THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



21 



them as keystones, and, when joined, each may be said to support 

 the other. The next division is the wood pavement, composed of 

 blocks of fine timber Kyanized, tliey are of a hexagonal form, 7 inches diameter 

 and 15 inches deep, part is laid on a bed of U inch plank'?. Then follows 

 the Vulde Travers Jsp/talie , which will occupy the remaining portion of the 

 street devoted to the experimental pavement. This last .article consists of 

 blocks, about 10 inches square and five inches thick, formed of a bitumen 

 thickly studded by broken pieces of granite ; so that, when laid, it may be 

 looked upon as a sort of Macadamised road, where, in lieu of earth for filling 

 the interstices between the broken granite, and making the whole of a solid 

 mass, a strong binding composition has been employed. 



MONUMENT TO DR. VALPY. 

 A committeo of the pupils and friends of the eminent classical scholar. Dr. 

 Valpy, being desirous of testifying their esteem for his memory, have employed 

 Mr. Samuel Nixon to execute a statue of him. The statue is of stone, from 

 the quarries of Roche Abbey, Yorkshire, and represents the Doctor, the size 

 of life, in a standing posture, and draped in the robes of a doctor of divinity. 

 The sculptor had not the advantage of seeing the Doctor during his life, but 

 he has been able to avail himself of a bust by one of the Westmacotts, and of a 

 portrait by Opie, so as to give a satisfactory likeness. At the same time he 

 has been freed from those conventional and habitual trammsls by which friends 

 and relations too often distress the artist. The figure and drapery are formed 

 with ease, and their details are carefully executed, and altogether it is a work 

 by which the subscribers may feel gratified, and Mr. Nixon honoured. It is 

 intended to be placed in the parochial church of St. Lawrence, at Reading ; but 

 this site seems by no means to meet with the approbation of tlic press, so that 

 the subscribers may, perhaps, be induced to give it a more public destination. 



STEAM SHIP "LIVERPOOL." 



The voyage of this steam vessel to New York appears likely to throw some 

 light on the subject of the most judicious means of economising fuel. In the 

 first unsuccessful attempt of that vessel, she appears to have consumed hourly 

 a very large quantity of coal beyond what had been the estimate of the engi- 

 neers ; and to which circumstance was attributed her return to Cork. The 

 cause of this extraordinary expenditure of fuel will be hereafter worthy of 

 consideration, as it may lead to some valuable information. 



On her voyage from Cork to New York the following facts have been elicited. 

 The voyage occupied IH days 17i hours, during which time 464 tons 17 cwt. 

 of coals were consumed, being about '23^ cwt. per hour, and which was less 

 than the e»gineers had, in the first instance, calculated on. On her first stfirt- 

 ing from Liverpool she had, it appears, 503 tons on board, of which 3i0 

 remained when she put back for Cork. One remarkable feature in the economy 

 of steam, and of course, of fuel, appears to have been the use of the expansion- 

 valves, and which varied from 4'2 to 24 inches. The application of these expan- 

 sion-valves, from some hitherto unexplained cause, were not brought into 

 operation on the first unsuccessful voyage on any occasion. The following 

 extract from the log will show what an important feature these valves, and 

 the means of using steam expansively, present on long voyages : — 



Extract from the Lotf of the Licerpool, on her voynge from Cork to Nciu York 



Fuel consumed. Hours. Miles by ob- Daily average 



T. C.Qrs. servatiou. expansion. 



Nov. 6 3 22 2i 20 43lucbes 



7 29 18 24 180 41 



8 21 8 24 184 34i 



9 27 8 24 216 35 



10 27 18 24 207 39 



U 28 12 24 228 42 



12 28 16 24 212 42 



13 27 13 24 140 42 



14 27 11 24 144 34 



15 24 17 24 144 31 



16 24 12 24 151 35 



17 24 8 24 202 34 



18 25 8 24 175 28 



19 26 8 24 212 25 



20 26 12 24 176 2.5 



21 28 16 24 200 24 



22 30 4 24 165 24 



23 24 6 15 170 24 



Tons 464 17 2 



423i Hours 3156 Miles 



The engines of the Liverpool arc of the largest power yet in use, being IS? 

 horse power, diameter of cylinder 75 inches, and length of stroke 7 feet or 84 

 inches ; considering that the greater part of the voyage was under cireum. 

 stances of tremendous head seas and gales of wind, the daily consumption ap- 

 pears a fair one. 



Since writing the above the Liverpool has returned to England. She de- 

 parted from New York on the 6th, and arrived at Liverpool on the 21st of 

 December. She steamed 3239 miles in 348^^ hours, and consumed 44a tons 

 9 cwt. of fuel, and had remaining, when she reached Liverpool, sttflicient fuel 



on board for 11 days noro, qr 24^6 miUa ^dditioo^ distancci 



THE BANN RESERVOIRS, COUNTY OF DOWN, IRELAND. 



MU. BATEMAN, ENGINEER, 



The river called the Upper Bann, is peculiarly liable to great irregularity 

 in the quantity of water; presenting, sometimes almost a dry bed, while, at 

 others, floods are pouring down with destructive violence. 



