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Modern cycles : a practical handbook on their construction and repair
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- H ifH'actical Ibanbbook
- THEIR CONSTRUCTION AND REPAIE
- B Y
- A. J. WALLIS-TAYLER, C.E,
- Assoc. Memb. Inst. C.E.
- AUTHOR OF “ REFRIGERATING AND ICE-MAKING MACHINERY,” “ SUGAR MACHINERY,” “ BEARINGS AND LUBRICATION,” ETC, ETC.
- XHUtb ovec 300 3llustrationô
- jxi
- LONDON :
- CROSBY LOCKWOOD AND SON
- 7 STATIONERS’ HALL COURT, LUDGATE HILL
- 1897
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- /y THE PRESS.
- Crown 8vo, cloth, fully Illustrated.
- Price about 4s. 6d.
- j MOTOR CARS OR POWER CARRIAGES FOR COMMON ROADS.
- Containing descriptions and illustrations of the most notable early and modem examples of self-propclled vehicles, by
- A. J. Wallis-Tayler, C.E., A.M.I.C.E.
- LONDON: CROSBY LOCKWOOD & SON.
- Printed at The Darien Press, Edinburgh.
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- PREFACE.
- The construction of cycles has now been brought to such a degree of perfection as to render a book deal-ing with the subject less ephemeral in character than would hâve been the case a few years ago. The présent almost universal use of cycles, moreover, has increased a hundred-fold the interest in, and the want of, such a work.
- As far back as 1886 the President of the Institution of Mechanical Engineers, when closing the discussion upon papers read upon this subject, remarked that “ bicycles and tricycles were now everywhere so plentiful that they were sometimes voted a nuisance, and thought unworthy of récognition by dignified engineers. But he was sure that those who had heard the papers, and especially those who had enjoyed the advantage of going over the makers’ Works at Coventry, must hâve felt that these
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- IV
- PREFACE.
- machines wcre very well worthy of attention, and had, corne to be a most important feature in modem civilisation.”
- The ten years which hâve elapsed since these observations were made hâve brought about the perfection of the “ rear-driving safety ” cycle, then just introduced, and the re-invention and practically universal application of pneumatic tyres ; and the manufacture of cycles may now truly be said to hâve attained to an importance which renders it a subject of interest to ail engineers, and not merely to those connected with the production of the machines.
- Every year numerous improvements are made in the various parts of cycles, or in accessories thereto, by persons who usually desire to secure protection for their ideas, and to reap ail possible advantage therefrom. To render the présent work valuable to this class of readers, short abridgments of some of the most interesting patents relating to each part of cycle construction are given ; and it is hoped that this feature of the book, by showing something of what has been already done in particular directions, will assist inventors in judging as to the novelty, 01
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- PREFACE.
- V
- otherwise, of their improvements, and as to whethcr or not they are worth procceding with, before ex-pending perhaps a considérable amount of time and money.
- When it is considered that the factor of safetv allowed in cycles is only ij as against 4 to 10 in ordinary machinery, it will be readily seen, with this small margin, how important it is that ail riders should be acquaintcd with the weak points in the machines they use, and be able to make a tolerably accurate estimate of the strains to which they may be safely subjected, thereby avoiding possibly danger-ous accidents. Consequently, a book of this description appeals also to ail cycle riders, now a very numerous class, every one of whom should know the why and the wherefore of the various truths and facts which he learns by expérience with his machine.
- The subject of repairs and renewals, which has been dealt with in a separate chapter, and as fully as the space at command would admit of, should also prove of service to many riders, who, having the necessary mechanical ability and the requisite tools and appli-ances at command, may desire to undertake for themselves the execution of such work.
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- VI
- PREFACE.
- The purely theoretical aspect of the subject, which would necessitate treating of geometry, kinematics, dynamics, mechanics, &c., has been avoided as much as possible. Those in want of information can obtain ample store in the many excellent works upon these sciences already published ; and the insertion, in a book of this description, of an elementary treatise on the principles of mechanics would only tend to swell the work to undue proportions, and to necessitate the exclusion of useful matter.
- A. J. Wallis-Tayler.
- 323 High Holborn, London, W.C., December 1896.
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- TABLE OF CONTENTS.
- CHAPTER I.—INTRODUCTION.
- PAGE
- Brief History of the Cycle ..... i
- CHAPTER II.— MODERN SAFETY BICYCLES OR DICYCLES.
- Roadsters—Racers—Machines adapted for Ladies’ Use —
- Bicycles or Dicycles for Two or More Riders—Tandem Bicycles—Triplets, Quadruplets, &c.—Sociable Bicycles or Dicycles—Convertibles . . . . n
- CHAPTER III.—MODERN TRICYCLES OR THREE-WIIEELED CYCLES.
- Tandem Tricycles—Sociable Tricycles. . . .36
- CHAPTER IV. —CARRIERS.
- Passenger Carriers - Goods Carriers .... 47
- CHAPTER V.—MISCELLANEOUS MACHINES. Quadricycles or Tetracycles—Multicycles—Unicycles or Monocycles—Manumotive or Iland-power Velocipedes—Ice Velocipedes—Water Cycles .... 52
- CHAPTER VI.—EFFICIENCY OF CYCLES. Distribution of Wheel Load in Bicycles—Efficiency of Three-wheeled Cycles or Tricycles—Adjustment—Momentum of Cycle and Rider—Power consumed in Driving. Dynamics.
- Statics—Weight Distribution—Compression of Tyres—
- Centre of Gravity—Strength of Parts. Kinematics— Traction—Pressure on Pedal—Work Done—Energy of Motion—Vibration—Economie Considérations . . 61
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- CONTENTS.
- viii
- PAGE
- CHAPTER VII.—COMPONENT PARTS OF CYCLES.
- The Framework. Wheels—Hubs—Rims—Spokes—Spring Wheels—Disc Wheels—Spring Tyres—Pneumatic Tyres and Valves. The Steering—Steering Heads—Handle-bars—Forks. Driving Gear — Chain-driving Gear —
- Driving Bands—Cam Gear—Crank Gear—Toothed Gear. Variable Speed Gear — Epicyclic Gear — Variable Throw Cranks—Change Wheels—Expanding Chain or Sprocket Wheels—Double Sets of Chain Gearings, &c.— Reciprocating Cranks—Crank Arms—Pedals—Saddles or Seats—Brakes—Fittings and Accessories ... 79
- CHAPTER VIII.—THE MANUFACTURE OF CYCLES.
- Framework—Wheels—Driving Gear—Enamelling. Nickel-Plating—Polishing —Baths—The Plating Tank or Vat —
- Electric Current—Preliminary Préparation—Treatment of Different Metals—Stripping and Replating—General Observations . . . . . . 246
- CHAPTER IX.—REPAIRS AND RENEWALS.
- Frames, &c.—Wheels—Machined Work—Tyres . . 278
- APPENDIX.
- Verbatim Copy of Thomson’s Spécification, No. 10,990, 1845, or Carriage Wheels (the P'irst Tâtent for a Pneumatic or Air Tyre) ...... 316
- Index .
- 321
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- LIST OF ILLUSTRATIONS.
