1910 Iron and Steel Institute: Visits to Works
Note: This is a sub-section of the 1910 Iron and Steel Institute
MIDLAND RAILWAY WORKS AT DERBY.
Nearly two hundred members of the Iron and Steel Institute visited Derby on the afternoon of Tuesday, September 27, for the purpose of making an inspection of the locomotive and carriage and wagon shops of the Company. The visitors travelled from Buxton in a special corridor train, one of the trains which run in the Scotch service being provided by the Company for this purpose. The party taking part in the visit included the Duke of Devonshire (President of the Institute), Sir Hugh Bell (the immediate Past-President), Mr. J. E. Stead, F.R.S., and many well-known members of the Institute.
The guests of the Company were received on arrival by Mr. Douglas Vickers (Director of the Company) and the various heads of departments, including Mr. Henry Fowler (chief mechanical engineer, and in that capacity the head of the locomotive works), and Mr. D. Bain, who is in charge of the carriage and wagon department.
Prior to inspecting the shops, the Midland Company's guests were entertained to luncheon in the large shareholders' room, under the presidency of Mr. Douglas Vickers.
The Duke of Devonshire, in thanking the Midland Railway Company for their hospitality, and for the facilities afforded for going over their works, said they were there that day as representing the iron and steel trades of the United Kingdom. There was a close affinity between the great railway companies and the iron and steel trades. No doubt railway companies imagined they were being charged too much for their rails, while rolling-mill proprietors might conceive that lower freights could be charged; but such slight differences apart, their interests were largely akin. It Was evident that those great industries would be confronted by serious problems in the future, and that important questions in many and varied forms would arise for solution. These questions were not to be settled spasmodically, and it was felt by all those who were interested, in whatever capacity it might be, in helping the development of the great resources of this country, and who were responsible for its industrial organisation, that clear thinking and honest dealing as between man and man were absolutely necessary.
Mr. Douglas Vickers acknowledged on behalf of the Board of the Midland Railway Company the kind words of thanks made by the President on behalf of the Iron and Steel Institute. He agreed with the Duke of Devonshire that there was a strong affinity between the hosts and the guests that day.
They were bound together by strong ties. The Midland Railway lived on the coal and the iron and steel trades. Those who had visited modern shops in America might think that some of the plant in the Midland Company's shops was to be revered rather for its antiquity than for anything else. They fully recognised that the shops were not yet abreast of the very best practice, but they endeavoured, and he believed successfully, to turn out a good article with the means at their disposal, and were gradually improving their shops.
LOCOMOTIVE WORKS.
The Locomotive Works of the Midland Railway are situated at Derby, and lie on the east side of the Company's station. Access to the Chief Mechanical Engineer's Offices is by the overhead footbridge leading from the various platforms in the, station, whilst there are three entrances to the works for workmen at different points. The works cover an area of 80 acres, 20 acres of which represent the workshops (including the General Stores), which are roofed in. The workshops in 1844 (locomotive and carriage works being then combined) covered 8i acres of ground, on which stood 24 acres of buildings. The number of engines in the Company's stock is 2070, made up as follows:
- 774 passenger engines.
- 664 tank engines.
- 1,532 goods engines.
Previous to 1901 a large majority of the Company's new engines were built by contractors, but since that date all new engines added to the Company's stock have been built at Derby. On an average about 30 new engines are turned out annually, 80 are rebuilt with new boilers, and the average number passing through the shops for repairs is about 1300. The number of workmen employed in the Locomotive Works is 4264, and the number of foremen, clerks, and draughtsmen, 383. There is mess-room accommodation to suit 2050 men.
The annual mileage run by the Company's locomotives is 48 millions, and the coal consumed 1.5 million tons.
Shops.
Pattern Shop.—The pattern shop measures 180 feet by 42 feet. Here all pattern work for cylinders, wheels, &c., in connection with the locomotives is made. The wood-working machinery employed includes planing, boring, sawing, moulding machines, lathes, and a wood-worker.
Iron Foundries.—The iron foundries, of which there are two, measure 250 feet by 95 feet and 250 feet by 45 feet respectively. The smaller ' foundry is devoted to the production of railway chairs, of which about 14,000 are cast weekly. The other foundry is strictly for locomotive work, and castings used in connection with the machine department of the line.
Altogether there are four cupolas, two for each foundry, with a production of up to 600 tons per week.
Brass Foundry.—The brass foundry has six crucible furnaces, besides two large furnaces, the total output being about 16 tons of castings weekly.
Adjacent to this foundry is the White Metal Shop, where all axle-boxes, brasses, &c., are fitted with anti-friction metal.
Smiths' Shop.—The smiths' shop contains seventy-six hearths, and nine steam-hammers varying from 6 cwts. to 50 cwts. All detail work in connection with repairs and renewals to locomotives is dealt with here, including the springs for engines and tenders. Some interesting hydraulic machines may also be seen for dealing with this class of work.
In the Forge there are seven steam-hammers varying from 12 cwts. to 5 tons, and four drop-hammers varying from 7 cwts. to 30 cwts. Here all the larger work in connection with engine motion and the shingling of scrap is carried out. On the large drop stamp-mills, standard details such as piston-heads, draw-hooks, couplings, spring and brake gear, Ac., are reproduced rapidly and correctly by means of dies. The boilers supplying steam to the hammers and drop stamps are fired by means of the gases rising from the furnaces.
Machine Shop.—This consists of six bays, each of which is 40 feet wide by 450 feet long. All machine work in connection with locomotives is done here, with the exception of wheels and axles. The heavy machines are served by means of electrically-driven cranes, Besides the usual classes of machines to be met with for locomotive work, there is a large frame slotting-machine designed to slot twenty 1-inch thick frame plates simultaneously. The machine is fitted with four heads to enable work to be carried out at four different places on the plates. There is also a large axle-box milling machine, intended chiefly for machining wrought iron axle-boxes, which are used in the majority of the Company's engines.
The shop includes grinding machinery for slide-bars, piston-rods, &c., also a brass-finishing section where all brass mountings for locomotives are made and repaired. A large tool-room is also in use, where all tools are made, kept, and repaired.
Special attention has been paid to the grouping of the machines and men, so that transportation of parts from one point to another has been reduced to a minimum. The fitters' benches on which work is finished are alongside the divisional wall of the erecting shop, where the parts are finally assembled.
Wheel Shop.—This shop comprises three sections, viz., axle-turning, wheel-press, and tire-turning shops. Special machines are used for machining rough castings of engine and tender wheels and boring the bosses to receive the axles and crank pins. There are also horizontal machines for turning out tires to the requisite diameter before being shrunk on to the wheel centres, and special lathes for dealing with crank and straight axles. After the tires have been shrunk on, the axles and wheels are assembled in the press-shop and the wheels forced on to the axles by hydraulic pressure, the pressure necessary for each wheel being registered automatically on a paper diagram.
Stripping Shed.—This was formerly a running shed of the round-house type, with the table in the centre. Here the engines upon coming into the works are stripped of all mountings, clothing, tubes, &c., and afterwards thoroughly examined by inspectors, and a preliminary decision given as to whether the repairs are to be light or heavy, or whether the engine is to be rebuilt.
Boiler Shop.—This consists of eight bays, which include plating, boiler-mounting, and boiler-smiths' shops, and measures about 270 feet by 370 feet.
Here boilers and fire-boxes are built and repaired and turned out completely ready to be lowered into the engine frames in the erecting shop.
Tender tanks and frames are also built and repaired, and sent to the tender shops for erecting. There are many interesting machines in this shop, including a flanging press, on which, in addition to flanging boiler plates and other plates in connection with the engine, frames and tanks are also flanged. Plate rolls for bending the plates to cylindrical shape to form the barrel, drilling-machines for boring the rivet-holes in the barrel plates, &c., and hydraulic riveting-machines, both fixed and portable, are also provided. Light boiler repairs are carried out in a round shed, which is probably the oldest in existence, and originally belonged to the North Midland Railway, which in 1844, y amalgamation with other lines, founded the Midland Railway Company.
Erecting Shop.—The erecting shop consists of three bays 150 feet wide by 450 feet long. Each bay contains three roads, the middle road being used for storing the wheels, bedding the journals to the axle-boxes, and finally wheeling the engines. Each bay was originally fitted with two 25-ton rope-driven cranes, but one bay, used for building and repairing the heaviest classes of the Company's engines, has been fitted with two 50-ton electric cranes, underneath which are two smaller 10-ton electric cranes for dealing with the lighter lifts. The cranes in the other two bays have been converted to electric driving, but will still have a lifting capacity of 25 tons, whilst an additional crane is added to each bay.
Paint Shop.—The paint shop consists of two bays 45 feet wide by 450 feet long. It is provided with paint mills, and steam boiler for heating purposes, by means of which a constant temperature is maintained in the winter months. A new engine going into this shop for painting is first thoroughly cleaned from rust and scale, and then receives a coat of lead-coloured paint, and irregularities in plates and castings are filled up by " stopping." Four coats of filling are next applied and a coat of staining, after which all surfaces are carefully rubbed down to a smooth surface with pumice stone and water. Another coat of lead colour is then given, and any irregularities which have been overlooked are stopped up and the whole surface again faced by rubbing down. Then follow coats of brown paint, lake, and coats of varnish, all surfaces being carefully smoothed down between each coat.
The minor shops include the electrical shop, where all the Company's generators and motors are repaired and new ones built; the tender shops, which deal with the repairs to tenders; the lagging and cab shops, where boiler lagging and sheeting is prepared and engine cabs built; and the coppersmiths' shop, where the various classes of coppersmiths' work are dealt with.
CARRIAGE AND WAGON SHOPS.
The Company's Carriage and Wagon Works are situated about threequarters of a mile to the south-east of the Midland Station.
From 1844 to 1877 the Carriage and Wagon Works were combined with the Locomotive Works at Derby, but in the year 1873 it was found necessary, owing to the development of the Locomotive and General Stores Departments, to remove the Carriage and Wagon Department to a separate site. • A portion of the land now occupied was obtained, and shops were erected. ' The area of land upon which these works stood in 1877 was 54 acres, of which 14i were covered by buildings, the siding accommodation being equal to 10 miles. At the present time they occupy an area of 128 acres, of which 36 are covered in, and the siding accommodation is equal to 36( miles.
The number of work-people employed in 1877 was 2000; there are now 4200 (including 200 women).
- The stock of carriages in 1877 was 3484; and wagons, 31,226.
- The stock of carriages in 1910 is 6426; and wagons, 128,902.
General O9lcee.—These are situate at the north-west end of the works, and comprise the office of the Carriage and Wagon Superintendent, together with the department's accounts, drawing, pay-bills, stock-books, and general correspondence offices. The building is two stories high, with frontage to the London Road, and about ninety clerks and draughtsmen are employed.
Timber Yard, Sawmill, etc.—Some little distance away is the timber yard, with gantry cranes, driven by power, for lifting heavy logs, &c. The logs, deals, &c., coming in at the north end of the yard are unloaded and stacked; others are cut to the requisite lengths on saw benches before being taken into the adjacent sawmill. This timber goes for preparation to some of the following machines, rack benches, log frames, circular saws, and deal frames, where it is converted to the required dimensions, and is then stacked for seasoning.
