398 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



[November, 



are in active operation. Some doubts were entertained by engineers 

 in this country as to the possibility of keeping these small flues tight, 

 and also as to their choking up on a long sea voyage. Our expe- 

 rience in the Kamschalka completely settles that point. Of the ti40U 

 tubes in her boilers, not one is known to have failed in any respect. 

 After passing through these small tubes, exposing an immense quan- 

 tity of fire surface, the heat is carried by ordinary cross flues through 

 the upper part of the boiler over the arch of the furnaces to the 

 chimney. The consumption of anthracite coal in the Kamschalka, to 

 furnish ths supply of steam above stated, varies from one ton to one 

 ton and a quarter per hour. We would also remark, that the same 

 boilers answer, though not so perfectly, for the consumption of bitu- 

 minous coal. On the voyage from Southampton to Cronstadt the 

 latter coal was used, the average consumption being 32 tons in 24 

 hours. 



" The plan of engine used in the Kamschalka, and known as 

 ' Lightall's Patent,' is gradually coming into general use in these 

 waters. A new steamer for the Hudson river, now building, 325 feet 

 long, which is expected to excel in speed all others, is to be supplied 

 with these engines, the proprietors having already tested the plan for 

 several years in the largest and finest boat on that river. 



" The Kamschatka, planned and constructed by us for the Russian 

 government, is a man-of-war steamer of the largest class, carrying a 

 heavier armament than any steamer. She is a double decker ; carries 

 on the main deck eighteen long 36-pounders, and on her spar deck 

 two guns of 10- inch bore, one forward and one aft, revolving in whole 

 circles; and two guns of 8-inch bore, revolving in half circles. Her 

 length is 21li feet; beam, 45 feet 6 inches ; depth, 24 feet 6 inches; 

 tonnage, 2049^ ; draught of water with crew, ammunition, provisions, 

 water for a cruize, and fuel for 26 days, Id feet. The performance 

 of the ship, in a very stormy and tempestuous voyage from New York 

 to Cronstadt, in the months of October aud November, 1841, was en- 

 tirely satisfactory. Her rate of speed was from 10 to 12, and occa- 

 sionally 12A knots per hour. Under sail, her engines being discon- 

 nected, she has made 197 miles in 24 hours. In the heaviest weather 

 she was steered with perfect ease, and shipped no sea during the 

 whole voyage." 



Mr. Joseph Gill has contributed some hints and improvements of 

 the steam engine, which require to be separately considered. 



We see that for the next number much matter of interest is pro- 

 mised by Mr. Weale, and particularly papers on the light-houses of 

 England, France, and America, the hydraulic works of Holland, and 

 tbe ship-building of the United States. 



The Quarterly Papers on Architecture commence with "an Essay 

 on those Powers of the Mind which have reference to Architectural 

 Study and Design," by Mr. George Moore, well known for his talent 

 and abilities in architecture, as well as the fine arts generally. 



The next paper refers to the Greenwich poor-house, by Mr. R. P. 

 Browne, the architect of the building. It is accompanied by four 

 plans and an isometrical view. The arrangements for classifying the 

 inmates appear to lie well carried out, ami are of an extensive cha- 

 racter, affording accommodation for near 1200 persons, the cost being, 

 on an average, about £24 per head. The following is the cost of the 

 land and buildings: 



t 8. d. 

 Purchase of land and expenses .. .. . . 1,^ >5 2 6 



Forming a sewer to the river, about 25U feet, and 



other works 1,200 



Contract for house .. .. £18,674 



Additional works in buildings and 



fittings 3,004 O 



Artesian well and three-barrel pump 208 11 11 

 Boilers and furnaces for washing .. OS 5 

 Steam cooking apparatus, eight baths, 



boilers, stores and fenders . . 720 



Additional works for enlargement of 

 infirmary department . . . 1,54G 



24,880 10 11 



£27,945 19 5 



The next paper is the Life of the late Mr. Morrison, architect of 

 Dublin. We learn from the memoir that William Vitruvius Mor- 

 rison was a kind of hereditary architect, his father, grandfather, and 

 greatgrandfather having also exercised the profession. Sir R. Mor- 

 rison, the father of William, and under whom he was brought up, is 

 also a subject of the memoir. William Morrison, according to this 

 paper, was the first to introduce the Tudor style into Ireland in 

 modern days, and was the designer of a number of the finest modem 

 seats in Ireland, principally in the style just named 



We next have four plates of stained glass windows, selected from 

 the ancient churches of York by Messrs. Bell and Gould, architects. 