- FIG. PAGE
- 1. Dandy or Hobby-horse ..... 4
- 2. “ Bone-shaker ” ...... 5
- 3. “ Ordinary” or High Bicycle .... 7
- 4. The “ Club” Safety Bicycle ..... 8
- 5. Humber Roadster Safety . . . . .13
- 6. Starley Brothers’ Roadster Safety . . . .14
- 7. Premier Cycle Co. Ltd. Roadster Safety . . .15
- 8. Sparkbrook Manufacturing Co. Ltd. Roadster Safety . 16
- 9. Drzewiecki “ Cyclet ” Roadster Safety . . .17
- 10. Crypto Works Co. Ltd. “ Bantam ” Roadster Safety . 20
- 11. Humber Lady’s Safety . . . .23
- 12. Starley Brothers’ Lady’s Safety . . . .24
- 13. Premier Cycle Co. Ltd. Lady’s Safety . . .25
- 14. Sparkbrook Manufacturing Co. Ltd. Lady’s Safety . . 26
- 15* Humber & Co. Ltd. Tandem . . . .28
- 16. Humber & Co. Ltd. Open-Fronted Tandem . . 29
- 17. Humber & Co. Ltd. Tandem Racer . . . .30
- 18. Lîumber & Co. Ltd. Triplet . ... 31
- 19. Punnett Sociable Single-track Bicycle or Dicycle . . 32
- 20. Starley Brothers’ Gentleman’s Tricycle . . -39
- 21. Humber & Co. Ltd. Gentleman’s Tricyie . . .40
- 22. Sparkbrook Manufacturing Co. Ltd. Gentleman’s Tricycle . 41
- 23. Marriott & Cooper Gentleman’s Tricycle . . .42
- 24. Marriott & Cooper Tandem Tricycle . . . .44
- 25. Singer & Co. Ltd. Front-driver Parcel-Carrying Machine . 51
- 26. Monocycle or Unicycle ..... 54
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- LIST OF ILLUSTRATIONS.
- FIG. l'AGE
- 27. Sociable Monocycle or Unicycle . . . -55
- 28. Singer Manumotive or Hand-power Velocipede . . 58
- 29. Diagram showing Distribution of Wheel Load in “ Ordinary ” 64
- 30. Diagram showing Distribution of Wheel Load in “Club”
- Safety ....... 65
- 31. Diagram showing Distribution of Wheel Load in “ Xtra-
- ordinary ” Safety . . . . .65
- 32. Diagram showing Distribution of Wheel Load in “ Bantam ”
- Safety......................................66
- 33. Diagram showing Distribution of Wheel Load in “ Cyclet ”
- Safety ....... 67
- 34. Diagram showing Distribution of Wheel Load in Rear-
- Driving Chain Safety ..... 68
- 35. Standard Pattern Bicycle Frame . . . -79
- 36. Premier Co. Plelical Tube . . . . .80
- 37. Fowler Truss Frame ...... 84
- 38. Method of forming Joints in Frames without Brazing . 85
- 39. Dover’s Method of forming Joints in Bamboo Frames . 88
- 40. MfAnney’s Method of forming Joints in Bamboo Frames . 89
- 41. Diagram showing Construction of Typical Bail Bearing . 95
- 42,43. Æolus Bail Bearings . . . . -97
- 44. Premier Cycle Co. Hub . . . . .98
- 45. Rudge-Whitworth Ltd. Hub . . . .99
- 46. Barrel or Disc-adjlisting Hub . . . .100
- 47. Humber Dust-proof and Oil-retaining Hub . . . 101
- 48. Preston Davies Adjustable Plub .... 102
- 50. Perry & Co. Ltd. Elongated Dust-proof Hub . . 104
- 51. Harry James Adjustable Hub . . . .104
- 52. Kotin-Ta>ler Roller Plub ..... 105
- 53-57. Warwick Hollow Metallic Rims or Felloes . 107, 108
- 58. Westwood-Butler Hollow Metallic Rim or Felloe . . 108
- 59. Westwood Metallic Rim . . . . 109
- 60. 61. Sparkbrook'Hollow Metallic Rim or Felloe . 109, 110
- 62. James Hollow Détachable Rim . . . .110
- 63. James Hollow Continental Rim . . . .110
- 64. James Inside Bead Rim . . . . . IIO
- 65. James Single Rim . . . . . .lit
- 66. Boston Laminated Wood Rim . . . .111
- 67. Hurndall Laminated Wood Rim . . . 111
- 68-72. Various Patterns of Wire Spolies . . .112
- 74. Disc Wheel (Side View) . . . . .115
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- LIST OF ILLUSTRATIONS. XI
- FIG. PAGE
- 75. Disc Wheel (Trans. Sect. ) . . . . .116
- 76. Wallis-Tayler Spring Tyre . . . . .117
- 77-79. Honrath Spring Tyres . . . . .118
- 80. Dunlop Pneumatic or Air Tyre . . . .120
- 81. Dunlop Pneumatic Valve ..... 120
- 82. Boothroyd Roadster Single-Tube Pneumatic Tyre . . 121
- 83. Morgan & Wright Single-Tube Pneumatic Tyre . . 121
- 84. Welch Built-up, Wire-attached Pneumatic Tyre (Early Form) 122
- 85. Welch Built-up, Wire-attached Pneumatic Tyre (Modem
- Form) ....... 123
- 86. Beeston Built-up, Wire attached, Corrugated Pneumatic Tyre 124
- 86a. Beeston Built-up, Wire-attached “ Oat ” Pneumatic Tyre . 124
- 87. Woodley Built-up, Wire-attached Pneumatic Tyre . . 125
- 87«. Bartlett (“Clincher”) Wedge-action, Built-up Pneumatic
- Tyre (Early Form) ..... 126
- 88. Bartlett (“Clincher”) Wedge-action, Built-up Pneumatic
- Tyre (Later Form) . . . . .127
- 89. Scott Built-up, Wedge-action Pneumatic Tyre . . 127
- 90. Palmer Built-up, Wedge-action Pneumatic Tyre . . 128
- 91. Shaw-Boothroyd-Sydenham Built-up, Wedge-action Pneu-
- matic Tyre ...... 128
- 92. Palmer Built-up, Wedge-action Pneumatic Tyre . . 129
- 93> 94- Gormully & Jeffery Built-up, Wedge-action Pneumatic
- Tyre . . .. . . . 129,130
- 95_97- Gormully & Jeffery Pneumatic Valve . . . 131
- 98, 99. Bowley Built-up, Wedge-action Pneumatic Tyres 132, 133 100. Mongiardino-Davies Tubeless, Wedge-action Pneumatic
- Tyre ....... 133
- 101-106. Lungren Tubeless, Wedge-action Pneumatic Tyres
- 134, 136, 137
- 107. Fleuss Tubeless, Wedge-action Pneumatic Tyre (Inflated) . 137
- 108. Fleuss Tubeless, Wedge-action Pneumatic Tyre (Detached) 138
- 109. Self-healing Pneumatic Tyre .... 139
- 110. Puncture-Proof Company’s Speedifier Band . . 139
- ni, 112. Palmer Puncture-proof Pneumatic Tyre . . 140
- 113. Palmer Puncture-proof Air Tube .... 141
- 114. Lazerges Self-healing Pneumatic Tyre . . . 141
- 115-II7- Stuart Unpuncturable Pneumatic Tyre . .142
- 118. Fleuss Protected Tread . . . . .143
- 119- Rudge-Whitworth Steering or Ball-head Adjustment . 148
- 120. Rudge-Whitworth Bail Steering Head . . . 149
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- LIS'!' O F ILLUSTRATIONS.
