DOI Seite / Zitierlink:
https://doi.org/10.11588/diglit.1401#0114
bottom rail consists of two flat bars | |, which are riveted together at intervals, and at the ends are riveted, both attwT
and bottom, to cast-iron standards. The frame thus formed is subdivided by other cast-iron standards, eight feet apart
ia.s ________________. whose ends are passed between the bars of th
upper and lower rails, and secured by rivets^
Thus far completed, the forty-eight-fcet truss
forms a framework of six rectangles (see dia
gram), the seventy-two-fcet truss having nine •
these arc divided in the direction of one of th'
diagonals by a flat iron bar passing between and riveted to those forming the top and bottom rails ; and to render tho
appearance uniform with that of the cast-iron girders, a flat bar of wood shown by the dotted lines is placed in the other
diao-onal The seventy-two-fcet trusses arc cambered or bent upwards about ten inches, which improves their appear
ance, and adds considerably to their strength. The form and arrangement of these trusses may be clearly traced in the
interior views of the building, presented to the reader in previous numbers. _
The riveting together of the wrought iron trusses was done on the site of the building, and formed one of the
numerous interesting operations which attracted such a great number of visitors to the works during their prowess
DIAGRAM OP 48-FEET GIRDER.
men oemg empioyeu upujieuu^ uuM, uy t-n^,
of the amount of labour in those trusses it may be mentioned that each of those, forty-cigm, iuui m icrigui, is held
together by more than fifty rivets, requiring more than twice that number of holes to be made in bars of iron varying
in thickness from a quarter of an inch upwards. About 25,000 rivets were thus required for the whole of the work,
Several mechanical contrivances used in connexion with this part of the work wc shall take another opportunity of
describing.
B;terjjtort[ itt tjr* (Prptitl ^klut
I - - V l
No, II-—RAILWAY SIGNALS.
The importance of the railway system has been acknow-
ledged on all hands, and as a "great fact" it has asserted
itself boldly in the Exhibition. Besides railway carriages,
locomotives with tenders and engines without, we have
there a great variety of those useful—nay, indispensable—
appendages to a railway, known as " Signals." They are
of several kinds, and are exhibited by numerous firms;
but a short description and illustration of two will convey
a general notion of the whole.
The Semaphores constructed on railways usually consist
of an upright mast, varying in altitude according to cir-
cumstances, with fan-liko arms attached, which convey
the desired information to the drivers of approaching
trains. "When the arm, which is painted red and is always
on to the left of the engine-driver, is at right angles to the
mast, it is the signal of danger, and the train must be im-
mediately stopped; if it be at an angle of 45 degrees,
caution must be observed; and if the arm be parallel with
the post, it announces the signal all right. At night and
in foggy weather lamps are also used, having red, green,
and white glasses, to signify respectively danger, caution,
and all right.
The double station signal shown in our engraving is ex-
hibited by Messrs. Stevens and Son, manufacturers and
patentees, Darlington Works, Southwark-bridge-road.
It consists of two Semaphores, and is employed at junc-
tions, where it is obviously necessary that special pre-
cautions should be observed to prevent collisions. Besides
the Semaphores there is a wooden cottage for the policeman
on duty, a platform with apparatus for working the signals,
and for shifting the points; the ladders and gallery are to
enable him to light and trim the lamps. In order better
to comprehend the value of this invention, let us suppose
on each of the two railways, which here form a junction,
a train to be advancing. If the arms continued in the
position represented in the cut, both trains would be
stopped; but the policeman putting his foot into a kind of
stirrup, four of which are arranged side by side, lowers
one of the arms, and the train tnus signalled proceeds,
while the policeman, by means of the handles in front of
him, shifts the points if necessary. Through the agency
of the mechanism above-mentioned, a policeman with per-
fect ease can regulate the movements of four trains ad-
vancing simultaneously.
In the left hand corner of the engraving will be found a
representation of another kind of signal, the invention of Mr.
Torrop. It is called the " Patent Railway and Steamboat
Time Signal," and is exhibited by Mr. Tidmarsh, manu-
facturer, Jamaica-row, Bermondsey. This signal consists
of a copper ball, 18 inches in diameter, descending down
a pole or pillar, 16 feet high (at night lit up with lamps,
according to locality), and occupying ten minutes in its
descent. It is wound up to the top by clockwork with
scarcely any trouble immediately a train has passed, thus
showing to the engine-didver of the next train, at one
view, how far the train next before him has gone on, by
the distance the ball has travelled down the pole—if half
way five minutes, if all the way ten minutes ; and so on,
in proportion to its distance from the top. The signal is
thus an unmistakable guide to engine-drivers, instructing
them to shut off the steam, or proceed at a greater rate,
according to circumstances. The essential superiority of
this signal over all others in present use, for the purpose
referred to, is very apparent, for it is of the most vital
consequence that the engine-driver should not only be
effectually made aware when a train is in proximity to his
own, but how far it is from him ; and this signal is so iar
the only method by which both these important points can
at once be attained, and that is a way which cannot be
mistaken by the engine-driver. Even when passing this
signal at full speed, the action of the apparatus is quite
apparent; and from it's construction it is not likely to ge
out of repair. It attracted much attention in the Exhi-
bition from scientific men, and has been approved of ty
the Scotch Society of Arts, who, at their annual meeting
in November, 1849, on the recommendation of a com-
and bottom, to cast-iron standards. The frame thus formed is subdivided by other cast-iron standards, eight feet apart
ia.s ________________. whose ends are passed between the bars of th
upper and lower rails, and secured by rivets^
Thus far completed, the forty-eight-fcet truss
forms a framework of six rectangles (see dia
gram), the seventy-two-fcet truss having nine •
these arc divided in the direction of one of th'
diagonals by a flat iron bar passing between and riveted to those forming the top and bottom rails ; and to render tho
appearance uniform with that of the cast-iron girders, a flat bar of wood shown by the dotted lines is placed in the other
diao-onal The seventy-two-fcet trusses arc cambered or bent upwards about ten inches, which improves their appear
ance, and adds considerably to their strength. The form and arrangement of these trusses may be clearly traced in the
interior views of the building, presented to the reader in previous numbers. _
The riveting together of the wrought iron trusses was done on the site of the building, and formed one of the
numerous interesting operations which attracted such a great number of visitors to the works during their prowess
DIAGRAM OP 48-FEET GIRDER.