When ready for use it is returned to the saw-mill, and is passed on to the mortising, moulding, and boring machines, to be prepared, and when finished it is taken to the carriage shop or wagon shop as required.
The Sawmill is 320 feet long by 300 feet wide, and has a very substantial floor, the object being to guard against the vibration of the various machines, and to sustain the heavy weight carried on it. About 600 columns are used to support this floor.
The cellar beneath the saw-mill is 841 feet deep, and contains all the main shafting, pulleys, and belting, thus reducing the liability of accidents to workmen to a minimum. There is also the advantage that the floor of the mill is available for conveniently handling the timber. Inside the mill a space is set off for the various machines used in connection with the sharpening, grinding, and setting of saws.
There are about 140 machines in use for planing, moulding, boring, turning, and dovetailing, and the amount of timber passing through the mill on an average represents about 700 logs per week, 250 of which are oak, the remainder being made up of mahogany, walnut, elm, ash, hickory, Australian hard woods, teak, birch, and fir.
The boring machines, of the latest pattern, have a speed of 2000 revolutions per minute. Several hollow-square mortising-machines of modern pattern are installed.
In the sawmill motor-driving is being substituted for the old arrangement of driving from the various main shafts. The larger machines are being driven by separate motors, and the smaller ones grouped together where convenient.
A portion of the building is laid out for the preparation of the various timbers for cabinet work and inside panelling for carriages, and adjoining is the room where timber urgently required is dried. The latter room is fitted with a series of 2-inch diameter steam-pipes.
Facing the north end of the drying-room is the timber-bending shed, where roof sticks, hoops for road vehicles, &c., are bent by steam.
Seasoning Sheds.—There are five seasoning sheds, four of them being used for heavy scantlings and one for panel wood; in the latter there are about if million superficial feet of mahogany, walnut, and wainscot oak seasoning.
Mess-room—Three mess-rooms, with the necessary cooking ranges, are provided, and seat about 2000 men, who are able to bring their food and have it prepared by the Company's cooks.
Wagon Building Shop.—This shop is south of the sawmill, and is 322 feet long by 200 feet wide, with a capacity for building 140 wagons per week.
All materials having been prepared to templates are ready to be put together on arrival in the shop.
The wagons are afterwards painted on the lines of rail on which they were built, which avoids having to move them into a separate paint shop.
Carriage Building Slop.—The carriage building shop occupies an area of 386 feet by 200 feet, and has a capacity for building 220 carriages per annum.
In a corner of this shop a space is set off for repairing and testing dynamos, &c., used in connection with the electric lighting of carriages.
Carriage Repairing Shop.—This shop has a length of:320 feet and width of 300 feet, and about 140 carriages are repaired weekly.
Carriage Finishing Shop.—This building, 300 feet long by 63 feet wide, is at one end of the carriage repairing shop—here the cabinet work and interior panellings are put together. There are various machines installed in this building, including sandpapering, carving, and mitring machines, and saw benches.
The Trimming Shop is situated to the south of the carriage repairing shop, and is 200 feet long and 120 feet wide. A cloth-cutting machine is installed, also various machines for cutting and stitching leather.
Adjoining this is the shop set apart for women and girls, about 200 being employed on polishing and upholstery work.
Adjacent to this shop is the Horse Hair Carding Room, in which machinery is installed for carding the hair and also for extracting dust from it.
Carriage Painting and Varnishing Shops.—The painting shop is 400 feet long by 200 feet wide. The varnishing shop, standing next to the painting shop, is 400 feet by 300 feet.
About 140 carriages are passed through these shops each week, and in the Colour Room something like 12 tons of paint materials are used weekly.
All paint brushes and cans are issued to the men in the mornings and returned each night.
Carriage Lifting Shop.—This extensive building is of repent erection, and is situated opposite the east end of the painting and varnishing shops, being 580 feet long by 200 feet wide. The shop is divided into four longitudinal bays, two of which are utilised for carriage lifting only, each being provided with three electrically-driven overhead travelling cranes, two of 15 tons and one of 5 tons capacity.
The third bay is devoted to lifting heavy steel wagons and other vehicles for carrying special loads; the cranes in use in this bay are of 15 tons capacity. In the fourth bay, which is provided with two 8-ton and one 1-ton cranes, are to be found machines and appliances engaged on the construction of steel underframes, bogie trucks, &c.
A large vacuum-cleaning plant is installed, with a capacity of 40,000 cubic feet of air per hour, for extracting dust from the cushions and trimmings inside the carriages. The driving-power of this plant is supplied by a belt from an electric motor, automatically controlled by the intensity of vacuum. Service mains are laid aside the building for hydraulic, compressed air, and steam pressure, also vacuum for testing purposes.
Machine Shop.—This shop is situated to the north of the Carriage Painting Shop, and has an area of 400 feet by 225 feet. The shop is capable of finishing 250 pairs of new wheels and repairing 750 pairs per week.
There are 725 machines installed here, among which are hydraulic presses, wheel-boring and tire-boring lathes, lathes for turning wheels with tires on, axle lathes, axle centring machines, and tool grinders. There are also 21 screwing machines. On each of the double machines 2200 i-inch bolts are screwed per day, and 2000 ft-inch bolts on each of the single machines.
There are six four-spindled tapping machines, each capable of dealing with about 4600 if-inch nuts per day; on those with three spindles about 3450 are tapped each day; while 200 2-inch nuts are tapped per day on each of the single horizontal machines.
The Smithy and Spring-making Department —This is situated next to and north of the Machine Shop, with a length of 200 feet and width of 225 feet, and has eight steam-hammers, varying from 3 to 7 cwts. The following are also in use nine hydraulic presses, seven bolt and three nut machines (with a capacity of 35 tons per week), one drop hammer, two small shears, ten punching presses with shears, besides various classes of machines used in the manufacture of springs.
Drop Stamping Shop.—This shop has recently been erected, and is to the east of the Machine Shop, having a length of 100 feet and width of 100 feet, and provided with three electrically-driven batteries of drop stamps as follows:— Cwts. Cwts. Cwts.
12; 7; 12 16; 16 16; 8; 16 In this building there is an electrically-driven stripping press; also a heavy forging machine driven by motor. The various furnaces are heated by oil fuel.
The Wheel Shop is east of the Drop Stamping Shop, its dimensions being 100 feet by 113 feet. It contains hydraulic glutting machines, hydraulic Press (1000 tons) for forming the bosses, as well as hydraulic rim bar bending appliances. The capacity of this shop is 240 wrought iron wheel centres per week.
The Forge is 200 feet long by 135 feet wide, and is equipped with nine Wilson gas producers, which supply gas for six large furnaces, and five boilers used in connection with the steam-hammers. There are thirteen steam-hammers ranging from 5 to 30 cwts.
The Brass Foundry is situated north of the Forge, and has an area of 100 feet by 112 feet. The crucible furnaces are heated by gas.
Iron Foundry, including Core and Fettling Shops. —This is to the west of the Brass Foundry, and is 300 feet long by 87 feet wide, and contains two 4-ton cupolas. Pneumatic moulding machines, including one Brookhouse machine, and hand-power core machines, are in use here. Capacity of foundry 130 tons per week.
General Stores.—In the immediate vicinity is the Departmental General Stores, 162 feet long by 44 feet wide, where the numerous carriage fittings are stocked and issued to the various shops.
Iron Stores.—Adjoining the Iron Foundry is the Iron Stores, 300 feet by 44 feet, where bar iron, sheet iron, and steel, &c., are stored.
On the first floor of these stores is the Tin Shop, where water-tanks for carriage lavatories, also lamps, foot-warmers, oil-cans, water-cans, &c., are made and repaired.
Bolt Stores.—In close proximity to the Iron Stores and Brass Finishing Shop is the Bolt Stores, 124 feet long by 44 feet wide, where are stored the bolts and nuts ready for use.
The Brass Finishing Shop is built on to the north, end of the Bolt Stores, 175 feet by 44 feet. Brass turning, machining, buffing, and lacquering are done here.
Works Offices.—This two-storied building adjoins the north end of the General Stores, and comprises the offices of the Assistant Superintendent, Works Manager, &c.
The Carriage Storing Sled stands to the east of the Carriage Lifting Shop, is 800 feet long and 160 feet wide, and capable of storing about 170 bogie carriages 54 feet in length. All new carriages are placed here for a few days, as well as repainted carriages to allow the paint to harden.
Grease Factory and Storing Shed.—These are to the north-west of the Carriage Storing Shed. The Grease Factory is two stories high, 80 feet long by 50 feet wide. Seven tons of grease are made per day, and here is also made a solution for cleaning carriages. A storing shed is attached which holds 2500 casks used in connection with the conveyance of the grease and cleaning material.
Wagon-repairing Shop and Road, Vehicle Shop.—Situated to the east of the Brass Foundry and at the London Road entrance to the works, is the building in which ordinary wagons are repaired and painted. This building is equipped specially for dealing with wagon repairs, so that the work is concentrated at one point and does not interfere with the wagonbuilding department. Road vehicles are constructed and repaired in this building, and machines are provided for spoke and felloe making, also a smithy with the necessary equipment. The building is 350 feet square.
The Pattern Stores is situated to the north of the Foundries, and the various. patterns are grouped and tabulated so that any particular one may be readily found GENERAL REMARKS.
Warming of Shops.—The various shops are warmed by means of steampipes, boilers being specially provided where necessary for supplying the steam, the water condensation from the pipes being returned to the boilers at a comparatively high temperature.
Lighting of Shops. —The shops are lighted by means of the Keith Blackmann high-pressure system, and also by ordinary gas lights fitted with incandescent mantles. The latter system of lighting is also used throughout the whole of the yards.
Vacuum-cleaning Plant—Apart from the plant installed in the Carriage Lifting Shop, there is a vacuum-cleaning plant placed in the yard at the north-west end, which is also used for removing the dust, &c., from the upholstery of the carriages passing through the works for repairs.
Telephonic Communication.—A very complete telephone installation is fitted throughout the works, and by means of an exchange room in the offices of the works manager the necessary connections between the various shops and offices can be made.
Fire Brigade, &c. —Two fire engines are stationed near the Litchurch Lane entrance, one by Merryweather & Co., with a capacity of 1000 gallons per minute, and the other by Shand, Mason & Co., with a capacity of 700 gallons per minute. The water in the boilers is always kept warm by gas jet, and steam can be raised in six to ten minutes.
The Departmental Brigade consists of twenty-one men, whose cottages are in electrical communication with the fire alarms in different parts of the works. Over 4 miles of water-mains are available for fire extinguishing.
The mains vary from 4 inches to 10 inches in diameter, with about 150 hydrants and 20 pumping tanks, also a reserve tank holding 85,000 gallons.
Buckets full of water are placed at certain points in each shop, also adjoining stacks of timber, for use in case of emergency.
Route Plans, showing the order in which the various departments were to be visited were handed to each of the members taking part in this excursion, together with an illustrated brochure, compiled by Mr. Bain, giving a plan of the carriage and wagon works, and illustrations of the types of carriages, and views of many of the workshops.