- FIG. PAGE
- 121. Humber Bail Steering Head . . . .150
- 122. Singer Bail Steering Head and Steering Lock . . 151
- 123. Perry Bail Steering Head ..... 152
- 124. Triple Steering Head . . . . .152
- 125. Fiat Roadster Handle-bar . . . . .154
- 126. Fiat Road Racer Handle-bar . . . .154
- 127. Semi-drop Handle-bar . . . . .154
- 128. Scorcher Drop Handle-bar . . . . .154
- 129. Path Racer Drop Handle-bar .... 155
- 130. Forward Racer Handle-bar ..... 155
- 131. Raised Pattern Handle-bar ..... 155
- 132. Patent Adjustable or Swinging Handle-bar . . 155
- 133. Anti-vibrating Handle or Grip . . . .157
- 134. Détachable Cork Ilandle or Grip .... 157
- 135. Fork Strengthener . . . . . .158
- 136. Unbreakable Fork (Side View) .... 159
- 137. Unbreakable Fork (Horizontal Section) . . .160
- 138. Morgan Driving or Pitch Chain .... 161
- 139. Starley Détachable Link Pitch Chain . . . . 161
- 140. Abingdon Single Link Pitch Chain . . .161
- 141. Perry-Humber Pattern Pitch Chain . . . 162
- 142. Appleby-Humber Twin Roller Pitch Chain . . 162
- 143. Appleby-Osmond Dwarf Roller Pitch Chain . . 162
- 144. 145. Crank Driving Gears and Bottom Brackets . 163, 164
- 146. Bottom Braclcet Bridge Piece .... 165
- 147. Driving Wheel Hub and Sprocket . . . 165
- 148. Driving Wheel Sprocket or Chain Wheel . . . 166
- 149. 150. Fork Ends and Chain Adjustment . . . 166
- 151. Tricycle Crank or Bottom Braclcet . . . .167
- 152, 153. Humber Pattern Sprocket or Chain Wheel . . 168
- 154. Rudge-Whitworth Crank Bracket .... 169
- 155. Rudge-Whitworth Interchangeable Cear . . 170
- 156. Rudge-Whitworth Rear Chain Adjustment . . 170
- 157. Singer Détachable Crank Bearing . . . .171
- 158. 159. Plumber Crank or Bottom Bracket . . .171
- 160, 161. Humber Tandem or Triplet Swing Adjusting Bottom
- Bracket. . . . . . .172
- 162. Humber Tâtent Swing Chain Adjustment . . .173
- 163. Humber Tricycle Swing Chain Adjustment . . 174
- 164. Humber Détachable Crank and Cear Wheel . . 176
- 165. Preston Davies Bottom Bracket Bearing . . . 177
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- LIST OF ILLUSTRATIONS.
- X1U
- FIG. FAGli
- i65. Simpson Lever Chain and Sprocket or Chain Wheel . 178
- 167. Diagram showing Transmission of Power by an Ordinary
- Block Chain . . . . • .179
- 168. Diagram showing Transmission of Power by a Simpson
- Lever Chain . . . . . .179
- 169. View showing Wear of Teeth of Driving Chain or Sprocket
- "Wheel . . . • • • .180
- 170. View showing Wear of Teeth of Driven Chain or Sprocket
- Wheel ....... 181
- 171. View showing Wear of Pitch Chain . . . 182
- 172. Lock Patent Bail Tooth Chain Gearing . . . 183
- 173. Lock Patent Method of Mounting Bail or Spherical Teeth 183
- 174. 175. Lock Patent Pitch Chain .... 183
- 176. Preston Davies Patent Bail Tooth Chain Gearing . . 184
- 177. Modified Arrangement of Preston Davies Patent Bail Tooth
- Chain Gearing (Plan) . . . . .185
- 178. Modified Arrangement of Preston Davies Patent Bail Tooth
- Chain Gearing (Side View) .... 185
- 179. 180. Kotin Patent Bail Tooth Chain Gearing . 186, 187
- 181. Kotin Patent Improved Pitch Chain (Plan) . . 187
- 182. Kotin Patent Improved Pitch Chain (Underside VLw) . 187
- 183. Modified Form of Kotin Patent Improved Pitch Chain . 188
- 184. Modified Form of Kotin Patent Bail Tooth Chain Gearing 188
- 185. Chain Guard . . . . . .189
- 186-191. Kotin Patent Methods of Mounting Bail or Spherical
- Teeth ...... 189, 190
- 192. Kotin Patent Bail Chain Gear . . . .191
- I93- Spring Chain or Sprocket Wheel .... 193
- 194. Acatène Bevel or Mitre Wheel Driving Gear . . 196
- 193. Lock Patent Bail or Spherical Toothed Gearing . .197
- 196-201. Barnes and Garrison Bail or Spherical Toothed
- Gearing. ..... 198, 199, 200
- 202, 203. Drzewiecki Speed Gear for Rear Driving Safety . 207
- 204. Differential Double-Driving Tricycle Axle . . . 208
- 205. Central Driving Tricycle Axle .... 209
- 206. Enlarged Sectional View of Driving Gear shown in Fig. 205 209
- 207. “ Crypto ” Epicyclic Gearing (Vertical Section) . . 210
- 208. “ Crypto” Epicyclic Gearing (Side View) . . .211
- 209. Central Driving Gear . . . . .212
- 210. Modified Form of Central Driving Gear . . . 213
- 211. Boudard-Crawley Speed Gear . . . .214
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- xiv LIST O F ILLUSTRATIONS.
- FIG. PAGE
- 212. Ordinary Pedal Pin . . . . .217
- 213. Pedal Pin for Narrow Tread . . . .217
- 214.. Birmingham Small Arms Co. Pattern Pedal Pin . . 217
- 215. Split Cône Nut Pedal Pin ..... 217
- 216. Plain Cône Nut Pedal Pin . . . . .218
- 217. Right- and Left-Hand Pedal Pin . . . .218
- 218. Cotter Pedal Pin ...... 218
- 219. Method of Attaching Pedal Pin to Crank . . .218
- 220. Patent Rubber Bail Pedal . . . . . 219
- 221. Rubber Dust-proof Bail Pedal .... 219
- 222. 223. Rat-trap Dust-proof Bail Pedal . . . 220
- 224. Bull-dog Rat-trap Pedal ..... 220
- 225. Light Roadster Rat-trap Pedal . . . .221
- 226. Patent Combination Pedal and Toe-clip . . . 222
- 227. Unbreakable Toe-clip ..... 222
- 228. Pulling Toe-clip ...... 223
- 229. Perry Toe-clip ...... 224
- 230. Humber Pattern Toe-clip . . . . . 224
- 231. Henson Anatomical Pneumatic Saddle or Seat . . 226
- 232. Burgess Duplex Pneumatic Seat .... 227
- 233. “ Reform ” Saddle . . . . . . 228
- 234. Richardson Anatomical Saddle .... 229
- 235. “ Automatic ” Self-adjusting Saddle . . . 230
- 236. Wide Seat Saddle ...... 230
- 237. Saddle Clip. . . . . . .231
- 238. Saddle Leather-tightening Arrangement . . . 231
- 239. Seat Lug ....... 232
- 240. Saddle Pillar or Pin ..... 232
- 241. Humber Pattern Brake ..... 233
- 242-244. Sparkbrook Détachable Brake Lug . . 234, 235
- 245. Kay Indiarubber Brush Brake .... 236
- 246. Perry Simplex Brake . . . . * . 236
- 247. Pneumatic Cycle Brake (Air-ball or Bulb) . . . 237
- 248. Pneumatic Cycle Brake ( Pad or Shoe) . . . 238
- 248a. Pneumatic Cycle Brake (Section through Pad or Shoe) . 239
- 249. Foot-brake ....... 239
- 250. Perry Detadhable Lamp Bracket . . . .241
- 251. Perry Feather-weight Lamp Bracket . . .241
- 252. Perry Plate Lamp Bracket . . . . . 242
- 253. Serrated or Rat-trap Foot-rest .... 243
- 254. Combined Rubber and Serrated or Rat-trap Foot-rest . 244
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- LIST O F ILLUSTRATIONS.
