1 847. J 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



231 



be coriect, it necessarily follows that the iron felloes of the wheel will be 

 surrounded by a distinct steel hoop. Now, the transverse section and body 

 of hoop is very small, compared with that of the felloes, or iron rim, of the 

 wheel — consequently, under the enormous pressure of a (ireat Western 

 locomotive, the steel hoop will have a tendency to roH oaf longitudinally 

 more than the iron rim of the wheel ; and, so rolling out or stretchinR, it 

 must either fracture the felloes, or the iron rim itself, if it is let into its 

 dovetailed bed very tight ; or it must become somewhat larger in diameter 

 than the fel!oes of the wheels. If this latter be the result, we know that 

 the wheel and the steel tire cannot, without a jerking back of the tire, 

 make the same number of revolutions in any given distance. A tire so en- 

 larged, on an iron wheel, will, when the wheel is in revolution with a heavy 

 load upon it, be rolled down tight into its bed at all points liehind that of 

 its contact wiih the rail ; and. at all points before that, it will be thrown 

 partly up and forward out of its bed, by so much as it is larger in diameter 

 than the felloes of the wheel. But when, from any cause — such as an in- 

 crease of speed, or at some portion of its bed w here the steel rim fits tighter 

 — this kind of slipping of the larger outer rim on the smaller inner one, can 

 no longer be maintained, the outer, that is the steel rim, must snap, and its 

 fractured pieces frequently fly oft" with great force. But it is staled that 

 these tires sometimes snap when the engine is not in niotiou. Here the 

 laws of expansion and contraction, probably, come into action. Supposing 

 a sleel tire not to have been rolled out, as previously assumed, in running ; 

 then, when the engine comes to a state of rest, the wheel will begin to dis- 

 charge into the atmosphei-e the extra amount of heat it has acquired during 

 its rapid journey ; and, though the contractive forces of iron and sleel are, 

 in like conditions, nearly the same, yet, the tire being the outside, will cool 

 faster, and contract at lii'st moi'e than the body of the wheel ; and hence it 

 will he likely enough to snap, particularly when the hardness of the steel 

 is considered. The converse of all this even might account for the flying 

 oii' of those tires when running, without suj)posing there were any rolling 

 ont of the metal under the enormous load of the engine, with all its ham- 

 merhig on the rails. Now, if the cementation of the steel tire and the iron 

 felloes of the wheel were perfect, the risk of all such accidents would seem 

 to be obviated ; and this occasions me to mention, that I some time back 

 observed that a patent had been taken out by a Sheffield gentleman — I 

 think of ihe name of iSanderson^for ueldiug a steel plate, of sufKcient 

 thickness, on an iron bloom, and then rolling out into bars. In fact, it 

 seemed to me that this was a plan for plating iron with steel, precisely on 

 a. similar method with that of plating copper with silver, as loug practised 

 in the well-known She/held plated ware. I have not been in the way of 

 learning whether this patent has been successfully worked out ; but it ap- 

 pears to me it might he well worth the while of any railway company using 

 steel tires to inquire." 



ARMY AND NAVY CLUB-HOUSE. 

 Taite of Dimensions of Coffee-Room, ^c, in some of the Designs. 



* Inclyding Library. 



ARMY (AND NAVY CLUB DESIGNS. 



DiiAP. Sir, — On the part of my brother and myself, I beg to say that 

 we obseive in your valuable periodical, at page 174 of the last number, 

 that we are held up, t\v cathedra, as being guilty of pei'petratiug an un- 

 truth in ihc design for the Army and Navy Club house, exhibiting by us 

 in the gallery of ihe Royal Academy. As we took the trouble of making 

 a drawing of Winchester House, for the i>urpose of regulating our own 

 design, and also the liberty of sending to the secretary and committee that 

 drawing, for the purpose of affording a test of the correctness of the designs 

 submitted; and knowing, as we do, that the perspective of our drawing 

 is correct, for it is our own handiwork, 1 beg of your justice to make this 

 exculpation as public as the odium cast by your reviewer upon, dear Sir, 



Your obedient servant, 



John \V. Papwoktii. 



10, Caroline-street, Bedford-square, 18th June, 1S47. 