THE ROYAL CROWN DERBY PORCELAIN COMPANY, LIMITED.
Rather more than a hundred members and ladies visited the works of the Royal Crown Derby Porcelain Company, Limited, on the afternoon of Tuesday, 27th September. The party, in which, in view of the attractive nature of the visit, ladies predominated largely, travelled from Buxton to Derby with the main party visiting the Midland Railway Works by special train, kindly provided by the Midland Railway Company, who also acted as their hosts at luncheon. On the arrival of the party at the Crown Derby Works the visitors were welcomed, on behalf of the Company, by the Managing Directors, Messrs. Henry Litherland and Edward McInnes, and the Secretary, Mr. William Pepper. They then proceeded, under the conduct of a number of guides, to visit the various departments.
Porcelain was first produced in Derby very soon after its introduction into Europe. Although it was not until the early part of the eighteenth century that John Bottger, the German pioneer of the ceramic art, made his important discovery, a china factory was established at Derby by William Duesbury in 1750. Derby ware soon attained national fame; it furnished the tables of the King, and was sought after by the nobles. In a word, it became the vogue. Duesbury acquired the right to use the Royal Crown to distinguish his wares, and his factory became the most celebrated of its kind in the United Kingdom.
As to the origin of the Duesbury Works this much is known. Some years prior to 1750 a young French refugee, named Andrew Planch6, took up his abode in the town. He was a person in humble circumstances, and earned a precarious livelihood by fashioning small articles in china, such as lambs, dogs, cats, birds, sheep, and other toys, which were fired in a local pipekiln. William Duesbury became acquainted with him and engaged his services. By patience and perseverance the manufacture of these simple china ornaments was improved, and the two soon added to their productions a great variety of other ornamental and useful articles. Duesbury's efforts were noticed and encouraged by a Derby banker, Mr. Heath, who owned an earthenware manufactory. This was about 1748, or three years before the founding of the Worcester factory.
The site occupied by Duesbury when, in 1750, he began to make china in earnest, was on the Nottingham Road, near the foot of St. Mary's Bridge.
Subsequently, buildings giving greater accommodation were erected near the same spot.
In 1769 Duesbury acquired the famous factory at Chelsea. Here a splendid variety of figures, vases, and other beautiful ornaments had been made, as well as a fine assortment of dessert and tea services. The owners employed first-class artists in painting and gilding. But their success was only transient, although their workmen were producing the choicest and most artistic wares, which were usually disposed of at handsome prices.
In 1776 the Bow factory was also amalgamated with that at Derby, to which place the whole of the London business was eventually transferred.
Under the new conditions, as might be expected from the rare combination of the honourable traditions of Chelsea and Bow, the Derby productions attained great popularity and distinction, and may truly be said to have been equalled by few other makes and excelled by none.
Duesbury lived to a good old age, and died in November 1786, sincerely regretted and respected by all who knew him.
He was succeeded in the business by his son William, who married a daughter of Alderman Edwards, who was Mayor of Derby several times.
William Duesbury, the younger, was a man of superior talents, and brought the manufacture to great perfection in every branch. He was encouraged by George the Third and other members of the Royal Family. The Duke of Devonshire, and the "Beautiful Duchess" whom Gainsborough has immortalised, often visited the manufactory, and with other notables of the day, including William Pitt, the Great Commoner, gave large orders for a rich variety of useful and ornamental china.
The show-room at that time was superior to any in the land. The figure trade was without a rival for many years, and the productions reached the highest stage of perfection. The workmen whom Duesbury collected round him possessed the true artistic spirit. They went to nature for their models.
All of them were men of taste; some of them were men of genius. The decorations were brought to a greater degree of excellence than at any other time, and the drawing and colouring of flowers were inimitable in their peerless perfection.
For fifteen years, up to 1796, one of the most famous of the artists, a painter of flowers, was William Billingsley, artist and publican—queer combination—whose skill was afterwards a tradition at the works which none dared to dispute. Specimens of his work were retained as standards of excellence, and in the pattern books frequently-copied designs bore his name. Among the cherished specimens kept at the old works was his 'Prentice Plate, now preserved at the Derby Art Gallery. Its splendid roses are a revelation of refined treatment and gentle colouring.
The younger Duesbury was of a delicate constitution, and, acting upon the advice of his friends, he took into partnership Michael Kean, a gifted Irishman, a first-rate artist and a good designer. Duesbury died in 1796, having only survived his father ten years. The manufacture was continued successfully for several years by Kean, who, in 1809, disposed of it to Robert Bloor, who carried it on for some years longer. Bloor considerably increased the volume of trade, but not its character, manufacturing to a great extent and then selling by auction all over the country.
On Bloor's death the business was taken over by Mr. Clark, a sculptor and ceramic painter, who had married the only surviving granddaughter of Bloor. This gentleman experienced great difficulty in conducting the business owing to his want of practical knowledge, and he finally disposed of the entire stock of models, &c., and everything movable on the premises.
The works were closed in 1848, and were shortly afterwards demolished.
The workmen who made the place famous have all passed away, but such names as Billingsley, Pegg (the Quaker), James Rouse, Leonard and John Lead, Marriott, Rowland, Cutts, Wheeldon, Steele, Hopkinson, Harlem (many years art tutor to Queen Victoria), and others, will live long in the world of ceramics.
Although the works were dismantled in 1848, the production of china in Derby was not allowed to die out. Mr. Sampson Hancock (now deceased), assisted by other hands from the Bloor factory, carried on a small works where he produced articles of the old type and character.
In 1877 a Company, styled "The Derby Crown Porcelain Company, Limited," was formed to revive the industry, and works were established on the Osmaston Road. Considerable success attended the venture, and in the year 1890, on the representation of the 7th Duke of Devonshire, Lord-Lieutenant of the County and Lord High Steward of Derby, her Majesty Queen Victoria was graciously pleased to command that the Company should in future be styled "The Royal Crown Derby Porcelain Company, Limited," and to grant the Company a Warrant of Appointment as Porcelain Manufacturers to her Majesty at Derby.
In 1901, on his accession to the throne, his Majesty King Edward the Seventh granted the Company a similar Warrant of Appointment as Manufacturers of Porcelain to His Majesty at Derby.
On the merits of the Derby productions of the present time it is not necessary to dwell at any length. Some of the best Old Derby" patterns are revived, including the celebrated Derby "Japans," with their rich blendings of gold, red, and blue.
The Company's craftsmen have been, and are, in the very front rank of their profession. Among them may be named D4sir6 Leroy, an artist trained at &tyres and a naturalised Englishman. He joined the Company's staff in 1890, and remained with them until his death in 1908.
Mr. Leroy made a speciality of old-time Sevres flower, bird, and trophy painting, and was also strikingly successful with white enamels. He did some very important work, among other things a service of plates presented to H.S.H. the Princess May of Teck, on the occasion of her marriage with H.R.H. the Duke of York (now King George V.). Mr. Leroy's work is eagerly sought after by connoisseurs.
Another artist whose work is well known is A. Gregory, who has made a special study of Billingsley's work, and has succeeded in attaining the pleasing grouping and delicate touch of that prince of posy painters.
The Company have produced many notable presentation works. Special mention may be made of the Gladstone Dessert Service (1883), which elicited from the great Liberal leader a tribute which was, perhaps, one of the most charming disquisitions on ceramics ever uttered or published; Queen Victoria's Jubilee Vases, presented by the ladies of Derby (1887); and the Princess Mary (now Queen) wedding token from the town of Derby (1893).
The Company have also supplied Royalty with more serviceable articles, and since 1900 have been favoured with the order for dinner, tea, and breakfast services, &c., for the King's yachts.
Needless to say, these new works enjoy a considerable home and foreign trade. The exports to the United States and Canada are especially large, for "Royal Crown Derby" is a great favourite with lovers of fine ceramics in those countries. The showroom visitors' book itself is a sort of world directory.
THE DEVONSHIRE WORKS OF THE STAVELEY COAL AND IRON COMPANY, LIMITED.
Nearly two hundred members left Buxton on the morning of Wednesday, September 28th, by special train to visit the Devonshire Works of the Staveley Coal and Iron Company, and the Broad Oak Iron Works of Messrs. Markham & Company, Limited, Chesterfield. In order that so extensive a programme might be adequately carried out it was necessary that an early start should be made, and the special train had therefore been timed to leave the Midland Railway Company's station at Buxton at 11.30 A.M.
The party, which was accompanied by His Grace the Duke of Devonshire, President of the Institute, and by Sir Hugh Bell, Bart., Past-President, was met on its arrival by Mr. C. P. Markham, Chairman of the Staveley Coal and Iron Company, Limited, and Mayor of Chesterfield, who was supported by several of the Directors of the Company and by members of the staff. Luncheon was served almost immediately after the arrival in a spacious marquee erected within the works. On the conclusion of the repast the Duke expressed, on behalf of the visitors, their thanks to Mr. Markham and to the Staveley Coal and Iron Company for their kindness in entertaining them with such generous hospitality. Mr. C. P. Markham having responded, the works were then visited, special attention being paid to the blast-furnace plant of the Company and to the coke-ovens and by-product plant installed at these works. On the conclusion of the visit the party was taken, via Chesterfield, in a special train to visit the Broad Oaks Iron Works, where the members were subsequently entertained to tea previous to returning to Buxton.
The Staveley Works have a record of two centuries; how much older they are cannot be determined. The earliest record extant is dated June 20, 1702. This document is a statement of expenses, from which it can be gathered that in those days cordwood was collected from Derbyshire and Nottinghamshire, and was brought, on the backs of mules, to be made into charcoal for use in smelting iron-stone obtained from the pits in the immediate neighbourhood of Staveley. Coal was first mined in the district about 1680, and successive generations worked the coal and manufactured the iron in a comparatively small way until the Staveley Coal and Iron Company was formed, and acquired the property from the late Mr. Richard Barrow. This was in 1864, when the capital of the Company was £416,000 after the purchase instalments had been paid off.
The three Broad Oak furnaces—at one time known as the Wingerworth furnaces—each of a capacity of 16,000 tons per annum, were built in 1872. They were first taken on lease by the Staveley Company, and ultimately bought in the year 1897. They were of the old cupola type. At the old Staveley Works there are eight furnaces, some thirty years old, and others twenty years old. They are of the pipe-stove type, and the larger furnaces have a capacity of 230 tons per week. The Broad Oak and Staveley furnaces for many years produced an acceptable quality of iron at an average rate of about 150,000 tons per annum. A great proportion of this has been used for the manufacture of cast iron water and gas-pipes, for which Staveley has a high reputation, not only at home, but in the Colonies and foreign countries. These pipes range in diameter from 1 inch to 60 inches, and, owing to the pipe-casting plant having been specially devised, a high degree of reliability has been attained.