- FIG.
- 255. Cycle Step ...••••
- 256. Pump Clip ..•••••
- 257. Midget Oil Can ....••
- 258. Patent Adjustable Spanner ....
- 259. Gas Blow-pipe with Central Tap ....
- 260. Gas or Petroleum Forge and Blow-pipe combined .
- 261. Gas Furnace ......
- 262. Tube Strengthener or Ferrule ....
- 263. Emery Band Machine .....
- 264. Patent Improved Adjustable Angular Sliding Vice
- 265. Patent Universal Cycle Jig .
- 266. Rim or Felloe Drilling Machine (Plan)
- 267. Rim or Felloe Drilling Machine (Front Elévation)
- 268. Automatic Hub-drilling Machine (Plan)
- 269. Automatic Flub-drilling Machine (Front Elévation)
- 270. Small Hub-drilling Machine ....
- 271. Self-acting Hub-turning Lathe (Plan)
- 272. Self-acting Hub-turning Lathe (part Transverse Section) .
- 273. Wheel Erector ......
- 274. Factory Inflator ......
- 275. Spécial Milling Machine for Cutting Sprocket Wheels
- (part Side Elévation) . . .
- 276. Spécial Milling Machine for Cutting Sprocket Wheels
- (part P'ront Elévation) .....
- 277. Lathe Attachment for Emery Grinding
- 278. Double-cased Enamelling Stove or Oven .
- 279. Polishing or Buffing Lathe or Head
- 280. Erecting Stand ......
- 281. Simple Form of Tube Clamp . . . .
- 282. Automatic Adjustable Tube Clamp
- 283-286. Mèthod of Forming Open or Bell-mouthed Lap-joints 287-289. Method of Forming Closed Lap or Scarf Joints
- 290. Drilling Jig.
- 291. Patent Flexible Steel Mandrel for Tube Bending .
- 292. Block with Rollers for Bending Tubes
- 293. Single Tube Bending Block .
- 294. Spoke Drill ......
- 295. Spoke Cutter ••....
- 296. Crank Drawer . . . .
- 297. Small Hand Spoke-screwing Machine
- 298. Combined Spoke Grip and Nipple Key
- XV
- 'AGE
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- XVI
- LIST OF ILLUSTRATIONS.
- FIG. PAGE
- 299. llollow Spindle Capstan Lathe .... 302
- 300. Self-acting Scrcw-cutting and Surfacing Treadie Lathe . 303
- 301. Bench Drilling Machine ..... 304
- 302. Patent Upright Drilling Machine .... 305
- 303. Diagram showing Method of Laying out Epicycloidal
- Teetli ....... 306
- 304. Gas Cernent Heater ..... 308
- Folding Plate (Thoms^n’s Tyre) . . to face page 320
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- MODERN CYCLES:
- THEIR CONSTRUCTION AND REPAIR.
- CHAPTER I.
- Introduction.
- S O accustomed hâve people become to cycles that they are accorded but little admiration. Nevertheless a well-constructed modem cycle is most undoubtedly a very clever piece of mechanism, and one that has only become gradually and slowly evolved, by the exercise of great in-genuity, fr.om a very crude and unpromising commencement.
- The préjudice, or rather the dread, which for some time prevented many people from availing themselves of this mode of locomotion, has now, vvith the supersession of the old front-driving high bicycle or dicycle, known as the ordinary, and the perfection of the modem machine, known as the safety, almost completely disappeared, and the cycle now not only affords a ready means to both sexes of obtain-ing a pleasant and healthful récréation, and admits of a rapid transit from one place to another for business pur-poses, but also allows of a like convenient moving from place to place of passengers or goods being effected.
- The great advantage derived from the use of a well-made cycle is, that the weight of the rider being borne entirely upon the wheels, the whole of his strength can therefore be profitably exerted upon the propulsion of the machine, and, as is well known, the weight of the body in walking nécessitâtes a far greater muscular effort than that requisite
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- MODERN CYCLES.
- for the above purpose, hence the gain experienced in riding a cycle.
- The time for expressing any doubts as to the advantages to be derived from the use of cycles has now gone by, and the healthfulness of the pursuit when not abused is almost universally acknowledged.
- In addition to the possession, however, of a good machine, it is absolutely necessary, in order to obtain satisfactory results both as regards pleasure and utility, that the surface upon which it is to be propelled be in a hard and smooth condition. It is clear, therefore, that unless the art of road-making had progressed, or rather, perhaps, to speak more accurately, the application of the said art had become more universal, the development of the cycle, even if it had not been entirely checked, would hâve been to a large extent bereft of its utility. In America, where the cycle, or as it is there styled, the wheel, has become, if possible, even more popular than here, spécial roads or tracks hâve been laid down for cyclists, which theÿ are free to use upon payment of a small toll.
- Before proceeding to give a short historical account of the growth of cycles, a few preliminary remarks upon the balance of bicycles will not be out of place. It is of course obvious to any one that a bicycle, being supported only at two points, cannot be stable, but must hâve a constant tendency to fall to the one side or the other. This tend-ency can be counteracted by the bicycle rider when in motion in two ways—viz., first, by inclining the body in the opposite direction to that in which the machine is falling, and, secondly, by turning the steering wheel towards that side to which the machine is falling, or, as il is termed, under-running. The latter action causes, when the machine is in motion, the recovery of the balance. In practice it is probable that the expert bicycle rider maintains his balance partly by the inclination of his body to one side or the other, and partly by under-running. The more expert the rider the less necessity will there be for correction by under-running, and consequently the straighter and the less wavy will be the path of the bicycle.' In the high-wheeled ordinary, which has now almost disappeared, the rider, being seated but little to the rear of the driving wheel, was
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- able by means of his feet alone to effect the steering of the machine by using the cranks as levers by which to turn the driving wheel to either side as required. This fact, more-over, necessitated, upon the exertion of any considérable power upon the cranks when driving, the manipulation of the handle-bar in such a manner as to counteract the tend-ency to turn the wheel caused by the thrust upon the said cranks, and to prevent the machine from constantly turning to one side and then to the other. This necessity for combined action was one of the reasons that rendered it more difficult to learn to ride a bicycle of that type, and caused it, besides, to be theoretically impossible to ride one in a straight line except when running at a high velocity, and not even then whilst any considérable application of power was being made to drive it.
- Brief History of the Cycle.
