1848. 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



351 



Upon examining Mr. Miller's facis, it will be found, from April to Decem- 

 ber, 1846, both inclusive, that at Whitehaven, 90 feet above the level of the 

 sea, 38-063 inches fell ; while at Round Close, 480 feet above the sea, and 

 not far distant, only 36-195 inches fell in the same time; and during 1847, 

 that 4'2-92 inches are recorded to have fallen at Whitehaven, and only 

 42-023 at Round Close. 



On examining with reference to locality in a similar manner the rain 

 gauges placed in the Valley of Borrowdale, or Derwent Water, in which vale 

 the quantity of water received by four rain gauges at ilifferent altitudes are 

 recorded by Mr. Miller, namely, one at Seathwaile, 242 feet above the sea ; 

 one at Sty Head, 1,290 feet high; one at Seatoller, 1,334 feet high; and 

 one at Sparkling Tarn, 1,90G, feet liigh ; it will be found, as shown in the 

 following table, which I have drawn up from a careful analysis of Mr. 

 Miller's experiments as communicated to me by himself, taking the longest 

 period during which he has registered experiments at each of the localities, 

 that from June 1846, to November 1847 inclusive, 193 69 inches fell at a 

 level of 242 feet above the sea; at the greater elevation of 1,290 feet a less 

 quantity, or 164-12 inches, fell ; at the greater elevation still of 1,334 feet, 

 a yet smaller quantity, or 155-75 inches. The last example, however, at an 

 elevation of 1,906 feet, shows that 183-47 inches fell in the same time, 

 being, in this instance, less by 10 inches than the quantity which fell at the 

 elevation of 242 feet, but much more than the quantities which fell at the 

 elevations of 1,290 and 1,334 feet. This last fact I think may be accounted 

 for by reference to the peculiar position of Sparkling Tarn (the mountain on 

 which this last gauge is fixed). Tliis mountain is only 1,906 feet high, but 

 is in the immediate vicinity, that is within a mile and a quarter to a mile 

 and a half of the mountains Scawfell Pike and Bowfell to the south, and 

 within a mile and a quarter of Great Gavel to the north. These mountains 

 vary from 2,900 to 3,166 feet in height, the lowest of them being upwards 

 of 1,000 feet higher than Sparkling Tarn, while Spai-kling Tarn is fully ex- 

 posed to the westerly winds ; and the clouds being carried inland by this 

 wind, between the gorge formed by these high mountains, it may be easily 

 conceived that a large portion of rain in the transit of the clouds would be 

 deposited on the top of Sparkling Tarn ; so that the large amount of rain 

 falling at this altitude in this locality would appear to be the exception and 

 not the rule. 



Table. — Borrowdale, or Dertoent Water. 



Dr. Dalton, Professor Daniell, Captain Lefroy, and the other authorities 

 quoted in this paper, confirmed as the observations and recorded experi- 

 ments of these last-named gentlemen are shown to be by the more recent 

 experiments herein detailed. 



In the valley of Wast Water, the amount of rain falling at Wastdale, 166 

 feet above the level of the sea, from March 1846, to November 1847, both 

 inclusive, is shown to be 170-55 inches; and at Scawfell Pike, which borders 

 this valley to the east, 3,166 feet high, only 128-15 inches fell in the same 

 time. In the valley of Ennerdale, at Gillerthw-aite, 2S6 feet above the sea, 

 133-86 inches fell ; while at Great Gavel, 2,925 feet high, during the same 

 time, only 12468 inches fell. 



All the valuable facts here alluded to, supplied by Mr. Miller with one 

 exception only, prove that the greatest amount of rain falls in the same 

 localities at or near the base of a bill, and not at so great an altitude as 

 2,000 feet above the sea ; and the one exception, namely, that at Sparkling 

 Tarn, 1,906 feet high, shows that from June 1846, to November 1847 (both 

 inclusive), 183-47 inches fell; while at Seathwaite, the bottom of the valley, 

 bounded by Sparkling Tarn, during the same time, as much as 193-69 inches 

 fell, or 10 inches more at the lower than at the higher locality, thus con- 

 firming the conclusion arrived at by my observations, which also fully accord 

 with the meteorological authorities I have quoted. 



As the amount or depth of rain falling in a given time in Great Britain, 

 in different localities and under different circumstances, is a matter of very 

 great practical importance to civil engineers generally, and especially to 

 those engaged in designing works to supply large towns with water, to 

 regulate the flow of rivers, or to drain large tracts of land, independent of 

 their importance in a philosophical point of view, I have been unwilling to 

 allow the valuable facts collected by Mr. Miller, with such perseverance and 

 industry, to pass without a few comments, which, as it appears to me, may 

 tend to make them more generally useful, by explaining their supposed 

 discrepancy with the generally received views, of such accurate observers as 



NOTES OF THE MONTH. 



