permit the British people to use on their common roads such light self-propelled carriages as are becoming popular in France, as may be seen from the following account:—

On Tuesday, 11th June, 1895, a race was started from Versailles to Bordeaux and back, a distance of 727 miles or more for the double journey. The first prize was the substantial sum of 40,000 francs (£1,600), to which was attached the condition of the carriage seating four persons, and other prizes were also to be awarded to various kinds of automatic vehicles. No fewer than sixty-six vehicles were entered for competition, and these were variously supplied with motive power from steam, electricity, or petroleum spirit. The starting place was Versailles at 12·9 p.m., and at 10·32 on Wednesday morning MM. Panhard & Levassor’s petroleum carriage arrived at Bordeaux, whence, after a stop of only four minutes, the return journey was begun, but shortly afterward an accident caused a delay of one hour, but the carriage made the whole distance at the average of 14·9 miles per hour. In this and three other carriages belonging to the same firm, the propeller was the Daimler motor. Though this carriage was the first to accomplish the trip it received only the second prize, the condition of seating four persons not having been complied with. The first prize fell to a four-seated vehicle by Les Fils de Peugeot Frères, a firm who carried off besides the third and fourth prizes. These carriages were also driven by so-called petroleum motors. These motors are really gas engines on the principle to be presently mentioned, but the gas is produced by the vapourisation of a volatile constituent of petroleum (benzoline). The Daimler motor is a compact combination of two cylinders connected with a chamber containing the explosive mixture of gas and air. The pistons perform their in and out strokes simultaneously, but their working strokes alternately.

PORTABLE ENGINES.

The application of steam power to agricultural operations has led to the construction of engines specially adapted by their simplicity and portability for the end in view. The movable agricultural engines have, like the locomotives, a fire-box nearly surrounded by the water, and horizontal tubes, and are set on wheels, so that they may be drawn by horses from place to place. There is usually one cylinder placed horizontally on the top of the boiler; and the piston-rod, working in guides, is, as in the old locomotive, attached by a connecting-rod to the crank of a shaft, which carries a fly-wheel, eccentrics, and pulleys for belts to communicate the motion to the machines. Engines of this kind are also much used by contractors, for hoisting stones, mixing mortar, &c. These engines are made with endless diversities of details, though in most such simplicity of arrangement is secured, that a labourer of ordinary intelligence may, after a little instruction, be trusted with the charge of the engine; while their economy of fuel, efficiency, and cheapness are not exceeded in any other class of steam engine.

Besides the steam engines already described or alluded to, there are many interesting forms of the direct application of steam power. There are, for example, the steam roller and the steam fire-engine. The former is a kind of heavy locomotive, moving on ponderous rollers, which support the greater part of the weight of the engine. When this machine is made to pass slowly over roads newly laid with broken stones, a few repetitions of the process suffice to crush down the stones and consolidate the materials, so as at once to form a smooth road. Steam power is applied to the fire engine, not to propel it through the streets, but to work the pumps which force up the water. The boilers of these engines are so arranged that in a few minutes a pressure of steam can be obtained sufficient to throw an effective jet of water. The cut at the end of this chapter represents a very efficient engine of this kind, which will throw a jet 200 feet high, delivering 1,100 gallons of water per minute. It has two steam cylinders and two pumps, each making a stroke of two feet. These are placed horizontally, the pumps and the air reservoir occupying the front part of the engine, while the vertical boiler is placed behind. The steam cylinders, which are partly hid in the cut by the iron frame of the engine, are not attached to the boiler, which by this arrangement is saved from injurious strains produced by the action of the moving parts of the mechanism. There are seats for eight firemen, underneath which is a space where the hose is carried. A first-class steam fire-engine of this kind, completely fitted, costs upwards of £1,300.

A cheap and very convenient prime mover has lately come into use, which has certain advantages over even the steam engine. Where a moderate or a very small power is required, especially where it is used only at intervals, the gas engine is found to be more convenient. It is small and compact, no boiler or furnace is required, and it can be started at any moment. As now made, it works smoothly and without noise. The piston is impelled, not by the expansive force of steam, but by that of heated air, the heat being generated by the explosion of a mixture of common coal gas and air within the cylinder itself. Thus a series of small explosions has the same effect as the admissions of steam through a valve. A due quantity of gas and air is introduced into the cylinder, and is ignited by the momentary opening of a communication with a lighted gas jet outside. But the machine is provided with a regulator or governor, which so acts on the valve mechanism that this communication is made at each stroke only when the speed of rotation falls below a certain assigned limit, and thus the number of the explosions is less than the number of strokes, unless its work absorbs the machine’s whole energy, which, according to the size of the engine, may be from that of a child up to 30–horse power.

THE STEAM HAMMER.

Before the invention of the steam hammer, large forge hammers had been in use actuated by steam, but in an indirect manner, the hammer having been lifted by cams and other expedients, which rendered the apparatus cumbersome, costly, and very wasteful of power, on account of the indirect way in which the original source of the force, namely, the pressure of the steam, had to reach its point of application by giving the blow to the hammer. Not only did the necessary mechanism for communicating the force in this roundabout manner interfere with the space necessary for the proper handling of the article to be forged, but the range of the fall of the hammer being only about 18 in., caused a very rapid decrease in the energy of the blow when only a very moderate-sized piece of iron was introduced. For example, a piece of iron 9 in. in diameter reduced the fall of the mass forming the hammer to one-half, and the work it could accomplish was diminished in like proportion. Besides, as the hammer was attached to a lever working on a centre, the striking face of the hammer was parallel to the anvil only at one particular point of its fall; and again, as the hammer was always necessarily raised to the same height at each stroke, there was absolutely no means of controlling the force of the blow. When we reflect on the fact that the rectilinear motion of the piston in the cylinder of the engine had first to be converted into a rotary one, by beams, connecting-rod, crank, &c., and then this rotary movement transformed into a lifting one by the intervention of wheels, shafts, cams, &c., while all that is required in the hammer is a straight up-and-down movement, the wonder is that such an indirect and cumbersome application of power should have for so many years been contentedly used. But in November, 1839, Mr. Nasmyth, an eminent engineer of Manchester, received a letter from a correspondent, informing him of the difficulty he had found in carrying out an order received for the forging of a shaft for the paddle-wheels of a steamer, which shaft was required to be 3 ft. in diameter. There was in all England no forge hammer capable of executing such a piece of work. This caused Mr. Nasmyth to reflect on the construction of forge hammers, and in a few minutes he had formed the conception of the steam hammer. He immediately sketched the design, and soon afterward the steam hammer was a fait accompli, for Mr. Nasmyth had one at once executed and erected at his works, where he invited all concerned to come and witness its performances. Will it be believed that four years elapsed before this admirable application of steam power found employment outside the walls of Mr. Nasmyth’s workshops? After a time he succeeded in making those best able to profit by such an invention aware of the new power—for such it has practically proved itself, having done more to revolutionize the manufacture of iron than any other inventions that can be named, except, perhaps, those of Cort and Bessemer. The usual prejudice attending the introduction of any new machine, however obvious its advantages are afterward admitted to be, at length cleared away, and the steam hammer is from henceforth an absolute necessity in every engineering workshop, and scarcely less so for some of the early stages of the process of manufacturing crude wrought iron. Whether blows of enormous energy or gentle taps are required, or strokes of every gradation and in any order, the steam hammer is ready to supply them.

Fig. 13.—Nasmyth’s Steam Hammer.

A steam hammer of the smaller kind is represented in Fig. [13]. The general mode of action will easily be understood. The steam is admitted below the piston, which is thus raised to any required height within the limits of the stroke. When the communication with the boiler is shut off and the steam below the piston is allowed to escape, the piston, with the mass of iron forming the hammer attached to the piston-rod, falls by its own weight. This weight, in the large steam hammers, amounts to several tons; and the force of the blow will depend jointly upon the weight of the hammer, and upon the height from which it is allowed to fall. The steam is admitted and allowed to escape by valves, moved by a lever under the control of a workman. By allowing the hammer to be raised to a greater or less height, and by regulating the escape of the steam from beneath the piston, the operator has it in his power to vary the force of the blow. Men who are accustomed to work the valves can do this with great nicety. They sometimes exhibit their perfect control over the machine by cracking a nut on the anvil of a huge hammer; or a watch having been placed—face upwards—upon the anvil, and a moistened wafer laid on the glass, a practised operator will bring down the ponderous mass with such exactitude and delicacy that it will pick up the wafer, and the watch-glass will not even be cracked. The steam hammer has recently been improved in several ways, and its power has been more than doubled, by causing the steam, during the descent, to enter above the piston and add its pressure to the force of gravity. Probably one of the most powerful steam hammers ever constructed is that recently erected at the Royal Gun Factory at Woolwich, for the purpose of forging great guns for the British Navy. It has been made by Nasmyth & Co., and is in shape similar to their other steam hammers. Its height is upwards of 50 ft., and it is surrounded with furnaces and powerful cranes, carrying the huge iron tongs that are to grasp the glowing masses. The hammer descends not merely with its own weight of 30 tons; steam is injected behind the falling piston, which is thus driven down with vastly enhanced rapidity and impulse. Of the lower portion of this stupendous forge, nothing is visible but a flat table of iron—the anvil—level with the floor of the foundry. But more wonderful, perhaps, than anything seen aboveground, is the extraordinarily solid foundation beneath. Huge tablets of foot-thick castings alternate with concrete and enormous baulks of timber, and, lower down, beds of concrete, and piles driven deep into the solid earth, form a support for the uppermost plate, upon which the giant delivers his terrible stroke. Less than this would render it unsafe to work the hammer to its full power. As the monster works—soberly and obediently though he does it—the solid soil trembles, and everything movable shivers, far and near, as, with a scream of the steam, our ‘hammer of Thor’ came thundering down, mashing the hot iron into shape as easily as if it were crimson dough, squirting jets of scarlet and yellow yeast. The head of the hammer, which of course works vertically, is detachable, so that if the monster breaks his steel fist upon coil or anvil, another can be quickly supplied. These huge heads alone are as big as a sugar-hogshead, and come down upon the hot iron with an energy of more than a thousand foot-tons. By the courteous permission of Major E. Maitland, Superintendent of the Royal Gun Factories, we are enabled to present our readers with the view of the monster hammer which forms the Plate [III].

Mr. Condie, in his form of steam hammer, utilizes the mass of the cylinder itself to serve as the hammer. The piston-rod is hollow, and forms a pipe, through which the steam is admitted and discharged, and the piston is stationary, the cylinder moving instead—between vertical guides. A hammer face is attached to the bottom of the cylinder by a kind of dovetail socket, so that if the striking surface becomes injured in any way, another can easily be substituted. The massive framework which supports the moving parts of Condie’s hammer has its supports placed very far apart, so as to leave ample space for the handling of large forgings.

Fig. 14.—Merryweather’s Steam Fire-Engine.

PLATE III.
THE GREAT STEAM HAMMER, ROYAL GUN FACTORY, WOOLWICH.

Fig. 15.—A Foundry.

IRON.

“Iron and coal,” it has been well said, “are kings of the earth”; and this is true to such an extent that there is scarcely an invention claiming the reader’s attention in this book but what involves the indispensable use of these materials. Again, in their production on the large scale it will be seen that there is a mutual dependence, and that this is made possible only by means of the invention we have begun with; for without the steam engine the deep coal mines could not have the water pumped out of them,—it was indeed for this very purpose that the steam engine was originally contrived,—nor could the coal be efficiently raised without steam power. Before the steam engine came into use iron could not be produced or worked to anything like the extent attained even in the middle of the nineteenth century, for only by steam power could the blast be made effective and the rolling mill do its work. On the other hand, the steam engine required iron for its own construction, and this at once caused a notable increase in the demand for the metal. Once more, the engine itself supplies no force; for without the fuel which raises steam from the water in the boiler it is motionless and powerless, and that fuel is practically coal. In consequence of thus providing power, and also of supplying a requisite for the production of iron, coal has acquired supreme industrial importance, so that all our great trades and places of densest population are situated in or near coal-fields. But what we have further to say about coal may be conveniently deferred to a subsequent article, while we proceed to treat of iron, and of the contrivances in which it plays an essential part.

Iron has also been called “the mainspring of civilization,” and the significance of the phrase is obvious enough when we consider the enormous number and infinite variety of the things that are made of it: the sword and the ploughshare; all our weapons of war and all our implements of peace; the slender needle and the girders that span wide rivers; the delicate hair-spring of the tiny watch and the most tenacious of cables; the common utensils of domestic life and the huge battle-ships of our fleets; the smoothest roads, the loftiest towers, the most spacious pleasure palaces. Such extensive applications of iron for purposes so diverse have been rendered possible only by the greater facility and cheapness of production, together with the better knowledge of the properties of the substance and increased skill in its treatment, that have particularly distinguished our century. Apart again from the constructive uses of iron, it enters essentially into another class of inventions of which the age is justly proud, namely, those which utilize electricity in the production of light, mechanical power, and chemical action; for it is on a quality possessed by iron, and by iron alone, that the generation of current by the electric dynamo ultimately depends. This peculiar property of iron, which was first announced by Arago in 1820, and has since proved so fertile in practical applications, is that a bar of the metal can, under suitable conditions, be instantly converted into the most powerful of magnets, and as quickly demagnetized. What these conditions are will be explained when we come to treat of electricity.

Fig. 16.—Aerolite in the British Museum.

Besides the unique property of iron just referred to, and its superlative utility in arts and industries, there are other circumstances that give a peculiar interest to this metal. It is the chief constituent of many minerals, and traces or small quantities are found in most of the materials that make up the crust of the earth; it is present also in the organic kingdoms, being especially notable in the blood of vertebrate (back-boned) animals, of which it is an essential component. Notwithstanding its wide diffusion, iron is not found native, that is, as metal, but has to be extracted from its ores, which are usually dull stony-looking substances, as unlike the metal as can be conceived. In this respect it differs from gold, which is not met in any other than the metallic state, in the form of nuggets, minute crystals or branching filaments, and from metals such as silver, copper, and a few others which also are occasionally found native. It is true that rarely small quantities of metallic iron have been met with in the form of minute grains disseminated in volcanic rocks; but in contrast with the practical absence of metallic iron from terrestrial accessible materials is the fact that masses of iron, sometimes of nearly pure metal, occasionally descend upon the earth from interplanetary space. These are aerolites, of which there are several varieties, some consisting only of crystalline minerals without any metallic iron, others of a mixture of minerals and metals, but the most common are of iron, always alloyed with a small quantity of nickel, and usually containing also traces more or less of a few other metals and known chemical elements. The iron in some specimens has been found to amount to 93 per cent. of the whole. These aerolites, or meteorites, as they are also called, are of irregular shape and vary greatly in size, which however is sometimes very considerable: one found in South America was calculated to weigh 14 tons, another discovered in Mexico, 20 tons. There is in the British Museum a good specimen of an iron meteorite, which is represented in Fig. [16], where it will be observed that a portion has been cut off to form a plane surface, which when polished and etched by an acid, reveals a crystalline structure quite peculiar and distinctive, so that such meteorites can be recognized with certainty, even if they did not possess surface characters which are easily observed and identified when once a specimen has been examined. The fall of meteorites to the surface of the earth is comparatively rare, but it has been witnessed by even scientific observers; as when Gassendi, the French astronomer, saw in Provence the fall of a meteorite weighing 59 lbs. In the Transactions of the Royal Society for 1802 may be found a detailed account of an instance in England of the fall which took place in Yorkshire, on the 13th December 1795, of a stone 56 lbs. in weight. Aerolites become ignited or incandescent by reason of the great velocity with which they pass through the atmosphere, whereby the air in front of them is condensed and heated, the heat often being sufficient to liquefy or even vaporize the solid matter. The so-called shooting stars are with good reason believed to be nothing but such incandescent aerolites, and the aerolites themselves are regarded as small asteroids, or scattered planetary dust, portions of which occasionally coming within the sphere of the earth’s attraction are drawn to its surface. Meteoric iron is too rare to be of any value as a source of iron, but certain specimens have been found in which the metal was malleable and of excellent quality. From such meteorites the natives of India and other places have, it is said, sometimes forged weapons of wonderful temper and keenness, and we may well imagine that when such weapons have been made from iron that had actually been observed to fall from the sky, they would be regarded as endowed with magical powers, so that we may perhaps ascribe to such circumstances the origin of some of the legends about enchanted swords, etc. It is significant also that in some Egyptian inscriptions of the very highest antiquity, the word indicating iron has for its literal meaning stone of the sky.

But as nature has hardly provided man with the metal iron, he has been obliged to find the art of extracting it from substances which are utterly unlike the metal itself. In this case, as in many others, the art has been discovered and practised ages before any scientific knowledge of the nature of the processes employed had been acquired. The idea prevails that there are such difficulties in extracting this metal; that elaborate and complex appliances, not unlike those in use in modern times, were requisite for the purpose; and therefore that the use of iron is compatible only with a somewhat late period in man’s history, and implies a comparatively advanced stage of civilization. Now there undoubtedly are facts which tend to confirm this view; for instance, the Spaniards who first colonized North America found the natives perfectly familiar with the use of copper, but without any acquaintance with iron, although the region abounded with the finest ferruginous minerals; and, again, the archæologists who have examined the relics of ancient civilizations and of pre-historic peoples about the shores of the Mediterranean, find in the earliest of these relics weapons and implements of rudely chipped stones, followed later by the use of better-shaped and polished stones; hence the periods represented by these, they have respectively designated by the terms palæolithic and neolithic—the old and the new stone ages. At some later time the stone of these implements was gradually replaced by bronze, which is a mixture of copper and tin, while as yet iron does not occur in any form among the remains. In the latest layers, however, articles of iron are found, and it is inferred that this metal came into use only after bronze had been known for an indefinite period; hence these later pre-historic periods have come to be respectively called the bronze age and the iron age. No doubt this succession really occurred in the localities where the observations were made, but it would not be justifiable to assume that the same was the case in every part of the world, for much would depend on such circumstances as the presence or absence of the essential minerals. We may also set against the supposed difficulty of obtaining iron from the ores, the still greater complexity of the methods required for the production of copper and of tin. Besides this is the fact that the ores of tin are found but in very few places in the world, and of these only the Cornwall mines, so well known in ancient times, would be likely to furnish a supply to the places where pre-historic bronzes are found; this implies that navigation and commerce must have already made considerable progress. On the other hand, iron has been produced and worked for untold ages by the negro races all over Central Africa, and the method of treating the ore has no doubt been that which is there still practised by certain scarcely civilized tribes, and it is as simple as any metallurgical operation can possibly be, requiring merely a hole dug in a clay bank, wherein the fuel and minerals are piled up, and the mere wind supplies sufficient blast to urge the fire to the needful temperature, or air is blown in from rude bellows made of a pair of skins alternately raised and compressed. These very primitive furnaces have in some places developed into permanent clay structures, seven or eight feet in height. The natives of Central Africa have therefore long known the method of extracting iron, as well as of forging and casting it.