- As the title indicates, this little treatise is. intended to be mainly devoted to the construction and repair of modem cycles ; therefore, although of undoubted interest, the histori-cal part of the subject must, perforce, be here represented by a very brief outline only. Those readers desirous of going fully into the development of the cycle, from the first crude sample up to the présent comparatively perfect machine, will dérivé much interesting information by turning to the many notices, articles, &c., contained in the pages of the Engineer, Engineering, English Mechanic, Scientific American, and of the various other technical journals, the journals devoted especially to cycling matters, the papers read from time to time before some of the literary and scientific institutions and societies, and the annals of the Patent Office.
- The cycle or velocipede may be defined as a kind of carriage impelled by the exertions of the rider.
- The Journal de Paris described a velocipede in 1799 which was the invention of Blanchard and Magurier, and which some few years after, in an improved form, was known as the accelerator.
- Fig. 1 shows the old dandy or hobby horse, which was propelled by the thrust of the feet on the ground.
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- The next step in advance was the adoption of crank mechanism to the wheels, arranged to be driven by hand through other cranks or wheels. The bicycle invented by the Baron de Drais, and improved by Louis Gompertz, was driven by a hand lever operating through a toothed quadrant and pinion, assisted by the thrust of the feet on the ground, as in the hobby horse.
- One M‘Millan is said by some, and Gavin Dalzell by others, about the year 1840, to hâve first fitted cranks to a machine of the hobby-horse pattern, in this country. The cranks were driven through pendulum levers connected to the former by suitable coupling rods, and the said cranks were secured upon the axle of the rear wheel.
- IVLKenzie’s patent machine had a cranked axle, arms and
- Fig. 1.—Dandy or Hobby-horse.
- foot rest, so arranged that power applied by the feet of the rider could be utilised for giving motion to the vehicle. This was a three-wheeled velocipede.
- In Pickering’s bicycle, the handle-bar or tiller was-suffici-ently elevated to enable an upright position to be maintained whilst riding. The pedals were triangular shaped in transverse section, and were rotatably mounted upon the crank pins, thus the pressure of the foot thereon would always cause one or other of the three fiat sides to corne in position for the foot. The shape of the pedals, moreover, was such that they would be operated by the fore part of the feet, thereby allowing the ankles to be brought into play, and thus relieving the knees of the rider.
- Wheels with wire spokes seem to hâve been invented by
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- F. G. M. Stoney, who, in 1863, made a quadricycle with two rear-driving wheels of 5 feet in diameter, and two lead-ing wheels of 4 feet in diameter, the spokes of which were made of No. 17 Steel wire, or 0.06 inch in diameter. A photograph of this machine was exhibited by the inventor at a meeting of the Institution of Mechanical Engineers, held in 1886.
- Fig. 2 shows the “ bone-shaker ” of 1869. The addition of cranks to the fore wheel rendered it necessary to increase the amount of load thrown upon it, as otherwise sufficient adhesion with the ground to obviate slips could not be obtained. The weight of the rider being thus principally
- Fig. 2.—“Bone-shaker.
- carried by the fore wheel, it was found that the rear wheel could, on account of its lighter load, be reduced in diameter. This machine was of French origin.
- It may be here noted that in 1868, about a year before the date of the improved bone-shaker machine just mentioned, a well-known engineer, the late E. A. Cowper, seems to hâve invented before its time a machine which comprised most of the essential éléments of a first-class cycle of the présent day. Amongst the features covered were, a suspension wheel with wire spokes, hollow rims or felloes, rubber tyres, and anti-friction bail bearings. Unfortunately for himself, he neglected to patent his invention, being persuaded by his friends that the demand
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- for cycles would never be likely to be sufficient to recoup him for the outlay.
- We find also a provisional application in this same year by L. F. A. P. Riviere, No. 1093 of 1868, which contains what might be construed into a description of a very practical machine of this crade type. The axle of the front wheel was to be fixed to, and rotate with, the wheel itself, and to pass through bearings formed in the vertical steering fork of the cycle, and each end of the axle was to be provided with a crank having a balanced foot-plate, so that the rider might be able to impart motion to the machine through the cranked axle which actuated the front wheel. The seat or saddle was to be supported by a spring, and a cross handle was to be provided for actuating the steering fork of the first wheel. This cross handle was connected through a strap to one end of a lever of the first order having its fulcrum in the main beam of the machine, and the lever was so arranged that by partially rotating the cross handle upon its axis the front end of the said lever would be drawn up, and its lower end simultaneously actuate a spring brake which would be thus pressed against the periphery of the back wheel. of the machine, thus retarding its motion as desired. When not required to be used the lever was kept out of action by a spring provided for the purpose. The two wheels were to be truly in line with each other, and the front wheel was to be preferably of somewhat larger diameter than the back one.
- It would be utterly impossible within the space at command to trace with any degree of detail the rapid progress made in the manufacture of cycles from the bone-shaker illustrated in Fig. 2 up to the comparatively perfect modem safety of 1896. A few links in the chain, however, which space only will admit of, may not prove uninteresting.
- Amongst the claimants to the inventorship of the safety bicycle in this country is H. J. Lawson, who is said to hâve first made a machine of that type at the Fairfield Works, Coventry.
- Fig. 3 illustrâtes the ordinary or high bicycle or dicycle for road riding as used in 1885. The iront or
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- driving wheel of a bicycle of this class was of as large a diameter as could be reached by the rider, whilst the rear or trailing wheel was of as small a diameter as possible consistent with carrying sufficient rubber tyre to withstand the increased wear due to its shorter circumference. An average bicycle of this class was of about 40 lbs. dead weight, and the position of the saddle could be so adjusted that about 90 per cent, of the weight of the rider was supported by the large front wheel, and it followed therefore that only about 10 per cent, of the said weight would corne upon the small trailing or rear wheel.
- The want of forward stability in the high ordi-nary, and the conséquent liability to more or less serious accidents when passing over any slight obstruction upon the road, or even upon the sudden application of the brake (when fitted) to the front or large wheel, led to the adoption about 1885 ofthe class of machine known as safeties, of which those styled the “Facile,” the “ Xtraordinary,” the “Challenge,” the “Kanga-roo,”and the “Club” (Fig.
- 4), form typical examples.
- In ail these bicycles the weight of the rider was placed much further to the rear, spécial mechanism, such as elliptical or other lever action as in the first two, or chain wheels and chain gearing as in the three latter, being employed to bring the pedals into a position more directly under the saddle. It would seem at first sight that the addition of this driving mechanism must resuit in loss of
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- efficiency owing to the extra friction developed, and also by reason of the additional amount of load imposed upon the small wheel. In practice, however, the contrary effect was- found to be produced. This advantage in a dwarf bicycle may be attributed to a combination of several causes, viz., firstly, a considérable réduction in the vvind pressure ; secondly, that the rider is enabled to sit in a more advantageous position relatively to the cranks ; thirdly, that the driving wheel can be geared up to any extent so as suit the rider, and allow of his obtaining a high velocity with a comparatively slow action of the pedals. To this
- Fig. 4.—The “Club” Safety Bicycle.
- latter feature, most probably, is due the greater paît of the gain experienced. The reason for this is not far to seek, men or any other animais become soon exhausted if obliged to move their limbs rapidly, and are able to apply their strength much more advantageously if allowed to make a greater effort at a slow speed. In addition to this the greater stability enjoyed by the rider admits of his perform-ing a larger amount of work.