The capital of the Company is now £1,198,000, of which £1,100,250 is paid up. The average output of coal from the Company's own collieries now exceeds 2.5 million tons per annum, and the Company own one-half of the shares in the Newstead Colliery, which produces half a million tons per annum, and half the capital of the Brodsworth Main Colliery, near Doncaster, now being rapidly developed to give about two million tons per annum. The Staveley Company have also acquired recently a coalfield of over 5000 acres lying to the south-west of Doncaster, and sinking is now in operation. The new furnaces at the Devonshire Works have doubled the production of iron, raising it to 300,000 tons per annum. It was decided, in proceeding at first with the construction of these blast-furnaces, to make provision for the building at an early date of a fourth.
As there was adequate ground available, the furnaces are pitched at a considerable distance apart-125 feet centres. Hitherto the great majority of furnaces in the district have been designed to burn coal primarily and coke secondarily, but in this case the furnaces were proportioned to use coke only. This decision was arrived at partly because the hard coal in the district suitable for furnace use is getting worked out, while there are plenty of seams of good coking quality. To ensure a good foundry quality of iron, and high economy in manufacture, the maintenance of high temperatures was kept in view. Thus there are three Cowper stoves with extra-high heads, 75 feet, and an equaliser, as well as a dust-catcher, for each furnace. The four furnaces are arranged in plan symmetrically in pairs, with the stoves, equaliser, and dust-catcher grouped conveniently for each pair. The chimney is between the second and third set. The arrangements are such that any stove or equaliser can be used for any furnace.
The air-mains, which are carried on standards of rolled steel work, are arranged to deliver either hot or cold blast direct to the furnace, or both may pass air simultaneously to the equaliser, which ensures a steady temperature under all conditions of working. The result is to give a great range of temperature—from atmospheric to 1500° Fahr.—within a few minutes. The blast-furnace manager may thus meet sudden contingencies, and may at the same time satisfy himself that there is the minimum of variation to the temperature when the equaliser is in use.
The proportioning of the furnaces was determined to suit the quality of the ironstone available in the district. The ironstone used is a mixture of the brown iron ores of Lincolnshire (Frodingham district), Leicestershire, and Northamptonshire, containing on an average 29 per cent. iron, with a little calcined Northamptonshire ore. In winter weather this ore contains as much as 25 per cent. of moisture, and experience at the Broad Oak and old Staveley furnaces proved that 65 feet was a satisfactory height to ensure rapid production of the metal, with a reasonable low temperature of exhaust, and a suitable charge without undue crushing of the coke by the heavily sodden ore in wet weather. The height of the new furnaces is 70 feet, the bosh is 18 feet 6 inches, and the hearth 11 feet in diameter. Notwithstanding these moderate dimensions, the output has averaged 850 tons per furnace per week, and the following analysis shows the quality of the foundry No. 3 pig iron and the forge No. 4 iron:—
Analysis of Devonshire Works Pig Iron.
Foundry 3. / Forge 4.
- Iron . . . . 91.88 / 92.52
- Combined carbon . 0.30 / 0.56
- Graphite . . . 3.05 / 2.00
- Manganese . . 0.68 / 0.63
- Silicon . . . 2.52 / 2.05
- Sulphur . . 0.02 / 0.07
- Phosphorus . . 1.55 / 1.57
- Total . . 100.00 / 100.00
It was decided to adopt the Sahlin bosh. This system has not been widely favoured the cause is to be found not so much in inherent difficulties as in the lack of care to ensure that the water circulation does not create an unsatisfactory range of temperature between the outer and the inner walls throughout the full depth of the bosh.
For each furnace there is one blowing-engine of an ordinary type, having a steam cylinder 36 inches in diameter, with an air cylinder 90 incises in diameter, capable of a very considerable range of production, and having a maximum output of 22,000 cubic feet of air per minute. The air cylinder is connected to four blast-mains, so that any engine may be used for any of the three furnaces.
The hot-blast stoves are of the Cowper type, and are placed opposite to the furnace. All branches and doors covering openings in the stove are of cast steel, while the gas and chimney-valves are of a special type, to enable each stove to be entirely isolated from the flues when on blast. The stoves are built on brick foundations, with 4k-inch air-spaces, and are 18 inches in the diameter. These spaces were left for ventilating the bottoms of the stoves, and for preventing them from contracting and breaking the bottom angle-bars, which is not infrequently a source of considerable loss through leakage. The arrangements for lining differ slightly from ordinary practice. For the purposes of repair, large manholes are left in the bottom, and give ready access.
The equalisers somewhat resemble a Cowper stove, except that there is no combustion chamber, and that there is a division wall. The hot air passes in at the left of the vertical section, up one compartment, over the top and down the other, whence it flows to the furnace. The interior of the formei compartment is completely filled with rows of chequered firebricks, dovetailed loosely together. The air-spaces are as narrow as possible, as there is no likelihood of a deposit of dust, as in a Cowper stove. The outer casing, which is built in the ordinary way, of fireclay with steel shell, has, as in the case of the stoves, a 3-inch lining of slag wool, to reduce loss by radiation.
The dust-catchers, as is the case with the mains from the furnaces, are lined with 4k-inch fireclay bricks, but the main gas-flue is lined with 415-inch red brick. The bottom of the dust-catcher is of conical form, with dust-outlet valves of the bell type. It is calculated that 90 per cent of the dust in suspension in the gases will be deposited in the catchers, and, in view of their efficiency, it is anticipated that the main gas-flues will run for between two or three years before requiring to be cleaned. This is an important economy in view of the expense involved in stopping down the blast-furnace plant.
The work of constructing the blast-furnaces and their accessories was carried out by the Pearson & Knowles Coal and Iron Company, Ltd., in almost record time. The work was commenced in the middle of July 1906, and the first furnace was blown in on July 22, 1907. The furnaces and stoves were erected with the assistance of derricks of lattice-work.
The installation of the coking-plant was carried out by the Entreprises de Construction de Fours h Coke et d'Usines Metallurgiques, Brussels, who have erected 100 " Simplex " by-product coke-ovens, together with byproduct plant and sulphate plant, coal-crushing plant, and storage bunker of 1000 tons capacity. Their contract also included all the flues conveying the waste heat from the coke-ovens to the Babcock & Wilcox boilers, the foundations for these boilers, and their chimney.
The crushed slack is taken to the coal-compressing machines by means of hoppered tubs, which are filled from suitable openings and dampers provided in the bottom of the coal compartment. About 10 per cent. of water is added for consolidating purposes, and stamping is done by an electrically-driven machine, provided with two stampers, which, with their gear, travel backwards and forwards along the stamping-box until the latter is ultimately filled with a hard stamped coal-cake of sufficient cohesion to withstand pushing into the ovens. The compressing-machine also acts as an ordinary ram-engine or coke-pusher, and to this end it is fitted with a strong rack and ram-head, the dimensions of which are slightly smaller than the interior dimensions of the ovens.
Each stamping machine is provided with hoppers of sufficient capacity to charge one oven. This enables a great saving of time to be effected, the machine being able to finish or start compressing whilst travelling to and fro. Two such machines were supplied for the working of the 100 coke-ovens. Their track runs uninterruptedly along the four batteries of coke-ovens, so that in case of breakdown one machine can be made to work the 100 ovens at a reduced speed for the time being.
The hundred "Simplex" coke-ovens are divided into four batteries, two of which consist of twenty-six ovens each and two of twenty-four. They are of the well-known horizontal Hued type, fractional combustion, ensuring a homogeneous temperature throughout. The quantity carbonised per week is 3500 tons of dry slack, whereas the yield in sulphate of ammonia and tar averages respectively 1.52 per cent. and 3.93 per cent, of dried slack; the average volatile matter contained in the slack is 35 per cent., and the yield of metallurgical coke reaches 65 per cent. These results are highly satisfactory, considering that the superior yield of the ovens over the laboratory tests completely makes up for the usual losses in coke-dust and small breeze. The proportion of breeze and dust produced never exceeds 4i per cent., which, considering the natural brittleness of the coke, points to the good results obtained under these circumstances by coal-compression.
The sulphate plant consists of two patent ammonia-stills, two lime-stills, with automatic milk-of-lime pumps, two enclosed self-discharging saturators fitted with steam salt-ejectors, two draining-tables, two mother-liquor pots, two centrifugal dryers, and two liquor-superheaters. The daily production of sulphate of ammonia averages 7 tons 12 cwts., but each of the sets is capable of producing 10 tons of sulphate per day.
The gases evolved by the coke-ovens are carried to the by-product plant by two separate suction-mains, each conveying the gases of fifty ovens.
An extensive power-station has been fitted, and accommodates not only the four Galloway blowing-engines, but the electric generating plant, the hydraulic pumps, 86c. Steam for these is supplied by the eight Babcock and Wilcox gas-fired boilers.
The electric generating installation consists of two enclosed forced-lubrication steam-engines of the three-crank compound type, manufactured by Messrs Browett, Lindley & Co., Limited, of Patricroft, Manchester.
One engine is coupled direct to a multipolar compound-wound generator by Messrs. Vickers, Sons & Maxim, Limited, having an output of 500 kilowatts at from 220 to 240 volts when running at 300 revolutions per minute. The second engine is coupled to a generator having an output of 1000 kilowatts by the British Westinghouse Electric and Manufacturing Company, Limited.
Throughout the works there are, as incidentally mentioned, about forty electric motors, all by Messrs Vickers, Sons & Maxim, Limited, River Don Works, Sheffield. These are of their standard type, and as such specially suitable for heavy duty in steel and iron works. They are applied to a great variety of services: for driving pumps, exhausters, coke-breaker and charging machines, and in the latter and some other instances are subject to considerable mechanical shock; but they have been found of ample strength for all such work.
THE BROAD OAKS IRONWORKS OF MESSRS MARKHAM & CO., LIMITED
CHESTERFIELD
These works are situated on the south side of the Midland Railway, adjoining the station, and are in direct communication with the Midland Railway Company's extensive sidings. There is also a branch line which connects the main line of the Great Central Railway Company, so that direct railway accommodation is provided by both companies. The site of the works occupies an area of about twenty-five acres. The Company own an ample area of land for future developments. The chief productions of the firm consist of high-class steam winding engines, electrically driven winding gears, reversing engines, and other machinery for iron and steel works, together with colliery machinery of all descriptions, structural ironwork, heavy castings, and locomotives. The shops are laid out with a view to the ready handling and economical production of the classes of work that have to pass through them.
MACHINE SHOP.
The machine shop comprises one large rectangular building, with roofs carried on columns forming nine bays, and each of these has a direct communication with the erection shop. Mention may be made of a vertical boring and turning mill, made by the Niles Tool Company, which will take work up to 26 feet diameter and 10 feet high. It is interesting to note that Messrs Markham & Co. turn up all their drums up to 26 feet diameter, as well as boring all holes at the same operation. In the same shop there is installed a massive planing machine, built by Messrs. Craven Brothers, Limited, Manchester, which will plane up to 10 feet wide by 10 feet high by 30 feet long. This is largely used for planing large engine bed-plates, and when a bed-plate is once set on this machine, it can be planed either lengthways or crosswise without resetting, the machine being specially fitted with cross-planing gear. These are the larger samples of many other similar tools. There are also boring-mills to take cylinders up to 110 inches diameter, which may be bored either vertically or horizontally; lathes to take in shafts 30 feet long and ranging up to 3 feet diameter; side planing machines, slotting machines up to 4 feet stroke, wheel-cutting machines, and a host of other first-class machine tools of various kinds and sizes. Each of these bays is provided with a 25-ton overhead travelling and heavier cranes where the machine tools require it.