The nature and value of what has been done during the century in the treatment of iron would not be intelligible without some description of the ordinary processes of extracting the metal from the ores; and a scientific understanding of these implies some acquaintance with chemistry. Not because metallurgy has been developed from chemistry, for the fact is rather the reverse; indeed, as we have seen, the art of extracting iron from its ores was practised ages before chemistry as a science was dreamt of. Although we may assume that many of our readers have sufficient knowledge of chemistry to attach distinct ideas to such few chemical terms as we shall have occasion to use, yet it may be of advantage to others to have some preliminary notes of the character of the chemical actions, and of some properties of the substances that will have to be referred to. It is certainly the case that people in general, and even people very well informed in other subjects, have but the vaguest notions of the nature of chemical actions, and of the meaning of the terms belonging to that science. For example, one of our most popular and justly esteemed writers, treating of the very subject of iron extraction, calls the ore a matrix, thereby implying that the iron as metal is disseminated in detached fragments throughout the mass, which is a conception inconsistent with the facts. The reader will be in a more advantageous position for understanding the relation of the ores of iron to the metal, if he will follow in imagination, or still better in reality, a few observations and experiments like the following—of which, however, he is recommended not to attempt the chemical part unless he is himself practically familiar with the performance of chemical operations, or can obtain the personal assistance of someone who is. Taking, say, a few common iron nails, let him note some obvious properties they possess: they have weight—are hard and tough so that they cannot be crushed in a mortar—are opaque to light—if a smooth surface be produced on any part, it will show that peculiar shiny appearance which is called metallic lustre, in this case without any decided colour—they are not dissolved by water as sugar or salt is—and are attracted by a magnet. If several of the nails be heated to bright redness they may be hammered on an anvil into one mass, and this may be flattened out into a thin plate, or it may be shaped into a slender rod and then drawn out into wire; or otherwise the nails may be converted into the small fragments called iron filings. In these several forms the nails, as nails, will have ceased to exist; but the material of which they were formed will remain unchanged, and each and every part of it however large or small will continue to exhibit all the properties noted above as belonging to the substance of the nails, which in the cases supposed has undergone merely physical change of shape. Treating our nails in yet another way, we may proceed to subject them to a chemical change, by an experiment very simple in itself, but involving certain precautions, by neglect of which the tyro in chemical operations would incur some personal risks; these might however be obviated by using only very small quantities of the materials (a mere pinch of iron filings and a few drops of sulphuric acid), when the results would still be sufficiently observable. A few of the iron nails having been placed in a flask of thin glass, we pour upon them a mixture of oil of vitriol (sulphuric acid) and water, which has previously been prepared by gradually adding 1 measure of the acid to 5 measures of water. The action that takes place is greatly accelerated by heat, and indeed the contents should be heated to boiling by standing the flask on a layer of fine sand spread on an iron plate and gently heated from below. The nails will soon disappear, being completely dissolved by the acid liquid, and the turbid solution should be filtered through filtering paper as rapidly as possible and while still hot. This turbid and dirty looking condition is due to foreign matters in the nails, for these never consist of pure iron. The filtered liquid is set aside to cool in a closed vessel, in which after a time will be found a deposit of crystals of a pale bluish-green colour. The liquor above these having been poured off, the crystals are to be rinsed with a very small quantity of cold water, and then dried between folds of blotting-paper, after which they are ready for examination. The quantity of the diluted acid put into the flask should have a certain proportion to the weight of the nails; about 5 fluid ounces to 1 ounce of iron will be found convenient, for if less is used the nails will not be entirely dissolved, and an excess will tend to keep the crystals in solution instead of depositing them when cold. The nails—as such—will now have passed out of existence: can we say that the iron that formed them exists in the crystals? Certainly not as the metal iron, for every property of the metal will have disappeared. The crystals are brittle, can be crushed in a mortar—they are translucent—they show no metallic lustre, but only glassy surfaces—they are readily dissolved by water—they are not attracted by a magnet. The most powerful lens will fail to show the least particle of iron in them; they have in their properties no assignable relation to the metal of the nails, but are matter of quite another sort; and be it noted that this entire otherness is the special and characteristic sign of chemical change. So complete is the transformation in the case we have been considering that it would never have been said that iron was contained in these crystals, but rather that the metal had for ever passed out of existence, but for one circumstance; and that is, that by subjecting the crystals to certain processes of chemical analysis we can again obtain from them the iron in metallic state. Nay more, we should find the weight of metal so obtained to be exactly equal to that of the pure iron dissolved from the original nails, supposing of course that we operated upon the whole of the crystalline matter so produced. The inference therefore is that although every property of the iron appeared to be absent from the crystals, the iron entering in them retained there its original weight, and the correct statement of the change would be, that in the crystals the iron had lost all its original properties SAVE ONE, namely, its weight, or gravitating force, if we choose to call it so, a property belonging to it in common with every material substance. Chemical analysis can also separate from the crystals their other constituents and weigh them apart—so much water and so much sulphuric acid—and when to these weights that of the iron is added, the sum exactly makes up the weight of the crystals.

A still simpler experiment, which may be performed by anyone with the greatest ease, may serve as a further illustration of the profound nature of the change in the properties of bodies brought about by chemical combination, and it will also serve as the occasion of directing attention to a remarkable circumstance that invariably characterizes such changes, and one that should always be present in our minds when we are considering them. A yard of flat magnesium wire can be bought for a few pence, and after its metallic character has been observed in the silvery lustre disclosed by scraping the dull white surface, a few inches is to be held vertically by a pair of tongs, or by inserting one extremity in a cleft at the end of a stick, then the lower part is brought into contact with a candle or gas flame. The metal will instantly burn with a dazzlingly brilliant light, and some white smoke (really fine white solid particles) will float into the air; but if a plate be held under the burning metal, some of the smoke will settle upon it, together with white fragments that have preserved some shape of the metallic ribbon, but which a touch will reduce into a fine white powder, identical with the well-known domestic medicine called “calcined magnesia”—a substance totally different from the metal magnesium. The reader will scarcely require to be told that in this burning the metal is entering into combination with the oxygen of the air—by which that invisible gas somehow becomes fixed in these solid white particles, so entirely unlike itself. But this experiment might be so arranged that the quantities of magnesium and oxygen entering into the magnesia could be weighed. For this purpose special appliances would be required in order to ensure complete combustion of the metal, for in the experiment as just described some small particles are liable to be shielded from the oxygen by a covering of magnesia, and the arrangement would have to be such that the whole of the white powder could be gathered up and weighed. In the absence of such appliances, and of a delicate balance, together with the skill requisite for their use, the reader must for the time be contented to take our word for what would be the result. In every experiment the magnesia would be found heavier than the metal burned in the proportion of 5 to 3; in other words, magnesia always contains (so the phrase runs) 3 parts of magnesium combined with 2 of oxygen: never more nor less. A definite proportion between the weights of the constituent substances characterizes every chemical combination, and when this is once determined in a single sample of the compound, it is determined for every portion of the same, wherever found or however produced. But each compound has its own particular proportion, that is, the quantitative relations are different for each. For example, the two constituents of water, hydrogen and oxygen, are combined in the ratio of 1 to 8, etc.; and oxygen combines with metals in a ratio different in each case. Then occasionally the same ratio of constituents occurs in compounds of different composition. The elementary student is apt to suppose that this is because of the law which he finds stated, probably in almost the first page of his text-book: “Every compound contains its elements in definite and invariable proportions”; and even well-educated people entertain the idea of the fact being “governed by” or “obeying” the law just quoted,—a misconception arising from the other use of the word “law,” as signifying an enactment. The real case however is the converse; namely, that a multitude of facts like that above stated have governed the law, and caused it to be what it is—the general statement of many observed facts.

We have assumed that the reader’s chemical knowledge had already made him aware that in every case of ordinary combustion the oxygen of the atmosphere is in the act of entering into combination with the burning body: as with the magnesium, so with a coal fire, a gas flame, or a burning candle; only in these last cases the products of the combustion pass away invisibly. The candle by burning disappears from sight, but its matter is not lost, and as in the case of magnesium, the compounds it forms weigh more than the unburnt candle. The experiment is commonly shown in courses of elementary lectures on chemistry, of so burning a candle that the invisible products are retained in the apparatus, instead of being dissipated in the atmosphere, and the increase of weight of the burnt candle over the original one is demonstrated by the balance. Important as is the part played by oxygen in all chemical actions on the earth, the composition of the atmosphere was not understood until the end of the eighteenth century, and it was well on into the nineteenth before the quantities of its constituents were accurately determined. Now everyone knows that air is mainly made up of a mixture of the two gases oxygen and nitrogen. A mixture of two or more things is very different from a chemical combination of them; for in the former each ingredient retains its own properties. (See Air in Index.) Nitrogen being an inert gas that takes no part in combustion, or in the ordinary chemical actions of the air, acts therein simply as a diluent of the oxygen. It is necessary in relation to our present subject to bear this in mind, as well as the relative quantities of the two gases in air. For our immediate purpose we may neglect the minor constituents of air—such as watery vapour, carbonic acid, etc., of which the total weight does not exceed one hundredth part of the whole—and consider air as a mixture of 23 parts by weight of oxygen with 77 of nitrogen, or calculated in volumes, 21 measures of oxygen with 79 of nitrogen. Compounds of oxygen with nearly every one of the other seventy or more chemical elements are known, and these compounds, which are called oxides, are arranged by chemists under five or six classes, forming as they do basic radicles, acid radicles, saline oxides, etc. With some of these compounds belonging to different classes, we must make acquaintance after noticing the elementary substance with which the oxygen is united.

We begin with carbon, which forms the chief constituent of all our combustibles. Some specimens of graphite, plumbago, or “blacklead” consist of almost pure carbon (98 per cent.), and some varieties of wood charcoal exceptionally contain 96 per cent.; but in ordinary charcoal the percentage is much less. Coal, the most familiar of our solid fuels, varies greatly in composition, carbon being the predominating constituent, in amount from 57 to 93 per cent. Coke, another fuel much used in metallurgical operations, is made by heating coal without access of air, when a large quantity of gaseous substances is expelled. Coke burns with an intense and steady heat without emitting any visible smoke, but it does not ignite as readily as coal. Carbon forms two different compounds with oxygen: both are invisible gases, but they differ in the proportions of the constituents, and present different properties. When carbon (coal, coke, or charcoal) is completely burnt, that is, with an abundant supply of air, the product is carbonic acid gas, in which 3 parts of carbon are combined with 8 of oxygen: when, on the other hand, the carbon is burnt with a sufficiently restricted access of air, the result is carbonic oxide gas, in which 3 parts of carbon are united with only 4 of oxygen. The reader will here observe that the former contains just twice as much oxygen as the latter for the same quantity of carbon. This fact and numberless others like it are expressed or summed up by another law of chemical combination which states that when two elements combine in several different proportions these are invariably such that the ratios in the several compounds will be found to have exact and simple numerical relations; that is, such as may, when reduced to their lowest terms, be expressed by the simple integers 1, 2, 3, etc., as 1 : 2, 3 : 2; ... 8 : 9, etc. It comes to the same thing if we compare together the weights A and A´ which are united in each compound with any one identical weight of B, giving of course the ratio A : B ÷ A´ : B. For instance, in the case just given, of carbon and oxygen, 3 : 4 ÷ 3 : 8 = 2 : 1. This, which is simply stating the facts, is called the law of multiple proportions. On a later page will be found another illustration (see Index, Nitrogen and Oxygen Compounds), and its expression in terms of the atomic theory, which goes behind the facts (so to speak), but is extremely useful by comprehending many other groups of facts in chemistry and in other sciences. Carbonic acid gas is of course incombustible, but carbonic oxide gas burns by uniting with the additional proportion of oxygen and becoming carbonic acid. On the other hand, carbonic acid gas passing over red-hot coals takes up from them the additional proportion of carbon, and is, we may say, unburnt into carbonic oxide. When we see a pale blue flame flickering over the bright embers in a fire grate, it is carbonic oxide burning back again by taking more oxygen from the air above the coals. Carbonic oxide combines directly with two or three of the metals, as, for instance, it forms a volatile compound with nickel, at a certain temperature, and this is decomposed again at a higher temperature. The like takes place with iron, although in very small quantities, but the observation throws some light on the processes of reduction. Carbonic oxide is neither acid nor basic, but carbonic acid is an acid oxide, and as such unites with oxides of the basic class to form another range of compounds. Thus, for example, the oxide of the metal calcium is quicklime, which is strongly basic, and this directly combines with carbonic acid, forming a neutral substance called in systematic chemistry calcium carbonate, or more commonly but less correctly, carbonate of lime, familiar to everyone in the compact state as limestone, and marble, and in a more or less pulverent condition as chalk. When any of these is heated to redness, carbonic acid is expelled and quicklime remains. Like most oxides, quicklime forms a compound with water, the combination being attended with the extrication of much heat, the compact quicklime swelling and crumbling into slaked lime. The chemist’s term for a compound of a basic oxide with water is hydrate, while that of an acid oxide with water is for him properly an acid, or in order to particularly distinguish this class, an oxy-acid. It was however the older practice to give the name of acid to the oxide alone, and this naming having found its way into popular language is much more familiar to the non-scientific reader. The systematic names of the two compounds of carbon and oxygen are carbon monoxide and carbon dioxide, but we shall use here the more familiar terms carbonic oxide and carbonic acid.

We have now to call attention to a substance which contributes by far the largest part to the solid crust of our globe. It is called silica, from silic-, the Latin word for flint (without case suffix): it is seen in flint, and very pure in rock crystal, quartz, agate, and calcedony. It forms the essential part of every kind of sand and sandstone, and is the principal ingredient of clay, granite, slate, basalt, and many other minerals. Silica is the oxide of a quasi-metal called silicon, which can be obtained from silica with difficulty, and only by roundabout processes, presenting itself in different conditions according to the process used. Silica is an acid oxide, and it readily unites with most of the basic oxides when heated with them, forming a class of compounds of different properties which are much modified in admixtures containing two or more. Very few of these silicates are soluble in water, most of them are not: they are all fusible at various temperatures, except silicate of alumina, of which fire-clay is chiefly constituted. Alumina, it should be stated, is the oxide of the metal aluminium. The silicates of lime and of magnesia fuse only with great difficulty; but the silicates of iron and of manganese are easily fused, and silicate of lead still more so. Glass is a mixture of silicates, often of lime, soda, and alumina; sometimes of lead and potash mainly; porcelain and pottery consist chiefly of silicate of alumina with varying proportions of silicates of iron, of lime, etc.

It now remains only to mention two non-metallic elements that are nearly always present in crude iron, but which the metallurgist strives to eliminate, as they are in general very injurious to the quality of the material even when their amount is very small. The first is sulphur, well known as brimstone, also as flowers of sulphur, a yellow coloured solid, which burns in the air. The product of the combustion is an invisible gas of a readily recognized pungent odour: this is an acid-forming oxide containing equal weights of sulphur and oxygen. There is another oxide in which the weight of oxygen is one and a half times that of the sulphur, and this is the radicle of the very active sulphuric acid or oil of vitriol. Sulphur, like oxygen, unites with most of the other elements, forming compounds called sulphides. Of these the iron compound called pyrites is the best known, and its occurrence in coal prevents the use of that material as fuel in contact with iron or other metals. Phosphorus is an element that occurs naturally only in combination; in its separated state it is a very inflammable solid. It combines directly with other substances and is taken up by some fused metals in large quantities. In many cases a very small proportion of it existing in a metal greatly modifies the properties of that metal. Phosphorus forms several oxides, and these are radicles of powerful acids, among which is phosphoric acid that combines with basic oxides to form phosphates.

We have now, in the few last paragraphs, set before the reader the minimum of chemical knowledge that will enable him to follow the rationale of such processes of the modern treatment of iron and its ores as we can here give an outline of. Although there are numberless minerals from which some iron can be extracted, the name of iron ore is confined to such as contain a sufficient amount to make the extraction commercially profitable, and this requires that the mineral should be capable of yielding at least one-fifth of its weight. The ores are very abundant in many parts of the world, and they consist mainly of oxides and their hydrates, or of carbonate, or of carbonate mixed with clay and silicates, sometimes also with coaly matters in addition. The carbonate iron ores are often mixed with oxides. Each class of ore is liable to be contaminated with phosphates and with sulphur. The richest ore is the magnetic iron ore, which is found in enormous masses in Sweden, Russia, and North America. It is an oxide containing 72·41 per cent. of iron. Red hæmatite and specular ore are varieties of another oxide with 70 per cent. of iron: the former is a very pure ore when compact. It is found in Lancashire, Cumberland, and South Wales, and much has been imported from Spain, while America has abundant supplies near Lake Superior. Specular iron ore forms brilliant steel-like crystals which show the red colour of hæmatite only when scratched or powdered. Elba was famous for this ore, which occurs also in Russia and Sweden, and large deposits are met with in both North and South America. Brown hæmatite is a hydrate of the former, containing 60 per cent. of iron; it abounds in France and Spain, where some kinds are associated with a noteworthy quantity of phosphate of iron. Spathic or sparry iron ore is, when pure, a collection of nearly colourless transparent crystals, consisting of carbonate of iron; it contains about 48 per cent. of iron, and also some of the metal manganese, which last circumstance makes it, as we shall see, particularly suitable for producing certain kinds of steel—indeed it is sometimes called steel ore. Large beds of it occur in Styria and Carinthia. Clay iron stone, or clay-band, has been extensively mined in Britain. It is found abundantly in Staffordshire, Yorkshire, Derbyshire, and South Wales. It consists of carbonate of iron intimately mixed with clay. The quantity of iron in some samples falls as low as 17 per cent., but it rises with variations to as much as 50 per cent. Much of its importance arises from the fact of its occurring in beds alternating with layers of coal, limestone, and clay, so that the same pit is sometimes able to supply firebricks for building the furnace, fuel for the smelting, and limestone for the flux,—a combination of advantages that for long enabled iron to be produced in England cheaper than elsewhere. The like is true of the blackband ore, which, in addition to the same ferruginous composition as the last, contains also so much combustible or bituminous material that it can be calcined (roasted) without additional fuel. The deposits of blackband in Lanarkshire and Ayrshire, which were discovered only in 1801, have given great industrial importance to the district. Yet another British ore must be noticed, namely, the Cleveland ironstone of the North Riding of Yorkshire. This is a carbonate of a grey or bluish colour caused by the presence of a little iron silicate. It contains also a considerable amount of phosphorus.

How simple is the operation of obtaining iron from the ore has already been stated—that it is necessary only to surround lumps of ore by fuel in a fire urged by a natural or artificial blast, and then to hammer the mass extracted from the furnace so as to weld together the scattered particles of the metal, and at the same time squeeze out the associated slag and cinders, in order to obtain a coherent malleable piece, which can be reheated in a smith’s fire, and forged into any required form. It is no wonder therefore that iron was so produced by the ancient Britons; at any rate Cæsar found them well provided with iron implements and weapons. No doubt the Romans brought their more advanced skill to the working of the metal; but in the matter of treating the original ore, the methods they pursued on an extensive scale in Britain were of the rude kind already described. Indeed in localities where the Romans were known to have carried on their operations, the remains of their workings are almost always found on high ground, so that it may be inferred that they relied upon the winds to fan their fires, and their operations were incomplete and wasteful. The most extensive of them appear to have been in Sussex and Monmouthshire, in which last county there are places where the ground is in large areas covered by their cinders and refuse, and in this about 30 or 40 per cent. of iron occurs, so that for some centuries this material was found capable of being profitably reworked as a source of the metal. Iron continued to be produced in England during the middle ages with charcoal for fuel, but its export was forbidden, and whatever steel was required had to be imported from abroad. Afterwards German artisans were brought over for making steel, and soon afterwards the importation of shears, knives, locks, and other articles was prohibited. The native production of iron continued, and this consumed the forests so rapidly for the supply of charcoal, that various Acts were passed to restrain the iron-makers, in order to preserve the timber. In spite of these, the arts of smelting and working iron advanced apace: bellows were used for the blast, and then the works were brought down into the valleys, where water power could be employed to work them. The scarcity of charcoal fuel caused many attempts to supply its place with pit coal, but these met with small success, partly on account of the coal containing so much sulphur, and partly from the difficulty of obtaining with it a sufficiently high temperature, especially as the blowing apparatus was as yet very imperfect. At length, in the first half of the seventeenth century, the problem was solved by Dud Dudley, whose process was kept secret, but is believed to have consisted in supplying coal at the top of a higher furnace, in such a manner that the coal was converted into coke by the heat of the escaping gases before it reached the reducing zone of the furnace. This innovation was violently opposed by the charcoal smelters, who persecuted the inventor in every way, until their resistance was successful. But before the middle of the next century coke was regularly used in iron smelting, the process having been made successful by Darby at Coalbrookdale, and then many new applications of cast iron came into vogue. Coke being a substance burning less freely than charcoal, bellows were found inadequate to give the necessary blast, and were displaced by blowing cylinders, actuated at first by water wheels, but this uncertain and comparatively feeble source of power was soon superseded by the steam engine, the “fire engine,” for which, as we have seen, Watt obtained his patent in 1769. The furnaces were not then all engaged in producing the fusible metal now called cast or pig iron as are the huge blast furnaces we see at the present time. Indeed it was much to the disgust of the old iron smelter that occasionally his product turned out to be of the fusible kind, unworkable by the hammer, which therefore he regarded as worthless. At what date cast iron was first used is uncertain; but probably it was not long before the fourteenth century. The furnaces in use up to that time were small square walled-in structures only 3 or 4 feet high, and their effect would not greatly exceed that of a smith’s forge: but as improved blowing apparatus gave more power, they soon became enlarged into oval or round brick towers from 10 to 15 feet high, and they, like the small furnaces, could be made to yield either smith iron or steel by modifying the charge and the manner of applying the blast; while furnaces of dimensions exceeding a certain limit could no longer be trusted to turn out malleable metal, but they produced instead the cruder substance we call white pig iron, and this requires much subsequent treatment before it is converted into malleable or “merchant iron.” Nevertheless the demand for cast iron as such, and more particularly the adoption of improved methods of deriving malleable iron from it, caused further increase in the size and numbers of blast furnaces, until in the early part of our century 30 feet was not an unusual height, the highest one in England in 1830 attaining 40 feet. The total make of pig iron in England was in that year nearly 700,000 tons, perhaps about fifty times as much as it was a century before, and thirty years later (1860) it had risen to nearly 4,000,000 tons. These figures show the extraordinary expansion of the British iron manufacture in the earlier part of the century; and the still more extensive applications of iron during the next twenty years had the effect of almost doubling the produce in 1880, and of increasing also three-fold the amount of foreign metal imported, raising it to 2,500,000 tons. The reader will now, it is hoped, be prepared to follow with some interest a brief account of the principal inventions which have brought about results of such importance.