- Ail these dwarf safety bicycles, however, being front drivers, were as difficult to learn to ride, for the reasons already given on page 3, as the old high bicycle or
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- ordinary, with the important exception, however, that the rider was not perched at so great a height from the ground and occupied a more stable fore and aft position.
- A rear-driving safety bicycle, which also dated from about 1885, is that which was known as the “Rover”; and amongst other rear-driving safety bicycles which were con-temporaneous with the latter, mention may be made of an American machine called the “ Star,” one made by the Birmingham Small Arms Factory, the “ Humber,” and the “Kaiser.” Referring to that known as the “Rover,” the fore wheel, which was the steering wheel, was slightly larger in diameter than the rear-driving wheel. This was found to be an advantage, as it greatly reduced résistance, and, likewise owing to the greater gyroscopic stability im-parted by the larger wheel, considerably improved ils steering capacity. The larger front wheel, however, has the disadvantage of necessitating a heavier frame. In ail of the other rear drivers above mentioned, except the “ Rover ” and the “ Kaiser,” which latter had equal wheels, the fore wheel is the smaller, an evidently objectionable arrangement, inasmuch as they are bound to carry a far larger proportion of the load than that imposed upon the trading wheel of an ordinary or high bicycle, viz., upwards of one-third of the said load. The position of the small wheel, moreover, in front renders it especially liable to sink into any loose or soft surface, and imparts a far more severe jar to the rider when passing over any obstruction, and also causes a constant increase of vibration. The brake could, however, be put “ hard on ” suddenly without any such disastrous results as inevitably followed with a high ordinary, where the rider sat only a few inches behind the centre of gravity.
- The “ Kaiser ” safety bicycle, which dates about the same time as the machine just mentioned, was designed by J. Alfred Griffiths. The load is placed at a point about équidistant between two wheels of equal diameter, and medium size. The seat is placed upon the top of a pillar hinged at its lower extremity close to the treadle or crank axle. This swinging saddle pillar is coupled to the steering head through a strong spiral spring, so that the rider would be balanced between the forward pull of the spring, and the horizontal
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- comportent of his own weight on the saddle tending to rake backwards.*
- Space does not admit of trâcing step by step the graduai évolution of the présent improved patterns of safety bicycles or dicycles from the cruder forms vve hâve just particularised. The advances since made, indeed, hâve been more in minor details of construction than in any radical departure from the principle upon which the first successful machines of this type were built.
- The saine reason renders it necessary to here entirely pass over any account of the earlier patterns of tricycles, multicycles, and the many miscellaneous types of cycles, the advances in the construction of which, however, hâve kept pace with, and are intimately bound up in that of bicycles or dicycles, and which progress will be slightly alluded to when dealing with the modem machines.
- We will now, therefore, proceed in the succeeding chap-ters first to describe shortly and illustrate a sélection of typical modem machines by sonie of the best known makers, and subsequently to deal more particularly with their component parts, the details of their construction, and with the not unimportant subject of repairs and re-newals thereto.
- * For further description and particulars of advantages claimed for this swinging seat pillir, see Proceedings Inst. Mech. Engrs., 1886.
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- CH AP TER II.
- Modern Safety Bicycles or Dicycles.
- MODERN safety bicycles, or, as they should more accurately be designated, dicycles, may be conveni-ently divided into five main or principal classes—viz , road-sters ; racers ; machines adapted for ladies’ use ; tandems, triplets, quadruplets, quintets, sextets, and other single track multicarriers ; and, finally, convertibles—that is, machines capable of being readily altered so as to render them fit for one or other purpose, as, for instance, either for use by gentlemen or ladies.
- The weight of bicycles in 1879 was ’ front 35 t0 6° lbs., whilst that of those of modem make is only from 18 to 33 lbs. With this decrease in weight, however, has corne a corresponding decrease in strength, the factor of safety in a first-class machine of the présent day not exceeding It
- is évident that so small a margin of safety demands a careful and judicious usage to avoid accidents, and every rider, therefore, should make himself acquainted with ail the weak points of the machine, and w-hat strains they are capable of supporting.
- The variations in efficiency in well-built cycles are mainly due to the constantly varying speed, the more or less perfect lubrication of the axle bearings, the diameters and conditions of the tyres, and, finally and chiefly, to the State of the road surface over which propulsion has to be effected. Consequently but little variation in résistance can be de-tected in high class cycles when tried upon comparatively plane surfaces, such as those afforded by the floors of show rooms. When, however, run at a good speed upon an average road, the advantages derivable from a proper dis-
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- tribution of wheel load, wheels of judicious diameter, &c., are not slow in manifesting themselves.
- It is perfectly clear that the size of wheel will affect résistance in two ways—viz., air résistance, and rolling résistance. On praclically level surfaces the rolling résistance of a wheel of small diameter will not be found to be greatly in excess of that of one of a larger diameter, whilst possess-ing the additional advantages of affording a considérable saving of dead weight and in air résistance. This latter quality is of no small importance, inasmuch as whilst but little opposition is offered by wheels with wire spokes to the passage of air in a latéral direction, on the other hand, when rapidly rotating, they create a vortex or whirl of air of a somewhat larger diameter than the wheel, which will naturally cause as great a résistance against advance as would a solid body of equal dimensions. When, however, the surface to be traversed is either uneven or strewn with stones or other obstructions, or is of a soft and yielding nature, or muddy and heavy, the smaller the wheel the greater will be the rolling résistance. The objection to a small wheel, raised on account of the shorter length of tyre which Cornes in contact with the ground, necessitating an increased expenditure of power in the internai grinding of the rnbber, can be satisfactorily overcome by using a broader tyre, but the suddenness of the lift imparted to a wheel with a solid tyre when passing over stones or other small impediments upon the road, and the conséquent increase of friction on the bearings, and résultant un-steadiness of driving and jolting or jarring and vibration, are irrémédiable.
- With a pneumatic tyre, however, this latter objection is to a great extent obyiated, for the shock of charging a stone or other obstruction of say one inch would be practically completely absorbed by a 2-inch pneumatic tyre.
- In order to overcome the want of latéral stability to which bicycles with the wheels in line one behind the other are liable, attempts hâve been made to increase the width of the wheel base. For this purpose R. J. Peat Spence, in his patent No. 23,086 of 1895, employs a double-tyred, double-rimmed or felloed wheel—that is to say, a wheel so arranged as to bear at two or more places upon the ground. He
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- also mounts two wheels close together upon the sarae axle. This latter arrangement, however, becomes rather a narrow tricycle than a bicycle. Attachments vvith arms carrying small wheels at their extremities, which arms can be moved outwards sideways by the rider, hâve been also designed.
- In a very interesting paper on the “ Distribution of the Wheel Load in Cycles,” by J. Alfred Griffiths,* the author lays down the following five points of efficiency as applicable to cycles generally :—Réduction of dead weight ; réduction of résistance ; perfection of load distribution ; stability when in motion ; and finally, proper arrangement of load and driving mechanisms.
- The efficiency of cycles will be more fully discussed later on in a chapter devoted especially to that subject.
- Fig. 5.—Humber Roadster Safety.
- Roadsters.
- présent instance dealing with roadsters—that is, bicycles or dicycles intended for general road riding and touring, these machines must be fit for propulsion upon the ordinary
- *
- Proceedings Inst. Mech. Engrs., 1886.
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- country roads, the larger portions of the surfaces of which are not smooth, but hâve on the most favourable parts even greater or lesser extents of undulations, and which, besides, présent surfaces of ever-varying nature and gradient.
