Suche löschen...
Mechanics magazine
- Bandzählung
- N.S. 22=91.1869
- Erscheinungsdatum
- 1869
- Sprache
- Englisch
- Signatur
- A146
- Vorlage
- Universitätsbibliothek Chemnitz
- Digitalisat
- Universitätsbibliothek Chemnitz
- Digitalisat
- SLUB Dresden
- Lizenz-/Rechtehinweis
- Public Domain Mark 1.0
- URN
- urn:nbn:de:bsz:14-db-id507363582-186900028
- PURL
- http://digital.slub-dresden.de/id507363582-18690002
- OAI-Identifier
- oai:de:slub-dresden:db:id-507363582-18690002
- Sammlungen
- Projekt: Bestände der Universitätsbibliothek Chemnitz
- LDP: Bestände der Universitätsbibliothek Chemnitz
- Strukturtyp
- Band
- Parlamentsperiode
- -
- Wahlperiode
- -
- Digitalisat
- SLUB Dresden
- Strukturtyp
- Ausgabe
- Parlamentsperiode
- -
- Wahlperiode
- -
-
Zeitschrift
Mechanics magazine
-
Band
Band N.S. 22=91.1869
-
- Titelblatt Titelblatt -
- Register Index to vol. XXII I
- Register Illustrations to vol. XXII III
- Ausgabe July 2, 1869 1
- Ausgabe July 9, 1869 19
- Ausgabe July 16, 1869 37
- Ausgabe July 23, 1869 55
- Ausgabe July 30, 1869 73
- Ausgabe Aug. 6, 1869 91
- Ausgabe Aug. 13, 1869 109
- Ausgabe Aug. 20, 1869 127
- Ausgabe Aug. 27, 1869 147
- Ausgabe Sep 3, 1869 165
- Ausgabe Sep. 10, 1869 183
- Ausgabe Sep 17, 1869 201
- Ausgabe Sep. 24, 1869 219
- Ausgabe Oct. 1, 1869 237
- Ausgabe Oct. 8, 1869 255
- Ausgabe Oct. 15, 1869 273
- Ausgabe Oct. 22, 1869 291
- Ausgabe Oct. 29, 1869 309
- Ausgabe Nov. 5, 1869 327
- Ausgabe Nov. 12, 1869 345
- Ausgabe Nov. 19, 1869 363
- Ausgabe Nov. 26, 1869 381
- Ausgabe Dec. 3, 1869 399
- Ausgabe Dec. 10, 1869 415
- Ausgabe Dec. 17, 1869 433
- Ausgabe Dec. 24, 1869 451
- Ausgabe No. 2335 I
- Ausgabe No. 2336 I
- Ausgabe No. 2337 I
- Ausgabe No. 2338 I
- Ausgabe No. 2339 I
- Ausgabe No. 2340 I
- Ausgabe No. 2341 I
- Ausgabe No. 2342 I
- Ausgabe No. 2343 I
- Ausgabe No. 2344 I
- Ausgabe No. 2345 I
- Ausgabe No. 2346 I
- Ausgabe No. 2347 I
- Ausgabe No. 2348 I
- Ausgabe No. 2349 I
- Ausgabe No. 2350 I
- Ausgabe No. 2351 I
- Ausgabe No. 2352 I
- Ausgabe No. 2353 I
- Ausgabe No. 2354 I
- Ausgabe No. 2355 I
- Ausgabe No. 2356 I
- Ausgabe No. 2357 I
- Ausgabe No. 2358 I
- Ausgabe No. 2359 I
- Ausgabe No. 2360 I
-
Band
Band N.S. 22=91.1869
-
- Titel
- Mechanics magazine
- Autor
- Links
- Downloads
- Einzelseite als Bild herunterladen (JPG)
-
Volltext Seite (XML)
THE MECHANICS’ MAGAZINE. LONDON: FRIDAY,, JULY 1G, 1869. THE FAIRLIE STEAM CARRIAGE. mllE name of Mr. Robert F. Fairlie has, for A some time past, been brought promi nently before the public in connection with the economical working of railways. The Fairlie engine is well known to our readers, aud a brief description of his steam carriage nas also appeared in our pages. A trial of this carriage—details of which we reserve for next week-—was made yesterday, at the Hatcham Iron Works, which successfully demonstrated the practicability of working the system upon railways, with curves of only 50ft. radius. The steam carriage exhibited yesterday, and which was not quite completed, was designed to work on a metropolitan rail way, at the terminal stations of which sufficient space could not be given for laying down rails on a curve of 25ft. radius for the standard carriage to run itself round; consequently, the standard carriage had to be altered in dimensions to allow of its being turned on an ordinary 40ft. turntable. Hence, instead of seating, as is intended, the 100 passengers in the standard carriage, the carriage under trial only gave seating space for sixteen first class and fifty second class, in all 66 passengers. The accommodation per passenger is as good as is given on the best lines, and infinitely superior to the stock usually worked on branch lines. The length of the carriage is 43ft., including a compartment near the engine for the guard. The engine, carriage, and fram ing all complete, in working order, but exclusive of passengers, weighs under 13f tons, and including its full load of passengers 18£ tons only. The carriage when finished com plete will have a broad step or platform on each side, extending its entire length ; this step is protected by a hand rail on the outside, with an arrangement for lifting it on the platform side at the doors to allow the pas sengers to get in and out. The object of this platform is to enable the guard to pass com pletely round the train at all times, and while doing so, he is perfectly safe from any acci dent. Passengers can also pass along the platform to the guard, so that in this manner there is an easy and