Fig. 17.—Blast Furnace (Obsolete Type).

Fig. 18.—Section and Plan of Blast Furnace (Obsolete Type).

Deferring for the moment any description of the latest blast furnaces, we invite his attention to Fig. [17], which represents the furnace used in the first half of our century, but which now is of an obsolete type, Fig. [18] being the section and plan of the same. The lower part of Fig. [17] shows where the molten metal has been allowed to run out of the furnace into channels made in dry sand; first a main stream, then branches to right and left, each of these with smaller offsets on each side of it. These smaller channels are the moulds for the pigs, so called because of the fancied resemblance of their position with regard to the branch that supplied them, to the litter of a sow. They are easily broken off from the larger mass, and then form pieces about 3 ft. long with a ᗜ-shaped section, 4 in. wide, the weight being from 60 to 80 lbs. This is iron of the crudest kind, and though it is often referred to as “cast iron,” it is, as a matter of fact, not used in this state for any castings, except those of the very roughest and largest kind: a certain amount of purification is requisite in most cases. This is given by fusing the metal—along with some form of oxide and often other matters—in a cupola furnace, which is like a small blast furnace, being from 8 ft. to 20 ft. high and uses coke for fuel with a cold blast.

So far from being simply iron, pig contains a large and variable proportion of other matters amounting often to 10 or 12 per cent.; and these confer upon it its fusibility. The principal one is carbon, which is found in the metal partly in the state of chemical combination with it, and partly in the form of small crystals similar to those of graphite or plumbago, disseminated through the mass. When there is a comparatively small proportion of the carbon combined with the iron, the substance is grey, and it can be filed or drilled or turned in a lathe. In white cast iron the combined carbon predominates, or is sometimes accompanied by scarcely any graphitic carbon; it is brittle and so very hard that a file makes no impression. It fuses at a lower temperature than the other varieties. A third kind is the mottled cast iron, which shows a large coarse grain when broken, and distinct points of separate graphite particles; it is tougher than the others, and therefore when cannon were made of cast iron this variety was preferred. The following table giving the percentage composition of four samples of crude cast iron will show their diversities.

The reader will observe that the last item in the table above is a substance that he has not yet made the acquaintance of, namely, manganese. This is a metal which in many of its chemical relations much resembles iron, and ferruginous ores usually contain a greater or less proportion of it. Manganese is of great importance in the manufacture of steel, as we shall presently see; but as a separate metal it has no application, and is obtainable in the metallic state with much difficulty. One of its oxides has however very extensive applications in the chemical arts, and others form acid radicles, which in combination with potash or soda give rise to useful products. The well-known “Condy’s fluid” is a solution of one of these.

We have seen how malleable iron or steely iron may be directly obtained from the ores, but it has been found that on the large scale it is necessary and more economical to operate on the pig iron produced by the blast furnaces in such a manner as to remove the greater part of the foreign substances.

Fig. 19.—Section of a Reverberatory Furnace.

The first step in the conversion of the pig iron usually taken has been, and to a certain extent even is still, to remelt the metal in what is termed a finery furnace, a kind of forge in which a charcoal fire is urged by a cold blast, and so regulated that an excess of oxygen is supplied, or rather more than would suffice to convert all the carbon of the fuel into carbonic acid; although this is perhaps not absolutely necessary, as carbonic acid would itself supply oxygen by suffering reduction to carbonic oxide. At any rate the melted metal is exposed to an oxidizing atmosphere and constantly stirred. Many different arrangements of the furnace and details of the process have been used. For instance, where the finest quality of malleable iron was not aimed at, coke has been the fuel employed, and many shapes of furnaces, etc., have been contrived, and various additions of ores, oxides, etc., made to the charge, according to local practice and the nature of the crude iron. One marked effect of the operation is the final removal of nearly all the silicon, which is burnt or oxidized into silica, and this at once unites with oxide of iron, which is also formed, to produce a readily fusible slag of silicate of iron, and in the production of this silicate any sand attached to the pig will also take part. Much of the carbon, amounting sometimes to more than half, is also eliminated as carbonic oxide, and of what is left but little remains in the graphitic state. The action on the phosphorus is usually less marked, but there is always a notable reduction of the quantity. The sulphur is also lessened in some degree, although when coke is used, the fuel has the disadvantage of itself containing sulphur, phosphates, and other deleterious matters. Sometimes a little lime is added to the charge to take up the sulphur from the coke. The operation lasts some hours, the fused metal being frequently stirred with an iron rod, until it assumes a pasty granular condition, when the workman gradually collects it upon the end of the rod into a ball of about three-quarters of a cwt. in weight. These balls, or blooms as they are called, are removed from the furnace while still intensely hot, and at once submitted to powerful pressure by means of some suitable mechanical arrangement, the effect being to squeeze out the liquid slag and force the particles of metal together by which the whole becomes partially welded into a more compact mass. Then this mass is, while still hot, either hammered with gradually increased force of the strokes, or in the more modern practice, passed between iron rollers (these we shall presently describe), by which it is shaped into a bar. The bars are afterwards cut into lengths, reheated without contact of fuel, again hammered or re-rolled; and this process is several times repeated when the best product is required. During the first treatment of the blooms, and also in the subsequent hammering or rolling, the oxygen of the atmosphere acts on the surface of the glowing metal, so as to cover it with thin scales of oxide, and these, carried into the interior of the mass, will give up their oxygen to any residual silicon, carbon, etc., producing a little more slag, carbonic oxide, phosphate of iron, etc., which by the pressure of the hammers or rolls are ultimately forced out of the metal. It will be observed that in producing the pig iron the chemical action is the separation of oxygen from the metal, while conversely an oxidizing action is set up in the finery and subsequent treatment, in order to burn off the foreign ingredients. But this cannot be done without at the same time re-oxidizing some of the iron itself, of which therefore there is always a considerable loss, by its formation into slag (silicate), cinder, foundry scale (oxide), etc. The quantity of iron lost depends of course on many conditions, such as the care exercised in the operations, but it occurs in all the processes that have been devised for the conversion in question, even in the most modern: its amount may be taken to range between 10 and 20 per cent. The reader is requested to bear in mind the nature of the chemical actions that have just been described, for in even the most recently invented processes the principle is the same in nature and effect. So completely can the foreign elements be eliminated by this, or some analogous process, such as we shall presently mention, that the finest Swedish bar iron contains more than 99½ per cent. of the metal, and in some cases only a very little carbon and a mere trace of phosphorus remain, amounting together to less than 1 part in 2000. Such metal is made from very pure ore, containing no sulphur and scarcely any phosphorus, while charcoal is the fuel used in all the operations. As already mentioned, the objection to the use of coke is the sulphur, phosphates, and siliceous matters it contains. Toward the close of the eighteenth century an invention came into use which obviated the disadvantages of the cheaper fuel for converting crude iron. This was the puddling furnace, brought into use after much experimenting by Henry Cort in 1784. In it the pig iron is fused in a reverberatory furnace, the form of which will be understood from Fig. [19], which is a diagram showing such a furnace in section, where f is the fire, a an aperture at which the fuel is introduced, p the ash pit, b is a low wall of refractory material called the “bridge,” over which the flame passes, and is by the low arched roof reflected or reverberated downwards upon the charge, c, which is laid on a hearth, or iron floor, having spaces below it where air circulates in order to prevent it becoming too hot. In Cort’s original arrangement the bed of the hearth was formed of sand, which gave rise to much inconvenience by producing a quantity of the very fusible silicate of iron, that speedily attacked the masonry of the furnace, and therefore a very important improvement was devised some years later by S. B. Rogers, who made the bed of his furnace of a layer of oxide of iron, spread on a cast iron plate 1½ inches thick. In later times it has become usual to cover the iron hearth with certain other refractory mixtures varied according to circumstances, of oxide, ore, cinder, lime, etc. There is one of these mixtures significantly designated “bull-dog” by the workmen. We may mention here that it has, in more recent times, when very high temperatures are obtainable, been found unnecessary to cause even the flame to come into contact with the substances on the hearth, inasmuch as the heat radiated from the flame and the intensely heated roof of the furnace suffices, so that in consequence of this the roofs are now constructed nearly flat. In the puddling furnace the melted metal is constantly stirred, and no little skill is required to regulate the fire by the damper on the chimney, and to admit the proper amount of air to mix with the flame. The pig iron softens and melts gradually, until at length it becomes perfectly liquid, at which stage it swells up and appears to boil owing to the escape of carbonic oxide in numerous jets, which burn with the characteristic pale blue flame. The puddler then briskly stirs the mass to cause more complete oxidation of the carbon, silicon, etc., by bringing the superficially formed oxide of iron into the interior. As the iron loses its carbon, it assumes much the texture of porridge, consisting of pasty lumps of malleable iron implexed with the liquid slag (silicate of iron, etc.) which drips from the spongy balls as the puddler collects them at the end of his stirring rod, as in the finery operation. The next thing is to run the mass immediately between powerful rolls (puddling rolls) by which the slag is squeezed out, as before, and finally through the finishing rolls that shape it into bars or plates.

When a comparatively impure pig iron is used or when a better quality of malleable metal is desired, the crude iron is submitted to a preliminary treatment before puddling. This treatment, by a technical distinction, called refinery, is practically identical with the finery process already described, except that instead of being collected into blooms, the fluid metal is run out to form a layer 2 or 3 inches thick, and this, before becoming quite solid, is suddenly cooled by having water thrown over it, the result being a white, hard, brittle mass, which broken into pieces is ready for the puddling furnace.

The operation that has been described is known as hand puddling, in contradistinction to later methods in which it has been sought to substitute some form of machine that will produce the same result automatically, such as revolving furnaces, etc. It has been found difficult to maintain these in good working order, and in England at least mechanical puddling has never found much favour, but in the great iron works of Creusot, in France, large revolving furnaces were in use about 1880, which could turn out 20 tons of converted iron in 24 hours, whereas the old hand puddling furnaces could in the same period produce only 2½ or 3 tons, with two sets of men, the puddler and one assistant. Of these mechanical furnaces it is unnecessary to give any account, especially as the puddling process itself has nearly gone out of use, having been superseded by more economical methods.

The use of rolls for treating the product of the puddling furnace, and for making it into bars, was also an invention of Henry Cort’s, for which he obtained a patent in 1783. This was in many respects an immense improvement on the older system of hammering; it is still practised, and by it shapes can be given to the metal scarcely possible on the older system, while the tenacity of the metal is increased by the uniformity given to the grain. The difference of chemical composition between cast and wrought iron the reader has already been made acquainted with, and there is quite as great a difference in their textures. The former, when broken across, shows a distinctly crystalline structure, which we may compare to that of loaf-sugar, while the latter exhibits grain, not unlike that of a piece of wood. This fibrous structure depends upon the mechanical treatment of the iron, and in rolled bars the fibres always arrange themselves parallel to the length of the bar. Fig. [20] shows this fibrous structure in a piece of iron where a portion has been wrenched off. Like wood, wrought iron has much greater tenacity along the fibres than across them; that is, a much less force is required to tear the fibres asunder than to break them transversely. Consequently, to obtain the greatest advantage from the strength of wrought iron, the metal must be so applied that the chief force may act upon it in the direction of the fibres. Near the beginning of our article on Iron Bridges (q.v.) the reader will find some illustrations of the very different resisting powers of cast and wrought iron.

Fig. 20.—Fibrous Fracture of Wrought Iron.

Nothing in the way of inventions can be compared to those of Cort’s as to the effect they have had in promoting the iron industry, until we reach a period some years after the middle of our century; but we must not neglect to recognize the scarcely inferior importance of Rogers’ improvement. Singularly enough, neither of these men reaped any benefit from his inventions. Cort died in the last year of the eighteenth century, quite a poor man, having been supported only by a niggardly pension of some £160 from the Government, and leaving his family in indigent circumstances. Yet a most eminent authority on iron questions (Sir W. Fairbairn) estimated—some time about the middle of our era—that the two inventions of Cort’s alone, the rolling-mill and the reverberatory puddling furnace, had by that time added to the wealth of Great Britain by an amount equivalent to six hundred million pounds sterling. For many iron-masters had profited by these inventions, amassing very great fortunes, in some instances also acquiring titles of honour. Clearly to Cort and Rogers may be applied the sic vos non vobis saying.

We shall now turn to the improvements that have been effected in the blast furnace, and of these none perhaps has been more marked than that made by Neilson, when in 1828 he substituted heated air for the ordinary cold air that had before always supplied the blast. It will be remembered that the heat is due to the combination of only the oxygen of the air with the carbon of the coke, but the greater part of the air—the four-fifths of nitrogen—take no part in the action, beyond abstracting a large proportion of the heat; but when the air is heated to a high temperature before entering the furnace, the cooling effect of the nitrogen is greatly obviated, and consequently a much higher temperature is obtained at the place of combustion, and the requisite intensity of heat is at once produced, which is most effective in completing the fusion and separation from each other of the slags and iron, and also in accomplishing the reduction of the oxide. But Neilson found that the net result of burning some fuel to heat the air before entering the furnace was a great economy of the total fuel required for smelting the ore. He had to encounter many difficulties in carrying his invention into practice; the iron ovens first used for heating the air were rapidly oxidized; and when thick cast iron pipes were substituted, these were liable to leak at the joints on account of the expansions and contractions caused by changes of temperature. Then the new invention had as usual to contend with established prejudices and misconceptions; but it soon came into use in Scotland, where it effected a great saving; inasmuch as it was found possible to use with the hot blast raw coal of a certain kind, plentiful in Scotland, because the heat retained by the ascending gases sufficed to convert the coal at the top of the charge into coke.

It will be remembered that the active agent in the reduction of the ore is the carbonic oxide gas formed by the incomplete combustion of the carbon of the fuel; or what comes to the same thing, the absorption by carbonic acid first produced of another proportion of carbon. The carbon oxide robs the iron oxide of its oxygen to become itself changed into carbonic acid. In reality however the action is more complex than this in its chemical relations; for instance, metallic iron will under certain circumstances act conversely on carbonic acid, and rob it of half its oxygen. The net result of the reactions between carbon, iron, iron oxide, and these gases depends mainly upon the temperature and pressure and upon the relative quantities of each substance present. In the gases escaping from the blast furnace there is always a large quantity (nearly one-third) of carbonic oxide. At the blast furnaces in work during the first half of our century the combustible gases were allowed to burn to waste as they issued from the top of the furnace, in the manner shown in Fig. [17], and at night the flames used to form a weird and striking feature in the prospect of an iron-smelting region.

Instead of allowing the escaping gases to burn to waste, it became the practice about 1860, and so continues, to draw them off and burn them under steam boilers or use their flames for heating the blast. An effective method of withdrawing the gases is shown in Fig. [21], which is a section through the upper part of a smelting furnace, with the “cup and cone” arrangement. The mouth of the furnace is covered by a shallow iron cone a, open at the bottom, into which fits another cone b, attached to a chain c, sustained by an arm of the lever d, which is firmly held in position by the chain e, and is also provided with a counterpoise f. When the mouth of the furnace is thus closed, the gases find an exit by the opening g, seen behind the cones, and leading into a downward passage, through which they are drawn by the draught of a tall chimney to the place where they are burnt. The charge for the furnace is filled into the hopper a, and at the proper time the chain, e, is slackened when the weight of the material resting on the suspended cone overcomes that of the counterpoise, and the charge slides down over the surface of the cone b, which is immediately drawn up again by the counterpoise, so that the opening into the air is at once closed.

Fig. 21.—Cup and Cone.

The march of improvement in the blast furnace has been characterized particularly in Britain and the United States by a great increase of dimensions, which is found to promote economy in fuel, etc. In the former country the furnace of the latter part of our century is commonly from 70 to 80 feet high, and some have even been built with a height of more than 100 feet, while in the States the tendency to build very high furnaces is still more marked. A single large furnace may turn out as much as 1,500 tons of pig iron in a week, and some in America, it is said, actually produce as much as 2,500 tons. The more usual output of a blast furnace is however much less than these amounts; but if we say only one-half, or even one-third of these quantities, a state of things is indicated very different from what obtained about 1837, when the best Welsh furnaces produced only 200 tons a week. If we go back to the beginning of the century, the difference is much more marked, for the blast furnaces of that period could turn out only about 30 tons in a week.

The proportions of fuel, ore, and limestone charged into the furnace vary greatly according to the composition of the ore, the quality of iron aimed at, and the practice of each manufacturer. It is usual previously to calcine the carbonate ores and others also, in order to expel the carbonic acid and the moisture, of which last all contain a considerable amount: and sometimes the limestone is mixed with the ore to undergo this preliminary process. The charge being conveyed from the roasting kilns to the blast furnace while still hot effects an obvious economy of fuel in the latter. In the case of hæmatite ore the quantities of materials in one charge may be something like 54 cwt. of ore, 9 cwt. of limestone, and 33 cwt. of coke. It is quite common to use mixtures of different kinds of ore, so as to modify the quality of the product according to particular requirements. The use of the limestone is to take up silica, and the slag is found to consist mainly of silicates of lime and alumina. The amount flowing from a blast furnace of course varies much according to the conditions, and is larger than would commonly be supposed; for the production of one ton of pig iron involves the production of from ½ to 1½ tons of slag.