men oemg empioyeu upujieuu^ uuM, uy t-n^,
of the amount of labour in those trusses it may be mentioned that each of those, forty-cigm, iuui m icrigui, is held
together by more than fifty rivets, requiring more than twice that number of holes to be made in bars of iron varying
in thickness from a quarter of an inch upwards. About 25,000 rivets were thus required for the whole of the work,
Several mechanical contrivances used in connexion with this part of the work wc shall take another opportunity of
describing.
B;terjjtort[ itt tjr* (Prptitl ^klut
I - - V l
No, II-—RAILWAY SIGNALS.
The importance of the railway system has been acknow-
ledged on all hands, and as a "great fact" it has asserted
itself boldly in the Exhibition. Besides railway carriages,
locomotives with tenders and engines without, we have
there a great variety of those useful—nay, indispensable—
appendages to a railway, known as " Signals." They are
of several kinds, and are exhibited by numerous firms;
but a short description and illustration of two will convey
a general notion of the whole.
The Semaphores constructed on railways usually consist
of an upright mast, varying in altitude according to cir-
cumstances, with fan-liko arms attached, which convey
the desired information to the drivers of approaching
trains. "When the arm, which is painted red and is always
on to the left of the engine-driver, is at right angles to the
mast, it is the signal of danger, and the train must be im-
mediately stopped; if it be at an angle of 45 degrees,
caution must be observed; and if the arm be parallel with
the post, it announces the signal all right. At night and
in foggy weather lamps are also used, having red, green,
and white glasses, to signify respectively danger, caution,
and all right.
The double station signal shown in our engraving is ex-
hibited by Messrs. Stevens and Son, manufacturers and
patentees, Darlington Works, Southwark-bridge-road.
It consists of two Semaphores, and is employed at junc-
tions, where it is obviously necessary that special pre-
cautions should be observed to prevent collisions. Besides
the Semaphores there is a wooden cottage for the policeman
on duty, a platform with apparatus for working the signals,
and for shifting the points; the ladders and gallery are to
enable him to light and trim the lamps. In order better
to comprehend the value of this invention, let us suppose
on each of the two railways, which here form a junction,
a train to be advancing. If the arms continued in the
position represented in the cut, both trains would be
stopped; but the policeman putting his foot into a kind of
stirrup, four of which are arranged side by side, lowers
one of the arms, and the train tnus signalled proceeds,
while the policeman, by means of the handles in front of
him, shifts the points if necessary. Through the agency
of the mechanism above-mentioned, a policeman with per-
fect ease can regulate the movements of four trains ad-
vancing simultaneously.
In the left hand corner of the engraving will be found a
representation of another kind of signal, the invention of Mr.
Torrop. It is called the " Patent Railway and Steamboat
Time Signal," and is exhibited by Mr. Tidmarsh, manu-
facturer, Jamaica-row, Bermondsey. This signal consists
of a copper ball, 18 inches in diameter, descending down
a pole or pillar, 16 feet high (at night lit up with lamps,
according to locality), and occupying ten minutes in its
descent. It is wound up to the top by clockwork with
scarcely any trouble immediately a train has passed, thus
showing to the engine-didver of the next train, at one
view, how far the train next before him has gone on, by
the distance the ball has travelled down the pole—if half
way five minutes, if all the way ten minutes ; and so on,
in proportion to its distance from the top. The signal is
thus an unmistakable guide to engine-drivers, instructing
them to shut off the steam, or proceed at a greater rate,
according to circumstances. The essential superiority of
this signal over all others in present use, for the purpose
referred to, is very apparent, for it is of the most vital
consequence that the engine-driver should not only be
effectually made aware when a train is in proximity to his
own, but how far it is from him ; and this signal is so iar
the only method by which both these important points can
at once be attained, and that is a way which cannot be
mistaken by the engine-driver. Even when passing this
signal at full speed, the action of the apparatus is quite
apparent; and from it's construction it is not likely to ge
out of repair. It attracted much attention in the Exhi-
bition from scientific men, and has been approved of ty
the Scotch Society of Arts, who, at their annual meeting
in November, 1849, on the recommendation of a com-