In the centre of this shop is a well-equipped tool room and gauge department, fitted with all the latest grinding tools, where all the standard gauges are kept and served out as required, as well as the necessary turning tools, which are carefully ground to standard sizes, and a large assortment always kept ready for use. The practical advantage of this arrangement is obvious—the department is in fact a " tool library," to which the workmen apply for any of the great variety of appliances which may be necessary for them to carry out their daily work. They return the blunted tools and receive on demand the tempered and sharpened cutters, bits or drills necessary for the work in which they are engaged. At the same time, and as regards boring and drilling tools, they can absolutely rely upon their being to standard gauge. This standardisation is insisted upon throughout the works, so that duplicate parts can be ordered without hesitancy, and with the knowledge in advance that the fit will be accurate.
Each bay in the machine shop is served with a separate driving motor, and all the large machines in the shop have independent drives.
ERECTING SHOP AND PATTERN SHOP.
The erecting shop runs parallel to the side of the machine shop, .d is in direct communication with it. The shop has a span of 50 feet by 340 feet long, and is 30 feet high to the crane track girders.
Three electric overhead travelling cranes serve this department, each of 30 tons capacity. This shop has a railway connection at each end for loading up the machinery, after it has been erected and finished. There are two large erecting pits for building vertical engines or other machinery which requires a great height.
Steam up to 160 lbs. pressure is supplied to the stand pipes at the lower end of the shop, for testing steam cylinders and other similar castings before being thoroughly finished, and also for testing throttle-valves under working conditions and temperatures. Hydraulic power and also pneumatic power is laid on throughout.
The fitting shop annexe, for dealing with smaller work, has a span of 45 feet by 100 feet long. This is served with a 20-ton overhead travelling crane and also has a railway connection through the end. Adjoining this shop, and of a similar size, is the well-equipped pattern-making department, and also a separate shop for making and storing all classes of bolts and studs, ready to be served out to the various jobs as soon as and when required.
Iron Foundry.—The iron foundry, which is capable of dealing with castings up to 40 tons, is formed of three bays, two of these bays being 50 feet span by 300 feet long, under which moulding operations are carried out, and these, at the present time, are being lengthened 160 feet at the north end. One of these bays is provided with two 45-ton overhead electric travelling cranes for dealing with heavy work and for serving the circular casting pit, which is 20 feet diameter by 24 feet deep, and also the rectangular casting pit for bed-plates, the cupolas also being centrally placed in the adjoining bay to this department.
The other bay is provided with three 20-ton electric overhead travelling cranes, which deal with the lighter class of work, as well as serving the hydraulic moulding and wheel-making machines. The third bay forms the core-making department, and is arranged in conjunction with the six large drying stoves and the necessary loam mills, core shop stores, and sand-mixing machinery.
A remarkable feature of this and the other shops is that a portion of the roof can be lifted off bodily by the large cantilever crane, and moulding boxes or other requisites may be lifted up out of the yard and lowered into the foundry. All the most modern appliances, in the shape of pneumatic tools, &c., are used in these shops and throughout the works.
BRIDGE AND GIRDER DEPARTMENT.
The bridge and girder department consists of three bays, each 45 feet span by 400 feet long, and each served by three 20-ton overhead electric travelling cranes, as well as a large number of jib cranes for handling the work in the various machines. This shop contains large bending and straightening rolls, new notching machines for notching out angles, channels, &c., large plate-bending presses situated next the plate-heating furnaces, hydraulic and pneumatic riveters, boiler tower, and all the latest appliances for structural work, including a fine series of twelve radial drilling machines for drilling long girders in position. These machines are of the latest type, and are placed in a row so that they can cover a girder 100 feet long, without rendering it necessary to remove it. In the north-east corner of this shop there is a large erecting pit and testing floor for erecting and testing the tunnel-driving shields, for which this firm is well known, they having lately supplied the largest tunnelling shields in the world, namely, those which bored the Rotherhithe-Blackwall tunnel. These shields were 30 feet 8 inches diameter on the outside.
Close to the erecting pit, in a ring situated on the east side of the boiler shop, there are a number of smiths' hearths, conveniently grouped round the various angle-bending machines and heating furnaces, and farther on still is a large laying-out floor 160 feet long by 40 feet wide. Behind these shops there is a large yard, served by the cantilever crane, in which are situated various tools for dealing with light structural work. This is the only portion of the works which is not under cover.
The double-cantilever crane, mentioned above, is 120 feet high to the top, having a clear lift of 90 feet and an over-all length of 240 feet. It is capable of lifting 16 tons when the crab is half-way out, and 5 tons with the crab at the extreme ends. It is mounted on four travelling bogies, each having four wheels, and is capable of travelling up and down the whole length of yard, and reaching moulding boxes from any portion of the stocking ground, or taking anything from either the foundry or girder department, and loading direct into trucks. Moreover, by the aid of this crane the firm is able to build up and finish pithead gears, or cantilever-crane towers, or any high structural work which it is required to have built up complete before delivery.
POWER PLANT.
The works are electrically driven throughout from a central power station.
Steam is generated to a pressure of 160 lbs. per square inch in two dished-end Lancashire boilers, 9 feet 3 inches diameter by 30 feet long, with two stand-by boilers working at the same pressure. These boilers are fed with river water, softened in a Mather and Platt softening plant, capable of dealing with the whole of the feed-water required. The coal is delivered direct from drop-bottom trucks into an underground hopper built beneath the rails, and is elevated by means of bucket conveyors to the coal bunker standing immediately over the front of the boilers, the bunker being capable of holding 120 tons of coal. The boilers are fed with under-feed stokers and forced draught, and the steam is superheated 100 degrees by means of superheaters fixed in the down-take.
The generating plant consists of four high-speed vertical compound condensing engines of the Sisson type. They comprise one of 500 kilowatts capacity, one of 300 kilowatts capacity, and two of 150 kilowatts each, all being direct-coupled to British Westinghouse generators working at a voltage of 110. The current from these generators operates the works throughout by means of electric motors, these being arranged On the grouping system, the standard power of the motors being 45 horse-power, driving line shafts from which the smaller machines are driven in groups.
The large machines, in all cases, are separately driven by their own motors mounted on the frames. It will be noted that the voltage is very low, but this is due to the fact that electric power was first introduced into these shops nearly seventeen years ago, when 80 volts was considered high.
Besides the above plant there is a pair of cross compound two-stage air-compressors, delivering air at a pressure of 100 lbs. per square inch, which is led by means of steel air-mains throughout the whole of the works, coupling taps being placed on the main in convenient positions in all departments, a suitable receiver being placed in each shop to steady the flow, Alongside the air-compressing plant are placed two pairs of hydraulic engines, each pair being capable of supplying all the hydraulic power necessary for the works, for operating the hydraulic presses, riveters, and similar machinery, the pressure in the main being 1500 lbs. per square inch.
The condensing plant consists of one surface condenser, having 2000 square feet capacity, and one electric duplex high-fpeed double-acting air-pump. This plant is conveniently placed close to the river side, from which the circulating water is taken by means of a centrifugal pump, and circulating through both the intermediate cooler of the air-compressor and the tubes of the condensing plant.
ENGINE SMITHY.
At the east side of the structural department is placed a conveniently arranged smithy with twenty fires, the building being 140 feet long by 35 feet wide, provided with four steam-hammers of various sizes. The shop is specially well equipped for dealing with forgings for heavy engine work.
General Stores, &c.—The general stores are 120 feet long by 30 feet wide, and are placed in a convenient position for issuing all goods and fittings required when the engines, &c., are being erected. This department is placed opposite the erecting shop, near the main entrance, all goods being delivered straight to the doors by carts or rail. In a line with this shop is a fully-equipped department for breakdown jobs and general repairs during holiday time, when the remainder of the works are shut down. Next to the repair department is the lagging shop, which is well equipped with all modern machinery for lagging steam cylinders and similar work.
Farther again is the electrical repair shops and stores, brass foundry, with five furnaces, loam mill, sand stores, &c.
Mess-Room—Opposite the entrance to the works is a large mess-room for the workmen, and a similar room for the foremen, this also being used for social purposes. The main building is 120 feet long by 30 feet wide, with side wings containing lavatories, baths, &c., kitchens with six large gas-ovens and underground cellars. The mess-room is well arranged, and will accommodate 500 men. This is no doubt a great boon to the workmen coming from a distance, who are thus enabled to get hot meals in comfort at a minimum cost. This department is under the charge of a working men's committee.
The works are supplied throughout with water, pumped by means of water-wheels, which are placed a little lower down the river than the works, these wheels supplying the whole of the soft water necessary for running the works, the water being pumped from the river into a large tank over the power station, from whence it is distributed into the various departments. On the east side of the river, and connected with the works by a private bridge and gate, with railway track, is a large pattern stores of recent construction, where all the patterns are stored, free from any danger of fire. This, considering the enormous value of the patterns, in conjunction with their inflammability, is a most essential precaution. There is a complete railway system throughout the works, with siding accommodation and connection to both the Midland and Great Central Railways, thus ensuring not only the incoming of the raw material, but also the shipment of the finished products.
CREWE WORKS.
On the afternoon of Thursday, September 29, two hundred of the members left Buxton to visit the works of the London and North-Western Railway at Crewe. A special train had been provided by the courtesy of the Company, and on arriving at Crewe, and previous to the inspection of the shops, the visitors were entertained to luncheon at the Crewe Arms Hotel.
Mr. R. Brocklebank (director) presided, other directors present being Mr.
G. H. Claughton (deputy-chairman) and Mr. G. Macpherson. The officials of the Company present were Mr. Frank Ree (general manager), Mr. C. J. B. Cooke (chief mechanical engineer), Mr. E. C. Trench (chief engineer), Mr. Wm. Dawson (assistant engineer), Mr. Cortez Leigh (electrical engineer), Mr. W. Warnford (works manager), Messrs. Jones and Beaumont (running superintendents), Mr. Jackson (chief draughtsman), and Mr. W. Turnbull and Mr. S. B. Carter (district traffic superintendents).
Mr. Brocklebank, in welcoming the guests, said that the Crewe Works had their beginning in a very small way in 1843. The works built and repaired engines, while there were steelworks in operation in which the Company rolled its own rails. In spite of that fact, the Company was a very good customer to engineers, to say nothing of coal-owners. Every endeavour was made to keep the work up to date, and they were constantly introducing new methods and new machinery with the view to carrying out the work more economically.
Mr. Andrew Lamberton, Member of Council, in replying for the Iron and said there could be no doubt that the Crewe Works stood Steel Institute, pre-eminent in Great Britain as by far the largest of the railway workshops.
Something like 7500 workmen were employed, but altogether there were something like 16,000 employes directly and indirectly connected with the works. While in these visits anticipation was not always realised, he believed that in the present instance they were to inspect a great organisation. They were deeply grateful to the Company for the opportunity afforded of going through the shops, and for their kind hospitality, by which criticism had been to some extent disarmed.