 The plates are beautifully printed in colours by Mr. Cheffins, and have 

 a very rich effect. The concluding paper on the Primitive Churches 

 of Norway, with six drawings of doors, with carved frames and fron- 

 tispiece in wood, highly ornamented, and of a peculiar arabesque cha- 

 racter, are well deserving the study of the architect; and, as the 

 author observes, they afford hints and ideas that might be turned to 

 account, and, among other purposes, for ornamental metal work. 



Ecclesiastical Architecture. Illustrations of Baptismal Fonts. 

 Parti. London: Van Voorst. 



The present ecclesiastical fever will do some good if only for the 

 interest it excites in architecture and its details. Parsons are looking 

 about them, brushing off the whitewash, and brushing up antique fonts, 

 pulpits, screens and pews, a zeal which we hope will also be caught by 

 the Church Building Commissioners. The old rule was when one of 

 the large workhouse buildings, misnamed churches, was run up, to 

 stick in a few sheep-pens or pews, and consider the job completed. 

 Attention to details, or the necessary ornaments, was not to be ex- 

 pected, the same ice-fiend ruled in cold propriety in the interior who 

 had pared the outside to bare walls, simplicity, or as we should call 

 it, nakedness, reigned supreme, and the carpenter aud joiner finished 

 tastefully what the bricklayer and labourer had so artistically begun. 

 We hope, however, that the reign of the Goths is checked, and I hat 

 we shall see better things. The present work will do much good in 

 this respect, for it gives some excellent examples of what may be done 

 in all styles in that neglected attribute of a church the font. The pre- 

 sent number contains no less than sixteen engravings all by first rale 

 artists, and produced with that excellence Mr. Van Voorst knows so 

 well how to display in his illustrated publications. We hope to see 

 this work carried to a great many numbers. 



RAILWAY WORKS— ABBOTT'S CLIFF, DOVER. 



We arc indebted to Mr. Hodges, engineer of the South-Eastcrn Railway, 

 for the following details. Another of those blasts by which the progress of 

 the works have been so greatly facilitated, and having for its object the 

 clearing out the angle of the slope to form the face of the Abbott' Cliff tun- 

 nel, was intended to have been effected on Thursday ; but, from sonic unac- 

 countable cause, the circuit of one of the voltaic batteries was prematurely 

 completed, discharging a portion of the mini's, and leaving the rest unsprung. 

 In this blast (although minor in point of power, yet, as a piece of engineer- 

 ing, much more difficult than any of the preceding), 31100 lbs. of gunpowder 

 were to have been exploded. This was divided into 28 charges, varying from 

 28 lbs. to 0(10 lbs. each, and placed upon two platforms, 100 feet apart ; the 

 upper having 12, and the lower Hi charges, the whole of which were intended 

 to have been simultaneously ignited. The arrangements had all been most 

 carefully made by Mr. Hodges, assisted by Mr. Graves, and it is impossible 

 to account for the partial and premature ignition which took place. So, 

 however, it was; some of the mines first exploded, and Mr. llodges, finding 

 that to he the case, completed the circuit of the whole of the batteries, by 

 which the 12 mines on the upper platform were discharged. Upon examina- 

 tion, it was found that the spoil, caused by the prematurely exploded mines, 

 had disarranged the whole of the wires connected with the lower mines, and, 

 of course, prevented their being discharged until this spoil could be removed. 

 The dislodgment effected by the upper mines is precisely what was required ; 

 aud there is little doubt hut that the lower mines, when discharged, will pro- 

 duce the desired result, although not fired with the upper. This partial 

 check, for it can scarcely be called a failure, is the first with which 

 Mr. Hodges has met in the course of the numerous explosions which have 

 been planned and executed by him during the progress of the works, and 

 by which so many thousands of pounds and so much time have been saved 

 the company and contractors. Since the above was written, the lower mines 

 were discharged, and the result is precisely what was desired by the pro- 

 jectors. The works are progressing here with great rapidity ; the outward 

 piles of the viaduct are now been driven, and its completion will take place 

 during the month. These piles go completely into a rocky substratum, and 

 give great security and firmness to the work. The sea-wall is in a state of 

 rapid completion, and, when erected, will prove a most perfect barrier to the 

 inroads of " Davy Jones," from whose attacks, such is the natural formation 

 of the beach, we think there is nothing to be feared. The Archcliff-fort 

 Tunnel will be finished next week ; and the preparations are now being made 

 for laying the permanent rails in the Shakspeare Tunnel. According to ap- 

 pearances at present, we have little doubt that Mr. Cubitt's expectation of 

 opening the line to Dover before the end of next month will be realized; at 

 all events we feel quite satisfied that the year 1843 will witness the carriages 

 of the South-eastern Railway running to Dover. — Dover Telegraph. 