perfect mode of commu nication between passengers and guard. It is intended, however, in the standard steam carriage to provide a central passage inside the entire length of the carriage, lead ing direct from and' to the guard’s compart ment ; thus there is the most direct means of communication between the passengers and guard. The compartments in the carriages will be quite as separate and distinct as they are at present, or as the most fastidious could desire. The guard passes through the car riage at pleasure. Those in the higher classes can pass to the lower, but the lower cannot get to the higher, while all can pass to the guard when required. The standard carriage will have two compartments first class, to seat 16 persons; three com partments second class, to seat 30 persons ; and four and a-half compartments third class, to seat 54 persons—in all, 100 passengers. The machine complete, in working order, will weigh about 14 tons, and with the 100 passengers, from 20 tons to 21 tons. These carriages will convey their full complement of passengers at forty miles per hour up gradients of 1 in 100, and, as demonstrated, will pass round curves of 50ft. radius at twenty miles an hour with perfect safety. There are few trains on any of our railways which convey more passengers per mile than can be accommodated by one of these steam carriages. In fact, it is known that the average number of passengers, taken from the Parliamentary ^returns, give only about eighty passengers conveyed altogether by each passenger train in the United Kingdom, from the time it starts until it completes its journey; and this only gives about an average of 30 to 35 passengers at any one time in the train, for each mile travelled. Of course, there are excep tions to this number on our principal main lines, but even in these cases, a greater number is the exception, and not the rule. The weight per wheel of the steam carriage being only about 2£ tons, it follows that very light rails may be used, with everything light in proportion. The passage of such sharp curves so easily will enable us to make lines very inexpensively; wo need no embankments or cuttings or heavy masonry works of any kind; therefore, lines will be made cheaply and stocked cheaply. Under these circumstances, there is no reason why every village should not have its line either director in communi cation with some of the main lines, to which these light railways would act as feeders, and not like the present branch lines, which really act as suckers and not feeders. Many of these branch lines have actually cost a larger sum per mile than the parent line, over which the traffic from the particular branch would not represent more than 5 per cent., if so much, of the total traffic. Then how, in the name of wonder, can such lines pay? When a gentleman desires to open up an estate for building or agricultural purposes, the first thing he considers is the making of suitable roads through it. Now, instead of roads, there is no reason why these light railways should not be made. In time it will come to this. We are only, in a sense, beginning railways; we must have double, aye, treble the mileage we have at present, but everyone of these miles must not only be constructed but worked in a very different manner to that in which they have been, and are being at pre sent. We have only to consider this simple fact: the steam carriage, ■with 100 passengers included, weighs about 20 tons, while the tender which accompanies the ordinary loco motive, and which is perfectly useless, except to carry food for the locomotive, weighs as much, if not more. The usual passenger trains average in weight, exclusive of pas sengers, about 80 tons; therefore, it follows if to work 80 tons it takes 301b. of fuel for the locomotive pet mile, to work only 20 tons one-fourth of the fuel would be required. The reference to fuel means oil, tallow, and every material required to maintain the engine ; it means also the same proportionate reduction in the cost of maintenance of per manent way, and all charges connected with the working of railways. The proper method of working railways is to take the largest possible loads, and, consequently, fewer num bers of goods trains; so that instead of earning about 6s. per train per mile at a cost of 50 per cent., netting 3s., these should earn double the amount—say 12s. per mile—while the cost would not exceed Is. over the 3s. spent to earn the 6s., giving a net production of 8s., instead of 3s., or