312 



THE CIVIL EXGINEKR AND ARCHITPXT'S JOURNAL. 



TSkptember. 



of it, as it is very iloubtful if our correspondent would be remunerated 

 for his labour. — Kditok. 



MOVE.\BLE FURNACE B.\RS. 



Sir — With your permission I beg to make the following remark ret-pecting 

 an article vrhiuli appeared in your valuable Journal of last July, under tlie 

 head of " New Inventions and Improvements." Tlie article in question is 

 one which I suppose to be an cvtract from the specification of ^Ir. C. W. 

 Williams's patent im]irovements in furnaces and boilers. 



If there be any credit due to thediscovery of the method therein described, 

 for producing the continual up-and-down movements in the grate bars, that 

 credit is most certainly due to the late Mr. Matlicw Murray of Leeds, who 

 had the furnace of an eight horse steam engine, so constructed as to keep the 

 grate bars continually in motion, by means of small eccentrics formed on a 

 horizontal shaft, which revolved beneath, and supported the ends of the grate 

 bars next to the furnace bars. This was done with an intention to prevent 

 the formation of clinkers, and to keep the fire perfectly clear ; but, as the 

 plan did not prove perfectly satisfactory to the inventors, the whole system 

 was very shortly taken out, and rciilaecd by that then most commonly adopted. 

 It appears to me somewhat singular that this contrivance, thougli upwards of 

 fourteen years old, should at length become the leading feature in a specifi- 

 cation of patented impro\ements. 



I am. Sir, with great respect, 



Your humble servant, 



FtORKNTINr.. 



J/olteck, Augusl 16, 1841. 



REVIE^VS. 



«/4 (Series of Original Dvsigm for Churches and Chapila in the ^nglv- 

 Norman, Early English, Decoralin English, and Perpendicular 

 Sti/kn (f Eccltsiaslical Architecture, including also dcsigits/or Rec- 

 tory Houses and Schools in the Domestic English and Tudor Styles. 

 By Frederick J. Fb.\ncis, Architect. London: John Weale, 1841. 



This forms the tirst part cf a series of original designs, whicli are 

 divided into four classes. 1. The Norman. 2. The Early English. 

 3. The Decorated English, and 4, the Perpendicular English. We do 

 not think liowever from the specimens before us tliat Mr. Francis is 

 so happy with his pencil as with liis pen, neither are we of opinion 

 that these designs are likely to induce the Church Building Commis- 

 sioners to abandon their " Barn Church Architecture." We might 

 instance several defects, for instance in design No. 1, we have the 

 principal entrance opening direct into the body of the Churcli witliout 

 any lobby, or second entrance; the same again in the side entrance of 

 No. 2, nor do we admire the stunted steeples which have been intro- 

 duced in designs Nos. 2 and G, the pedimental parapet of No. 7. 

 and the stepped parapet of No. 12 design, nor the square hood mould- 

 ing over the pointed windows of the clere-story. 



Description of a Series of Geological Models. By T. Sopwith, M. Inst. 

 C.E., F.R.S., &c. Newcastle : Blaekwell. 



^As a Mineral Surveyor Mr. Sopwith has had excellent opportunities 

 of acquiring practical geological information, and he has been no less 

 successful in imparting it to the public. The models, which this work 

 is intended to describe, illustrate the nature of stratification, valleys of 

 denudation, succession of seams in the Newcastle Coal Field, the 

 effects produced by faults or dislocations of the strata, intersection of 

 mineral veins, kc. These models are very ingenious and useful, and 

 the work before us besides being a necessary companion to them, is 

 of great interest on its own individual account. The illustrations 

 being drawn from actual inspection, and greatly to the merits of the 

 ■work, whicli abouuds in practical instruction on mining geology. 



PARLIAMENTARY PROSPECTS OF THE ENGINEERING 

 INTEREST. 