Mr. F. Ree said he realised that an honour was being paid to Crewe by the visit of the Iron and Steel Institute. The iron and steel trades were good barometers, and seeing that the increases in the railway traffics were coming from all parts of the country, he believed that the improvement in trade now in evidence was likely to last. He had in the past been twitted about the Company making everything at Crewe, and not giving the honest trader a chance. He hoped the visitors would tell them where they might be making a mistake from the economical point of view.
On the conclusion of the luncheon the party proceeded to inspect the works, being taken in the first place by special train to the fitting shop of the old works, where the chief objects of interest were a double-headed milling machine and the capstan lathes. Thence they proceeded on foot to visit the drop-hammer forge, where they were shown the forging of bell cranks and adjustment nuts. Regaining the train, they were taken to No. 9 erecting shop, where a number of new locomotives in various stages of erection were exhibited. In the new fitting shop the party inspected the rod milling and cylinder boring machines and those for frame slotting and drilling.. Thence they passed to the boiler shop, in which the hydraulic riveting of the boilers is performed, and where numerous hydraulic riveting machines, boiler stay tapping machines, and pneumatic caulking machines were at work. In the points and crossings shop special machines for the manufacture of points and crossings, and a rail-testing machine, were shown.
In the rail mill and furnaces they witnessed the rolling of the Company's standard rail, 60 feet in length and 85 lbs. per yard, and proceeded thence to the forge, subsequently visiting the steel foundry and the paint shop.
On the conclusion of the tour of inspection the party assembled on the lawn in front of the residence of Mr. C. J. B. Cooke, chief mechanical engineer of the Company, where they were entertained at tea. Mr. A. Pye-Smith took the opportunity to express to Mr. Cooke personally, on behalf of the visiting members of the Institute, their warm appreciation of his kindness, and called for a vote of thanks, which was heartily and unanimously accorded. Mr. Cooke having briefly responded in suitable words, the company was grouped in front of the house and photographed.
The London and North-Western Railway Company's Works, Crewe, which were established in 1843, have gradually grown until at the present day they constitute the largest railway works in the world. The number of persons employed is 7300, to whom may be added over 700 engine-drivers, firemen, and others at the steam-sheds at Crewe Station. The Company have built and own 845 workmen's cottages; they manufacture and supply gas not only to their own works, but to the whole town of Crewe, and they also supply water to the town and works, the supply being derived from the red sandstone at Whitmore, about 12 miles distant. The ground upon which the works stand is about 14. miles long, and its area is 137 acres, of which 48 are covered in. The works are close to Crewe Station, and are divided into three main groups, which are known as "The Old Works," "The Deviation Works," and "The Steel Works."
GENERAL OFFICES.
These are placed nearly central with the works, with their front towards the works line. The façade of the building is 525 feet long. On the ground floor is the office of Mr. C. J. B. Cooke, the chief mechanical engineer and locomotive superintendent; also the offices of the manager of the works, the running department,. the out-station department, and the drawing office, a fine building 200 feet long by 30 in width. On the first floor are the accountant's office, the stores office, and the laboratory and photographic departments.
STEEL WORKS.
Siemens-Martin Home.—In this house are seven 25-ton and two 35-ton steel-melting furnaces, and the gas for these and the reheating furnaces is supplied by 58 Wilson gas-producers. The ladles are handled by hydraulic machinery. The capacity of the steel plant at the present time is 50,000 tons of steel per annum.
Cogging and Rail-Rolling Mills.—The rail ingots as cast are 3 feet 4 inches long and 14 inches square. After reheating, they are reduced in the cogging-mill to a section of 10 inches by 71, inches. They are run directly to the three-high rail-mill, whence, after three passes, they emerge as rails over 60 feet long, their weight being 90 lbs. per yard. The cogging-mill is driven by a pair of vertical reversing engines with cylinders 2 feet 6 inches diameter and 3 feet 6 inches stroke, and the rail-mill by a Corliss engine of about 1200 horse-power.
Points and Crossings Shop.—This shop is fitted with all the necessary appliances in the shape of machine tools requisite for the manufacture of points and crossings required for the permanent way.
Boiler Shop.—This fine shop, measuring 673 feet by 107 feet 6 inches, is fitted with all modern appliances for building and repairing boilers. The number of new locomotive boilers turned out annually is about 200, besides which over 3000 locomotive boilers are repaired here annually. In addition to this, numbers of stationary and other boilers required for the Company's own use are built and repaired; also quantities of steel girders are made for warehouses, roofs, foot-bridges, 8,,c. A portion of the shop has the roof raised, and is fitted with two 15-tou electric cranes, by means of which the longest boilers can be riveted up in a vertical position. There are also four other electric cranes of 10 tons each. Nearly all riveting is done by fixed or portable hydraulic machinery.
Flanging Shop.—In this shop, which is an adjunct to the boiler shop, there are three fine punching and flanging presses with rams up to 2 feet 6 inches diameter, and working at pressures of 2000 lbs. Steel fire-box plates 6 feet 6 inches by 4 feet can be flanged at one operation, the total pressure exerted by the largest press being 650 tons. All locomotive tubes and other plates are flanged by hydraulic presses in this department. The plates are heated in two gas furnaces close to the presses.
The Angle-Iron Smithy also adjoins the boiler shop in which are carried on all the forging and stamping operations required for the work of the various departments.
Erecting Shops.—Nos. 5, 6, 7, and 8 are used for the repairs to locomotive goods engines, and are each fitted with four 25-ton electrically driven travelling cranes for lifting engines. No. 6 is also fitted with a hand gear travelling crane for lifting wheels, and with floor traversers for bringing engines into and taking them out of shops. No. 7 is used as a boiler-mounting and testing shop. No. 8 erecting shop is used partly for the erection of new engines and partly for repairs to old ones. Each of these shops is supplied with four overhead 25-ton electric cranes and the usual machinery required in such shops. No. 9 erecting shop was built in 1992, and is 463 feet long and 110 feet wide. It is used principally for the erection of new engines, and is equipped with four 40-ton and one 4-ton overhead travelling cranes.
A frame-setting stand is provided, upon which the frame plates of each engine are fixed parallel to each other, and all the attachments, such as stay-plates, foot-plates, and horn-blocks are bolted or riveted in position.
The shop is lighted throughout by electricity and warmed by rows of high-pressure water pipes.
Fitting Shop.—Adjoining No. 9 erecting shop the new fitting shop has been built, 463 feet long and 83 feet with. It is well supplied with electrically driven machine tools, and two 4-ton electric cranes run overhead for handling material.
Steel Forge.—This department is fitted with two powerful hydraulic forging presses, one of which is fitted with an electrically worked " turnover " gear; four vertical steam-hammers, ranging from 8 tons to 50 cwts.; one plate and axle mill; a tire mill, which will roll up to 8 feet 9 inches diameter; twenty hydraulic and hand-power cranes, lifts and hoists; various punching and shearing machines; and two 7 feet diameter circular saws for hot metal. The works also comprise a spring mill, an iron forge, steel foundry, nut and bolt shop, wheel shop, and coppersmiths' and tinsmiths' shops.
In the Iron Foundry a great quantity of the work is done by moulding machines; there are seven cupolas with capacities varying from 2 to 30 cwts; the pig iron and coke required for the larger cupolas are raised in the wagon by means of a powerful hydraulic hoist to a platform level with the cupola mouth. The main building is 462 feet long by 121 feet wide. The pattern shop and stores shop adjoin the iron foundry.
Tender Shop. —This is one of the finest shops on the ground, being 530 feet by 121 feet. The tenders are of 1800, 2000, 2500, and 3000 gallons capacity, and are fitted with a Ramsbottom's pick-up apparatus for taking water from troughs while running. The shop is fitted with six 6-ton electric cranes and all necessary and machine tools, all of which are electrically driven.
The Brass Foundry contains two large melting furnaces for the heavier castings and also ranges of crucible furnaces.
Signal Shop.—In this department the whole of the signalling apparatus, including cabins, signals, and locking used on the Company's lines, is made.
The establishment is 280 feet long and 85 feet wide, the various machine tools being driven electrically. On an average about nine sets of signals are turned out per week. The system of interlocking used is that designed by Mr. Webb in 1874, which proved so successful that it has remained in operation until the present day with scarcely any alteration.
DEVIATION WORKf3.
Passing from the Steel Works to the Deviation, the first shop entered is the Testing Shop.—Here are tested pieces of all the steel plates used in the construction of boilers. All chains for cranes and other purposes are made in a smithy adjoining the testing shop. The plant consists of 50to 70-ton testing machines, a 100-ton chain testing machine, and various oil, cement, and other testing appliances.
The Millwright Shop is one of the busiest on the ground, and is one in which is done what may be termed the general engineering work of the Company, such as the building of stationary engine cranes, dynamos, and gas-producers. The plant consists of four 10.ton and one 30-ton electric cranes and of numerous machine tools.
The Electrical Department adjoins the millwright shop, and in this is carried on all the smaller electrical work.
The Joiners' Shop is well supplied with all kinds of wood-working machinery, the plant being capable of supplying all the requirements of the Company, some idea of which may be formed by stating that about 5f million superficial feet of timber are used in one year. The whole of the machinery is driven electrically. An electric power station is situated at the end of the joiners' shop, and contains five 125 horse-power and one 100 horse-power high-speed engines and dynamos, which supply the current required for the machinery in the joiners' shop, saw-mill, and millwrights' shops, and also for lighting those shops and offices. When the dynamos are not running, the current for lighting purposes is supplied by accumulators in an adjoining room.
Near the saw-mill is situated the key-steaming plant, which is used for steaming the wood keys required for fixing the rails in the chairs on the permanent way. The keys are afterwards coated with black-lead and are forced through steel dies, thus securing a uniform and perfectly accurate section in each. They are then counted and conveyed to the stores until required for use.
OLD WORKS.
Here the first shop to be entered is the forge; with five steam-hammers and ten drop-hammers. The stamping work done under the drop-hammer is a special feature of this department. The smithy adjoins the forge, and is fitted with nine steam-hammers and a Thomson electric welder of about 40 horse-power.
The Spring Shop contains a number of hydraulic machines requisite for the making and repairing of the large number of springs required for engines and tenders.
No. 4 erecting shop was formerly reserved for the building of new engines, but is now devoted to the repair of passenger engines. Amongst the notable engines built in this shop may be mentioned the " Charles Dickens," which ran 1 million miles in 9 years 219 days, and on 5th August 1902 had completed 2 million miles. In 1893 there were also here built No. 50, 4 feet 3 inches 8-wheel couple compound coal-engine, and No. 2524, 4 feet 3 inches 8-wheel couple non-compound coal-engine. In April 1894 these engines ran trial trips between Crewe and Stafford, with trains weighing about 700 tons each, when the consumption of fuel was found to be much in favour of the compound engine, amounting to a saving of 23.38 per cent.
No. 3 erecting shop is also chiefly used for repairs to passenger engines, and is fitted with cranes and tools similar to No. 4 erecting shop.
A shop for connecting rods and steam gauges, No. 2 erecting shop, a boiler-mounting shop, a fitting shop, and a store, complete the equipment of the old works.
