1879 Institution of Mechanical Engineers: Visits to Works
Note: This is a sub-section of 1879 Institution of Mechanical Engineers
Visits to Works (Excursions) in the Glasgow area
Works opened to the members
On Tuesday, 5th August, the following Works in the city and district were thrown open to Members of the two Institutions and their friends for that and the following days:—
- John and James Thomson, Finnieston Street. Engineering.
- A. Chaplin and Co., Cranstonhill. Steam Cranes, Road Rollers, &c.
- James and George Thomson, Finnieston Street. Engineering.
- D. and W. Henderson and Co., Lancefield Quay. Engine Works.
- David Rowan, Elliot Street. Engineering.
- London and Glasgow Engineering and Iron Shipbuilding Co., Anderston Quay and Lancefield Street. Engine and Boiler Works.
- Robert Napier and Sons, Lancefield Street. Engineering.
- Napier Brothers, Hyde Paris Street. Engineering, Ships' Windlasses and Friction Brakes.
- A. and J. Inglis, Whitehall Foundry, Warroch Street. Engine Works. #
- Lancefield Forge, Lancefield Street. Crank Shafts, &c.
- Mirrlees, Tait, and Watson, Scotland Street. Engineering.
- W. and A. McOnie, Scotland Street. Engineering.
- A. and W. Smith and Co., Cook Street. Engineering.
- George Smith and Co., Sun Foundry, Parliamentary Road. Ornamental Castings, etc.
- Muir and Caldwell, Elliot Street. Engineering, Steam Steering Gear.
- R. Laidlaw and Son, East Milton Street. Engineering and Pipe Founding.
- Thomson, Sterne, and Co., Crown Iron Works, North Woodside Road. Engineering.
- Norman and Co., Pulteney Street. Engine Works.
- Technical College, Well Street, Calton. Weaving.
- Port Dundas Pottery Works, Bishop Street, Port Dundas. Stoneware Manufactory.
- Stewart and Sons, Glasgow Paper Mills, McNeil Street.
- Couper and Sons, City Flint Glass Works, Kyle Street. Frisbie Mechanical Fire-Feeder, and Sand-Blast Process.
- J. and R. Tennent, Wellpark Brewery, Duke Street. Special machinery.
- M‘Call and Stephen, Adelphi Biscuit Factory, Adelphi Terrace.
- Cunliff and Dunlop, Inch Works, Port Glasgow. Engineering and Shipbuilding Works.
- Duncan and Co., Port Glasgow. Shipbuilding Works.
- Hastie and Co., Kilblain Engine Works, Greenock. Variable Water-Power Engines.
- Rankine and Blackmore, Eagle Foundry, Greenock.
- Dalmellington Iron Works, near Ayr. Blast Furnaces.
- Denny and Co., Dumbarton. Engineering and Shipbuilding.
- Denny Brothers, Leven Shipyard, Dumbarton. Shipbuilding.
- A. McMillan and Sons, Dumbarton. Shipbuilding Yard.
- Clyde Trustees' Works, Dalmuir. Dredging Plant.
- James and George Thomson, Clydebank. Shipbuilding Yard.
- Lobnitz, Coulborn, and Co., Renfrew. Shipbuilding Works.
- William Simons and Co., Renfrew. Shipbuilding and Engine Works.
- Barclay, Curie, and Co., Clydehohn Shipbuilding Yard, Whiteinch.
- A. Stephen and Sons, Govan. Shipbuilding and Engineering Works.
- John Elder and Co., Govan. Shipbuilding and Engineering Works.
- D. and W. Henderson and Co., Partick. Shipbuilding Works.
- A. and J. Inglis, Pointhouse. Shipbuilding Yard.
- London and Glasgow Engineering and Iron Shipbuilding Works, Govan.
- Robert Napier and Sons, Govan. Shipbuilding Works.
- Stobcross Dock Works, Stobcross.
- Barclay, Curie, and Co., Stobcross Engine Works. Engineering.
- Salterscroft Graving Dock.
- M`Farlane, Strang, and Co., Lochburn Iron Works, Maryhill. Pipe Founding.
- Walter Macfarlane and Co., Saracen Foundry, Fossil Park. Ornamental Castings Pipe Founding, &c.
- North British Railway Locomotive Works, Cowlairs.
- Brownlee and Co., City Saw Mills, Craighall Road, Port Dundas.
- Neilson and Co., Hyde Paris Locomotive Works, Springburn,
- Caledonian Railway Locomotive Works, St. Rollox.
- Charles Tennant and Co., St. Rollox Chemical Works.
- Glasgow Iron Works, Garstang Road. Malleable Iron Works.
- Tharsis Sulphur and Copper Works, Garngad Hill.
- William Dixon, Govan Iron Works. Blast Furnaces.