Fig. [22] represents in section the later type of blast furnace, which of course is circular in plan. Its height may be taken as 80 feet, and the diameter at the widest part of the interior as 22½ feet, narrowed to 20 feet near the top. The lowest portion, C, is called the crucible, the bottom of which is the hearth, both formed of the most refractory materials obtainable. The conical widening, B, above the crucible is the boshes, and at the top is seen the “cup and cone” apparatus already described, A, surmounted by the short cylindrical iron mouth, through apertures in which the charges are tipped from the gallery, D, these having been raised there in small trucks by hydraulic or other elevators. The escaping gases leave the furnace by the exit, E, which leads into the “down-come,” G, and they are conducted from it to the “regenerative stoves” and dealt with as presently to be described. Our section represents the masonry of the furnace as sustained by pillars, P, at the outside of the lower part; these pillars support a strong ring of iron plates upon which the wall rests. This arrangement has the advantage of allowing the workmen the greatest freedom of access to parts about the crucible, which require much attention. Here, at the lowest part, is an aperture from which the liquid iron is allowed to run out every five or six hours, it being plugged in the meantime by clay and sand. The slag being much lighter than the iron, floats above it, and runs off at a higher level over the tympstone. Opening into the hearth are several orifices to admit the hot blast from the nozzles of the tuyères, which of course do not project into the furnace itself; but they are so near to the region of intensest heat that they would be rapidly destroyed unless they were surrounded by a casing through which a current of water is constantly running. The tuyères, of which there may be 3 or 5, are supplied from the pipe seen at K. The earlier plans of heating the air did not permit of a very high temperature being given to the hot blast, about 600° F. being the limit; but the “regenerative” stoves can supply a blast of more than 1,600° F., or not far below the melting point of silver. Another great increase has been in the pressure of the blast; 2 or 3 lbs. per square inch sufficed in the earlier practice; but the lofty modern furnaces have to be supplied with the blast at a pressure of 10 lbs. per square inch, and over. Even when comparatively low pressures were the rule, a large ironworks required much blowing power. The works formerly at Dowlais, in South Wales, for instance, had an engine of 650 horse-power for the blowing engine, in which a piston of 12 feet diameter moved in a cylinder 12 feet in length. The quantity of air that passes into a blast furnace amounts to thousands of tons per week, its weight being much greater than that of all the ore, coke, and limestone put together.

Fig. 22.—Section of Blast Furnace.

It need scarcely be said that great care and expense are bestowed on the construction of these furnaces. Only the best and most refractory materials, such as firebricks, are used for the lining, and the exterior is a casing of solid masonry, strengthened with iron bands. When a new furnace is finished it takes a month or six weeks to put it into operation; but when this is done it will remain in action night and day continuously for a long period—perhaps for eight or ten years—before the necessity for repairs requires a “blow out.” And the blow out and restarting, without the cost of repairs, entail an outlay of several hundred pounds.

The gases leaving the throat of the furnace consist mainly of nitrogen and a little carbonic acid, together with about one-third of their volume of the combustible gases, carbonic oxide, and some hydrogen; but these last do not leave the furnace in an ignited state, because the oxygen there has already been consumed. They are conducted by the “down-come” pipe, G, Fig. [22], to a point at which, by means of a valve, they can be directed to one or other of two circular towers entirely filled with firebricks, arranged chequerwise, so as to form innumerable passages between them. The furnace gases are admitted at the bottom of the Cowper tower, or “regenerative stove,” into a flue to which a regulated quantity of air has access, and there they are fired: the flame ascending the flue to the upper part of the tower, thence descends, communicating its heat to the firebricks, which soon acquire a very high temperature, especially where the flame first enters, and the burnt gases leave the tower for a tall chimney, leaving most of their heat in the firebricks. When this action has continued for a sufficient time, the connection of the regenerator with the throat of the furnace is cut off, and the escaping gases are directed into the other regenerator, and at the same time the blast from the blowing engine is made to ascend among the firebricks of the first, where gaining increasing temperature as it ascends—the stove being hottest at the top—the air leaves the tower to be conducted to the tuyères at such high temperature as already mentioned. While the one regenerator is thus heating the blast, the other is in its turn accumulating heat from the flames of the escaping gases; and thus they are worked alternately, the action being constantly reversed after suitable intervals.

When iron is combined with a much smaller proportion of carbon than in cast iron, and contains little or no graphitic or uncombined carbon, we have the very useful compound known as steel. In the earlier half of the century it was customary to distinguish steel from malleable iron on the one hand, and cast iron on the other. If the compound contained from 0·5 to 1·5 per cent. of carbon, it was called steel by some authorities, while others extended these limits a little on either side. Later it was found that the presence of elements other than carbon can confer steely properties on iron, and indeed it is possible to have a metal containing no carbon, but possessing the characteristic properties of steel. Sir Joseph Whitworth proposed to classify a piece of metal according to its tensile strength, without any regard to either its chemical composition or its mode of manufacture: if it could not bear more than 30 tons per square inch it should be considered iron, but if it had a higher tensile strength, it should then be regarded as steel. To estimate the engineering value a figure depending upon the elongation or stretching of the specimen before breaking was to be added to the number of tons of the breaking load. This stretching power of steel is in some cases of as much importance as the tensile strength: the ordnance maker, for instance, considers a steel with a breaking strength of 53 tons under an elongation of 5 per cent. as for his purposes to be rejected: while a specimen showing a breaking strain of only 30 tons along with an elongation of 35 per cent., on 2 inches of length, he will regard as good. The tensile strength of steel depends in part on its composition, in part on the mode of manufacture, and in part on the subsequent treatment. The average tensile strength of a wrought iron bar per square inch of section is about 25 tons (30 is the maximum); while the like average for steel is 43 tons, and some kinds of cast steel will bear nearly 60 tons. Steel bars of a certain temper subjected by Sir Joseph Whitworth to a process of hardening in oil showed a tensile strength of even 90 tons per square inch. These figures will suffice to show the great utility of steel in structures and machines. But steel has besides a characteristic property which makes it extremely valuable in a great variety of applications, namely, its capability of being tempered. If a piece of steel is heated to dull redness and suddenly cooled by plunging it into cold water, it becomes so extremely hard that it cannot be acted on by a file; nay, its hardness may be made to rival that of the diamond, which is the hardest substance known. Now by a second operation this hardness can be reduced to any required degree: this is done by re-heating the metal to a certain moderate degree between 430° F. and 630° F. and again cooling it by immersion in some cooling medium. In this “letting down” process, it is the highest temperature that produces the greatest softening, and the properties of the tempered steel will depend upon the precise degree to which the metal has been reheated. For example, if the product be required for making into sword blades, or watch-springs, and to possess much elasticity, the proper temperature is between 550° F. and 570° F.; but if the steel is to be suitable for saws the temperature must range within a few degrees of 600° F., according to the fineness of the tool intended; a lower temperature would give a metal too hard for them to be sharpened with a file. On the other hand, sharp cutting instruments and tools for working metals are obtained hard by tempering at lower degrees than springs. In practice the index of the temperature is taken from the colour of the film of oxide that gradually forms on a polished surface of the metal as the heat is raised, and begins by a very pale yellow (at 430° F.), passing through deeper shades into brown, then through purple into deep blue (at 570° F.), etc. The reader will now see why watch and clock springs have their deep blue colour, and he can observe for himself the whole series of colours by very gradually heating a piece of polished steel over a small flame.

If we compare the chemical composition of wrought iron and of cast iron with that of steel as regards the content of carbon, we see at once that steel holds an intermediate position, so that if in the puddling furnace we could arrest the decarbonization at a certain point we should obtain steel; or if, on the other hand, we could put back into chemical combination with the decarbonized wrought iron a due percentage of carbon we should in that way also obtain steel. And it will be observed that the oldest primitive furnaces could not have failed sometimes to have produced steel as the net or final result of such actions. In fact, steel always has been and still is produced on one or other of these two principles, applied in divers ways, but severally and distinctly directed to that end. Of the many more or less modified processes of steel-making that have been in use, we need here but briefly mention a few which were the processes of the first sixty years of our century, and are to a considerable extent still in operation, although eclipsed in importance by two other processes that, since the date referred to, have been supplying the metal in enormously increased quantities, and which will have to be particularly described.

The most usual of the older processes of steel-making, still carried on at Sheffield and elsewhere, is known as the cementation process: it consists in heating bars of the best wrought iron in contact with charcoal, at a high temperature, for three or four weeks. At Sheffield the iron bars and charcoal are packed in alternate layers into troughs 14 ft. long by 3½ ft. deep and wide, constructed of slabs of siliceous sandstone 6 in. thick. The last layer of charcoal at the top is covered to a certain depth with a layer of refractory matter, and the flames from a furnace beneath are made to envelop the stone troughs or pots, as they are technically called, for a period of a week or more according to the thickness of the bars operated upon. These are generally 3 in. broad and from five- to six-eighths of an inch thick. When it is found by withdrawing a test bar for examination that the operation is complete, the fire is gradually diminished and the whole allowed to cool slowly, which requires about a fortnight. Instead of only charcoal, a mixture of powdered charcoal or soot with a little salt has been used by some makers—which mixture, technically called cement powder, has given its name to the process. In some works 16 tons or more of iron are treated in one operation. The bars are found unchanged in form, but increased in weight by perhaps 27 lbs. per ton, for carbon has combined with the iron, being apparently transferred in the iron from one particle to another. The surface of the bars becomes rough and uneven from a multitude of blebs or blisters, and hence they are called blister bars, and the steel of which they now consist is named blister steel. In this conversion we may suppose that the iron at its outer surface first enters into combination with carbon taken from the carbonic oxide gas, which would be produced by combustion of the charcoal with the limited quantity of air in its interstices, and the oxygen thus set free would immediately seize again on the surrounding charcoal, and by repeated changes of this kind in which the oxygen acts as a carrier of carbon to the iron, in which it is transferred inwards from particle to particle. The cause of the blisters has been much discussed: probably the cause is the formation and escape of a volatile compound of carbon and sulphur at the surface of the soft metal; for it is known that nearly the whole of the little sulphur in the wrought iron disappears in the cementation process. Blister steel is never homogeneous, for near the surface it always contains more carbon than within; the bars are therefore broken up into short lengths which are carefully assorted, bound together with wire, heated, welded together under a hammer or by rolling, and finally formed into a bar, which is stamped with the outline of a pair of shears, and is then known as shear steel, because this product was generally found the most suitable for making the shears used in dressing cloth.

Another method of dealing with the blister steel is to charge crucibles or pots having covers with 50 or 100 lbs. weight of the broken-up bars, and subject the crucibles to a strong heat in a reverberatory furnace, when the metal melts, and at the proper moment the contents of a great number of pots are almost simultaneously poured into a mould to form an ingot. The result is a very uniform steel of the finest texture, known and highly esteemed as cast steel or crucible steel. This steel is much more fusible than iron, but less so than cast iron.

The production of steel by arresting at a certain stage the decarbonizing of cast iron in the puddling furnace requires much experience on the part of the workman, who has to learn when the desired point has been reached by certain indications, such as the appearance of the flame, or by the examination of a small sample of the fluid metal withdrawn and rapidly cooled. Various additions to the charge in definite proportions are generally made, such as scales of iron oxide, or a quantity of an oxide ore (hæmatite, etc.) or other materials, the most essential for a good product consisting of a little manganese in some form. The result is puddled steel; and this, like blister steel, can be converted into cast steel by fusion in crucibles, running into ingot moulds, and subsequent treatment by hammering, pressing, rolling, etc. In 1864 puddled steel was described as an article of great commercial importance, but this it soon lost by the introduction of simpler, cheaper, and more reliable processes. The methods and improvements proposed for the production of steel have been exceedingly numerous, as is shown by the records of the English Patent Office alone, which contain up to the end of 1856 specifications of ninety-two patents for different steel-manufacturing processes, while from 1857 to 1865, the epoch-marking period of steel making, seventy-four more patents were obtained for this purpose. It would be quite beyond our limits to make special reference to these, and to the numerous patents which have since been granted, but there is one of great importance in steel-making which must be mentioned, and that is the patent for the employment in the cementation process of carbide of manganese, taken out by J. M. Heath in 1839. This made England almost independent of the former large importations of Swedish and Russian iron, and it caused an immediate reduction of £40 in the price per ton of good steel, effecting a saving which up to 1855 is calculated at not less than £2,000,000. Heath was one of those who fail to benefit by their inventions, for his was boldly appropriated by another person who took advantage of a verbal flaw in the specification, and Heath did not obtain any redress from the law courts until, after ten years’ litigation, a majority of Exchequer judges reversed all the previous decisions against him (1853). In the meantime the man had died, but as the patent was about to expire his widow was on petition granted an extension of it for seven years. The nature of the influence of manganese on steel-making has not been fully explained, and there is some diversity of opinion on the subject, as it is said—on the one hand, merely to remove or counteract the injurious effects of sulphur or phosphorus; on the other, to impart to the steel greater ductility, strength, and power of welding, tempering, etc.

The manufacture of crucible or cast steel has been carried on at Essen in Prussia by the firm of A. Krupp & Co., on a scale surpassing anything attempted elsewhere,—theirs being the largest steel-works in the world, and remarkable for the variety and excellence of its products. It began in so small a way that it is said only a single workman was employed. To the Great Exhibition of 1851, at London, Krupp’s firm sent a block of crucible cast steel weighing 2¼ tons, a larger mass of the metal than had ever been shown before, and looked upon with no little astonishment, for at that time steel was a precious commodity, the price of refined steel ranging from £45 to £60 per ton. At the next London Exhibition, in 1862, the Essen Works showed a block of cast steel 20 tons in weight, and at the Vienna Exhibition of 1873, one of 52 tons. This casting, which was first made of a cylindrical shape, was forged into an octagonal form under an immense steam-hammer, larger than the Woolwich hammer described on a previous page, for the weight of the moving part is no less than 50 tons. This huge mass of cast steel was of the finest quality; the forging into the prismatic form was to show its malleability, for it was intended for the body of a gun to have a bore of 14 inches. Since the period referred to, ingots of more than 100 tons have been cast. That shown at Vienna was the product of some 1,800 crucibles, each containing 65 lbs. of melted steel, which had to be poured into the mould in a regular and continuous stream, so that the metal might solidify into a perfectly uniform mass. Such work can be done only by trained men, who act in regular ranks with military precision, and in pairs emptying their crucibles into channels previously assigned, then filing off to the other end of the rank to receive another crucible, while the pair of men who were behind are pouring out theirs, and so on in succession. The crucibles are emptied into a number of channels formed of iron lined with fire-clay, and leading down into the mould. Many precautions have to be taken to ensure the regular progress of the operations, and all the time required to fill the huge moulds may be counted by minutes.

The headpiece to our chapter on Fire-Arms gives but a very inadequate idea of the magnitude of the Essen Works about 1870. A better notion will be obtained from a few figures which we select from a list giving some of the contents of the Essen Works in 1876. There were 1,109 furnaces of various kinds, of which 250 were for smelting; 77 steam hammers, 294 steam engines, 18 rolling mills, 365 turning lathes, and 700 other machine tools; 24 miles of ordinary gauge railway for traffic within the works; together with 10 miles of narrow gauge railway; 38 miles of telegraph lines, with 45 Morse apparatus, etc. (J. S. Jeans’ Steel: its History, etc., 1880). These figures belong, be it observed, to the state of things in 1876; but we learn from a later authority that in 1894 these works employed 15,000 men, and we must suppose that the plant has been proportionately increased since the earlier period, when 10,000 men were employed.

In the year 1854 a regular system of records began to be kept of the amounts of coal and ores raised in Great Britain, and also of the quantities of the various metals produced. These show that in 1894 very nearly three times as much coal was raised as in 1854, and that in the same period the quantity of British pig iron smelted annually had increased four-fold; these increases look small when compared with the expansion of the steel production in Britain within the same period of forty years, for this had enlarged thirty-fold. This extraordinary development is attributable to the introduction of two processes by either of which various steels of excellent quality, and adapted to a great range of applications, can be produced cheaply and with certainty. These processes are respectively known as the Bessemer and the Open Hearth, and the reader should observe that with the main principles involved in these he has already been made acquainted.

Henry Bessemer, who first saw the light in England in 1813, may be said to have been born an inventor, for his father was one before him—a Frenchman employed in the royal mint at Paris, afterwards appointed by the Revolutionary authorities to superintend a public bakery; on an accusation of giving short weight, thrown into prison, from which, and probably from the guillotine, he escaped, and found employment in the English mint. Subsequently he devised some notable improvements in the art of producing letterpress type, and for many years carried on a prosperous business as a typefounder. The son developed inventive faculties at a very early age: in lathe engraving, dies, dating stamps, etc. His name became familiar to everyone by his production of the metallic powder long known as “Bessemer’s Gold Paint.” It became known to Bessemer that the raw material of this substance, which was then sold at £5, 10s. per lb., really cost only about one shilling per lb., and he set himself to discover its composition and mode of manufacture. He succeeded in this so well that he could produce the article at the insignificant cost of four shillings a pound, and his first order for a supply of it was at the rate of £4 per lb., and the business was continued, realising profits of something like 1,000 per cent. at first. For this article no patent was taken out, but Bessemer himself, assisted by two trustworthy workmen, carried on the manufacture in secret, and he some time afterwards rewarded the fidelity of his men by handing over the business to them as a free gift. Then he took out patents for improvements in the manufacture of oils, varnishes, sugar, plate glass, etc. Several of his machines for these purposes were shown at the London Exhibition of 1851. Bessemer is said to have obtained altogether some 150 patents, including those granted for inventions connected with our subject. He may be regarded as the type of the very fortunate inventor, since on the patents of the one process we are going to describe he ultimately obtained royalties to the value of more than £1,057,000, and this irrespective of profits derived from commercially working it himself.

At the time of the Crimean War, Bessemer had some experiments made at Vincennes with cylindrical projectiles he had devised for firing from smooth-bore guns, yet so as to impart to the projectile at the same time rotation about its axis. The experiments were successful, but it was pointed out that the guns of cast iron then in use would not bear heavy projectiles, and he was induced, at the suggestion of the Emperor Napoleon III., to undertake some researches with the view of finding metal more suitable for artillery. Bessemer, having then little knowledge of the metallurgy of iron, applied himself on his return to England to the study of the best books on the subject, visited the principal iron-working districts, and began a series of experiments at a small experimental installation he set up in London. There, after repeated failures, he did at length succeed in producing a metal much tougher than the cast iron then used, and a small model gun was submitted to the Emperor, who encouraged Bessemer to persevere with his experiments; which he did, though the expense was a great tax on his capital, continued as the experiments were for two years and a half. But by this time he had acquired a knowledge of many important facts, and these gradually led him to the experimental realization of the idea he had conceived, but only after many trials in which several thousand pounds were expended. At length the agenda of the British Association for the Cheltenham meeting of 1856 announced that a paper would be read by H. Bessemer, entitled “The Manufacture of Iron and Steel without Fuel.” It will be easily understood that a title in such terms would give rise to much derisive incredulity; and we may imagine the iron-masters on that occasion crowding into Section G, while asking each other in the spirit of certain philosophers of old, “What will this babbler say?” Some of what he did say may here be quoted, as at once explanatory and historically memorable.

“I set out with the assumption that crude iron contains about 5 per cent. of carbon; that carbon cannot exist at a white heat in the presence of oxygen without uniting therewith and producing combustion; that such combustion would proceed with a rapidity dependent on the amount of surface of carbon exposed; and lastly, that the temperature which the metal would acquire would be also dependent on the rapidity with which the oxygen and carbon were made to combine; and consequently, that it was only necessary to bring the oxygen and carbon together in such a manner that a vast surface should be exposed to their mutual action, in order to produce a temperature hitherto unattainable in our largest furnaces.

Fig. 23.—Experiments at Baxter House.

