1843.] 



THE CIVIL ENGINEER AND ARCHITECTS JOURNAL. 



71 



ENGINES OF H. M. STEAM SHIP "VULTURE." 



By Wji. Fairbairn & Co., Millwall Works, London. 



( With two Engravings, Plates II and III.) 



The general arrangement of these engines will be apparent, from 

 an inspection of the accompanying engravings. Their chief peculi- 

 arity consists in the arrangement of the parallel motion, and the 

 manner in which it is made available for working the air-pump. The 

 four main parts of each engine, viz., the cylinder, slide valves, con- 

 denser, and air-pump, form a square, and thus occupy the least pos- 

 sible area. With a speed of 220 feet per minute, and an effective 

 pressure of 71b. on the square inch, according to the regulation of 

 the Admiralty engineer officers, the power will be 238 horses for each 

 engine, or 470 horses collectively. The space occupied by the en- 

 gines is 12 feet 3 inches fore and aft, and 19 feet athwartships, and 

 the total length of the engine room is 52 feet 8 inches, with boilers 

 calculated for the full power of the engines; and 59 feet 8 inches, 

 with stowage for 440 tons of coal. 



The leading dimensions and proportions are as follow — the letters 

 refer to the engravings. 



A, Cylinder, 80| in. diameter. 



B, Crank, 2 ft. 104 in. from centre to centre. 

 Length of stroke, 5 ft. 9 in. 



C, Piston Rod, Si in. diameter. 



D, Piston, with metallic packing rings, and steel springs. 



E, Connecting Rod, 8 ft. 74 in. long, 10 in. diameter at middle, and 



9 in. diameter at ends. 



F, F, Base plate, cast in two parts, one for each engine, and firmly 



joined in the middle. It projects equally on both sides of the 

 crank shaft, and takes hold of the ship for the length of 17 ft. 

 G in. 



G, G, Wrought Iron Columns, 7 in. diameter, keyed into sockets on 



the base plate, and rising through sockets cast on the cylinder, to 

 carry the entablature. The sockets on the cylinder are bored out 

 to fit the columns, but allowed to rise or fall with the elongation 

 or contraction of the cylinder. 

 H, H, Entablature, supported by the wrought iron columns G, G. It 

 is attached by bolts a a, to the engine beams b b, and these bolts 

 run through to the main paddle-beams c c ; diagonal trussing 

 being introduced between these beams. 

 I, I, Wrought iron cross stays, with the sockets d d forged in one 

 piece. These sockets are bored out to fit the columns which 

 pass through them, and are fastened with a cotter. 



K, Wrought iron stays. 



L, Shaft, fixed in a boss on the wrought iron stays K, and on which 

 the beams e e vibrate to work the air-pump, these beams being at 

 the same time the radius rods of the parallel motion of the 

 piston rod. On the outer and projecting end of this shaft, the 

 lever// for working the valves also vibrates. 



M, Crank Pin, 11 in. diameter. 



N, N, Slide Valves, 14 in. length of travel; 8-^ in. breadth of space. 



O, O, Cylinder Ports, 40 in. long by 51 in. broad, and 1 in. open to the 

 steam when the engine is on the centre ; they are opened equally 

 for the ascending and descending strokes, as the engine is ba- 

 lanced by other means. 



P, Condenser, cubic contents 103 ft; g, foot valve, h h, injection pipes 

 with Kingston's valves, k, sea injection cock, /, bilge injection 

 cock. 



Q, Air Pump, 45 in. diameter. 



Ditto length of stroke 2 ft. 104 in. 



Air pump rod, cased with brass, 5J in. diameter. 



R, Feed and Bilge Pumps. 



S, Paddle shaft, 15| in. diameter of necks. 



T, Eccentric. 



U, Starting gear, power as 15 to 1. 



V, Equilibrium Expansion Valve; i, cam for working expansion 

 valve. 

 No. 66.— Vol. VI.— March, 1843. 



W, Waste water pipe and delivery pipe. 

 X, Steam pipe to each cylinder 174 in. bore. 



Paddle wheels 26 ft. 6 in. diameter to extremity of floats. 



Ditto, floats 8 ft. 9 in. long. Each float in two parts, and each 



part 13 in. broad. 

 Boilers four in number placed back to back, 23 ft. 2 in. total 

 length, 2G ft. 10 in. total breadth, and 13 ft. high. 

 m, m, Shut oil' valves for steam, to connect or disconnect the boilers. 

 n, n, Safety valves, one on each boiler, with levers hi the engine room 

 to ease off the weights. 



0, o. Vacuum or reverse valves. 



p, p, Blow off cocks, one to each boiler, with Kingston's valves. 

 r, r, Man-holes to boilers. 



s, Chimney, 5 ft. 10 in. diameter, and 44 feet high above steam-chest, 

 with double external casing. 



1, Waste steam pipe, 17 in. bore, with internal pipe for condensed 



water. 



A CHAPTER ON CHURCH-BUILDING. 



Being Comments on some Opinions thereon recently published. 



By George Godwin, F.R.S., &c. 



The Anglican church for some years past, if it may be said with ut 

 apparent want of respect, has neglected her duties. Zeal was 

 wanting on the part of her ministers, and luke-warmness, if nothing 

 worse, was the result on the part of the congregations. To remedy 

 this evil, many good and learned men have lately worked sedulously, 

 and have succeeded in raising a very different feeling from that 

 which existed before on the subject. Whether, as is often the case 

 after a violent re-action, an evil of an opposite character may be 

 caused — whether the freshly excited zeal has not, or may not, outrun 

 discretion, it would not become the writer to inquire in this place: 

 his business is simply with one result of the present state of opinion. 

 With greater attention to the rites and ceremonies of religion, has 

 come, very properly, greater regard for the buildings in which they 

 are celebrated. The text, " Is it time for you, O ye, to dwell in your 

 cieled houses, and this house lie waste?" has been powerfully com- 

 mented on in numerous places, and has been put forth in various 

 shapes ; while at both our Universities, as well as in many other 

 quarters, societies have been established, whereof the clergy are the 

 chief supporters, for the improvement of church architecture, and 

 for the preservation, and the proper restoration, of ancient models. 

 This has led to a corresponding increase of attention to the subject, 

 on the part of the professors of the art ; the principles of pointed 

 architecture (the ecclesiastical architecture of our forefathers), have 

 been investigated, and much sounder views have been arrived at than 

 were before general: so that not to mention what has been already 

 done, we may anticipate, without fear of disappointment, an impor- 

 tant improvement in every new church that may hereafter be erected. 

 One of the points dwelt on at considerable leugth by recent ecclesio- 

 logical writers, is, the symbolism of church architecture, the fact that 

 every ancient ecclesiastical building was intended to convey nume- 

 rous sacred truths by its form and arrangement, — and the consequent 

 deduction that ritualism should be carefully studied by all those who 

 may be called on to design churches. 



A general outline of their views in this respect, regarding a church 

 as deduced from ancient buildings remaining to us, may be thus stated. 

 A chancel and a nave are the essential parts of a church ; the latter is 

 the representative of the church militant, the former of the church 

 triumphant. The chancel-arch, which defines and separates the two 

 (and is never to be omitted) images the close of our life. The en- 

 trance to the sacred structure should be at, or as close to, the west-end 

 as possible, and the font must be placed near it, typical of our entry 

 to the church militant by baptism. 



When ailes can be added to the nave, the edifice becomes more per- 

 fect, as, apart from ih'- increased accommodation, the three parallel di- 

 visions so formed, serve in continuation of the symbolical system, to set 



10 