- Dubs and Co., Glasgow Locomotive Works, Gushetfaulds.
- Glen and Ross, Greenhead Street. Engineering Works.
- Westthorn Pumping Engines,.Corporation Water Works.
- Dunlop and Co., Clyde Iron Works, Tollcross. Blast Furnaces.
- Steel Company of Scotland, Newton. Rails, Boiler Plates, Ship Plates, Bars, and Forgings.
- Thomas Ellis, North British Iron Works, Coatbridge. Malleable Iron Works.
- Gartsherrie Iron Works, Gartsherrie. Blast Furnaces.
- Summerlee Iron Works, Coatbridge. Blast Furnaces.
- Mossend Iron Works, near Belisha Blast Furnaces.
- Coatbridge Tinplate Works, Coatbridge. Tinplating.
- Coltness Iron Works, near Newmains. Blast Furnaces.
- Nitsbill and Lesmahagow Coal Co., Lesmahagow. Pumping and Winding Engines, Underground Arrangements.
- Young and Sons, Firebrick and Sewerage Works, near Garnkirk.
- Greenvale Congreve Match Works, Duke Street.
Three special Excursions took place on Tuesday afternoon to Works in the city and immediate vicinity. The first excursion was by special train, provided free of charge by the kindness of the North British Railway Company, to Messrs. Walter Macfarlane and Co.'s Saracen Foundry, Possil Park; the North British Railway Locomotive Works, Cowlairs; Messrs. Neilson and Co.'s Locomotive Works, Springburn; and the Caledonian Railway Locomotive Works, St. Rollox.
Walter Macfarlane and Co
At the Saracen Foundry the casting of rain-water pipes is a leading feature of the works. The cores are formed of green sand round a core bar, above which a fin. rod is laid. When the core is completed, the rod is removed, leaving a hole from end to end. A small pin projects from the upper side of the core, in the middle, to a distance equal to the thickness of the pipe, this pin taking the place of chaplets. The pipes are cast horizontally, and the hole in the core being rammed up tight at each end, the steam accumulates in it, and soon explodes, driving the greater part of the core out with it. The appliances for the production of all kinds of ornamental castings were also examined, including the making of patterns in plaster of Paris, tin, wood, and iron. Luncheon was kindly provided for the Members at the works by the firm.
Cowlairs Works
At the North British Railway Locomotive Works was witnessed the flanging of the back plate of a fire-box casing at one heat between dies in a hydraulic machine. The erecting shop in these works is fitted with hydraulic travelling cranes, in which the lift is given direct by the piston-rod of the hydraulic cylinder. In the carriage shop the right-angle shafting is driven by ropes, instead of gearing.
Neilson and Co
At Messrs. Neilson's works, which are among the largest and oldest locomotive works in the kingdom, having been established as early as 1836, many special appliances were seen, amongst others planing machines with four and eight tools, for planing simultaneously both ends of connecting and coupling rods and slide-bars; and quartering machines for turning outside crankpins and boring crankpin holes, after the wheels have been fixed on the axles. A special feature is the use of stamping for small forgings, extended to sections of locomotive wheels. Milling is also largely employed, and milling cutters and twist drills are made on the premises. Multiple tools are very numerous, e.g. the frame-planing machine has fifteen tools, and the tube-plate drilling machine has six spindles, capable of adjustment to different pitches. A tramway locomotive on Moncrieff's compressed-air system was here seen in operation.
St. Rollox Works
The Caledonian Railway workshops are of very large extent. At present only engines and tenders of the 8-ft. class and a certain number of wagons are built here, most of the new rolling stock being built by contract. In addition to the usual shops, such as fitting and erecting shop, smiths' shop, boiler-makers' shop, brass foundry, and saw mill, there is a grease house capable of turning out between 5 and 6 tons of manufactured stuff per week, and a wagon-sheet shop, which is a large building standing at a considerable distance from the main shops, and capable of turning out 100 new and 120 repaired sheets per week, with drying room for drying 900 sheets at one time. In winter the drying process is forced, by diverting the exhaust steam from the engines through a series of pipes raised above the floor. The coating process is principally done by machine, and finished by hand labour. Adjoining the sheet shop is the sewing rosin, containing four large sewing machines, two of them provided with double needles for stitching the double seam at one operation. There are also tailors' shops for making the uniform of the company's servants. About 1600 men are employed at the works, and dining rooms &c. are provided for their accommodation.
The second excursion was to the Govan Iron Works (Mr. William Dixon, Limited); and to Messrs. Dubs and Co.'s Locomotive Works, Gushetfaulds.