- Figs. 5 to 9 illustrate various rear - driving roadster bicycles or dicycles of the most improved recent patterns, constructed by sonie of the best-known makers.
- Fig. 5 shows a Humber roadster safety, which is a type of machine especially suitable for touring and for general purposes. The machine is-fitted with either 28-inch equal wheels, or with a 30-inch steering wheel and a 28-inch
- Fig. 6.—Starley Brothers’ Roadster Safety.
- driving wheel. The spokes are of the tangent pattern, and the rims hollow. It has bail bearings throughout. The cranks are 6|-inch, fitted with 4-inch rubber pedals, and it is geared to 60 inches. It has a détachable spoon brake, with renewable rubber shoe, and light détachable mud-guards. The tread of this machine has been reduced to 5^ inches, and there is sufficient clearance for the use of 2-inch tyres if desired. It is fitted with a swing chain adjustment, and with a skeleton fork crown and interchangeable combination crank and chain wheel. Both the spoon brake and mud-guards are, as above mentioned, entirely détachable, and
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- when removed, moreover, leave no trace of having been fitted. A standard machine of this class is suitable for riders up to 14 stone. The weight of the machine, with |-inch rubber tyres, is 33 lbs.
- Fig. 6 shows a light roadster made by Starley Brothers. The tread of this machine is very narrow, being only 41 inches. It is fitted with détachable fiat cranks, pedals of a patented dust-proof type, and with an improved chain wheel with geometrical détachable dise for changing gear. The driving chain is of the hardened block type, and a dust-proof crank bracket is provided. The machine is nor-
- mally geared to 64 inches. The saddle pillar is adjustable, there is an improved type of bail head, also completely détachable gear case and lubricator, and brake and guard with stop link motion. The wheels hâve double hollow rims of the Westwood pattern, the rear one being fitted with double-butted tangent spokes, and they are 28 inches by 1^ inch. The frame is of best cold-drawn weldless Steel tubes, ail the main tubes being ii-inch cross sectional diameter, and the top tube i-inch.
- The Rudge-Whitworth full roadster bicycle has 28-inch front and rear wheels, with jointless patent hollow rims. Patent interchangeable 60 - inch gear and spécial block
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- pattern chain. The cranks are 6\ inches in length and détachable. The tread is reduced to 4^ inches from face to face of crank, and allows sufficient clearance for a gear case. The handle-bar is straight and admits of an erect position being maintained, and the machine is fitted with a détachable rubber - faced brake, and spécial détachable corrugated pattern mud-guards. The weight of this machine is 38 lbs., and it is suitable for heavy riders, or for use upon unusually rough uneven roads.*
- Fig. 7 is a roadster machine illustrating one of the standard patterns made by the Premier Cycle Company Limited. A spécial feature of this machine is the frame,
- Fig. 8.—Sparkbrook Manufacturing Co. Ltd. Roadster Safety.
- which is of patent helical tube made from crucible cast Steel, converted from Swedish (Dannemora) iron.f' It is fitted with 28-inch wheels with tangent spokes, and has a new détachable form of brake clip, and a patented suspension rubber brake. The weight of the machine complété with if-inch tyres, saddle, pedals, brake, and guards, is about 32 lbs.
- Fig. 8 is a roadster built by the Sparkbrook Manufactur-
- * The spécial features of the above cycle will be found described in the chapter on Component Parts.
- f For further description and illustration of this patent form of tube, see chapter on Component Parts.
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- ing .Company Limited. The frame of this machine is of the “ weldless ” brand of Steel tube, and the joints and bottom bracket are of a spécial character, which, it is said, ensures great strength and rigidity, and in which there is no cross-grain in the métal, the latter always running in one direction. The wheels are 30-inch front and 28-inch back, are fitted with tangent spokes, hâve spécial hollow rims, and dust-proof and oil-retaining hubs.
- The advantages claimed for the section of hollow rims
- Fig. 9.—S. Drzewiecki “Cyclet” Roadster Safety.
- used are as follows It is absolutely true and round, and consequently makes a perfect wheel, and in building allows ail the spokes to be drawn to an equal tension. Owing to its shape, it is an easy rim from which to detach the Dunlop tyre, and at the same time it normally holds the tyre so firmly that there is practically no chance of its blowing off when fully inflated. There are five thicknesses of Steel folded over at the edges, which gives great latéral stability, and renders it almost impossible for the rim to be damaged by impact with any ordinary obstacle, such as a large stone,
- B
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- on the road. The rim, moreover, is made of a very high grade of Steel, and being well finished, it adds greatly to the appearance of ail machines fitted with it.
- The cups, cônes, and halls are of the best diamond Steel, and the cups and cônes are ail carefully ground true after hardening, and the balls gauged by hand. The head adjustment is such that it can be operated independently of the handle-bar and vice versa. The fork Crown is of Steel.* The machine is geared to 60 inches or as may be desired, and its weight, including roadster tyres, saddle, and pedals, is about 33 lbs.
- Fig. 9 illustrâtes a rear-driving machine wherein toothed gearing is substituted for chain gearing as a motive power. This machine, which is the invention of S. Drzewiecki, is called the “ Cyclet.” As will be seen from the drawing, the driving mechanism is on the sun and planet System, the pedal cranks being fixed to the large internally toothed wheels.f Amongst other advantages claimed by the inventor for this type of machine are the following :—The saddle being placed directly over the driving cranks, enables the rider, whilst retaining an upright position, to bring his entire weight to bear upon the pedals. The pedals rotating well within the circumference of the driving wheel, admits of the wheels being placed much doser together, and so very considerably reducing the length of the machine, whereby not only is the frame rendered much stronger and more rigid, but the machine can be turned in a far smaller space. The weight of the rider is almost entirely carried by the rear - driving wheel, thereby rendering any slip a matter of impossibility, and greatly reducing the weight upon the fore wheel and fork, the latter of which is the weakest and most often broken part of a machine of the usual pattern.
- It will be seen that this machine is fitted with a brake operated by a rod or plunger passing through the head, and a crank arm or lever upon the handle-bar, which latter
- * Descriptions and illustrations of many of the spécial features of the above machine will be found under the proper headings in the chapter on Component Parts.
- t For further description and illustration of this driving gear, see chapter on Component Parts.
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- R pivoted so that the said brake can be applied by pulling the bar towards the rider. The position of the rider directly over the driving cranks and the shortness of the machine render the use of this brake possible. It would be obviously inapplicable to the standard patterns of rear chain-driven safety machines which necessitate in every case when driving at any speed, owing to the position of the rider relatively to the driving cranks, a more or less bent posture, which latter is generally maintained by pulling on the handle-bar. A fault to which this machine would appear to be especially liable is a great want of rearward stability.