“With a view of testing practically this theory, I constructed a cylindrical vessel of 3 ft. in diameter and 5 ft. in height, somewhat like an ordinary cupola furnace (see Fig. [23]). The interior is lined with firebricks, and at about 2 in. from the bottom of it I inserted five tuyère pipes, the nozzles of which are formed of well-burned fire-clay, the orifice of each tuyère being about three-eighths of an inch in diameter; they are so put into the brick lining (from the outer side) as to admit of their removal and renewal in a few minutes, when they are worn out. At one side of the vessel, about half-way up from the bottom, there is a hole made for running-in the crude metal, and on the opposite side there is a tap-hole, stopped with loam, by means of which the iron is run out at the end of the process. In practice this converting vessel may be made of any convenient size, but I prefer that it should not hold less than one nor more than five tons of fluid iron at each charge; the vessel should be placed so near to the discharge hole of the blast furnace as to allow the iron to flow along a gutter into it. A small blast cylinder is required capable of compressing air to about 8 lbs. or 10 lbs. to the square inch. A communication having been made between it and the tuyères before named, the converting vessel will be in a condition to commence work; it will however on the occasion of its first being used after re-lining with firebricks be necessary to make a fire in the interior with a few baskets of coke, so as to dry the brickwork and heat up the vessel for the first operation, after which the fire is to be all carefully raked out at the tapping-hole, which is again to be made good with loam: the vessel will then be in readiness to commence work, and may be so continued without any use of fuel until the brick lining, in the course of time, becomes worn away, and a new lining is required. I have before mentioned that the tuyères are situated nearly close to the bottom of the vessel, the fluid metal will therefore rise some 18 in. or 2 ft. above them; it is therefore necessary, in order to prevent the metal from entering the tuyère holes, to turn on the blast before allowing the fluid crude iron to run into the vessel from the blast furnace. This having been done, and the metal run in, a rapid boiling up of the metal will be heard going on within the vessel, the metal being tossed violently about and dashed from side to side, shaking the vessel by the force with which it moves; from the throat of the converting vessel flame will immediately issue, accompanied by a few bright sparks such as are always seen rising from the metal when running into the pig-beds. This state of things will continue for about fifteen minutes, during which time the oxygen in the atmospheric air combines with the carbon contained in the iron, producing carbonic oxide, or carbonic acid gas, and at the same time evolving a powerful heat. Now, as this heat is generated in the interior of, and is diffused in innumerable fiery bubbles through, the whole fluid mass, the metal absorbs the greater part of it, and its temperature becomes immensely increased, and by the expiration of the fifteen minutes before named that part of the carbon which appears mechanically mixed and diffused throughout the crude iron has been entirely consumed: the temperature however is so high that the chemically combined carbon now begins to separate from the metal, as is at once indicated by an immense increase in the volume of flame rushing out of the throat of the vessel. The metal in the vessel now rises several inches above its natural level, and a light frothy slag makes its appearance and is thrown out in large foam-like masses. This violent eruption of cinder generally lasts about five or six minutes, when all further appearance of it ceases, a steady and powerful flame replacing the shower of sparks and cinder which always accompanies the boil. The rapid union of carbon and oxygen which thus takes place adds still further to the temperature of the metal, while the diminished quantity of carbon present allows a part of the oxygen to combine with the iron, which undergoes combustion and is converted into an oxide. At the excessive temperature that the metal has now acquired, the oxide as soon as formed undergoes fusion, and forms a powerful solvent of those earthy bases that are associated with the iron; the violent ebullition which is going on mixes most intimately the scoria and metal, every part of which is thus brought in contact with the fluid oxide, which will thus wash and cleanse the metal most thoroughly from the silicon and other earthy bases which are combined with the crude iron, while the sulphur and other volatile matters which cling so tenaciously to iron at ordinary temperatures are driven off, the sulphur combining with the oxygen and forming sulphurous acid gas.

“The loss in weight of crude iron during its conversion into an ingot of malleable iron was found, on a mean of four experiments, to be 12½ per cent., to which will have to be added the loss of metal in the finishing rolls. This will make the entire loss probably not less than 18 per cent. instead of about 28 per cent., which is the loss on the present system. A large portion of this metal is however recoverable by heating with carbonaceous gases the rich oxides thrown out of the furnace during the boil. These slags are found to contain innumerable small grains of metallic iron, which are mechanically held in suspension in the slags and may be easily recovered.

“I have before mentioned that after the boil has taken place a steady and powerful flame succeeds, which continues without any change for about ten or twelve minutes, when it rapidly falls off. As soon as this diminution of flame is apparent the workman will know that the process is completed, and that the crude iron has been converted into pure malleable iron, which he will form into ingots of any suitable size and shape by simply opening the tap-hole of the converting vessel and allowing the fluid malleable iron to flow into the iron ingot moulds placed there to receive it. The masses of iron thus formed will be free from any admixture of cinder, oxide, or other extraneous matters, and will be far more pure and in a forwarder state of manufacture than a pile formed of ordinary puddle bars. And thus it will be seen that by a single process, requiring no manipulation or particular skill, and with only one workman, from three to five tons of crude iron pass into the condition of several piles of malleable iron in from thirty to thirty-five minutes, with the expenditure of about a third part the blast now used in a finery furnace, with an equal charge of iron, and with the consumption of no other fuel than is contained in the crude iron.

“To those who are best acquainted with the nature of fluid iron, it may be a matter of surprise that a blast of cold air forced into melted crude iron is capable of raising its temperature to such a degree as to retain it in a perfect state of fluidity after it has lost all its carbon and is in the condition of malleable iron, which, in the highest heat of our forges, only becomes softened into a pasty mass. But such is the excessive temperature that I am enabled to arrive at with a properly shaped converting vessel and a judicious distribution of the blast, that I am enabled not only to retain the fluidity of the metal, but to create so much surplus heat as to remelt all the crop-ends, ingot-runners, and other scrap that is made throughout the process, and thus bring them, without labour or fuel, into ingots of a quality equal to the rest of the charge of new metal....

“To persons conversant with the manufacture of iron, it will be at once apparent that the ingots of the malleable metal which I have described will have no hard or steely parts, such as are found in puddled iron, requiring a great amount of rolling to blend them with the general mass, nor will such ingots require an excess of rolling to expel cinder from the interior of the mass, since none can exist in the ingot, which is pure and perfectly homogeneous throughout, and hence requires only as much rolling as is necessary for the development of fibre; it therefore follows that, instead of forming a merchant bar, or rail, by the union of a number of separate pieces welded together, it will be far more simple and less expensive to make several bars or rails from a single ingot. Doubtless this would have been done long ago had not the whole process been limited by the size of the ball which the puddler could make.

“The facility which the new process affords of making large masses will enable the manufacturer to produce bars that, in the old mode of working, it was impossible to obtain; while at the same time it admits of the use of more powerful machinery, whereby a great deal of labour will be saved and the process be greatly expedited.... I wish to call the attention of the meeting to some of the peculiarities which distinguish cast steel from all other forms of iron, viz., the perfectly homogeneous character of the metal, the entire absence of sand-cracks or flaws, and its greater cohesive force and elasticity, as compared with the blister steel from which it is made,—qualities which it derives solely from its fusion and formation into ingots, all of which properties malleable iron acquires in like manner by its fusion and formation into ingots in the new process; nor must it be forgotten that no amount of rolling will give the blister steel, although formed of rolled bars, the same homogeneous character that cast steel acquires by a mere extension of the ingot to some ten or twelve times its original length....

“I beg to call your attention to an important fact connected with the new process which affords peculiar facilities for the manufacture of cast steel. At that stage of the process immediately following the boil the whole of the crude iron has passed into the condition of cast steel of ordinary quality. By the continuation of the process the steel so produced gradually loses its small remaining portion of carbon, and passes successively from hard to soft steel, and from soft steel to steely iron, and eventually to very soft iron; hence, at a certain period of the process, any quality of metal may be obtained. There is one in particular which by way of distinction I call semi-steel, being in hardness about midway between ordinary cast steel and soft malleable iron. This metal possesses the advantage of much greater tensile strength than soft iron; it is also more elastic, and does not readily take a permanent set, while it is much harder and is not worn or indented so easily as soft iron; at the same time it is not so brittle or hard to work as ordinary cast steel. These qualities render it eminently well adapted to purposes where lightness and strength are specially required, or where there is much wear, as in the case of railway bars, which from their softness and lamellar texture soon become destroyed. The cost of semi-steel will be a fraction less than iron, because the loss of metal that takes place by oxidation in the converting vessel is about 2½ per cent. less than it is with iron; but as it is a little more difficult to roll, its cost per ton may fairly be considered to be the same as iron; but as its tensile strength is some 30 or 40 per cent. greater than bar iron, it follows that for most purposes a much less weight of metal may be used than that so taken. The semi-steel will form a much cheaper metal than any we are at present acquainted with. These facts have not been elicited from mere laboratory experiments, but have been the result of working on a scale nearly twice as great as is pursued in our largest iron works, the experimental apparatus doing 7 cwt. in thirty minutes, while the ordinary puddling furnace makes only 4½ cwt. in two hours, which is made into six separate balls, while the ingots or blooms are smooth, even prisms, 10 in. square by 30 in. in length, weighing about equal to ten ordinary puddle balls.”

The startling novelty of the methods and results described in this paper had the effect of paralyzing discussion at the time. But soon the voice of detraction was heard; many iron-masters ridiculed the idea of producing iron and steel without fuel, and indeed it may have been observed, the title of the paper notwithstanding, that first the silicon and carbon, and then the iron itself, really supplied the fuel. And we must remember that malleable iron in a molten state was then deemed an impossibility, for the hottest furnaces then known could not effect the fusion, however prolonged their action might be, yet Bessemer was to obtain five tons in this condition in the short space of half an hour with no other aid than cold air. Then it was said that Bessemer’s process of forcing air into melted cast iron had no claim of novelty, for it had been tried before and found valueless. Some iron-masters on trying experiments on a small scale and with imperfect appliances met with failures, and discredited the process at once; but five large establishments paid for licences sums amounting to £26,500 within three weeks of the reading of the paper. At the works of the Dowlais Iron Co., in South Wales, who were the first licensees, the first converter was set up under Bessemer’s personal superintendence, and at the first operation five tons of iron were produced direct from the blast furnace pig. This apparently satisfactory result proved quite otherwise when this iron came to be practically tested; for it was found quite useless! It was both “cold-short” and “red-short,” to use the technical terms,—the former of which means that although the sample may be welded, it is when cold brittle and rotten; the latter means that at a low red heat it breaks and crumbles under the hammer. Further trials were made, new experiments instituted, but the success that attended Bessemer’s early experiments could not be repeated, and as yet no one knew the reason why. Now it so happened that in the preliminary experiments an exceptionally pure pig iron had been made use of containing little or no phosphorus or sulphur, substances very deleterious in iron, and still more so in steel. With the capital obtained by the sale of his licences Bessemer quietly set to work to investigate the cause of his non-success, making daily experiments with a ton or two of metal at a time. These experiments extended over a period of two and a half years, and upon them Bessemer and his partner spent about £16,000, besides the £4,000 the preliminary researches had cost. But all difficulties were at length overcome, and the process was now found capable of turning out pure iron and steel when the pure pig iron of Sweden was used in the converter. In the meantime the licensees had made no attempts practically to carry out the process, which began to be denounced as visionary: it was “a mare’s nest”; it was “a meteor that had passed through the metallurgical world, but had gone out with all its sparks.” When Bessemer again brought the subject before the public, he found that no one believed in it; everyone said, “Oh, this is the thing that made such a blaze two or three years ago, and which was a failure.” Neither iron-makers nor steel-makers would now take it up. Bessemer and his partner thereupon joined with three other gentlemen to establish at Sheffield a steel-works of their own, where the invention should be carried into full practice. In due time works were erected, and they commenced to sell steel, receiving at first very paltry orders, for such quantities as 28 lbs. or 56 lbs.; but the orders soon became larger, and afterwards very much larger, for they were underselling the Sheffield manufacturers by £20 a ton, and their steel was undistinguishable from the higher priced article. Bessemer had now bought his licences back again, and in the course of his second set of experiments had patented each improvement as it occurred to him, finally bringing the mechanical apparatus to the degree of efficiency requisite for practical working, without which his primary idea would have been valueless. Before directing the reader’s attention to the form the apparatus had assumed, we may transcribe what Mr. Jeans, in the work above referred to, has told about the commercial success of the Bessemer steel-making firm:—

“On the expiration of the fourteen years’ term of partnership of this firm the works, which had been greatly increased from time to time out of revenues, were sold by private contract for exactly twenty-four times the amount of the whole subscribed capital, notwithstanding that the firm had divided in profits during the partnership a sum equal to fifty-seven times the gross capital, so that by the mere commercial working of the process, apart from the patent, each of the five partners retired after fourteen years from the Sheffield works with eighty-one times the amount of his subscribed capital, or an average of nearly cent. per cent., every two months,—a result probably unprecedented in the annals of commerce.”

Fig. 24.—Bessemer Converter.
A, Front view, showing the mouth, c; B, Section.

The form of the Bessemer apparatus as it finally left the inventor’s hands may now be considered: but in certain details and arrangements some modifications, dictated by the experience and requirements of individual establishments, have been made, leaving the principles of the apparatus unchanged. Thus instead of making the converting vessel turn on trunnions, it is sometimes constructed fixed, the fluid metal after conversion being let out at a tap-hole; the number and size of the tuyères are varied; and so with the disposition of the air chamber or tuyère box, the pressure of the blast, the capacity of the converter itself, etc. In capacity converters vary between 2½ tons and 10 tons; one of medium size is shown in elevation and section in Fig. [24], and may be described as an egg-shaped vessel about 15 ft. high and 6 ft. diameter inside. It is strongly made of wrought iron in two parts bolted together, and is lined inside with some thick infusible coating, of which more is to be said presently. The converter swings on trunnions, one of which is hollow, and admits the blast by the pipe b to the base of the vessel, whence it passes through the passages shown at e. The thickness of the lining at e may perhaps be 20 in., and passages for the air are perforated in fire-clay tuyères, of which there may be seven, each with seven perforations of half an inch diameter. To the other trunnion is attached a toothed wheel which engages the teeth of a rack receiving motion from hydraulic pressure. The iron for the operation is melted in a furnace having its hearth above the level of the converter; and to receive its charge the latter is turned so that the molten cast iron may be poured in from a trough until its surface is nearly on a level with the lowest of the tuyères. The blast having been turned on, the hydraulic power is set to work and the converter is slowly brought to an upright position. The pressure of the current of air prevents any of the fluid metal from entering the blow-holes. The blast of cold air is continued until all the silicon and carbon have been removed by oxidation. If the production is to be steel, there is then added to the contents of the converter, placed in position to receive it, a certain weight of melted cast iron of a special constitution, and the blow is resumed for a few minutes; or in more recent practice this special metal is added to the fluid metal run out of the converter into a spacious ladle in known quantity. On this addition an intense action takes place, attended by an extremely brilliant flame and a throwing out of cinder or slag. The metal thus added to the decarbonized iron is a carbonized alloy of iron and manganese obtained from an ore naturally containing the latter metal, and scarcely any phosphorus or sulphur. The charcoal pig from this ore is called spiegeleisen (German = mirror-iron) from its brilliant reflecting facets; it contains from 12 to 20 per cent. of manganese, with about 5 per cent. of carbon, and a considerable proportion of silicon. An exact chemical analysis of the particular spiegeleisen having been previously made, it is known what proportion of it is to be added to the decarbonized iron in order to convert this into a steel with any required content of carbon. The manganese probably acts by combining with oxide of iron diffused through the mass, and together with the silicon forming the very easily separated slag which is ejected.

The whole series of operations connected with the Bessemer process may be easily followed by the help of Fig. [25], which is taken from a beautiful model in the Museum of Practical Geology. This model, which was presented to the museum by Mr. Bessemer himself, represents every part of the machinery and appliances of the true relative sizes. C is the trough, lined with infusible clay, by which the liquid pig iron is conveyed to the converters, A. The hydraulic apparatus by which the vessels are turned over is here below the pavement, but the rack which turns the pinion on the axis of the converter is shown at B. The vessel into which the molten steel is poured from the converter is marked E, and this vessel is swung round on a crane, D, so as to bring it exactly over the moulds, placed in a circle ready to receive the liquid steel, which on cooling is turned out in the form of solid ingots. The valves which control the blast, and those which regulate the movements of the converter through the hydraulic apparatus, are worked by the handle seen at H. The crane, or revolving table, D, is also under perfect control, so that the crude pig iron is converted into steel, and the moulds are filled with a rapidity and ease that are positively marvellous to a spectator.

Fig. 25.—Model of Bessemer Steel Apparatus.

The development of the Bessemer process soon had the effect of so reducing the price of steel that this material came into use for almost every purpose for which iron had previously been employed, such as railway bars, girders, etc., for bridges, boiler plates, etc., for all which “steely iron” containing only 0·12 to 0·40 per cent. carbon proved admirably adapted. The practical success of the Bessemer process had not long been demonstrated commercially by the inventor and his partners at Sheffield before other firms began the manufacture: so that in 1878 there were in Great Britain alone twenty-seven establishments making Bessemer steel and using 111 converters. It may give an idea of the magnitude the Bessemer steel manufacture had attained even at that time if we quote the cost of erecting a complete plant for two 5–ton converters: it was £44,400, as given in a detailed estimate. In all these cases pig iron from ores free from phosphorus and sulphur had to be used, for as we have seen the converter failed to eliminate these vitiating elements. Imported pig ores had in general to be used, or pig from the limited supply of British hæmatite ores in West Cumberland. The Barrow Hæmatite Steel Company engaged in the production of Bessemer steel on a very large scale, having by 1878 erected no fewer than sixteen converters of the capacity of 6 tons each. In the meanwhile many efforts were made to discover some method of eliminating phosphorus, so that the ordinary qualities of British pig iron, and iron derived in any part of the world from the coarse phosphorized ores, might be available for the converter. Many of the methods then devised proved correct in principle and feasible in practice; but as, for sundry reasons, none of them came extensively into use, we need not here allude to them further.

The solution of the problem was announced in 1879. Some years before, G. J. Snelus had come to the conclusion that with a siliceous lining it would be impossible to eliminate phosphorus in the Bessemer converter, and that some refractory substance of a basic character must be sought for in order that the slag produced should be in a condition to absorb the phosphoric acid as fast as it is produced. He patented in 1872 the use of magnesian limestone as a material for the lining; as that substance when intensely heated became very hard and stony, being in that condition quite unaffected by water. Two young chemists, Messrs. Thomas and Gilchrist, apparently without being aware of Mr. Snelus’s conclusions, had also convinced themselves that the chief deficiency in the Bessemer process was due to the excess of silica in the slag, and in 1874 they began to try the effect of basic linings, and also of basic additions, such as lime, etc., to the charge in the converter, so that the lining itself should not be worn out by entering into the slag. Their results proved that phosphorus could be eliminated when the slag contained excess of a strong base. An example of an operation at Bolckow, Vaughan, & Company’s Eston works with the highly phosphorized Cleveland pig iron may be quoted. The basic-lined converter received first 9 cwt. of lime, then 6 tons of metal. When the blast at 25 lbs. pressure was turned on, the silicon began at once to burn; for three minutes the carbon was not affected, but for fourteen minutes longer it regularly diminished, the silicon keeping pace with it. After the blow had been continued for thirteen minutes from the commencement, the converter was turned down to allow of the further introduction of 19½ cwt. of a mixture of two parts of lime with one of oxide of iron. So long as 1·5 per cent. of carbon remained in the metal the phosphorus was untouched, and at the end of the blow, i.e. when the flame dropped, only one-third of it had been eliminated; it still formed 1 per cent. of the metal. The blast continued for another two minutes brought it down to ¼ per cent., and in one more minute only a trace was left. Most of the sulphur was got rid of at the same time. From Cleveland pig, thus de-phosphorized in the Bessemer converter, large quantities of steel rails were rolled for the North Eastern Railway Company, and were found entirely satisfactory, being as good as those made from the Cumberland hæmatite steel. This de-phosphorized process has been brought into operation wherever phosphoric ores are dealt with, and it has been applied with equal success in the “open hearth” furnaces, of which we have now to speak.