William Dixon
The Govan Iron Works consist of five blast furnaces and extensive rolling mills. All the furnaces, which are 75 ft. high and 18 ft. diameter at the boshes, have been lately fitted with the close-top arrangement for utilising the waste gases. Raw coal is now the only fuel used, and the total saving in coal is stated to be about 12 cwt. per ton of pig.
Dubs and Co
At Messrs. Dubs's works, which were started in 1864, special attention has been paid to the systematic arrangement of the various shops, so that every article may move forward gradually from the stores to the erecting shops without any reversal or confusion. The absence of fixed or travelling cranes (except in the erecting shops) is also noteworthy, the work being done to a great extent by small locomotives having a crane mounted on the top of the boiler and worked by the engine. The power is supplied to each shop independently by a wall engine fixed at the end of the line of shafting; thus by simply shutting off steam the machinery in one 'shop can be stopped for repairs, without affecting the rest.
The third excursion was to the Shipbuilding Yards at Govan, including those of Messrs. R. Napier and Sons, the London and Glasgow Shipbuilding and Engineering Company, and Messrs. John Elder and Co.
On the route, the Members had an opportunity of travelling on the Vale of Clyde Tramway, worked by Hughes's tramway engines. The line, which runs through a crowded thoroughfare, has been worked by these engines for more than two years, during which time they have run over 400,000 miles, to the satisfaction of the local authorities and the public. The engines emit but little smoke, and the steam is entirely condensed.
R. Napier and Sons
At Messrs. Napier's works was witnessed the successful launch of the Pacific Steam Navigation Company's new steamer Pizarro, and the Members were afterwards entertained at luncheon by the firm. The Pizarro is a screw steamer 320 ft. long by 40 ft. broad and 3400 tons load displacement. She is specially arranged for the West Coast trade of the Pacific Steam Navigation Company, having all the necessary appliances for a general cargo iu the hold, and fittings for carrying cattle on the main deck. This deck is covered right fore and aft by an awning deck, but is not closed in at the sides. She is to be fitted with engines capable of developing upwards of 2000 indicated H.P.; a fair amount of sail power is also provided. The Pizarro and a sister vessel, the Mendoza, which has since been launched from the same yard, are built of Siemens-Martin steel, and the carrying power of each ship is thereby increased by nearly 200 tons dead weight.
Messrs. Napier's works have been in existence for upwards of thirty-six years, their first iron ship having been launched in 1843. Since that time the firm has built 372 ships and engines of various classes, including several fine mail-steamers, and 29 vessels of war; among them being the Black Prince built in 1861, and the Northampton only recently finished.
Messrs. Napier last year made extensive improvements in their engine works by the erection of a large boiler shop, which is lighted by two Sarin lamps, each supplied by a separate Gramme electric machine.
John Elder and Co
At Messrs. Elder's works several vessels were in course of construction. Of these the most important was the screw steamship Orient, which was fitting for the Orient Steam Navigation Company. She will be put on the line from London to Melbourne, and is expected to make the run in thirty-six days. Her principal dimensions are:length between perpendiculars 445 ft., breadth 46 ft., depth moulded 36 ft. 10 in.; gross tonnage 5,400 tons; nominal H.P. 1,000; speed 151 knots per hour. This vessel was launched in Juno 1879. There were also two composite gun. vessels, the Rambler and the Ranger, and a despatch vessel, the Niger, building for the British Government. These vessels are built on the composite principle, the framework being of steel and iron, and the outside planking of teak. The armament for the gunboats consists of one 90-cwt. gun, and two 64-pounder guns: the engines are horizontal, and of 750 indicated H.P. The armament of the Niger consists of six 20-pounder guns, and her engines are of 480 indicated H.P. Lastly a screw steamer entirely of steel, gross tonnage about 3,400 tons, was in course of construction for the Donald Currie line. Her engines are of the compound inverted-cylinder type, and of 550 H.P. nominal. Her boilers are 15 ft. diam., shell plates la in., lap-jointed, double and triple riveted with 11 in. rivets: the furnace plates are corrugated on Fox's system.
The number of vessels built by this firm in the course of 1878 was eleven, having a total tonnage of 18,247 tons, and total engine-power 2,350 H.P. The works themselves are of great extent, and fitted up with all appliances for marine engineering and shipbuilding. The engine and boiler shop is about 300 ft. square, and is divided into four bays, each spanned by a travelling crane worked by an endless rope (wire or hemp) running over pulleys at about 2,000 ft. per minute. The engineering tools occupy two of these bays and the galleries, and are driven by pairs of coupled engines, one pair to each gallery. They are over 200 in number, and include an armour-plate planing machine, taking 20 ft. x 8 ft. x 8 ft.; a boring mill to bore 140 in. diam.; a horizontal boring and screwing machine with 4 in. spindles, taking an area of 20 ft. x 7 ft.; a crank-shaft lathe with 6 ft. heads and four slide-rests; screw shafting lathes from 72 ft. long; gap-lathe taking up to 20 ft. diam.; large circular facing machine with tool disc 16 ft. 8 in. diam., which carries 60 tools and traverses 17 ft. 6 in. horizontally; and many other tools not greatly inferior to these. Among the boiler tools are five punching and shearing machines, capable of punching two 11 in. holes at once through a Li in. plate; a hydraulic riveter with 40 tons total pressure; and two steam riveters. The smithy is about 300 ft. x 100 ft., and contains eight steam hammers from 35 cwt. downwards, four gas furnaces for heating scrap, forty-five smith's hearths, &c.; the blast is given by two Root blowers, driven by an engine of 45 indicated H.P. The pattern shop, moulding loft, &c., are on a similar scale.