about 280 per cent, more. Then, again, the passenger trains which now earn under 5s. per train per mile, and costing 50 per cent, of the amount, or 2s. 6d. to earn it, could be worked with the steam carriages at a cost of about Is. 6d. per mile, thus adding 40 per cent, to the net receipts on passenger traffic. It is to be remembered that these percentages are pure gains to rail way companies, the cost of management and other charges being taken as remaining the same, the profits arising solely from the improved mode of working. The Fairlie engine can haul double the ordinary loads of goods per train, without injuring the perma nent way so much as is now done by the ordinary engine; and allowing for the increase in the consumption of fuel for the load taken, all other expenses remaining the same, the extra cost on each train could not exceed even 6d., although Is. is placed against this item— therefore the profit must. certainly be very great. While on the subject, we may notice the Fairlie engine 1 ‘Little Wonder,” which has been built for the Festiniog Railway Company, and which has obtained very considerable noto riety from its being the narrowest gauge pas senger railway worked by locomotives in existence. The line has been worked now about five years, and during that time there has not been the slightest accident of any kind; in fact, it is considered a most extraordinary line, not only on account of its gauge, which is only 2ft., but because of its success commercially. The traffic hauled last year over this miniature line of twelve miles in length amounted to 130,000 tons of goods, and 145,000 passengers, which would be considered a very handsome tratlic for a full-sized railway of the same length, and the wonder is, how it has been done. The credit is due to the able management of Mr. C. E. Spooner, managing director and engineer. The traffic has so increased that the ordinary engines are getting too small to pull the loads, and hence the adoption of the Fairlie engine, which at once enables the train loads to be doubled, without, but in a very small degree, increasing the cost of each train. The Festiniog line is, for about eleven miles, one continuous ascent of about 1 in 80. with very many curves, some of which are as small as 100ft. radius. The “ Little Won der,” although weighing but 194 tons, fully equipped with fuel and water for the road, will haul after it 140 tons, at a speed of fifteen miles an hour for the whole eleven miles; a feat, considering the gauge and weight, that could not be accomplished by other than the Fairlie engine. The engine has eight wheels, in two separate groups of four each, each group being acted on by a pair of cylinders 8jin. diameter. The wheels in each group are 2ft. 4in. diameter, and are coupled together. The extreme wheel base is 18ft.; conse quently, the engine will run with remarkable smoothness. At the same time, the wheel base of each bogie being but 5ft., the engine will pass round curves of 50ft. with the utmost safety at 20 miles an hour. The principle in this respect is precisely similar to that of the steam carriage passing curves of 50ft. The fact of either steam carriages or engines being constructed to run with perfect safety round curves of 50ft. is unprecedented in the history of railways, and places the railway world under a considerable obligation to Mr. Fairlie, who has spared no pains to perfect a system to which we wish every success. THE ROYAL AGRICULTURAL SHOW AT MANCHESTER. T HE thirtieth annual meeting of the Royal Agricultural Society is held this year at Manchester. Old Trafford, the locality in which the show will take place, is two and a-half or three miles from the centre of the city, and within a comparatively limited radius there has been found not only abun dance of accommodation for the show yard proper, but also a farm upon which over 100 acres of rye, grass, clover, and winter oats were ready for the implement trials. The show ground extends over a length of three- quarters of a mile, and is on the western side of the South Junction Railway; the crops being situated on the other side of the line. Last year, at Leicester, the competition was in ploughs and implements of culture. This year, the trial is for mowing, reaping, and haymaking machines. There is also a plough ing competition, in which all the best plough makers are represented. The trials of mowing and reaping machines commenced on Mon-
- Aktuelle Seite (TXT)
- METS Datei (XML)
- IIIF Manifest (JSON)