All discoveries and all inventions may be traced back to preceding discoveries and inventions in an endless series, and it is only by its precursors that each in its turn has been made possible. If we take one of the greatest marvels brought into existence at nearly the close of our epoch, namely, “wireless telegraphy,” we may follow up links of a chain connecting it with the recorded observations of an ancient Greek (Thales) who flourished seven centuries before our era, and even these may not have been original discoveries of his. And it will have been gathered from what has already been said that steel must have been produced, however unwittingly, at the earliest period at which man began to reduce iron from its ores. So the very latest, and for many purposes the most extensively practised, process of modern steel-making, brought indeed to working perfection mainly by the perseverance and scientific insight of two individuals, is the result of the observation and the accumulated experience of former generations. The observations and experience here alluded to are chiefly those that follow two lines: one concerning the properties of the metal itself, the other relating to the means of commanding very high temperatures on a great scale. On this occasion we are able almost to lay a finger on some proximate links of the chain. Réaumur, the French naturalist, made steel in the early part of the eighteenth century by melting cast iron in a crucible, and in this liquid metal he dissolved wrought iron, the product being, as the reader will now easily understand, the intermediate substance, steel; and this was obtained of course at a temperature which was incapable of fusing wrought iron by itself. He published in 1722 a treatise on “The Art of converting Iron into Steel, and of softening Cast Iron.” For this, and certain other metallurgical discoveries, Réaumur received a life-pension equivalent to about £500 per annum,—a treatment very different from that dealt out by the British to Henry Cort. The action in Réaumur’s crucible is precisely that used on the large scale in Siemens’ open hearth. But this last became possible only when Siemens had worked out his “regenerative stove” or heat accumulator, the development of an idea suggested by a Dundee clergyman in 1817.

A general notion of the Siemens’ regenerative stove will have been already gained from the account given before of its application to the modern type of blast furnace. Of the inventor himself, C. William Siemens, it may be observed that he was one of a family of brothers, all remarkable for their scientific attainments, and in many of his researches and processes he was aided by his brothers Frederick and Otto. In our article on “Electric Power and Lighting” there will be found some notice of a few of Siemens’ inventions pertaining to those subjects. A still more admirable invention of his is the electric pyrometer, an instrument of the utmost utility for measuring, with an accuracy previously unapproachable, the high temperature of furnaces, etc. Indeed there are few departments of science, pure or applied, which have not been enriched by the researches and contrivances of this distinguished man, whose merits were acknowledged by the bestowal upon him of the highest scientific and academical honours, and also of a title, for he became Sir William Siemens.

Fig. 26.—Section of Regenerative Stoves and Open Hearth.

Siemens was much engaged from 1846 in conjunction with his brother Frederick in experimental attempts, continued over a period of ten years, at the construction of the regenerative gas furnace. At length, in 1861, he proposed the application of his furnace to an “open hearth,” and during the next few years some partial attempts to carry out his process were made, and he himself had established experimental works at Birmingham in order to mature his processes, while Messrs. Martin of Sireuil, in France, having obtained licences under Siemens’ patents, gave their attention to a modification of his process, by which they succeeded in producing excellent steel. Siemens having in 1868 proved the practicability of his plans by converting at his Birmingham works some old phosphorized iron rails into serviceable steel, a company was formed, and in 1869 the Landore Siemens’ Steel Works were established at Landore in Glamorganshire, and a few years after, these had sixteen Siemens open hearth melting furnaces at work, giving a total output of 1,200 tons of steel per week. The number of furnaces was subsequently increased. Extensive works specially designed for carrying out the Siemens and the Siemens-Martin process were shortly afterwards erected at other places, as at Newtown, near Glasgow, Panteg in Wales, etc. In Great Britain the open hearth process gradually gained upon the Bessemer, until in 1893, when the total output of both kinds amounted to nearly 3,000,000 tons, this was almost equally divided between them, and since that period the steel made by the former has greatly surpassed in amount that made by the latter.

How the regenerative stove, or heat accumulator, works, and how it is applied in the open hearth process, the reader may learn by aid of the diagram Fig. [26], in which however no representation of the disposition of the parts in any actual furnace is given, nor any details of construction beyond what is necessary to make the principle clear. On the right and on the left of the diagram will be seen a pair of similar chambers which are shown as partly below the level of the ground S S´, such being a usual disposition. The outer walls of these chambers are thick and the interior is entirely lined with the most refractory fire-bricks, of which also is formed the partition in between each pair of compartments, as well as the passages from the top of each opening on the furnace H. Each chamber or compartment is filled with rows of fire-bricks, laid chequerwise so as to leave a multitude of channels between. At the bottom of the chamber on the left let us suppose atmospheric air to be admitted by the channels A, A, A, and a combustible gas which we may take to be a mixture of carbonic oxide with some hydrogen is admitted in the same way to the second compartment on the left through the passages G, G, G. Supposing the apparatus quite cold in the first instance, the gas would ascend into the furnace H as shown by the arrows, because it might be drawn by an up-draught in a chimney connected with the six chambers shown at the bottom of the right, and it would also tend to rise up into the space H by its lighter specific gravity, and there it could be set on fire, when a volume of flame would pass across to the right, a plentiful supply of air rushing in through the air chamber from A, A, A, and the products of the combustion, mainly hot carbonic acid gas and hot nitrogen gas, in passing through the right-hand chambers, would make the bricks in both compartments very hot after a time, for the current would divide itself between the two passages, as indicated by the divided arrow. We have not shown the valves by which the workman is able, by merely pulling a lever, to shut off the air supply from A, A, A, and of gas from G, G, G, and put these channels into direct communication with the up-draught chimney, at the same time supplying gas at G´, G´, G´, and air at A´, A´, A´. These rise up among the now heated bricks each in its own compartment, but mix where they enter the furnace H, now hot enough to set them on fire, and the gaseous products of combustion, hotter now than before, descend among the fire-bricks of the left-hand compartments, heating them in turn. After another period, say half an hour, the valves are again reversed, and again gas and air both heated burn in the space H, and their products supply still more heat to the right-hand compartments. And so the action may be continued with a great temperature each time produced by the combustion of the combining bodies at increasingly higher temperatures. Thus, if cold gas and air by combination give rise to 500° of heat, when the same combine, at say the initial temperature of 400°, the result would be a temperature of 900°; if burnt at this latter degree, then 900° + 500° would be reached, and so on. It would seem as if there were no limit to the temperatures obtainable in this way. But the nature of the materials of which the furnace is constructed imposes a limit, for even the most refractory matters yield at length, and the working would come to an end by the fusing of the brickwork. The diagram is a section through the length of the hearth (for it is usually oblong in plan), and the low arch above H being exposed to the fiercest heat, is formed of the most refractory “silica bricks,” that is, bricks made of coarsely ground silica held together with a little lime; yet this extremely resisting material is acted upon, and the arch has to be renewed every few months or sometimes weeks. The hearth itself is supported by massive iron plates, shown in the diagram by the thick lines, above which is laid a deep bed L, of quartz sand or ganister, or where required a basic lining, beaten hard down, and forming a kind of basin with sides sloping down in all directions to a point immediately below the centre of the fire-brick door D, where is the aperture for tapping, stopped by a mixture of sand and clay until the metal is ready for drawing off, when it runs outside into an iron spout lined with sand and is received into the ingot moulds. B in the figure represents the “bath,” as it is called, of molten metal, which, in the larger furnaces, where 20 tons of metal is operated on at once, may occupy an area of 150 square ft.

It need hardly be mentioned that there has to be a certain adjustment between the volumes of air and of gas that pass into the regenerative stoves, in order that the best effect may be obtained. Besides the limit of temperature occasioned by the nature of the materials, there is a chemical reason why the regenerative stoves cannot increase the temperature indefinitely. It is noticed that when the temperature of the furnace has become very high indeed, the flame over the hearth assumes a peculiar appearance, being interrupted by dark spaces. These are attributable to what is called in chemistry “dissociation,”—in this case the dissociation of carbonic acid gas, which by the heat alone separates into carbonic oxide and oxygen gases. In the same way these gases refuse to combine if brought together heated beyond a certain temperature. This phenomenon of dissociation is a general one, for it is found that for any pair of substances there is a characteristic range of temperature above or below which they refuse to combine. The gas used in these stoves is either unpurified coal gas, or that produced by passing steam over red-hot coal or coke.

We have spoken of the Siemens and the Siemens-Martin open hearth processes. In the latter a charge of pig iron, say 1½ tons, is first melted on the hearth, then about 2 tons of wrought iron is added in successive portions, and in like manner nearly as much scrap steel (i.e. turnings, etc.), the final addition being half a ton of spiegeleisen containing 12 per cent. of manganese. A furnace of corresponding dimensions will allow of three charges every twenty-four hours. In the Siemens process it is not wrought iron or steel scrap that is mainly used to decarbonize the pig, but a pure oxide ore. This is thrown into the bath of molten metal in quantities of a few cwts. at a time, when a violent ebullition occurs. When samples of the metal and of the slag are found to be satisfactory, spiegeleisen or ferro-manganese is added, and the charge is cast. This process takes a rather longer time than the former, but gives steel of more uniform character. In both processes, phosphorus is oxidized at the high temperature attained and passes into the slag, which last floats of course on the molten metal and is from time to time tapped off as the action proceeds.

Fig. 26a.—Rolling Mill.

Fig. [26a] shows a rolling mill with what is called a “two-high” train for finishing bars by passing them between the grooves cut in the rolls to give the required section. The rolls in the illustration turn in one direction only, and therefore the bars after emerging from the larger grooves have to be drawn back over the machine and set into a smaller pair from the same side. This inconvenience is avoided in the “three-high train,” on which three rolls revolve, and the bars can be passed through them from one side to the other alternately. The celerity with which a glowing steel ingot is without re-heating converted into a straight steel rail 60 or 100 feet long, by passing a few times backwards and forwards between the rolls, is very striking. These rolls are made of solid steel, and in some cases have a diameter of 26 inches or more.

IRON IN ARCHITECTURE.

Everyone knows how much iron is used in those great engineering structures that mark the present age, and of which a few examples will be described in succeeding articles. One other feature of the nineteenth century is the use of iron in architecture. Some have, indeed, protested against the use of iron for this purpose, and would even deny the name of architecture to any structure obviously or chiefly formed of that material. Stone and wood, they say, are the only proper materials, because each part must be wrought by hand, and cannot be cast or moulded; and further, iron being liable to rust, suggests decay and want of permanence, and these are characters incompatible with noble building. All this can rest only on a relative degree of truth—as, for instance, machinery is used to dress and shape both wood and stone, and the permanence of even the latter is as much dependent on conditions as that of iron. Iron used in architecture is hideous when applied in shapes appropriate only to stone; but when it is disposed in the way suggested by its own properties, and receives ornament suitable to its own nature, the result is harmonious and graceful, and the structure may display beauties that could be attained by no other materials. Be that as it may, the great and lofty covered spaces that are required for our railway stations and for other purposes could have been obtained only by the free use of iron, and everyone can recall to mind instances of such structure not devoid of elegance, in spite of the absence—the proper absence—of the Classic “orders” or Gothic “styles.” The first notable instance of the application of iron on a large scale was the erection of the “Crystal Palace,” in Hyde Park, for the great Exhibition of 1851. It was taken down and re-erected at Sydenham, and there it has become so well known to everyone that any description of it is quite unnecessary in this place.

As another conspicuous example of what may be done with iron, the Eiffel Tower at Paris may be briefly described.

The idea of erecting a tower 1,000 feet high was not of itself new. It had been entertained in England as early as 1833, in America in 1874, and in Paris itself in 1881. It has been reserved for M. Gustave Eiffel, a native of Dijon, who commenced to practise as an engineer in 1855, to realize this ambitious project. He has long been occupied in the construction of great railway bridges and viaducts, and in these he has adopted a system peculiar to himself of braced wrought-iron piers without masonry or cast-iron columns. He also was the first French engineer to erect bridges of great span without scaffolding. In the Garabit viaduct he planned an arch of 541 feet, crossing the Truyère at a height of nearly 400 feet above it. One result of M. Eiffel’s studies in connection with these lofty piers was his proposal to erect the tower for the Paris Exhibition of 1889. This proposal met with great opposition on the part of many influential people in Paris—authors, painters, architects, and others protesting with great energy against the modern Tower of Babel, which was, as they said, to disfigure and profane the noble stone buildings of Paris by the monstrosities of a machine maker, etc. etc. The Eiffel Tower is now constructed, and no one has heard that it has dishonoured the monuments of Paris, for it has been instead a triumph of French skill, the glory of its designer, and the wonder of the Exhibition.

Fig. 26b.—The Eiffel Tower in course of construction.

The tower rests on four independent foundations, each at the angle of a square of about 330 feet in the side, and it may be noted that the two foundations near the Seine had to be differently treated from the other two, where a bed of gravel 18 feet thick was found at 23 feet below the surface, and where a bed of concrete, 7 feet thick, gave a good foundation. The foundations next the river had to be sunk 50 feet below the surface to obtain perfectly good foundations. Underlying the whole is a deep stratum of clay; but this is separated from the foundations by a layer of gravel of sufficient thickness. Above this are beds of concrete, covering an area of 60 square metres, and on the concrete rests a pile of masonry. Each of the four piles is bound together by two great iron bars, 25 feet long and 4 inches diameter, uniting the masonry by means of iron cramps, and anchoring the support of the structure, although its stability is already secured by its mere weight. The tower is of curved pyramidal form, so designed that it shall be capable of resisting wind pressure, without requiring the four corner structures to be connected by diagonal bracing. The four curved supports are, in fact, connected with each other only by girders at the platforms on the several stages, until at a considerable length they are sufficiently near to each other to admit the use of the ordinary diagonals. The work was begun at the end of January, 1887, and M. Eiffel notes how the imagination of the workmen was impressed by the notion of the vast height of the intended structure. Not steel, but iron is the material used throughout, and the weight of it is about 7,300 tons, without reckoning what is used in the foundations, and in the machinery connected with the lifts, etc. It has long ago been found that stone would be an unsuitable material for a structure of this kind, and it is obvious that only iron could possibly have been used to build a tower of so vast a height and within so short a space of time, for it was completed in April, 1889. A comparison of heights with the loftiest stone edifices may not be without interest. The highest building in Paris is the dome of the Invalides, 344 feet; Strasburg Cathedral rises to 466 feet; the Great Pyramid to 479 feet; the apex of the spire in the recently completed Cathedral at Cologne to 522 feet. These are overtopped by the lofty stone obelisk the Americans have erected at Washington, which attains a height of more than 550 feet. Such spires and towers have been erected only at the cost of immense labour. But iron, which can be so readily joined by riveting, lends itself invitingly to the skill of the constructor, more particularly by reason of the wonderful tensile strength it possesses. It is scarcely possible to convey any adequate idea of the great complicated network of bracings by which in the Eiffel Tower each standard of the columns is united to the rest to form one rigid pile. The horizontal girders unite the four piers in forming the supports of the first storey some 170 feet above the base. The arches which spring from the ground and rise nearly to the level of these girders are not so much intended to add to the strength of the structure as to increase its architectural effect. The first storey stands about 180 feet above the ground, and is provided with arcades, from which fine views of Paris may be obtained. Here there are spacious restaurants of four different nationalities. And in the centre of the second storey (380 feet high) is a station where passengers change from the inclined lifts to enter other elevators that ascend vertically to the higher stages of the tower. On the third storey, 900 feet above the ground, there is a saloon more than 50 feet square, completely shut in by glass, whence a vast panorama may be contemplated. Above this again are laboratories and scientific observatories, and, crowning all, is the lighthouse, provided with a system of optical apparatus for projecting the rays from a powerful electric light. This light has been seen from the Cathedral at Orléans, a distance of about 70 miles.

Fig. 26c.—The Eiffel Tower.

The buildings of the Paris Exhibition of 1889 are themselves splendid examples, not only of engineering skill, but of good taste and elegant design in iron structures and their decorations. The vast Salle des Machines (machinery hall) exceeds in dimensions anything of the kind in existence, for it is nearly a quarter of a mile long, and its roof covers at one span its width of 380 feet, rising to a height of 150 feet in the centre. This great hall is to remain permanently, as well as the other principal galleries with their graceful domes.

The Eiffel Tower having proved one of the most striking features of the great Paris Exhibition, and of itself a novelty sufficient to attract visitors to the spot, and having, long before the Exhibition closed, completely defrayed the expense of its construction, with a handsome profit besides, its success has naturally provoked similar enterprises,—as, for instance, at Blackpool, a seaside resort in Lancashire, there has been erected an openwork metal tower, resembling the Paris structure, but of far less altitude.

Tall Buildings in American Cities.

In several of the great cities of the United States, the last few years have witnessed a novel and characteristic development of the use of iron in architecture. In many structures on the older continent, this material has been frankly and effectively employed, forming the obvious framework of the erection, even when the leading motive was quite other than a display of engineering skill. The Crystal Palace at Sydenham and other erections have been referred to, in which iron has taken its place as the main component of structures designed more or less to fulfil æsthetic requirements: the guiding principle in “tall office buildings” in the cities of the Western continent is, on the contrary, avowedly utilitarian. Iron has, of course, long been used in the form of pillars, beams, etc., in ordinary buildings, and it is only the extraordinary extension of this employment of it, after the lift or elevator had been perfected, and the ground-space in great commercial centres was daily becoming more valuable, that has led to the erection of structures of the “sky-scraper” class in American cities. For a given plot at a stated rent, a building of many stories, let throughout as offices, will obviously bring to its owner a greater return than one of few stories. The elevators now make a tenth story practically as accessible as a third storey, and the tall building readily fills with tenants. No claim for artistic beauty has been advanced for these structures, which aim simply at being places of business, and if provision be made for sufficient floor-space and daylight, and for artificial lighting, heating, and ventilation, together with the ordinary conveniences of modern life, and ready elevator service, nothing more is required by the utilitarian spirit, that seeks only facilities for money-getting. These tall buildings are usually erected on plots disproportionately small, and the architectural effect is apt to be bizarre and incongruous, especially when the structure shoots up skyward in some comparatively narrow street amid more modest surroundings. They are really engineering structures, but invested with features belonging to edifices of quite another order of construction. If they are necessities of the place and period, and are “come to stay,” it cannot be doubted but that decoration of an appropriate and harmonious character will, in course of time, be evolved along with them, when the conventionality that clings to architecture shall be broken through, and a new style appear, as consistent, and therefore as beautiful, in relation to the “tall office building,” as were those of the Greek temple and the Gothic minster in their free and natural adaptation.

PLATE IV.
THE AMERICAN TRACT SOCIETY BUILDING.

Fig. 26d.—St. Paul Building, N. Y.

Here, apparently, is the opportunity for the advent of a new and characteristic style. There is great ingenuity displayed in the arrangement and internal finish of these buildings. But besides the somewhat novel application of iron, the most notable circumstances regarding them are the tendency to make them of greater and greater height, and the wonderfully short time in which, upon occasion, they can be run up. Chicago has recently been noted for its tall edifices, among which may be named The Reliance Building, erected upon a site only 55 feet in breadth, but rising in fourteen stories to the height of 200 feet, and presenting the appearance of a tower. There are no cast iron pillars, but the whole metal framework is of rolled steel, the columns consisting of eight angle-sections, bolted together in two-story lengths, adjoining columns breaking joint at each floor, and braced together with plate girders, 24 inches deep, bolted to the face of the columns, with which they form a rigid connection. Externally, the edifice shows nothing but white enamelled terra-cotta and plate glass. This building was originally a strongly-built structure of five stories, the lower one being occupied as a bank. The foundations and the first story were taken out, and prepared for the lofty edifice, the superstructure being the while supported on screws. Then the three upper stories were taken down, and the building was continued from the second story, which was filled with tenants while the building was in course of erection above.

Fig. 26e.—Manhattan Insurance Co.’s Building, in course of erection.