On Wednesday, 6th August, two special Excursions were made.
Steel Company of Scotland
The first excursion was by special train to the works of the Steel Company of Scotland at Newton, where a very large number of Members were entertained at luncheon by the firm. They afterwards inspected the works under the guidance of Mr. Charles Tennant M.P., M. Inst. M. E., Chairman of the company, and Mr. James Riley: M. Inst. M. E., General Manager. These works were started in 1871 for the manufacture of steel by the Siemens process, and were designed by Dr. C. W. Siemens, Past-President Inst. M. E. They manufacture rails, plates, angles, and bars of all descriptions, including large bulb T deck beams, some of which were rolled in the presence of the Members. The largest rolling mill is worked by a direct-acting reversible compound engine, designed by Mr. Thomas Williamson, the works manager; and the other mills by Ramsbottom reversible engines. The gas producers are arranged in groups of four to each stack: from each group the gas is conveyed through wrought-iron tubes to Siemens regenerative furnaces, in which the steel is melted. One great advantage of this process over other methods of making steel is that the charge can be kept in the furnace for an indefinite period without deterioration. When ready it is tapped in the manner usual with open-hearth furnaces, and run into a ladle containing from 6 to 12 tons according to the capacity of the furnace. This ladle does not tip, but has a hole in the bottom, stopped by a fireclay plug, the rod of which projects above the top of the ladle, and is raised or lowered by a hand lever. The ladle, when full, is run over the ingot pit, which is immediately behind it. As soon as it is in position above the first ingot mould, the plug is withdrawn and the metal runs down into the mould. As soon as this is full, the plug is replaced and the ladle moved on to the next mould. Thus all the risks which attend the tipping of the ladle are avoided, and the flow of the molten steel is completely under the control of one man. The ingot-moulds and ingots are shifted by two of Dubs's locomotive cranes, running upon an elevated railway at the back of the furnaces; these form a very efficient counterpart to the hydraulic machinery usually employed in Bessemer steel works. In addition to the furnaces and rolling mills, the steel foundry, the chemical laboratory, and the mechanical testing room were visited; and in the latter some interesting specimens of the steel, as tested in various ways, were exhibited.
The second excursion was by special train to Coatbridge, to visit the North British Iron Works, the Gartsherrie Iron Works, the Summerlee Iron Works, and the Coatbridge Tinplate Works.
North British Iron Works
At the North British Iron Works the Members were entertained at luncheon by Mr. Thomas Ellis, the proprietor. These works, which were started nearly twenty years ago, turn out about 2000 tons of finished iron per month, chiefly in merchant bars and wire. Among the puddling furnaces was noticed one in which the rabbles are worked by machinery. Two levers, one at each side of the furnace, are connected by links at their inner end to the two ends of a large lever hung above the furnace, and swinging in a vertical plane, while they actuate two rabbles by means of links at their outer end. By means of suitable joints these levers can be turned in any direction without interfering with their vibration. This furnace has been in operation for about two years with satisfactory results. Wire drawing was commenced here some five years ago, and the works are now fitted complete with machinery for rolling wire-rods, drawing wire, and making the staples required for wire, when used for fencing and other purposes.
William Baird and Co
The Gartsherrie Iron Works (Messrs. William Baird and Co.) were first started with a single blast furnace in 1830, and now comprise sixteen furnaces, arranged in two rows, and varying from 40 to 60 feet iu height. Three of these are now fitted with the close- top arrangement, being covered by a dome, and charged through lifting doors. The waste gases thus saved are sufficient to raise steam for the blowing engines, and to heat all the hot-air stoves for the eight furnaces on that side of the works.
Summerlee Iron Works
The Summerlee Iron Works (Messrs. Neilson), started in 1836, have been the scene of persevering efforts, beginning thirty-six years back, to utilise the waste gases of the blast furnace. This was successfully accomplished about 1867 by adopting the Addenbrooke system, the result being that there is a saving of 8 to 9 cwt. of coal per ton of No. 1 pig, and that the gases saved are more than enough both to heat the blast and to supply the whole of the steam required on tho works. The only fuel used (as also at Gartsherrie) is raw splint coal. The furnaces are eight in number, four of which are 70 ft. high.
