1 847.] 



THE CIVIL ENGINEER AND ARCHITECPS JOURNAL. 



245 



intended to prevent the channel c c from becoming obstructed, n n is a 

 channel or pipe, communicating with the chamber H, and the lower level, 

 through the valve-gate 0. 7n is a manhole in the leaf (/, for the purpose 

 of getting at the small valve-gates t, o, for repairs and other purposes. 

 6 6 6, shows the water-way communicating with the revervoir and the 

 level below. 



Fig. 2 is a longiludioal section of the plan, represented in fig. I . 



Fig. 2. 



Fig. S is a cross section of the same. 



The plan represents the wicket-gate as closed, and the lock, as well as 

 the chamber H, full of water. When it is desired to empty the lock, the 

 ralve-gateo, communicating with the lower level, through the channel n n, 

 is opened ; at the same time, the| valve-gate i (which is connected with the 

 same), co'mmunicaiing wilh the lock cliamber, through the pipe c c, is 

 closed- the water is thus discharged from the chamber H, and the pres- 

 sure of the water acting on the larger leaf d, forces the gate or smaller 

 leaf a open. The water contained in the lock-chamber is then discharged 

 through the passage b b h. 



Fig. 3. 



The inventor does not propose to confine himself to the precise mode of 

 construction shown in the plan, but purposes availing himself of different 

 modes of construction to suit different localities where gates for discharg- 

 ing water are used ; the principle remaining the same, which consists in 

 alternately applying and relieving the pressure from one side of the larger 

 leaf (arm, or paddle) of a wickel-gate, thereby causing it to turn one way 

 or the other, so as to force the other leaf of the gate open or shut, as may 

 be desired ; both leaves of the (valve-gate, or) wicket-gate being secured 

 to, and made to turn on, or with, the same shaft, or axis; the shaft being 

 placed in a vertical, horizontal, or in any other position desired. 



EXPLOSION OF A LOCOMOTIVE ENGINE IN THE UNITED 



STATES. 



The Committee on Science and the Arts, constituted by (he Frank- 

 lin Institute of the State of Pennsylvanin, for the promotion of the 

 Mechanic Arts, to whom was referred the examination into the causes 

 of the explosion of the locomotive engine "Neversink," upon the 

 Reading railroid, United States, on the evening of the 14th January- 

 last, rejjort : — 



That they have collected all the evidence bearing upon the subject 

 which they could obtain, and have visited Reading for the purpose of 

 examining the wreck of the engine; and they desire in this place to 

 return their acknowledgments to tlie officers of the Reading Railroad 

 Company, and esjiecially to Mr. G. A. Nicolls, the superintendent, for 

 their very great courtesy and kindnrssto tile committee, in facilitating 

 in everv possible manner, their examinations, and putting tliem in 

 possession of all information li iving a bearing upon the object of their 

 research. The loUowing is the result of their inquiries: — 



The engine Neversink was originally built by Baldwin, and sent 

 upon the road in April 1836. It then weighed lUi tons, and had six 

 wheels, two of which were drivers. The engine was thoroughly re- 

 newed and rebuilt by the Reading Railroad Company at their Reading 

 depot, in .'Ipril 184G, and was changed to an engine of 19 tons, on six 

 wheels, all connected drivers. 



In rebuildiiig it, four plates in length at the fire-box end of the cy- 

 lindrical part of the boiler were retained, and lA sheets in length were 

 added at the front end of the boiler. The new iron was five-sixteenths 

 of an inch in thickness, the old one-fourth of an inch. 



The vertical part of the boiler was 51 inches in diameter; the fire- 

 box we.s 39 inches long, 37 inches wide, and 44 inches high; the 

 crown was stayed with wrought iron nridge bars, and was so strong 

 that it received no damage from the explosion. The horizontal por- 

 tion of the boiler was 41j inches in didraeter, and 11 ft. Gin. in length 

 between the tube-sheets. The smoke-box was 2 ft. 3 in. inches in 

 depth; making a total length of boiler of IS feet. There were 128 

 wrouglit iron tubes, two inches in internal diameter and one-eighth of 

 an incb thick in the wall ; they had copper ends at the fire-box tube 

 sheets. 



There was but one safety-valve, 2d inches in diameter, placed upon 

 the dome ; there were four gauge-cocks, the lower one of which was 

 8 inclies above the crown-sheet, and the upper one about 14 inches 

 above the lower. The highest tube was U inches below the crown 

 of the fire-box, and lU inches below the top of the cylindrical part of 

 the boiler. The fire surface, reduced to fire-box surface, amounted 

 to 309 square feet. The cylinders were 13J inches by 20. The 

 driving wheels 46 inches in diameter. 



It was a favourite engine upon the road, and bad run, previous to 

 alteration, in April, 184b . . 71,010 miles. 



Afterwards .. ,. . 18,u41 



Total 89,051 miles. 



Upon their examination, the committee found the horizontal part 

 of the boiler almost completely destroyed, la this part of tbe boiler 