Still more lofty edifices have been going skyward in other places. Already in New York there are a great number of lofty piles due to the introduction of the lifts or elevators, by which an office on the tenth floor is made as convenient as one on the second. These buildings usually receive the name of the owners of the structure, who occupy, perhaps, only one floor. To mention only a few. There is the American Tract Society building, with its twenty-three stories, 285 feet high, which is one of the latest and handsomest of these tall piles in the city. See Plate [IV]. Still loftier is the St. Paul building, fronting the New York Post-Office at the junction of Park Row and Broadway. This structure is splayed at the angle between Ann Street and Broadway, where its width is 39½ feet, while its loftiest part has frontages of about 30 feet along each of these thoroughfares. The height is no less than 313 feet above the pavement, and the number of stories is twenty-five. This building is faced with light yellow limestone, and although it was commenced only in the summer of 1895, it was expected to be ready for occupation by the autumn of 1896. Even this great height is overtopped by the Manhattan Life Insurance Company’s building, rising 330 feet, and remarkable as perhaps beyond previous record of quickness in building a gigantic structure. Obviously, the foundations of such a building must be most seriously considered, prepared and tested, before the great bulk of the building is begun, and in the New York Engineering Magazine one of the architects has given a full account, with complete illustrations, of all the works, from the rock foundation to the completed edifice. A description of the foundation work, though most interesting for the professional engineer, would probably have little attraction for the general reader; but its importance may be inferred from the fact of its having taken nearly six months for its completion, while the huge superstructure required only eight months. The eighteenth tier of beams was reached in “three months from the time the foundations were ready on which to set the first piece of steel, composing the bolsters that support the cantilever system.... The substructure, which starts in bed-rock and continues to the cellar-floor, consists of fifteen piers, varying in size from 9 feet in diameter, to 21 feet 6 inches by 25 feet square.... The number of bricks used in the piers amounted to 1,500,000. From this it may be seen that a good-sized building was sunk out of sight before any part of the superstructure could be begun.” An open court within the main structure, special framing for the arrangements of the company’s offices on the sixth floor, the great height and weight of the tower, and the requisite provision for wind-bracing, delayed in some degree a regular advance of the stories; but within three months no less than 5,800 tons were placed in position. There were girders weighing 40 tons, many columns of 10 and 12 tons, and cantilevers of 80 tons weight and 67 feet long. Strange to say, that in a building of this magnitude, where such masses had to be raised 300 feet into the air, there was not a single accident involving loss of life. When four stories of the steel framework had been put up, the bricklayers were set to work, and they followed the frame-setters throughout. After the masons came the pipe-layers, with their ten miles of pipes, followed by electricians, fixing their thirty-five miles of communicating wires. Thirty thousand cubic feet of stone was cut and set on the Broadway front in eighty days. Then craftsmen of the different trades followed each other, or worked in harmony together, story after story upwards: the engineers for boilers, heating, and elevators, the plumbers, the decorators, the carpenters and cabinet-makers, the plasterers, the marble and tile workers, the gasmen, etc. In fine, every story was completely finished and ready for occupation in eight months after the start from the foundations.

Fig. 26f.—Manhattan Insurance Co.’s Buildings nearly completed.

The shortness of the time in which these lofty buildings were run up is not less remarkable than the completeness of their fittings, which comprise everything requisite for communication within the premises and in connection with the outer world. The elevators or lifts are the perfection of mechanism in their way, and act with wonderful smoothness and regularity; of these are usually two at least, as well as an ample staircase. Notwithstanding all these appliances, some disastrous and fatal conflagrations have occurred at buildings erected on the “tall” principle; and as “business premises” of even 380 feet high are projected, the authorities have been considering the desirability of restricting the heights. It has been proposed that offices should not exceed in height 200 feet; hotels, 150 feet; and private houses, 75 feet.

BIG WHEELS.

The Paris example of an engineering feat upon an unprecedented scale having proved sufficiently captivating for the general public to ensure for itself a great commercial success, even amid the attractions of an International Exhibition, was not lost upon the enterprising people of the States when the “World’s Fair” at Chicago was in preparation in 1893. It was then that Mr. G. W. G. Ferris, the head of a firm of bridge constructors at Pittsburg, conceived the idea of applying his engineering skill to the erection of a huge wheel, revolving in a vertical plane, with cars for persons to sit in, constituting, in fact, an enormous “merry-go-round,” as the machine once so common at country fairs was called. The novelty of the Chicago erection was, therefore, not the general idea, but the magnitude of the scale, which, for that reason, involved the application of the highest engineering skill, and the solution of hitherto unattempted practical problems. Several thousand pounds were, in fact, expended on merely preliminary plans and designs. The great wheel at Chicago was 250 feet in diameter, and to its periphery were hung thirty-six carriages, each seating forty persons. At each revolution, therefore, 1,440 people would be raised in the air to the height of 250 feet, and from that elevation afforded a splendid prospect, besides an experience of the peculiar sensation like that of being in a balloon, when the spectator has no perception of his own motion, but the objects beneath appear to have the contrary movement, that is to say, they seem to be sinking when he is rising, and vice versâ. The axle of the Chicago wheel was a solid cylinder, 32 inches in diameter and 45 feet long; on this were two hubs, 16 feet in diameter, to which were attached spoke rods, 2½ inches in diameter, passing in pairs to an inner crown, which was concentric with the outer rim, but 40 feet within it. The inner and outer crowns were connected together, and the former joined to the crown of the twin wheel by an elaborate system of trusses and ties, which, however, left an open space between the rims of 20 feet from the outside. These last were formed of curved riveted hollow beams, in section 25½ inches by 19 inches, and between them, slung upon iron axles through the roofs, were suspended, at equal intervals, the thirty-six carriages, each 27 feet long, and weighing 13 tons without its passengers, who added 3 tons more to the weight. The wheel with its passengers was calculated to weigh about 1,200 tons, and it rested on two pyramidal skeleton towers of ironwork 140 feet high, having bases 50 feet by 60 feet. The wheel was moved by power applied at the lowest point, the peripheries of both the rims having great cogs 6 inches deep and 18 inches apart, which engaged a pair of large cog-wheels, carried on a shaft 12 inches in diameter.

Fig. 26g.—Original Design for the Great Wheel.

This curious structure was not begun until March, 1893, yet it was set in motion three months afterwards, having cost about £62,500. The Company had to hand over to the Exhibition one half of the receipts after the big wheel had paid for its construction, but even then they realised a handsome profit, and at the close of the World’s Fair, they sold the machine for four-thirds of its cost, in order that it might be re-erected at Coney Island.

No sooner had the great Ferris wheel at Chicago proved a financial success than an American gentleman, Lieutenant Graydon, secured a patent for a like machine in the United Kingdom; and as it has now become almost a matter of course that some iron or steel structure, surpassing everything before attempted, should form a part of each great exhibition, a Company was at once formed in London, under the title of “The Gigantic Wheel and Recreation Towers Co., Limited,” to construct and work at the Earl’s Court Oriental Exhibition of 1895, a great wheel, similar in general form to that of Chicago. But the design of the London wheel had some new features, as will be seen from the sketches, Fig. [26c] (from The Engineer of 20th April, 1894), and, moreover, having been planned of larger dimensions than its American prototype, presented additional engineering problems of no small complexity. After due deliberation the scheme of the work was entrusted to Mr. Walter B. Basset, a talented young engineer, connected with the firm of Messrs. Maudslay, Sons, & Field, and already experienced in designing iron structures. Under this gentleman, with the assistance of Mr. J. J. Webster in carrying out some of the details, the work has been so successfully accomplished that the “Great Wheel” of 1895 may be cited as one of the crowning mechanical triumphs of the nineteenth century. The original design has not been followed so far as regards the lower platforms for refreshment rooms, &c. Plate [V]., for which we are indebted to Mr. Basset, is a photographic representation of the actual structure.

The wheel at Earl’s Court exceeds the Ferris wheel in diameter by 50 feet, being 300 feet across. It is supported on two towers, 175 feet high, each formed by four columns 4 feet square, built of steel plates with internal diaphragms, and surmounted by balconies that may be ascended in elevators raised by a weight of water, which, after having been discharged into a reservoir under the ground level, is again pumped up to the top of the towers. Between the balconies on each tower there is also a communication through the axle of the wheel, which, instead of being solid as at Chicago, is a tube of 7 feet diameter, and 35 feet long, made in sections, riveted together, of steel 1 inch thick, and weighing no less than 58 tons. The raising and fixing in its high place of such a mass of metal required specially ingenious devices, which have been greatly appreciated by professional engineers. But for these devices, the erection of scaffolding in the ordinary way of proceeding would have entailed an outlay simply enormous. The axle is stiffened by projecting rings, and, between pairs of these, the spoke rods are attached by pins 3 inches in diameter. The axle was the production of Messrs. Maudslay, Field & Co.; all the rest of the metal work was made at the Arrol Works at Glasgow, and the carriages were constructed by Brown, Marshall & Co., of Birmingham. The Earl’s Court wheel is turned by a mechanism different from that of the Chicago wheel, for whereas the latter was provided with cogs, the former has two chains, each 1,000 feet long and 8 tons weight, surrounding the periphery of the wheel on either side. The chains go over drums in the engine-shed, from which they pass underground to guide-pulleys, and as they unwind from the Great Wheel, they again go over guide-pulleys to lead them back to the drums. These chains are firmly held throughout in the jaws of V-shaped grooves, and there are arrangements for taking up the slack. The drums are actuated by wheel gearing, connected with two horizontal Robey steam engines, each of 50 horse-power, one on either side, capable of being worked singly or together. It is, however, found sufficient to use the engine of one side only, and even then to work it at but 16 horse-power, and the operation can be controlled by one man, who has also the command of a brake. Both starting and stopping are accomplished with the greatest smoothness and absence of strain or jar. There are forty carriages, each 25 feet long, 9 feet wide, and 10 feet high. Each will accommodate forty passengers, and these enter at the ends from eight platforms at different heights from the ground, so arranged as to be on the level of the eight lowest carriages while the wheel is stationary. The passengers who have had their ride leave at the other end of the carriages by eight similar platforms on the other side of the wheel. After the change of passengers in one set of eight carriages, the wheel is turned through exactly one-fifth of a revolution, which has the effect of bringing the next eight carriages to the level of the platforms, and it is again brought to a standstill whilst the change of passengers is taking place; and so on, until the whole freight of say 1,600 persons has been changed during the five stoppages in one revolution, for which about thirty-five minutes are required, and the process of emptying and filling eight carriages at once is repeated. There are first and second class carriages, the charge for the former being two shillings, and for the latter one shilling; so that, reckoning 800 passengers of each class, one turn would bring to the treasury the handsome sum of £120.

The sensations experienced in a journey on the Great Wheel are, as already mentioned, comparable to those enjoyed by the aërial voyagers in a balloon, where all perception of proper motion is lost, and it is the world beneath that seems to recede and float away, presenting the while a strangely changing panorama. Many people who have never made a balloon ascent yet know the calm delight of floating in a boat without effort down some placid stream, unconscious of any motion beyond that vaguely inferred from the silent apparent gliding by of the banks. Very similar are, in part, the feelings of the passenger who is almost imperceptibly carried up into the air in a carriage of the Great Wheel, but the vertical direction of the movement, and the gradual expansion of the horizon as the vertex is approached, lend an unwonted novelty to the situation. From the Earl’s Court Wheel the view is both interesting and extensive, for on a clear day the prospect stretches as far as the Royal Castle of Windsor.

The “Gigantic Wheel” at Earl’s Court was inaugurated on the 11th July, 1895, in the presence of an assemblage of 5,000 people, including many distinguished personages, who were all treated to a ride. Plate [I]. shows a portion of the wheel and carriages as in motion.

PLATE V.
GENERAL VIEW OF THE GREAT WHEEL AT EARL’S COURT.

Fig. 27.—Sir Joseph Whitworth.

TOOLS.

Of the immense variety of tools and mechanical contrivances employed in modern times, by far the greatest number are designed to impart to certain materials some definite shape. The brickmaker’s mould, the joiner’s plane, the stonemason’s chisel, the potter’s wheel, are examples of simple tools. More elaborate are the coining press, the machine for planing iron, the drilling machine, the turning lathe, the rolling mill, the Jacquard loom. But all such tools and machines have one principle in common—a principle which casual observers may easily overlook, but one which is of the highest importance, as its application constitutes the very essence of the modern process of manufacture as distinguished from the slow and laborious mode of making things by hand. The principle will be easily understood by a single example. Let it be required to draw straight lines across a sheet of paper. Few persons can take a pen or pencil, and do this with even an approach to accuracy, and at best they can do it but slowly and imperfectly. But with the aid of a ruler any number of straight lines may be drawn rapidly and surely. The former case is an instance of making by hand, the latter represents manufacturing, the ruler being the tool or machine. Let it be observed that the ruler has in itself the kind of form required—that is to say, straightness—and that in using it we copy or transfer this straightness to the mark made on the paper. This is a simple example of the copying principle, which is so widely applied in machines for manufacturing; for, in all of these, materials are shaped or moulded by various contrivances, so as to reproduce certain definite forms, which are in some way contained within the machine itself. This will be distinctly seen in the tools which are about to be described.

Fig. 28.—Whitworth’s Screw Dies and Tap.

Probably no one mechanical contrivance is so much and so variously applied as the Screw. The common screw-nail, which is so often used by carpenters for fastening pieces of metal on wood, or one piece of wood to another, is a specimen of the screw with which everybody is familiar. The projection which winds spirally round the nail is termed the thread of the screw, and the distance that the thread advances parallel to the axis in one turn is called the pitch. It is obvious that for each turn the screw makes it is advanced into the wood a depth equal to the pitch, and that there is formed in the wood a hollow screw with corresponding grooves and projections. Screws are formed on the ends of the bolts, by which various parts are fastened together, and the hollow screws which turn on the ends of the bolts are termed nuts. The screws on bolts and nuts, and other parts of machines, were formerly made with so many different pitches that, when a machine constructed by one maker had to be repaired by another, great inconvenience was found, on account of the want of uniformity in the shape and pitch of the threads. A uniform system was many years ago proposed by Sir Joseph Whitworth, and adopted by the majority of mechanical engineers, who agreed to use only a certain defined series of pitches. The same engineer also contrived a hand tool for cutting screws with greater accuracy than had formerly been attained in that process. A mechanic often finds it necessary to form a screw-thread on a bolt, and also to produce in metal a hollow screw. The reader may have observed gas-fitters and other workmen performing the first operation by an instrument having the same general appearance as Fig. [28]. This contains hard steel dies, which are made to press on the bolt or pipe, so that when the guide-stock is turned by the handles, the required grooves are cut out. The arrangement of these dies in Sir Joseph Whitworth’s instrument is shown in Fig. [28], which represents the central part of the guide-stock; A, B, C are the steel dies retained in their places, when the instrument is in use, by a plate which can be removed when it is necessary to replace one set of dies by another, according to the pitch of thread required. The figure also shows the set of dies, A, B, C, removed from the guide-stock. D is the work, pressed up against the fixed die, A, by B and C, the pressure being applied to these last as required by turning the nut, thus drawing up the key, E, so that the inclined planes, f, g, press against similar surfaces forming the ends of the dies. For producing the hollow screws, taps are provided, which are merely well-formed screws, made of hard steel and having the threads cut into detached pieces by several longitudinal grooves, as represented in the lower part of Fig. [28].

Fig. 29.—Screw-cutting Lathe.

The method of forming screws by dies and taps is, however, applicable only to those of small dimensions, and even for these it is not employed where great accuracy is required. Perfect screws can only be cut with a lathe, such as that represented in Fig. [29]. In this we must first call the reader’s attention to the portion of the apparatus marked A, which receives the name of the slide-rest. The invention of this contrivance by Maudsley had the effect of almost revolutionizing mechanical art, for by its aid it became possible to produce true surfaces in the lathe. Before the slide-rest was introduced, the instrument which cut the wood or metal was held in the workman’s hand, and whatever might be his skill and strength, the steadiness and precision thus obtainable were far inferior to those which could be reached by the grip of an iron hand, guided by unswerving bars. The slide-rest was contrived by Maudsley in the first instance for cutting screws, but its principle has been applied for other purposes. This principle consists in attaching the cutting tool to a slide which is incapable of any motion, except in the one direction required. Thus the slide, A, represented in Fig. [29], moves along the bed of the lathe, B, carrying the cutter with perfect steadiness in a straight line parallel to the axis of the lathe. There are also two other slides for adjusting the position of the cutter; the handle, a, turns a screw, which imparts a transverse motion to the piece, b, and the tool receives another longitudinal movement from the handle, c. The pieces are so arranged that these movements take place in straight lines in precisely the required direction, and without permitting the tool to be unsteady, or capable of any rocking motion. In Whitworth’s lathe, between the two sides of the bed, and therefore not visible in the figure, is a shaft placed perfectly parallel to the axis of the lathe. One end of this shaft is seen carrying the wheel, C, which is connected with a train of wheels, D, and is thus made to revolve at a speed which can be made to bear any required proportion to that of the mandril, E, of the lathe, by properly arranging the numbers of the teeth in the wheels; and the machine is provided with several sets of wheels, which can be substituted for each other. The greater part of the length of this shaft is formed with great care into an exceedingly accurate screw, which works in a nut forming part of the slide-rest. The effect, therefore, of the rotation of the screw is to cause the slide-rest to travel along the bed of the lathe, advancing with each revolution of the screw through a space equal to its pitch distance. There is an arrangement for releasing the nut from the guiding-screw, by moving a lever, and then by turning the winch the slide-rest is moved along by a wheel engaging the teeth of a rack at the back of the lathe. Now, if the train of wheels, C D, be so arranged that the screw makes one revolution for each turn of the mandril, it follows that the cutting tool will move longitudinally a distance equal to the pitch of the guiding-screw while the bar placed in the lathe makes one turn. Thus the point of the cutter will form on the bar a screw having the same pitch as the guiding-screw of the lathe.

Here we have a striking illustration of the copying principle, for the lathe thus produces an exact copy of the screw which it contains. The screw-thread is traced out on the cylindrical bar, which is operated upon by the combination of the circular motion of the mandril with the longitudinal movement of the slide-rest. By modifying the relative amounts of these movements, screw-threads of any desired pitch can be made, and it is for this purpose that the change wheels are provided. If the thread of the guiding-screw makes two turns in one inch, one revolution of the wheel C will advance the cutter half an inch along the length of the bar. If the numbers of teeth in the wheels be such that the wheel D makes ten revolutions while C is making one, then in the length of half an inch the thread of the screw produced by the cutter will go round the core ten times, or, in technical language, the screw will be of 1
20 inch pitch.

Fig. 30.—Whitworth’s Measuring Machine.