UNIVERSITY OF MANCHESTER.
LABORATORIES OF THE MANCHESTER SCHOOL OF TECHNOLOGY.
The following statement briefly epitomises the extent and character of the equipment in the various departments of the School.
Mechanical Engineering.—The Materials Testing Laboratory is equipped with three Amsler-Laffon machines, namely, a 25-ton tension machine, a 30-ton compression machine, and a 30-ton beam-bending machine—taking beams up to 14 feet span; a 50-ton Wicksteed horizontal testing machine, taking in specimens up to 9 feet long in tension or compression; and also a specially designed compression press of a capacity up to 900 tons, for crushing brick and masonry piers and the like, together with a complete cement-testing apparatus, a 3000-lbs. wire-testing machine, and a Martens hardness tester.
The equipment of the Hydraulic Laboratory comprises three 20-h.p. turbines of the Girard, Thomson, and Francis types respectively. The inflow of water to either of these turbines is brought from a large service tank of 13,000 gallons capacity, placed on the roof of the building, through 12-inch diameter pipes, so that heads of water up to 100 feet may be obtained at the turbines. The discharge from the latter, after being stilled, flows over a large weir, and returns by a long channel to volumetric measuring tanks, six in number, placed in the sub-basement of the Steam Engine Laboratory. After measurement the water is returned to the high tank by a 12-inch twin series Gwynne centrifugal pump driven by a 220volt 1000-ampere electric motor. A 20-h.p. turbine using 300 cubic feet of water per minute, under heads up to 100 feet, can thus be kept going for many hours by circulating the same water to and from the tank. A cast-iron vee-shaped channel, 110 feet long and of a capacity equal to 3000 gallons per minute, is provided for the study of the flow of water in pipes and channels at varying inclinations. An experimental pump driven by a 120-b.h.p. electric motor provides the means for investigations on various types of pump valves, after the manner of Professor Bach. It is also capable of supplying water under pressures up to 300 lbs. per square inch, at the rate of 300 gallons per minute, for experiments on jets and on the flow of water through pipes, valves, and cocks, and against vanes of different forms. Apparatus for study of the loss of head in sudden enlargements and bends is also available.
The Machine Testing Laboratory is equipped with appliances for friction testing and for the testing of governors, dynamometers, belts, and the efficiency of various methods of transmitting power by chains, ropes and belts, for which latter purpose a large Von Hefner Alteneck transmission dynamometer is provided. A special drill-testing machine is also in use.
A universal lathe-tool dynamometer, a drill-testing machine, and apparatus for the testing of fans and lubricated bearings is also installed.
The Steam Engine Laboratory equipment comprises a 400-h.p. horizontal experimental steam engine built to the designs of Dr. Nicolson by Messrs James Carmichael & Co., of Dundee. All cylinders are specially fitted for the study of the distribution of wall temperatures and for the observation and measurement of valve leakage with different types of distribution valves. The power given out by this engine is taken by a fly-wheel brake with special cooling arrangements and automatic recording and regulating gear.
The Gas and Oil Engine Laboratory is equipped with a 20-b.h.p. Ott-oCrossley gas engine with a blowing cylinder attached which may be used for supplying measured quantities of air to any of the gas or oil engines; a 20-b.h.p. National gas engine, a Fielding and Platt oil engine, a Hornsby-Akroyd oil engine, and also a 3-h.p. petrol engine. A movable Crompton dynamo may be coupled direct to any of these engines to serve as an electrical brake. For the study of mechanical refrigeration there are two plants, each of a capacity equal to 1, ton of ice per day, of the carbonic anhydride and ammonia types respectively, and there is in addition a Whitehead air compressor and liquid air plant. The walls of the cylinders of all the engines in this laboratory are specially fitted with thermometer holes or thermoelectric junctions for temperature measurement. Callendar recording platinum thermometers and a 1,6ry optical pyrometer are provided for taking temperatures in the working fluid of the explosion engines.
Physics and Electrical Engineering.—This department contains 22 rooms devoted to physical and electrical engineering work.
The plant available for testing includes four 100-kw. steam dynamos of different types and a 50-kw. turbo-generator in the central station. There are also over 100 motors, in various parts of the building, aggregating 1250 h.p., varying in size from 4 h.p. to 200 h.p. which are available for testing under various conditions. These are in addition to the large equipment of motors in the dynamo rooms, which are used for experimental Purposes only.
The Electrical Engineering Laboratory, No. 1, contains two two-phase alternators of 15 kw., belt-driven from two 200-volt motors; a 20-kw. three phase alternator for 200 volts and 50 periods coupled direct to a 400-volt continuous-current motor; a direct-connected triple set consisting of a shunt-wound motor of 60 h.p. coupled on either side to machines having an output of 40 kw.; one machine gives 600 amperes at 70 volts, while the other is a compound generator for 500 volts, which is also provided with slip-rings for three-phase work. This laboratory also contains a 40-kw. three-phase generator of the rotating field type. The Electrical Engineering Laboratory, No. 2, is equipped with a set of two 5-kw. rotary converters and transformers; single-phase motors of the Langdon-Davies, Oerlikon, Ileyland, and Fuller-Wenstrom types, specially-designed commutator motor for single-phase work, together with two- and three-phase motors of various patterns. The direct-current plant includes an 8-kw. motor generator, a triple set of 5-kw. machines with magnetic couplings arranged for shunt, series, or compound running, and provided with slip rings for two-, three-, and six-phase working respectively. There are also three dual sets of direct-coupled machines and a number of motors, by various makers, arranged for experimental work. Recent additions to this equipment include a motor-converter set, a variable speed motor with commutating poles and search coils for studying commutation, and a special motor generator set for meter testing.
There are six sets of experimental accumulators in the department, including a battery of 100 cells and a low voltage battery with a maximum discharge rate of 4000 amperes.
The High-Tension Room is furnished with a 20-kw. transformer set, with a Stillwell regulator for voltages up to 100,000, together with other transformers of various patterns, also a special direct-current machine for high-tension dielectric tests.
The Standardising Room contains English, French, and German standards, and has been equipped to deal with current and pressure measurements over a large range, as well as for a variety of refined determinations. A large room is devoted to electrical wiring and fitting, and the rooms in the Department have been wired on different systems for the purpose of illustration.
The Advanced Physical and Special Laboratories are provided with apparatus suitable for work of an advanced character. The equipment includes a Callendar recorder, Steinheil spectrometer and spectroscopes, Pulfrich's refractometer, Zeiss ultra-microscope, pyrometers for the measurement of high temperatures, chronographs, secohmmeter, Kohlrausch and other apparatus for estimating the resistance of electrolytes, Nernst's apparatus for the determination of specific inductive capacity, thermostats, electrical and other calorimeters.
The Electro Chemical Engineering Laboratory is fitted with plant necessary for the preparation of the surface of metals intended to receive a deposit electrolytically and its subsequent treatment, and vats for the deposition of copper, nickel, silver, and other metals; arrangements for deposition on moving cathodes; apparatus to illustrate commercial electrolytic processes; electric-furnaces of the resistance and arc types.
Two types of electrolysers for, the production of bleaching liquid are installed in the Dyehouse, and are available for the use of students.
Applied Chemistry.—There are special laboratories provided for inorganic, organic, and physical chemistry and for gas and water analysis.
Brewing Laboratories. —The brewing laboratory is fitted with benches for analytical and preparation work, microscope tables, incubators, &c., and adjoins a brewing instrument room in which accommodation is found for saccharimeters, sterilisers, colorimeters, &c. The experimental brewery contains a complete model working brewery plant of about four bushels capacity.
Metallurgical Laboratories.—The elementary and advanced metallurgical laboratories are fitted with wind and muffle furnaces worked by gas and coke, and with Carr furnaces, &c., and with appliances for pyrometric and metallographic work.
Dyeing Laboratories.—The dyeing laboratory is fitted with experimental dye-baths, jacketed colour pans, and drying cupboards heated by steam, hand-printing machines, and other necessary appliances for carrying out experimental and comparative dye trials on a small scale. With it is connected a pattern room and a laboratory for the analytical and other general chemical work relating to dyeing.
The Bleaching, Dyeing, Printing, and Finishing House- and Paper-making Laboratories.—Special arrangements are made, in a suitably-designed building erected contiguous to the School, for practical instruction in bleaching, dyeing, printing, and finishing textiles, and for paper-making. The building contains a testing laboratory for paper, a lecture-room, a dark-room, and a photomicrographic laboratory, and is also equipped with machines of special design and construction, intended for use in experimental operations and research on an industrial scale in connection with the bleaching, dyeing, printing, and finishing of textiles, and with the manufacture, dyeing, and finishing of paper.
Textile Manufacture.—The department contains a complete plant for the spinning of yarns from cotton and waste cotton; the preparation of cotton and mixed yarn for the loom; the manufacture of cotton and mixed goods by hand and power; the preparation of silk yarns and their manufacture by hand and power; and for the chemical, microscopical, and mechanical testing of fibres, yarns, and fabrics.
MANCHESTER TOWN HALL.
The Town Hall at Manchester is a building of commanding appearance, which was designed by Mr. Alfred Waterhouse, R.A., and opened in September 1877. It covers an area of no less than 8648 square yards, having the principal façade, the length of which is 387 feet, in Albert Square, and it was erected at a cost of about £1,000,000. It contains:314 rooms, of which the largest measures 100 feet by 50 feet, its height being 58 feet, and the suite of state apartments has a total length of 300 feet.
There is a handsome tower 280 feet high, surmounted by a ball. In the tower is suspended a chime of twenty-one bells, having a total weight of 34 tons 51 cwt. The dimensions of the great bell are as follows: Height, 6 feet; diameter, 7 feet 71 inches; weight, 8 tons 2 cwt. In the principal hall there is an organ by Cavaille-Coll, having four manuals.
The celebrated Mural Paintings by Ford Madox Brown form a series of panels in the .Great Hall, the subjects dealt with being illustrations of the history of Manchester and of its foundation by the Romans. They are twelve in number.
- Panel 1. The Romans building a Fort at Mancenion, A. D. 60.
- Panel 2. The Baptism of Edwin, King of Northumbria and Deira, A.D. 627.
- Panel 3. The Expulsion of the Danes from Manchester, A.D. 910.
- Panel 4. The Establishment of Flemish Weavers in Manchester, A.D. 1363.
- Panel 5. The Trial of Wycliffe, A.D. 1377.
- Panel 6. The Proclamation regarding Weights and Measures by the Court Leet, A.D. 1556.
- Panel 7. Master William Crabtree watching the Transit of Venus, A.D. 1639.
- Panel 8. Humphrey Chetham's Life Dream (The Foundation of Chetham's School), A.D. 1640.
- Panel 9. Bradshaw's Defence of Manchester (Battle of Salford Bridge), A.D. 1642.
- Panel 10. John Kay, Inventor of the Fly Shuttle, A.D. 1753.
- Panel 11. The Opening of the Bridgewater Canal, A.D. 1761.
- Panel 12. John Dalton Collecting Marsh-fire. (No date assigned.)
THE JOHN RYLANDS LIBRARY, MANCHESTER.