Coatbridge Tinplate Co
At the works of the Coatbridge Tinplate Company the manufacture consists of tinplates, sheets, strip iron, &c. In the tinplate process the sheets are first rolled in batches to the requisite gauge, and are then sheared to certain standard sizes. These " black plates " are then twice annealed and cleaned from oxide in a bath of diluted sulphuric acid they are next placed in a mixture of hot palm oil and tallow, and then dropped one by one into a frame below the surface of a bath of melted tin. This frame, rising by mechanical means, sends the plate up between two smooth rollers, half immersed in the tin, which remove all superfluous metal, and leave a perfectly even coating of tin over the whole surface. The plates, after cooling, are wiped quite clean and dry, and are finally packed in boxes for sale. There are also chemical works for the recovery of copperas (sulphate of iron) from the spent sulphuric acid; and retorts for making the charcoal used in producing the blooms for the best "charcoal" tinplates.
In the evening the Members of the two Institutions with their friends, numbering about 200, dined together at the Grand Hotel, Glasgow.
On Thursday, 7th August, two special Excursions took place: the first to the Shipbuilding Works of Messrs. William Denny and Bros., at Dumbarton; and the second to various Engineering and Harbour Works at Greenock.
William Denny and Brothers
At Messrs. Denny's works nine ships were seen in course of construction, all of which were of steel. The largest was an awning-decked steamer for Messrs. James and Alexander Allan, 385 ft. long, 42 ft. beam, 34 ft. depth, tonnage about 4000 tons. She is built with a continuous cellular double bottom on Messrs. Denny's system. Besides the ordinary frames she has deep plate-frames 12 ft. apart, and side-stringers arranged intercostally. Another steamer, for the Peninsular and Oriental Company, is of similar construction, and of nearly equal size. There were five light-draught steel paddle- steamers, for the Irrawaddy Flotilla Company, to be built in sections and shipped to Rangoon. These are strengthened longitudinally by making the coal-bunker bulk-heads on either side of the engine- room into continuous girders running the whole length. The engine framing is also made part of the hull. There was further a light paddle-steamer for ferry work in New Zealand, raised high amidships, in order to give additional cabin accommodation, &c., and intended to be fitted with a single-cylinder surface-condensing engine. A manhole-punching machine was seen at work, capable of punching a manhole 18 in. x 12 in. through a 1 in. iron plate at one stroke. A testing machine, similar to that recently erected at University College, London, was also shown, by which many valuable experiments on shipbuilding material have been carried out. The Members were hospitably entertained at luncheon by the firm; and afterwards visited the large engine works and boiler factory of Messrs. Denny and Co., and the shipbuilding yard of Messrs. A. M‘Millan and Son.
At Greenock the Members were received at the railway station by Provost Lyle and other members of the Corporation.
John Hastie and Sons and Lyle
They first proceeded to the Kilblain Engine Works (Messrs. John Hastie and Sons), where a hoist worked by the variable water-pressure engine described in Mr. Elastic's paper was seen in operation; and then to the Glebe Sugar Refinery belonging to Messrs. Lyle, where the, whole of the processes of sugar refining were exhibited and explained. The following description of these processes, as practised at Messrs. Lyle's works, has been supplied by the kindness of Mr. John Hastie:—
Raw sugar entering the refinery is hoisted to the top flat - technically known as the "garret" — where the packages are opened and emptied through holes in the floor, into large circular melting; tanks called "blow-ups" resting on the floor below: these are provided with steam worms, false bottoms, and stirrers to facilitate the solution of the sugar; which is usually brought to a specific gravity of about 1.220 at a temperature of 150 to 160F.
The solution thus obtained contains all the organic and mineral impurities suspended and dissolved. For the purpose of separating these, the solution is first run through bag filters, which retain the insoluble matter and transmit the liquor perfectly bright and clear, but still highly coloured. It is then percolated through a large body of animal charcoal, contained in cisterns specially arranged for the purpose. The charcoal is in a granular condition, and is capable of being used only once, until it has been reburnt in air-tight kilns and cooled, when it is ready for another operation. This cycle proceeds indefinitely for a few years, or until the charcoal is exhausted.