Since a screw turning in a nut advances only its pitch distance at each revolution, a finely-cut screw furnishes an instrument well adapted to impart a slow motion, or to measure minute spaces. Suppose a screw is cut so as to have fifty threads in an inch, then each turn will advance it 1
50 in.; half a turn 1
100 in.; a quarter of a turn, 1
200, and so on. It is quite easy to attach a graduated circle to the head of the screw, so that, by a fixed pointer at the circumference, any required fraction of a revolution may be read off. Thus if the circle had two hundred equal parts, we could, by turning the screw so that one division passed the index, cause the screw to advance through 1
200 of 1
50 inch, or 1
10000 part of an inch. This is the method adopted for moving the cross-wires of the instruments for measuring very small spaces under the microscope. Sir Joseph Whitworth, who has done so many great things in mechanical art, was the first mechanician to perceive the importance of extreme accuracy of workmanship, and he invented many beautiful instruments and processes by which this accuracy might be attained. Fig. [30] represents one of his measuring machines, intended for practical use in the workshop, to test the dimensions of pieces of metal where great precision is required. The base of the machine is constructed of a rigid cast iron bed bearing a fixed headstock, A, and a movable one, B, the latter sliding along the bed, C, with a slow movement, when the handle, D, is turned. This slow motion is produced by a screw on the axis, a, working in the lower part of the headstock, just as the slide-rest is moved along the bed of the lathe. The movable headstock, when it has been moved into the position required, is firmly clamped by a thumbscrew. The face of the bed is graduated into inches and their subdivisions. Here it should be explained that the machine is not intended to be used for ascertaining the absolute dimensions of objects, but for showing by what fraction of an inch the size of the work measured differs from a certain standard piece. Each headstock carries a screw of 1
20 inch pitch, made with the greatest possible care and accuracy. To the head of the screw in the movable headstock is attached the wheel, b, having its circumference divided into 250 equal parts, and a fixed index, c, from which its graduations may be counted. An exactly similar arrangement is presented in connection with the screw turning in the fixed headstock, but the wheel is much larger, and its circumference is divided in 500 equal parts. It follows, therefore, that if the large wheel be turned so that one division passes the index, the bar moves in a straight line 1
500 of the 1
20 of an inch, that is, 1
10000 an inch. The ends of the bars, d and e, are formed with perfectly plane and parallel surfaces, and an ingenious method is adopted of securing equality of pressure when comparisons are made. A plate of steel, with perfectly parallel faces, called a gravity-piece, or feeler, is placed between the flat end of the bar and the standard-piece, and the pressure when the screw-reading is taken must be just sufficient to prevent this piece of steel from slipping down, and that is the case when the steel remains suspended and can nevertheless be easily made to slide about by a touch of the finger. Thus any piece which, with the same screw-readings, sustains the gravity-piece in the same manner as the standard, will be of exactly the same length; or the number of divisions through which the large wheel must be turned to enable it to do so tells the difference of the dimensions in ten-thousandth parts of an inch. By this instrument, therefore, gauges, patterns, &c., can be verified with the greatest precision, and pieces can be reproduced perfectly agreeing in their dimensions with a standard piece. Thus, for example, the diameters of shafting can be brought with the greatest precision to the exact size required to best fit their bearings.

In another measuring machine on the same principle the delicacy of the measurement has been carried still farther, by substituting for the large divided wheel one having 200 teeth, which engage an endless screw or worm. This will easily be understood by reference to Fig. [31], where a similar arrangement is applied to another purpose. Imagine that a wheel like P, Fig. [31], but with 200 teeth, has taken the place of E in Fig. [30], and that the wheel, T, on the axis of the endless screw is shaped like E, Fig. [30]. One turn of the axis carrying the endless screw, therefore, turns the wheel through 1
200 of a revolution, and as this axis bears a graduated head, having 250 divisions, the screw having 20 threads to the inch, is, when one division passes the index, advanced through a space equal to 1
250 × 1
200 × 1
20, or 1
1000000 an inch; that is, the one-millionth part of an inch. This is an interval so small that ten times its length would hardly be appreciated with the highest powers of the microscope, and the machine is far too delicate for any practical requirements of the present day. It will indicate the expansion caused by heat in an iron bar which has merely been touched with the finger for an instant, and even the difference of length produced by the heat radiated from the person using it. A movement of 1
1000000 of an inch is shown by the gravity-piece remaining suspended instead of falling, and the piece falls again when the tangent-screw is turned back through 1
250 of a revolution, a difference of reading representing a possible movement of the measuring surface through only 2
1000000 an inch. This proves the marvellous perfection of the workmanship, for it shows that the amount of play in the bearings of the screws does not exceed one-millionth of an inch.

A good example of a machine-tool is the Drilling Machine, which is used for drilling holes in metal. Such a machine is represented in Fig. [31], where A is the strong framing, which is cast in a single piece, in order to render it as rigid as possible. The power is applied by means of a strap round the speed pulley, B, by which a regulated speed is communicated to the bevel wheel, C, which drives D, and thus causes the rotation of the hollow shaft, E. In the lower part of the latter is the spindle which carries the drilling tool, F, and upon this spindle is a longitudinal groove, into which fits a projection on the inside of E. The spindle is thus forced to rotate, and is at the same time capable of moving up and down. The top of the spindle is attached to the lower end of the rack, G, by a joint which allows the spindle to rotate freely without being followed in its rotation by the rack, although the latter communicates all its vertical movements to the spindle, as if the two formed one piece. The teeth of the rack are engaged by a pinion, which carries on its axis the wheel H, turned by an endless screw on the shaft, I, which derives its motion by means of another wheel and endless screw from the shaft, K. The latter is driven by a strap passing over the speed pulleys, L and M, and thus the speed of the shaft K can be modified as required by passing the strap from one pair of pulleys to another. The result is that the rack is depressed by a slow movement, which advances the drill in the work, or, as it is technically termed, gives the feed to the drill. By a simple piece of mechanism at N the connection of the shafts K and I can be broken, and the handle O made to communicate a more rapid movement to I, so as to raise up the drill in a position to begin its work again, or to bring it quickly down to the work, and then the arrangement for the self-acting feed is again brought into play. By turning the wheel, P, the table, Q, on which the work is fastened, is capable of being raised or lowered, by means of a rack within the piece R, acted on by a pinion carried on the axle, P. The table also admits of a horizontal motion by the slide S, and may besides be swung round when required.

Fig. 31.—Whitworth’s Drilling Machine.

The visitor to an engineer’s workshop cannot fail to be struck with the operation of the powerful Lathes and Planing Machines, by which long thick flakes or shavings of iron are removed from pieces of metal with the same apparent ease as if the machine were paring cheese. The figure on the opposite page represents one of the larger forms of the planing machine, as constructed by Sir J. Whitworth. The piece of work to be planed is firmly bolted down to the table, A, which moves upon the Ꮩ-shaped surfaces, running its whole length, and accurately fitting into corresponding grooves in a massive cast iron bed. The bevel wheel, of which a portion is seen at B, is keyed on a screw, which extends longitudinally from end to end of the bed. This screw works in nuts forming part of the table, and as it turns in sockets at the ends of the bed, it does not itself move forward, but imparts a progressive movement to the table, and therefore to the piece of metal to be planed. As this table must move backwards and forwards, there must be some contrivance for reversing the direction of the screw’s rotation, and this is accomplished in a beautifully simple manner by an arrangement which a little consideration will enable any one to understand. It will be observed that there are three drum-pulleys at C. Let the reader confine, for the present, his attention to the nearest one, and picture to himself that the shaft to which it is attached is placed in the same horizontal plane as the axis of the screw and at right angles to it, passing in front of bevel wheel B. A small bevel wheel turning with this shaft, and engaging the teeth of the wheel B, may, it is plain, communicate motion to the screw. Now let the reader consider what will be the effect on the direction of the rotation of B of applying the bevelled pinion to the nearer or to the farther part of its circumference, supposing the direction of the rotation of this pinion to be always the same. He will perceive that the direction in one case will be the reverse of that in the other. The shaft to which the nearest pulley is attached carries a pinion engaging the wheel at its farther edge, and therefore the rotation of this pulley in the same direction as the hands of a watch causes the wheel B to rotate so that its upper part moves towards the spectator. The farthest pulley, a, turns with a hollow shaft, through which the shaft of the nearest pulley simply passes, without any connection between them, and this hollow shaft carries a pinion, which engages the teeth of B at the nearer edge, and, in consequence, the rotation of the farther pulley, a, in the direction of the hands of a watch, would cause the upper part of B to be moving from the spectator. The middle pulley, b, runs loosely on the shaft, and the driving-strap passes through the guide, c, and it is only necessary to move this, so as to shift the strap from one drum to another, in order to reverse the direction of the screw and the motion. This shifting of the strap is done by a movement derived from the table itself, on which are two adjustable stops, D and E, acting on an arrangement at the base of the upright frame when they are brought up to it by the movement of the table, so as not only to shift the strap, but also to impart a certain amount of rotation to upright shaft, F, in each direction alternately. The piece which carries the tools, G and H, is placed horizontally, and can be moved vertically by turning the axis, I, thus causing an equal rotation of two upright screws of equal pitch, which are contained within the uprights and work in nuts, forming part of the tool-box. The pieces carrying the tools are moved horizontally by the screws which are seen to pass along the tool-box, and these screws receive a certain regulated amount of motion at each reversal of the movement of the table from the mechanism shown at K. The band-pulley, L, receives a certain amount of rotation from the same shaft, and the catgut band passing round the tops of the cylinders which carry the cutters is drawn in alternate directions at the end of each stroke, the effect being to turn the cutters half round, so as always to present their cutting edges to the work. There are also contrivances for maintaining the requisite steadiness in the tools and for adjusting the depth of the cut. The cutting edge of the tools is usually of a Ꮩ-shape, with the angle slightly rounded, and the result of the process is not the production of a plane, but a grooved surface. But by diminishing the amount of horizontal feed given to the cutters, the grooves may be made finer and finer, until at length they disappear, and the surface is practically a plane. Planing machines are sometimes of a very large size. Sir J. Whitworth has one the table of which is 50 ft. in length, and the machine is capable of making a straight cut 40 ft. long in any article not exceeding 10 ft. 6 in. high or 10 ft. wide.

Fig. 32.—Whitworth’s Planing Machine.

Fig. 33.—Pair of Whitworth’s Planes, or Surface Plates.

The copying principle is evident in this machine; for the plane surface results from the combination of the straightness of the bed with the straightness of the transverse slide along which the tools are moved. It should, moreover, be observed that it is precisely this machine which would be employed for preparing the straight sliding surfaces required in the construction of planing and other machines, and thus one of these engines becomes the parent, as it were, of many others having the same family likeness, and so on ad infinitum. Thus, having once obtained perfectly true surfaces, we can easily reproduce similar surfaces. But the reader may wish to know how such forms have been obtained in the first instance; how, for example, could a perfectly plane surface be fashioned without any standard for comparison? This was first perfectly done by Sir J. Whitworth, forty-five years ago. Three pieces of iron have each a face wrought into comparatively plane surfaces; they are compared together, and the parts which are prominent are reduced first by filing, but afterwards, as the process approaches completion, by scraping, until the three perfectly coincide. The parts where the plates come in contact with each other are ascertained by smearing one of them with a little oil coloured with red ochre: when another is pressed against it, the surfaces of contact are shown by the transference of the red colour. Three plates are required, for it is possible for the prominences of No. 1 exactly to fit into the hollows of No. 2, but in that case both could not possibly exactly coincide with the surface of No. 3; for if one of them did (say No. 1), then No. 3 must be exactly similar to No. 2, and consequently when No. 2 was applied to No. 3, hollow would be opposed to hollow and prominence to prominence. A little reflection will show that only when the three surfaces are truly plane will they exactly and entirely coincide with each other. The planes, when thus carefully prepared, approach to the perfection of the ideal mathematical form, and they are used in the workshop for testing the correctness of surfaces, by observing the uniformity or otherwise of the impression they give to the surface when brought into contact with it, after being covered by a very thin layer of oil coloured by finely-ground red ochre.

Fig. [33] represents a small pair of Whitworth’s planes. When one of these is placed horizontally upon the other, it does not appear to actually come in contact with it, for the surfaces are so true that the air does not easily escape, but a thin film supports the upper plate, which glides upon it with remarkable readiness (A). When, however, one plate is made to slide over the other, so as to exclude the air, they may both be lifted by raising the upper one (B). This effect has, by several philosophers, been attributed to the mere pressure of the atmosphere; but recent experiments of Professor Tyndall’s show that the plates adhere even in a vacuum. The adhesion appears therefore to be due to some force acting between the substances of the plates, and perhaps identical in kind with that which binds together the particles of the iron itself.

Fig. 34.—Interior of Engineer’s Workshop.

Fig. 35.—The Blanchard Lathe.

THE BLANCHARD LATHE.

This machine affords a striking example of the application of the copying principle which is the fundamental feature of modern manufacturing processes. It would hardly be supposed possible, until the method had been explained, that articles in shape so unlike geometrical forms as gun-stocks, shoemakers’ lasts, &c., could be turned in a lathe. The mode in which this is accomplished is, however, very simple in idea, though in carrying that idea into practice much ingenious contrivance was required. The illustration, Fig. [35], represents a Blanchard’s lathe, very elegantly constructed by Messrs. Greenwood and Batley, of Leeds. The first obvious difference between an ordinary lathe and Blanchard’s invention is that in the former the work revolves rapidly and the cutting-tool is stationary, or only slowly shifts its position in order to act on fresh portions of the work, while in the latter the work is slowly rotated and the cutting-tools are made to revolve with very great velocity. Again, it will be observed that the headstock of the Blanchard lathe, instead of one, bears two mandrels, having their axes parallel to each other. One of these carries the pattern, C, which in the figure has the exact shape of a gun-stock that is to be cut in the piece of wood mounted on the nearer spindle. One essential condition in the arrangement of the apparatus is that the pattern and the work having been fixed in similar and parallel positions, shall always continue so at every point of their revolutions. This is easily accomplished by placing exactly similar toothed wheels on the two axles, and causing these to be turned by one and the same smaller toothed wheel or pinion. The two axles must thus always turn round in the same direction and with exactly the same speed, so that the work which is attached to one, and the pattern which is fixed on the other, will always be in the same phase of their revolutions. If, for example, the part of the wood which is to form the upper part of the gun-stock is at the bottom, the corresponding part of the pattern will also be at the bottom, as in the figure, and both will turn round together, so that every part of each will be at every instant in a precisely similar position. The wood to be operated upon is, it must be understood, roughly shaped before it is put into the lathe. The toothed wheels and the pinion which drives them are in the figure hid from view by the casing, h, which covers them. The pinion receives the power from a strap passing over f. The cutters are shown at e; they are placed radially, like the spokes of a wheel, and have all their cutting edges at precisely one certain distance from the axis on which they revolve, so that they all travel through the same circle. These cutting-edges, it may be observed, are very narrow, almost pointed. The shaft carrying the cutters is driven at a very high speed, by means of a strap passing over k and i. The number of revolutions made by the cutters in one second is usually more than thirty. The great peculiarity of the lathe consists in the manner in which the position of the cutters is made to vary. The axle which carries them rotates in a kind of frame, which can move backwards and forwards, so that the cutters may be readily put at any desired distance from the axis of the work. Their position is, however, always dependent on the pattern, for, fixed in a similar frame, b, which is connected with the former, is a small disc wheel, a, having precisely the same radius as that of the circle traced out by the cutters, and this disc is made by a strong spring to press against the pattern. The cutters, being fixed in the same rocking-frame which carries this guiding-wheel, must partake of all its backward and forward motions, and as the cutting-wheel and the guide-wheel are so arranged as to have always the same relative positions to the axes of the two headstocks, it follows that the edges of the cutters will trace out identically the same form as the circumference of the guiding-disc. The latter is, of course, not driven round, but simply turns slowly with the pattern by friction, for it is pressed firmly against the pattern by a spring or weight acting on the frame, in order that the cutters may be steadily maintained in their true, but ever-varying, position. The rocking-frame receives a slow longitudinal motion by means of the screw, n, so that the cutters are carried along the work, and the guide along the pattern.

The whole arrangement is self-acting, so that when once the pattern and the rough block of wood have been fixed in their positions, the machine completes the work, and produces an exact repetition of the shape of the pattern. It is plain that any kind of forms can be easily cut by this lathe, the only condition being that the surface of the pattern must not present any re-entering portions which the edge of the guide-wheel cannot follow. The machine is largely used for the purposes named above, and also for the manufacture of the spokes of carriage-wheels. The limits of this article will not permit of a description of the beautiful adjustments given to the mechanism in the example before us, particularly in the arrangement for driving the cutters in a framework combining lateral and longitudinal motions; but the intelligent reader may gather some hints of these by a careful inspection of the figure. The machine is sometimes made with the frame carrying the guide-wheel and cutters, not rocking but sliding in a direction transverse to the axes of the headstocks. It is extremely interesting to see the Blanchard lathe at work, and observe how perfectly and rapidly the curves and form of the patterns seem to grow, as it were, out of the rudely-shaped piece of wood, which, of course, contains a large excess of material, or, in the picturesque and expressive phrase of the workmen, always gives the machine something to eat.

Fig. 36.—Vertical Saw.

SAWING MACHINES.

With the exception of the last, all the machines hitherto described in the present article are distinguished by this—they are tools which are used to produce other machines of every kind. Without such implements it would be impossible to fashion the machines which are made to serve so many different ends. Another peculiarity of these tools has also been referred to, namely, that they are especially serviceable, and indeed essential, for the reproduction of others of the same class. Thus, the accurate leading-screw of the lathe is the means used to cut other accurate screws, which shall in their turn become the leading-screws of other lathes, and a lathe which forms a truly circular figure is a necessary implement for the construction of another lathe which shall also produce truly circular figures. In these tools, therefore, we find the copying principle, to which allusion has been already made, as the great feature of all machines; but in order to bring this principle still more clearly before the reader, we have described in the Blanchard Lathe a machine of a somewhat different class, because it embodied a very striking illustration of the principle in question. We are far from having described all the implements of the mechanical engineer, or even all the more interesting ones; for example, we have given no account of the powerful lathes in which great masses of iron are turned, or of the analogous machines, which, with so much accuracy, shape the internal surfaces of the cylinders of steam engines, of cannons, &c. The history of the steam engine tells us of the difficulties which Watt had to contend with in the construction of his cylinders, for no machine at that time existed capable of boring them with an approach to the precision which is now obtained.

Fig. 37.—Circular Saw.

The kind of general interest which attaches to the tools we have already described is not wanting in yet another class of machine-tools, namely, those employed in converting timber into the forms required to adapt it for the uses to which it is so extensively applied. And for popular illustration, this class of tools presents the special advantage of being readily understood as regards their purpose and mode of action, while their simplicity in these respects does not prevent them from showing the advantages of machine over hand labour. Everybody is familiar with the up-and-down movement of a common saw, and in the machine for sawing balks of timber into planks, represented in Fig. [36], this reciprocating motion is retained, but there are a number of saws fixed parallel to each other in a strong frame, at a distance corresponding to the thickness of the planks. The saws are not placed with their cutting edges quite upright, but these are a little more forward at the top, so that as they descend they cut into the wood, but move upwards without cutting, for the teeth then recede from the line of the previous cut, while in the meantime the balk is pushed forward ready for the next descent of the saw-frame. This pushing forward, or feeding, of the timber is accomplished by means of ratchet-wheels, which are made to revolve through a certain space after each descent of the saw-frame, and, by turning certain pinions, move forward the carriage on which the piece of timber is firmly fixed, so that when the blades of the saws are beginning the next descent they are already in contact with the edge of the former cut. To prevent the blades from moving with injurious friction in the saw-cuts, these last are made of somewhat greater width than the thickness of the blades, by the simple plan of bending the teeth a little on one side and on the other alternately. The rapidity with which the machine works, depends of course on the kind of wood operated upon, but it is not unusual for such a machine to make more than a hundred cuts in the minute. The figure shows the machine as deriving its motion by means of a strap passing over a drum, from shafting driven by a steam engine. This is the usual plan, but sometimes the steam power is applied directly, by fixing the piston-rod of a steam cylinder to the top of the saw-frame, and equalizing the motion by a fly-wheel on a shaft, turned by a crank and connecting-rod.

A very effective machine for cutting pieces of wood of moderate dimensions is the Circular Saw, represented in Fig. [37]. Here there is a steel disc, having its rim formed into teeth; and the disc is made to revolve with very great speed, in some cases making as many as five hundred turns in a minute, or more than eight in a second. On the bench is an adjustable straight guide, or fence, and when this has been fixed, the workman has only to press the piece of wood against it, and push the wood at the same time towards the saw, which cuts it at a very rapid rate. Sometimes the circular saw is provided with apparatus by which the machine itself pushes the wood forwards, and the only attention required from the workman is the fixing of the wood upon the bench, and the setting of the machine in gear with the driving-shaft. Similar saws are used for squaring the ends of the iron rails for railways, two circular saws being fixed upon one axle at a distance apart equal to the length of the rails. The axle is driven at the rate of about 900 turns per minute, and the iron rail is brought up parallel to the axle, being mounted on a carriage, and still red hot, when the two ends are cut at the same time by the circular saws, the lower parts of which dip into troughs of water to keep them cool.