The John Rylands Library, which was formally dedicated to the public on 6th October, 1899, was erected, equipped, and endowed by Mrs. Rylands, as a memorial to her husband. It contains 140,000 volumes, of which 40,000 consist of the famous Althorp Collection, which was acquired from Earl Spencer in 1892, having been originally formed by George John, second Earl Spencer. The most noteworthy feature of the Library is its unrivalled collection of books printed prior to the year 1501. Of these books upwards of 2500 volumes are to be found in the Library. Amongst other treasures is the famous block print of St. Christopher, bearing an inscription of two lines, and the date 1423. It is the earliest known piece of print to which a date is attached, and there is no other copy extant. The print has been coloured by hand, and is pasted on the inside of the right-hand board of the binding of a manuscript entitled Laos Virginis, written in 1417. The use of separate letters for printing cannot be traced further back than about 1440, when Gutenberg appears to have been making experiments at Strassburg.
The first such printed document to which a place or date can be definitely assigned is the Indulgence granted by Pope Nicholas V., in 1452, for the King of Cyprus. These letters, which conferred privileges on all Christians contributing to the cost of the war against the Turks, were printed at Mainz in 1454 and 1455. Copies are contained in the Library, which has also copies of two Bibles which have been adcribed to Gutenberg. Specimens of early printed books from English presses constitute, however, the greatest attraction of the Library, which contains fifty-five genuine Caxtons, of which thirty-six are perfect, and three are " unique." These latter are: " The Four Sons of Aymon," " Blanchardyn and Eglantyne," and the broadside, " Death-Bed Prayers." The Library also possesses many examples of works printed by Wynkyn de Worde, Lettou, Machlinia, Pynson, Julian Notary, and the Schoolmaster Printer of St. Albans. There is also a splendid collection of early Bibles and of famous bindings.
The Library is housed in a beautiful building in the later Gothic style, designed by Mr. Basil Champneys, and is enriched by twenty portrait statues designed by Robert Bridgeman, of Lichfield. These are supplemented by two stained-glass windows by Mr. C. E. Kempe. The great north window is symbolical of Theology, while the south window represents Literature and Art. The rooms are panelled throughout in Dantzig oak, and the floors are of polished oak blocks.
VISIT TO CHATSWORTH.
On the afternoon of Friday, September 30th, a Garden Party was given by the President and by the Duchess of Devonshire at Chatsworth. Preparations had been made on an extensive scale, and the Reception Committee had provided three special trains timed to leave the Midland Railway Company's station at Buxton at intervals between 2.5 and 2.35 P.M. for Hassop Station, where the visitors were met by conveyances. About 500 persons availed themselves of the exceptional opportunity thus afforded to visit the famous " Palace of the Peak" under the happiest and most favourable conditions possible. The drive from Hassop was made through Bakewell and Chatsworth Great Park, the first contingent arriving at 3.15, and the remainder in quick succession, the vehicles being banked on the slopes in front of the great gates. Nearly 100 persons journeyed independently from Buxton and from Sheffield in their own motor cars, and it is evident that in future years special arrangements will have to be made to provide for this unknown factor, which bids fair to increase in proportion and seriously to complicate the work of organisation, as it becomes more and more difficult to forecast the numbers to be expected on any given occasion.
No special inconvenience was, however, experienced from this muse on the present occasion.
On passing through the entrance gates, where they were presented with a tastefully printed brochure descriptive of Chatsworth, its paintings, sculpture, architecture, and its priceless collections, the visitors proceeded on foot to the Great Hall, and passed up the Southi Staircase, at the head of which they were received by the Duke and Duchess of Devonshire, who were accompanied by their daughters, the Ladies Maud, Blanche, Dorothy, and Rachel Cavendish. The Marquis of Hartington, whose presence at the May Meeting of the Institute in London will be remembered by many of the members, was unable to be present owing to his absence at school. When each of the visitors had been duly presented, they proceeded to view the mansion and its art treasures, no restriction whatever being placed upon their inclination to wander at will over the entire premises. In such circumstances it is not surprising that even those members who, by virtue of their residing within comparatively easy distance of Chatsworth, had often visited it before, should on this occasion have found an opportunity for a far more extensive inspection than they had ever previously been privileged to make. Their progress was greatly facilitated by the footmen and servants on duty, who, so far from imposing any barriers, did everything in their power to help and direct the visitors and to answer all inquiries. Meanwhile, the Band of the Derbyshire Imperial Yeomanry, under the conductorship of Lieutenant Sadler, was playing at the south front of the house, and it was not long before the majority of the visitors had found their way out into the gardens. The weather was perfectly delightful, and to the natural attractions of the beautiful grounds were superadded those of the celebrated fountains, which were playing on the central lawn in front of the house. The largest of these is known as the Emperor Fountain, and is one of the most magnificent in Europe, the jet attaining an enormous height. On the eastern terrace a large marquee had been erected, and here tea and light refreshments were served during the afternoon. Before dispersing, a photograph m as taken of the whole party assembled on the steps.
"The Palace of the Peak," as Chatsworth is often called, stands on the site of an older mansion, built by Sir William Cavendish on his purchasing the estates of the old Derbyshire family of Agard. The old Hall was for many years the residence of Mary Queen of Scots, while prisoner under the care of the Earl of Shrewsbury, whose wife was the widow of Sir William Cavendish. The third Earl of Devonshire, who was afterwards created Duke of Devonshire, commenced rebuilding the house, the later stages of the erection of which were conducted under the supervision of Sir Christopher Wren, and the work being practically completed in 1706. The sixth Duke of Devonshire effected extensive improvements in 1820.
The justly celebrated grounds and the Great Conservatory are the work of Sir Joseph Paxton, for many years Director of Kew Gardens, and the designer and architect of the Great Exhibition of 1851, which was subsequently re-erected at Sydenham as the Crystal Palace.
The Hall contains numerous antique busts and figures, and two splendid vases, which occupy the side openings of the north corridor. This corridor has a tessellated pavement, tastefully inlaid with a variety of beautiful marbles. Along the side walls are arranged some fine antiques, supported on brackets.
The Great Hall is 60 feet by 27 feet. The mosaic floor was laid by Watson. The decorations, by Verrio and Laguerre, are taken from the history of Julius Caesar. In one compartment is represented the crossing of the Rubicon; in another Caesar's voyage across the Adriatic to his army at Brundusium; the left side contains his sacrifice previous to going to the Senate, after the closing of the temple of Janus; over the north entrance is portrayed his Death; and on the ceiling his Deification.
The Great South Staircase is adorned with paintings, and figures occupy the niches.
The State Apartments form the most magnificent portion of the oldest part of the mansion the ceilings exhibit the work of Verrio and Sir James Thornhill, among which are the Judgment of Paris; Phaeton taking charge of the horses of the Sun; Aurora, as the Morning Star, chasing away Night; the Discovery of Mars and Venus, and other mythological subjects.
The floors are of oak, curiously inlaid, and the whole suite is panelled with wood of the choicest description, and furnished with costly cabinets, paintings by the old masters, and Gobelin tapestries from the cartoons of Raphael.
The State Bedroom contains the bed of George II., and also the chairs and footstools used at the coronation of George III. and Queen Charlotte.
The fine canopy wrought by the Countess of Shrewsbury, and the wardrobe of Louis XIV. are also here.
In the State Music Room are the two gorgeously gilt chairs in which William IV. and Queen Adelaide were crowned. Here also is a fine portrait, by Mytems or Paul Vansomer, of the first Duke of Devonshire in his robes of state.
In the State Drawing Room is a striking bust of Louis XIV., the head of which is bronze and the lower portion of Oriental alabaster. Here is also a model of a Russian Farm.
In the State Dining Room are busts of William, fifth Duke of Devonshire; Francis, Duke of Bedford; Charles James Fox; and Lord George and Lady Cavendish. On a table of polished malachite (a present from Alexander I.
of Russia) stands the elegant malachite clock presented to his Grace by the late Czar Nicholas, accompanied by two fine square vases of the same material. The length of the suite of rooms is about 190 feet, and the view from the apartments is extremely beautiful. Overlooking the ornamental and extensive pleasure-grounds, enriched with every device of art, the eye wanders through the pleasant vale of Chatsworth to the wooded heights of Stanton and the green hill-sides of Darley Dale.
The South Galleries: in the upper of these galleries are over a thousand original drawings of a deeply interesting character, by Rubens, Salvator Rosa, Claude Lorraine, Raphael, Titian, Correggio, and others.
The Red Velvet Room (Billiard Room) abounds in beautiful pictures and art treasures. Its ceiling is richly decorated by Sir James Thornhill. Here is Eastlake's splendid picture of the Spartan Iskdas. Here, too, is a picture of "Bolton Abbey in the Olden Time " by Landseer.
The Great Drawing Room is a noble apartment, richly furnished and stored with valuable works of art. In this room is a table deserving particular attention, being composed of different splendid minerals of various colours, and unsurpassed in beauty by anything of the kind in the house.
The Library is the second of the long range of rooms forming the east front, an extent of nearly 560 feet. Count Bjornstjerne, the Swedish Ambassador, on seeing this suite of rooms, pronounced it to be the finest in Europe.
The Great Library is one of the most splendid rooms in Chatsworth, and finished in a style unique in richness, elegance, and beauty. The ground of the ceiling is white, adorned with burnished gold ornamental work in basrelief, forming a splendid framework to five circular paintings set within.
The bookcases are of Spanish mahogany, and are divided into compartments by semi-circular metallic columns, richly gilt; these expand into a finely-formed leaf, and support the floor of a gallery carried along three sides of the room for the convenience of reaching books from the upper shelves.
The gallery, which is approached by a secret stair, is fenced by a handsome carved balustrade, ornamented with dead and burnished gold. The chimney-piece is of Carrara marble, finely sculptured in columns of wreathed foliage, and surmounted by a magnificent mirror, 6 feet by 4 feet 6 inches.
The Ante-Library is fitted up in the same style. The ceiling is adorned with a beautiful picture by Hayter, and two smaller subjects by Charles Landseer. An immense collection of medallions of distinguished persons, ancient and modern, are among the curiosities of this room. A door on the west side opens into the Great North Staircase, which is distinguished for its beauty and extent; it is of oak, with richly carved balustrades, and contains portraits of the late Emperor of Russia and his Consort; Richard, third Earl of Burlington; and George IV. in his robes, by Sir Thomas Lawrence.
The Cabinet Library has a splendid coved ceiling, divided into compartments, and supported by columns of beautiful marble, surmounted with richly gilt Corinthian capitals.
The Dining Room is the most splendid apartment in Chatsworth. The ceiling is slightly coved, and divided into numerous gilt panels on a ground of the purest white. The deep plinth that surrounds the room, and all below the sue-base, are of polished Hopton marble. The walls are adorned with family portraits, by Vandyke, Honthorst, and Sir Godfrey Kneller.
The door-cases are columns of Sicilian jasper and African marble, based on suitable pedestals, and surmounted with Ionic capitals. The two chimneypieces are unique in design, tastefully sculptured in the purest statuary, and adorned with life-sized figures in full relief; one is by the younger Westmacott and the other by Siever.
See Also
Sources of Information