As the liquor runs from the charcoal filters into receiving cisterns, it is a colourless and pure solution of sugar, ready for concentration in the vacuum pans. The latter are large pear-shaped closed vessels made of copper, holding 15 to 35 tons, and fitted with closed steam-worms in the inside, and condensers and vacuum pumps outside. They are also fitted with pipes and valves, connecting them with the several receiving cisterns. Tho operation of boiling consists in first getting up a good vacuum in the pan of 27 or 28 in. of mercury, when a cock in connection with a receiving cistern is opened, admitting pure liquor enough to cover a few of the worms. Steam is then let into the worms, and water into the condenser; and the liquor, which boils rapidly at about 140° F. under the reduced pressure, is soon concentrated to the proof point, which is known by the appearance of small crystals forming in the boiling liquor. More liquor is now admitted, and the boiling continued, while the crystals increase in size and number, with fresh additions of liquor from time to time, till the pan is full. Steam and water are now shut off from the worms and condensers, the pump stopped, and air admitted to the pan, when its contents are discharged through a valve in the bottom into a receiver, whence it is drawn to supply the centrifugal drying machines. The pan is then charged with a fresh quantity of liquor, or with the syrup from a previous boil, and the operation continued as before.
The centrifugal drying machines are large vertical revolving cylinders, with perforated sides, from 3 to 6 ft. diameter, and making from 1000 to 1500 revolutions per minute. Into these the concentrated mass of sugar and syrup is conveyed. The machines are then run for a few minutes, during which operation the syrup is completely separated from the sugar by the centrifugal action, and issuing through the perforated sides is conducted to a cistern, whence it is pumped back into the pans to undergo further boiling. That which is obtained from the last lot of sugar each day is pumped into the blow-ups, to be dissolved with more raw sugar for next day's refining. The sugar remaining in the drying machines is discharged and conveyed to a separate floor of the refinery, where it is cooled and mixed; and ultimately filled into casks or bags for sale. The perfect filling of the casks is effected at Messrs. Lyle's by placing each cask on a table, which by the action of a cam below is continually "jumped" up and down; the result being that the sugar shakes down as fast as it is poured in, and forms a compact mass, completely filling the cask.
Garvel Graving Dock
From Messrs. Lyle's the Members drove to the Garvel Graving Dock lately completed. It is entirely faced with granite, length 650 ft., breadth at coping 80 ft., and depth from coping to floor 28 ft. The pumping machinery is capable of clearing the dock of 30,000 tons of water in less than three hours, at an expenditure of about ls. per 1000 tons. The pumps are centrifugal, on two lines of syphons; and the whole machinery is placed in a sunken engine-house, the floor of which is 2 ft. above low-water mark. The caisson is the design of Mr. W. R. Kinipple, chief engineer to the Greenock Harbour Trust. It has a folding bridge and railings, and is carried by trollies which run upon plate rails on the bottom of the caisson berth. When the dock is opened, the caisson is hauled into a recess is the quay in less than three minutes, the bridge and railings folding up and slipping under the cover of the recess. Only two men, an engineer and stoker, are required for this operation.
The works in progress are the James Watt Wet Dock, and the Western Tidal Harbour. The vertical walls of these works are 11 mile in length, and will have against them 28 ft. of water. There is also an extensive harbour in progress for the timber trade. Several of Dunbar and Co.'s "steam navvies " were here seen at work in the excavation of the dock, turning out in the aggregate from 1000 to 2000 cubic yards of hard boulder-clay per day.
On Friday, 8th August, the Members were invited by the Institution of Engineers and Shipbuilders in Scotland to accompany them in a steamer excursion through the Kyles of Bute and up Loch Fyne to Inverary, returning by the same route. The steamship Iona had been specially chartered for the occasion; the number attending was very large, and the weather being fine there was every opportunity of enjoying the beautiful scenery along the route. In steaming up Loch Fyne the granite quarries of Furnace and Crarae (which supply most of the paving material for Glasgow) were passed; and here the Iona lay to, in order that the Members might witness two large blasts, one of 3 tons and the other of 5 tons of gunpowder, which the proprietors, Messrs. William Sim & Co., had kindly arranged to fire on the occasion. Both blasts were completely successful, the estimated quantity of rock displaced by the former being 50,000 tons, and by the latter 100,000 tons. The method of quarrying by large blasts was introduced here in 1852, and has been used ever since. In preparing such a blast, it is necessary to select a part of the quarry which is as uniform as possible in all directions, and has good natural joints. The position of the powder box should not be more than 80 feet from the top and 50 feet in from the face of the mass to be blasted. The mine is prepared either by sinking a vertical shaft, with horizontal drifts branching off from the bottom; or by driving a horizontal heading, with similar drifts branching off from the inner end. The quantity of powder used is 2, oz. per ton of rock to be displaced. When the powder box has been stowed in position, the mine is built up with rubble masonry in cement for the first 10 feet, and afterwards with rubble and sand. The charge is fired by means of a gutta-percha safety fuse; or, if it is contained in more than ono box, by means of electricity.