New Steam or Ilydratdic Wheel. — At a meeting of the Royal Cornwall 

 Polytechnic Society, an invention by Mr. James Sims, of Redruth, was ex- 

 plained, the object of which was to carry out simplicity and portability to a 

 greater extent than had hitherto been effected in such engines. It was 

 intended to be worked either by steam or watei--poner. As a steam-wheel 

 or rotary engine, he conceived it surpassed all former attempts at this 

 principle, as the motive poner is in the piston and cylinder of the ordinary 

 construction of Boulton and Watt's engines, and the expansive principle of 

 cutting off the steam is carried to a greater extent than in those engines — 

 the motion of the piston being independent of the motion of the wheel, and 

 almost instantaneous. In all the rotary or steam-wheels hitherto before the 

 public, he was not aware tl-.at any of the inventors had availed themselvet 

 of the benefit of working with the ordinary cylinder and piston ; they have, 

 therefore, failed to carry out the expansive principle, and also to prevent 

 the leakage of steam. In some, packing has been attempted, but here the 

 friction is so great, and the wear so rapid, that not one on this plan hai 

 succeeded well. In this engine, on the revolution of the wheel, when the 

 cylinder comes to a perpendicular position, the steam is admitted under- 

 neath the piston, at the same time it escapes from the top side, thereby 

 shifting the w-eiglit to the top of the wheel, and causing it to revolve by its 

 preponderance, the power of the engine being the amount of weight moved 

 a certain number of feet in a given time. Regularity of motion being essen- 

 tial, it might be accomplished by a good governor. The blow against the 

 buffers is in proportion to the extra quantity of steam admitted, and is on 

 the same principle as the ordinary reciprocating or pumping engine. As an 

 hydraulic engine, it is well adapted for situations where a good height of 

 water can be obtained, but not sufficient for the ordinary water-wheels. 

 The water might be conveyed in pipes, when a very small stream could bt 

 made available to an extent in proportion to its height and quantity. It 

 would be admitted into the cylintler in the same way as steam, thereby shifting 

 the weights, and making a very effective and economical water-wheel, as 

 every pound of water would he used. The velocity of the wheel would be 

 much superior to the ordinary water-wheel, being in proportion to the height 

 and consequent pressure, and the quantity of water to be obtained. So also 

 its velocity as a steam-wheel would depend on the pressure of steam, ad- 

 mitting the shifting of weights, however quick the passing of the aperture 

 for the admission of tlie steam. The engine was at present in its infancy, 

 and although it worked well, there was, no doubt, room for further im- 

 provement. The principle being good, as regards the application of steam 

 and water-power, and its economy and portability being conspicuous, it 

 should not be lost sight of; he should, therefore, proceed with his experi- 

 ments, and hoped at the next meeting to report more fully of its advantages. 

 Its application may be general, and he thought more advantageous than 

 almost any other engine, as in the absence of the crank, each end of the 

 shaft is at liberty for any attachment. The small amount of friction, 

 consequent on its simplicity, is seen at once, as,is also the small amount 

 of liability to derangement. 



The Conway Tul/ular Bridge. — The second great tube of the bridge over 

 the Conway Straits was floated on the pontoons to the piers, on the 12th 

 ult. The operation, combined with the stupendous machinery employed 

 in the process, attracted large crowds from Conway and other parts of the 

 principality. Everything favoured the lifting of the leviathan structure. 

 At precisely 9 o'clock, or 50 minutes before high water. Captain Claxton, 

 R.N., gave the signal to pipe all hands, and almost immediately the tremen- 

 dous freight was seen creeping stealthily to its destination. Next him was 

 Mr. R. Stephenson, M.P., the celebrated engineer, and designer of this 

 new feature in engineering art ; Mi-. E. Clarke, C. E., bis head assistant ; 

 Mr. A. M. Ross, C. E. ; Mr. W. Evans, the contractor; Mr. F. Forster, C. E. ; 

 and Mr. Amos, of the firm of Easton and Amos, who constructed the lifting 

 machinery ; and near it Sir C. Smith, Bart. ; Bishop of Bangor, Rev. Mr. 

 Morgan, Mr. J. 0. Burger, and a number of the gentry. The tube was 

 lifted the height of 2 feet in about 60 minutes, and with its weight of 1,300 

 tons was got safely home at a few minutes past 10, amidst enthusiastic 

 bursts from the bystanders, and a salvo of artillery from the castle walls. 

 The entire operation was effected without the slightest accident. 



Opening of the Shrewsbury and Chester Railway. — This line of railway, 

 which is 41 miles in extent, was opened throughout on Thursday, 12th ult. 

 The present line is an amalgamation of the North Wales Mineral, and the 

 Shrewsbury, Oswestry, and Chester Junction Railways ; 15 miles of the line — 

 namely, from Chester to Ruabon, have been opened for nearly two years, 

 and the receipts during that time have been about JE40 per mile per week. 

 The cost of the entire line has been about £17,000 per mile, and the work- 

 ing stock will be about £4,000 per mile more. The trafllc on the line is 

 chiefly mineral. In honour of the opening, the occasion was observed as a 

 general hohday along the line, and several trains ran both ways, conveying 

 the inhabitants gratis. 