A change in the administration of the country being imminent, it is 

 the bounden duly of the engineers, both civil and mechanical, to profit 

 by tlie present state of affairs to obtain redress for their luuneroiis 

 grievances. No time can be more appropriate than the opening cf a 

 new parliament to canvass for a change in the Standing Orders of the 

 House of Commons, and the formation of a ministry is a good oppor- 

 tunity for securing a sound system of government policy. When we 



consider the vastness of the interests involved, and the extent of in- 

 fluence at the command of tlie engineers, we entertain no doubt of a 

 relief from the oppressions by which they have hitherto been afHicted. 

 It may not be in the power of the engineers to meet together at this 

 season and act in concert, but it is at least open to them to exert them- 

 selves individually in influencing the members for their several towns 

 and districts, who may be calleu on to co-operate in a cause, which is 

 nonpolitical, and of the greatest importance to the industrial interests 

 of the country. It is perhaps fortunate that Sir Robert Peel has 

 hitherto shown himself favourable to our interests, and we think tliat 

 after the formation of a new ministry under his guidance, no time 

 should be lost in ascertaining by a deputation of men of all parties the 

 course he intends to take upon the momentous (juestions of the Stand- 

 ing Orders, Railways, Steam Navig-ation and the Irish Railways, so 

 that the engineers might be able to take their measures accordingly. 



MR. JOHN SCOTT RUSSELL'S TREATISE ON STEAM 

 NAVIGATION. 



Sill — In a late Treatise on Steam Navigation, by John Scott Russell, 

 I observed a statement regarding a steamer lately constructed on the 

 wave-line principle, which ran thus, page 3U1, " the next and last 

 vessel is the Flambeau, built in ISIU, on the wave principle, by Mr. 

 Duncan of (ireenock, with the co-operation of the present writer. 

 This vessel with the smallest proportion of power to tonnage, and with, 

 the smallest supply of steam, is nevertheless by far the swiftest vessel 

 on the Clyde." Now I think " the present writer" ought not (althougli 

 the vessel was constructed on the wave principle), to have allowed 

 himself to go beyond the bounds of truth, I mean in the three last sen- 

 tences. 1st. "She has the smallest proportion of power to tonnage." 

 This is certainly doubtful, as you will see by the following indicator 

 diagram, taken when at the speed of 24 strokes, (now she has many 

 times made 27 strokes per minute), making 13S horse power; not as 

 Mr. Russell has supposed, or rather wishes to make the world believe 

 to be "0 only. Now taking her at 2^)0 tons measurement, we have 

 =^ =z 2 tons per horse power. If that is the smallest, pray what may 

 be the largest,— and yet with all this she was not by far the swiftest. 



2ud. " With the smallest supjily of steam." I understand the first 

 boiler was not capable of sujjplying steam to the engine the whole 

 length of stroke, so that they ex|iaiided one-third or 2U inches, as was 

 intended, and pressed a little higher to compensate ; yet so much was 

 Mr. Russell disappointed with the speed of the vessel, that he attri- 

 buted the deficiency of speed to the deficiency of steam, and accord- 

 ingly with his usual tact, got the proprietors prevailed upon to put in 

 another boiler that should follow up the steam, which they accordingly 

 did, and pressed at about (5 or 7 lb. ; the result was her speed diminished 

 to Mr. Russeirs inortificatiou, and time, labour, and money lost to the 

 proprietors. 



3rd. " Is nevertheless the swiftest on the Clyde." With her first 

 boilers I grant she was the swiftest last season, only when she made 

 the 27 strokes, but this season she is not classed aiiiong the swiftest. 

 Now this is a statement of facts, as Mr. Russell knows very well. 

 Cylinder 4S in. diam. 48= X-7S54 x 14 X 240 „, , 

 Stroke 5 feet. - ^ .^^^^y =1^8 horse power. 



.Mean pressure 14 lb. 



Your in ortiou of the above in your useful Journal, will oblige, 

 Vour obedient servant, 



.lug-ust 14, 1S4I. 



H. 