At Inverary the visitors landed to walk through the grounds of Inverary Castle, opened to them by kind permission of the Duke of Argyle; and in the course of the return trip they were handsomely entertained at dinner on board the Iona by the Institution of Engineers and Shipbuilders in Scotland.
Report from "The Engineer" [1]
After the reading of the papers referred to elsewhere the members, as announced in the programme last week, made excursions to different places. At two o'clock on Tuesday a couple of omnibuses started from the Corporation Galleries for the Govan shipbuilding yards, some of which it had been arranged that those members of the Institute who felt interested should visit. About a hundred gentlemen took advantage of the opportunity. Half an hour later the party arrived at the yard of Messrs. Robert Napier and Sons. This firm, it is hardly necessary to state, occupies a foremost place among shipbuilders, its great success being owing largely to the energy of its former principal, the late Mr. Robert Napier, of Shandon. The Messrs. Napier engined the first four vessels of the Cunard Line: the Britannia, the Acadia, the Caledonia, and the Columbia, each of 400-horse power, and they subsequently furnished engines for nine vessels belonging to the same fleet, all of which were propelled by paddles. Mr. Napier also built the China, the first large screw steamship employed by this transatlantic company. After supplying a number of engines for vessels of the Navy, the firm constructed several ironclads; among them was the Erebus, a floating battery for service during the Crimean War, the Black Prince, and the Hector. Besides these they built a turret ship, named the Rolfkrake, to the order of the Danish Government.
Among their other contracts for the Admiralty, we need only mention the Audacious, the Invincible, Malabar, and the powerful ram the Hotspur. The company, on their arrival in the yard, were shown through the various departments, but interest was chiefly centred in a large vessel built entirely of steel for the Pacific Steam Navigation Company, which was on the stocks nearly completed, and which was to be launched at three o'clock. This ship — the first of steel constructed by the Messrs. Napier — has a displacement of 3400 tons, is 340ft. long by 40ft. beam, and is fitted with engines of 2000 indicated horse-power. Besides the members of the Institute, there was present a large number of local gentlemen. On the supports being knocked away the vessel was named the Pizarro in the usual manner, and she took the water amid the hurrahs of the on-lookers. The company then adjourned to one of the rooms of the drawing-office, where refreshments had been provided by the firm.
Mr. A. C. Kirk, one of the principal partners, in proposing success to the Pizarro and its owners, stated that it was the first of two steel steamships they had contracted for with the Pacific Steam Navigation Company. The first vessel had been launched in their yard in 1849, and since that time a very large number had been turned out. In regard to the construction of vessels of steel, he said that the one which had been launched would be able to carry 400 tons more than if it had been built to the same dimensions, but of iron. The plates had been supplied by the Steel Company of Scotland, and had been found perfect, having in no instance given way. The toast was duly honoured, and Mr. West, of the Liverpool Underwriters' Office, with whose name the toast had been coupled, replied. In the course of a few remarks he bore testimony to the excellence of the material supplied by the Steel Company of Scotland. It was mark of mild steel, and was a material which he thought must soon become very prominent among engineers. This vessel, the Pizarro, he told them, was the first that had been built from specifications entirely made up of decimal measurements, and he advised his hearers on their return home to adopt the system, as it was sure to give them satisfaction. The toast of "The Builders" having been proposed and responded to, Mr. Kirk said it gave him great pleasure to ask the general company to drink prosperity to the Institution of Mechanical Engineers. It had happened by a pure and very fortunate coincidence that this launch had taken place during the sitting of the Institution in Glasgow, and he wished prosperity to the Institution. The toast was coupled with the name of Professor Unwin, who, in reply, testified to the pleasure it gave him to visit Glasgow on this occasion. He had been in the city several times, and had always, as at present, met with a hearty reception. Such an Institution as theirs could not he carried on without the co-operation of those who were engaged in practical work; and he was quite sure it would receive all their support. He had to thank Mr. Kirk and the company on behalf of the Institution. When the toast of "The Ladies" had been drunk the company dispersed. The visitors then proceeded to the yard of Messrs. John Elder and Co., about a quarter of a mile further down the Clyde. The reputation of the late John Elder in connection with marine engineering is well-known. For the period of twelve years, from 1854 to 1866, his firm were the only engineers who made compound marine engines under their own patents, but these wore subsequently universally adopted. During the years mentioned they constructed eighteen sets of paddle engines, thirty sets of screw engines, all compound — the latter including those of H.M.S. Constance — and the total indicated horse-power of these forty-eight sets of engines was 35,550. In the twenty-one years prior to 1876 the firm turned out about 200 sets of marine engines, which gave in the aggregate about 213,000 indicated horsepower. We need hardly remind our readers that this firm supplied the engines for the Inflexible, the most powerful which had then been made, and which were said to have cost £120,000.