*,* I write this because, in a perspective view, such an erri: 

 as the case may be, is hardly, if at all, justifiable. 



• or liberty, 



NOTES OF THE itlONTH. 



Avignon and 3Jarseilli-s Ilailway. — A serious disaster has occurred on 

 the new line of railway between Avignon and Marseilles, which was just 

 I'eady to be opened. The viaduct which carried the railway over the river 

 Neurthe, one of the principal works of art upon the line, has fallen. The 

 particulai's of this event had not reached Paris, but it appears that no lives 

 have been lost. The damage to the company will amount to from two to 

 three millions of francs. 



Crimple Viaduct. — This magnificent viaduct will, when completed, form 

 one of the most wonderful of the achievements of science in railway con- 

 struction in the kingdom. Its massy towering piers are now all reared, 

 and its lofty expansive arches, stretching their wide concavities across the 

 deep glen, will shortly be brought to a close. Those of our readers who 

 may be unacquainted with this structure, may feel somewhat interested by 

 a brief description of its situation, and an accurate admeasurement of its 

 gigantic form. Its situation is about a mile to the south-east of Harrogate ; 

 it is intended to convey the Harrogate and Church P'enton line of railway 

 across the Crimple Valley. The viaduct consists of 31 arches, each of 52 ft. 

 span, and the loftiest are 130 ft. in height. The piers on which they rest, 

 32 in nouiber, are about 20 it. each in thickness at the base, and are com- 

 posed of immense blocks of hard granite. The top of each pier, immedi- 

 ately beneath the springer, is 8 ft., and the quoins 4 ft. in thickness. The 

 abutments are thickly flanked, and joined by lofty embankments. The 

 line at the south end is carried through a long deep tunnel ; while at the 

 opposite extremity it proceeds along a deep rocky cutting. The whole 

 length of the masonry is about 18361:. Between the first and second but- 

 tresses at the south end runs the line of the Leeds and Thirsk Railway, 

 which is carried along the mountain side a considerable distance, and 

 afterwards thrown across the vale by another viaduct, which, however, 

 appears very diniiuntivo compared with the one described above. The 

 part of the valley over which the monster viaduct is thrown, is a beautiful 

 and romantic little defile between two high rocky mountains, whose steep 

 and rugged sides are covered with a profusion of heath, brushwood, and 

 other kinds of vegetable life, indigenious to the mouutain soil. — Harrogate 

 Herald: 



The Exhibition of Oil Paintings at Westminster Hall, must, be looked 

 upon as satisfactory on the whole, while the awards of the Commissioners 

 can scarcely be impugned. The works are 120 in number. The 500/. 

 prizes are given to Mr. Armitage, for his Battle of Meanee, a most 

 spirited work; to Mr. F. R. Pickersgill, for the Burial of Harold; and 

 to Mr. G. F. Watts, for his Sketch of Alfred inciting the English to meet 

 the Danes at Sea. The 300/. prizes are given to Messrs. John Cross, 

 P. F. Poole, and J. Noel Paten. The 200/. prizes to Messrs. J. E. Lau- 

 der, Charles Lucy, and J. C. Horsley. Among the remaining meritorious 

 works are those of Mr. S. Gambardella, Mr. Wm. Cave Thomas, Mr. 

 Salter, Mr. Crowley, and Mr. Brunning. The great defect is in the choice 

 of subjects, sVuiwing the want of liberal education on the part of the arti sis 

 It was not so in the middle ages ; but now the artist thinks he need only 

 study with his pencil, that he can learn enough by his own observations, 

 without having recourse to the observations of others. The partisans of 

 '■ art-cultus" and artistic neology had better look to this. 



The Opening of Hartlepool West Harbour and Docks, situate near the 

 village of Stranton, about a mile and a half to the south of Hartlepool, 

 close upon the sea-shore, has taken place. The dock comprises an area 

 of about eight acres of water, and has substantially^built quay walls on 

 every side, and in cases of danger is calculated to afford a convenient place 

 of shelter and security for a large number of vessels. The harbour com- 

 prises about fourteen acres of water, and is enclosed by two bold piers 

 jutting into the sea, the whole built in the most solid and substantial 

 manner. Vessels can always be afloat in the dock with twenty-three feet 

 of water, if required. A graving dock has also been commenced. 