The principal mills and bleach works are situated near the town of Ban- 

 bridge, where the river is closely occupied, above and below the town, for 

 about ten English miles. 



Very considerable inconvenience was occasioned, during the summer 

 months, and other dry seasons of the year, by the inadequate supply of the 

 river; and, to remedy this inconvenience, it was propcsed to construct 

 reservoirs. 



The greater part of the merchants and land proprietors connected with the 

 district, having formed themselves into a body, in the spring of 1835, 

 instructed Mr. Fairbairn, of Manchester, to examine and report on the mo.st 

 favourable sites. Three sites were, consequently, fixed upon — Lough Island 

 Reavy, near Castlewellan and the Deers' Meadow, near Hilltown, as impound- 

 ing reservoirs; and Corbet l.ough, a few miles above Banbridge, as au 

 auxiliary reservoir. A bill was brought into Parliament, which received 

 the Royal assent, on the 4th of .luly, 1830, empowering the company to 

 raise 40,000;., in 50/. shares, and to levy a rate on each foot of occupied fall, 

 not exceeding 10/. per annum, the interest of the money expended being- 

 limited for the protection of the fall-holders, to 7J per cent, per annnm. 



The construction of the Lough Island Reavy reservoir, the largest and most 

 important of the three, has been carried on with vigour, and is now nearly com- 

 pleted. This, before the construction of these works, was a natural lake of 

 about 92i statute acres ; but the area of the reservoir will be about 253 statute 

 acres, the' surface of the water 35 feet above the level of the old lake, and the 

 average depth of the whole about 27 feet. It will be capable of containing 

 upwards of 290 millions of cubic feet of water, and will keep up the water 

 of the river, during the whole year, at about six or seven horses' power to 

 each foot of fall. The construction of the Corbet Lough reservoir, by saving 

 the night water from Lough Island Reavy, or that portion wliich would be 

 running past the mills, when they were not working, would increase the 

 power of the river to nine or ten horses' power, upon each foot of fall, belt w 

 the outlet, from Corbet Lough. 



The land, for the Lough Island Reavy reservoir, including the value of 

 some chief rents, payable by the company, has cost about 6,000/. ; and the 

 expense of constructing the various works — viz., embankments, feeders, 

 roads, &c., will amount to between 14,000/. and 15,000/. 



There are four embankments to retain the water in the reservoir, mea- 

 suring together about 1,560 yards in length, and containing about 219,000 

 cubic yards of earth and stone work. The principal bank is 700 yards long, 

 and contains about 112,000 cubic yards. The inside slopes are faced with 

 stone pitching, varying from two to three feet in thickness, according to the 

 sheltered or exposed situation of the banks. They are formed in concave 

 horizontal layers, about three feet thick, with an upright " puddle wall" in 

 the centre. 



The water is discharged by two cast-iron pipes, of eighteen inches in 

 diameter, within an ashlar granite culvert, extending under the principal 

 embankment, the valves being at the outer end, and enclosed in a handsome 

 vault or building of the Egyptian style of architecture. 



To supply the reservoir, the river Muddock is directed into it by a feedei-, or 

 new river course, 1 mile 550 y.ards in length, 4 feet 6 inches deep, 19 feet 

 6 inches wide at the top, with stop-gates and waste weirs to regulate the 

 quantity of waters. The surplus waters of the Moneyscalp brook, and of the 

 Slievenalargy brook, are also taken into the reservoir ; the first by a feeder of 

 1,060 yards long, and 3 yards wide; and the latter by a drain of about a 

 quarter of a mile in length. 



To convey the water from the reservoir to the river, the old drain from flic 

 Lough to the Muddock, about a mile in length, has been made 5 yards "'ide. 



The reservoir, when full, will be one and a quarter English miles in 

 length, half a mile across in the broadest part, and near a quarter of a mile 

 in the narrowest, and, with the assistance of a little judicious planting, will 

 present one of the most interesting objects in tliat part of the country. 



PROCEEDINGS OF SCIENTIFIC SOCIETIES. 



ROYAL INSTITUTE OF BRITISH ARCHITECTS. 



The first meetiu;/ for the present s-cssion was held on Monday evening, 'ird 

 December, Earl de Grey, president, in the chair. 

 The noble president, on taking the chair, expressed his satisfaction at meet- 

 ing the members on that occasion, and briefly alluded to the circumstances 

 which had transpired since the last session. During the recess an attempt 

 had been made to consolidate this society along with another formed for the 

 prosecution of similar objects, but without success. Since they had last met 

 the profession of architecture had lost one of its most distinguished members 

 in M. Passier, a foreign corresponding member. To show the reciprocity of 

 feeling and spirit which existed between the architects of our own and foreign 

 countries, it was stated that the intimatiou of his death was oflicially com- 

 juunicated to the society. Another instance of the growing interest and im- 

 portance attached to the institute was also recently shown in the case of the 

 visit to this gountry of M. Zant, a foreign professor, who m^de it his deposi- 