Messrs. John Elder and Co. are also eminent shipbuilders, and have contributed vessels to many of the first-class lines. From the year 1861 to 1875 inclusive they built in all 117 vessels, with an aggregate tonnage of 255,523. Of these 40 were for the Pacific Steam Navigation Company, with a gross tonnage of 89,875; 16 for the African Mail Company and the African Steam Navigation Company, of 23,400 tons; and 8 vessels of 23,530 tons for the Nederland Company. In 1870 they built and engined the Italy, an iron screw of 4200 tons, 600-horse power, and 400ft. in length, the largest vessel then afloat, with the exception of the Great Eastern. Between that time and 1873 they built no fewer than ten Pacific liners, one of which, the Iberia, a screw, was of 4820 tons measurement, and had engines of 650-horse power. In 1871 they launched for the Royal Navy the Hydra, an ironclad turret ship; and have since then built the Nelson, an armour-clad, and six steel steam corvettes of 2300 tons each. When the members of the Institute arrived in the yard they saw on the stocks a large steamer of 3400 tons, and a length of 36Oft. by 40ft. beam, on the stocks, being built of steel for Messrs. Donald Currie and Co.'s Cape mail service. This vessel will be supplied by the firm with engines of 4000-horse power. Much interest was taken in two gunboats, the Rambler and the Ranger, and a despatch boat the Niger, in the course of construction for her Majesty's Government. The Orient, built for the London and Melbourne trade, and which was lying in the dock, belonging to the firm, receiving its finishing touches, was next visited. This vessel is 5000 tons measurement, fitted with engines of 5500 indicated horse-power. These engines are of the compound class, and are fitted with two low-pressure cylinders of 85in., and a high-pressure cylinder of 60in., while the piston has a stroke of 5ft. The gentlemen, having examined the machinery minutely, expressed themselves highly gratified. A walk was next taken through the extensive engineering shops of the firm, and the various kinds of manufacturing machinery, all of the most approved pattern, were seen working. The party returned to Glasgow between five and six o'clock in the evening. On the second day—Wednesday—the members first visited Messrs. Dixon's ironworks at Govan. These works are merely for the production of pig iron from the raw material, and although they exhibit very careful arrangement in every detail, they need not further be particularly referred to.
The next visit was paid to Messrs. Dubs, Glasgow Locomotive Works. These works were erected in the year 1867, and exhibit very careful arrangement in their design. What strikes an observer most prominently in walking through the works is the almost total absence of travelling cranes, except in the erecting shop, and even there they are fewer than one is accustomed to see in works of this class. In these works the power is supplied by means of wall engines, situated at the extremity of each line of shafting, so that in the event of any one line not being required, the steam from that engine can be turned off and the remainder of the shop is not affected. It is a matter of congratulation that in spite of the depression in trade, Messrs. Dubs have been able to maintain a constant supply of work, and at the present time they have on their books nearly their full number of hands.
When at two o'clock the members divided into three parties, and proceeded on the three excursions prepared for them on this day, the greater number seemed to choose the excursion to the locomotive works, but a considerable number went to Messrs. Walter Macfarlane's and Co.'s foundry, all in the suburbs, which they reached by special train provided free by the North British Railway Company. On their arrival at the Saracen Foundry, the large party were very cordially received by Mr. Macfarlane, and at once invited to partake of the luncheon awaiting them. Before proceeding to view the works, the proprietor gave a brief but interesting account of the rise and progress of his works, and the plan and system on which the extensive works and manufactories at Possil Park are carried out. He explained the processes patented by his firm, by which the moulding and casting of rain-water pipes are carried on—the simple but efficient mode of keeping down the greensand cores, and the easy way in which the cores are expelled— viz., by the bottled-up steam which is generated inside the casting. Mr. William Smith, in name of the Institution, as well as representing the local institute, proposed a hearty vote of thanks to Mr. Macfarlane for his hospitality, and for his very lucid explanations of the technical details of his business. This being cordially given, the members were taken round the vast establishment and had all the processes fully explained. Immediately thereafter the party proceeded to the North British Railway locomotive work at Cowlairs, when the first thing witnessed was a most interesting process, namely, the flanging of a locomotive fire-box plate by a hydraulic machine designed by Messrs. Brown Brothers, Edinburgh. The red-hot plate was drawn out of the furnace and placed between the dies, which embraced the entire plate. The water being turned on, the dies closed gradually, and in the course of three or four minutes from the time the plate was drawn out of the furnace it was completely flanged. When withdrawn from the machine the plate was much admired for its regularity of form. By this machine all the plates must be exactly uniform. The numerous special machines for operating on the various parts of locomotive engines were viewed with much interest, both here and in Messrs. Neilson's locomotive works at Springburn, which were afterwards visited.
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