- Amongst other modem machines may be mentioned the Impérial Rover, the well-known recent pattern of the original Rover of 1885, made by the Rover Cycle Company Limited ; and the Columbia bicycle made by the Pope Manu-facturing Company, U.S. The standard pattern machine of this company has 28-inch wheels with laminated wooden rims, and tangent spokes 28 to front and 36 to rear, and if inch Hartford tyres. The frame is 23 inches, steering-head 10 inches, handle-bar 19-inch réversible, with vulcanite and cork handles. Patent crank-shaft bearings with fdnch balls. Détachable front gnd rear chain or sprocket wheels fitted with an improved Elliott self-oiling chain, 6f-inch cranks, 3-§-inch rubber pedals, 5^-inch tread. T - shaped tubular saddle stem. It is geared to 66 inches, and weighs with if-inch road tyres and regular equipment 22^- lbs. A spécial feature claimed for this bicycle is the construction of the crank-shaft, with which the cranks are mechanically one piece, with no keys or nuts to work loose or catch in the clothes, or requiring force and skill to remove and replace. The joint is formed by means of right and left handed threads in a revolving sleeve, the révolutions of the cranks tending to make the joining of the parts in the centre of the sleeve firmer and doser, and there being no danger of loosening through back pedalling inasmuch as the said sleeve still continues to revolve in a forward direction. This device allows of a narrow tread and at the same time permits of the provision of an extreme width between the bearings. The cranks can be expeditiously removed without any necessity for the application of force or in any way affecting or disturbing the bearings. The
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- use of wooden rims in this machine affords the advantage of lightening the wheels, and, according to American autho-rities, does not render them much, if any, less durable.
- In a type of machine made by the Bamboo Cycle Company Limited, the frame is principally constructed of bamboo. The design of the framework of this machine is practically similar to that of other modem cycles, the essential point of novelty being in the material employed in its construction. It has a 7-inch head, and horizontal top rail. The rear or driving wheel is 28 inches and the front or steering wheel
- Fig. 10.—Crypto Works Co. Ltcl. “Bantam” Roadster Safety.
- 30 inches ; the rims are either hollow métal, or wood. Both the brake and mud-guard are readily détachable. The weight of the machine complété is 28 lbs.
- The bamboo tubes are undoubtedly very strong, in fact they are weight for weight much stronger than steel ones. The great difficulty would seem to be, as indeed with steel tubes, in the formation of sound and lasting joints, and if the method employed of fastening these joints * is as strong as the makers claim it to be, then the bamboo, or
- * For description and illustration of various methods of forming the joints, see chapter on Component Parts.
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- rather the combination of bamboo, aluminium, and Steel, should form both a strong and durable cycle.
- Fig. io illustrâtes the standard pattern of front-driving safety bicycle built by the Crypto Works Company Limited, which is known as the “ Bantam.” The driving gear is of the multiplying type.* The machine is provided with a bail socket head and a plunger brake. The rear wheel is 20 inches, and the fore either 22 inches, 23 inches, or 24 inches, geared to 60, 63, or 66 inches. The weight with saddle and pedals is about 28 lbs. A lighter machine is also made which has wheels with wooden ri ms, semi-racing saddle, and is without brake, the frame, &c., being also carefully lightened wherever possible. The weight of this light roadster is only 23 lbs. An advantage of some importance possessed by this little machine is that any person of fairly average activity can readily acquire the art of balancing without assistance and without any fear of falling. It is likewise very compact in build, measuring only 4 ft. 4 in. over ail, instead of 6 ft. 2 in. as in the case of the rear-driving chain safeties. The position of the rider is very advantageous relatively to the pedals, vibration is reduced to a minimum, and there is a large range of adjustment which renders the machine capable of being ridden by riders of great disparity in height. The machine is also an excellent hill-climber, and the writer can testify from personal expérience as to its many good qualities.
- The gear is very lasting, much more so indeed than the ordinary driving chain. The advantages and dis-advantages of the driving gear will, however, be more fully gone into later on, in the chapter devoted to component parts.
- I he balance to be acquired is analogous to that of a high front-driven bicycle, which is, as has been already mentioned, somewhat more difficult than that required on the rear-driven safety ; the extreme lowness of the machine, how'ever, in this case facilitâtes its acquisition.
- Racers.
- A good roadster, which possesses an economical applica-
- For description and illustration of this driving gear, see chapter on Component Parts. 1
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- MODERN CYCLES.
- tion of driving power, and with a distribution of wheel load suitable for use on the average roads of varying surface and gradient, will, if permanently adjusted as though the road were not level, but a continually ascending gradient, and that the maximum amount of the rider’s energy can be thus utilised by being converted into velocity, and, furthermore, if stripped of brakes, seat springs, foot rests, appliances for climbing hills and for varying the driving power, baggage holders, and, in fact, of ail such adjuncts as are not required upon the racing path, forms the best possible racer. The five points of efficiency laid down by Griffiths, mentioned in the previous section, apply with equal aptitude to this, as indeed to every other type of cycle.
- As therefore the patterns of bicycles or dicycles especially designed for racing purposes both on the road and on the path only differ from standard roadsters in the greater light-ness of the frames, wheels, saddles, &c., and in their adjust-ment, it is unnecessary to illustrate them.
- The weight and usual gearing of racing machines, con-structed by sonie of the firms whose roadsters hâve been taken in the previous section as illustrative of modem practice, are as follows :—Humber & Co. Limited spécial road racer safety, with i§-inch and i|-inch tyres, 25 lbs. ; gear 63 inches or 70 inches. Path racer safety, from 19 lbs. to 22 lbs., according to rims and tyres ; gear 72 inches. Rudge-Whitworth spécial road racer safety, if-inch tyres, geared to 64 inches, weight 26 lbs. Spécial racing safety, i^-inch back and if-inch front tyres, geared to 68 ipches, weight from 21 to. 24 lbs. Premier Cycle Company Limited road racer about 26 lbs. ; geared to 64 inches. Path racer, weight complété, about 22 lbs. The Sparkbrook Manufacturing Company Limited road racer, weight 25 \ lbs. Path racer, 22 lbs. The fashion has lately tended more and more to the use of high gearing, and, consequently, both in the case of roadsters and racers, the gearing is not uncommonly considerably higher than those mentioned.
- Machines Adapted for Ladies’ Use.
- Some seven or eight years ago, at a debate on athletic exercises for ladies, one of the speakers, inspired perhaps by a prophétie spirit, happened to speak of the benefits that
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- MACHINES ADAPTED FOR LADIES’ USE. 23
- would be derived by ladies from the exercise of riding bicycles. The suggestion that ladies should appear publicly mounted upon bicycles, at that time, appeared so pre-posterous to the audience that it was greeted with a burst of laughter.
- At the présent day the number of female cychsts using bicycles bids fair in a short time to rival, if not to exceed, that of males. Nor has it been found necessary for them
- to adopt any of the unbecoming so-called cycimg dresses in order to enjoy the pastime.
- As examples of ladies’ safeties, the following, built by
- Fig. 11.—Humber Lady’s Safety.
- some of the firms types of whose roadsters hâve been already given, will afford a sufficient idea of the standard patterns of modem machines.
- Fig. 11 illustrâtes a Humber lady’s safety. It has either 28-inch equal wheels, or 28-inch tore and 26-inch rear or driving wheel if desired, and either 6^-inch or 6-inch cranks. Tread 5^ inçhes. Geared to 56 inches or 60 inches. Weight, fitted with i|-inch tyres, 31 lbs.
- A lighter machine of the same pattern, weighing only from 26 to 28 lbs., according to size of tyre, is also made by the same Company. Also several different pattern machines, in
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- one of which the upper frame tube, irtstead of being càrried from the base of the steering, fs brough't from the top of thé latter, and is led by a suitable cu^ve to the sanie point on 'the seat pillar tube as in Fig. if. This latter machine is 'likewise made in both weights as men'tioned above. Another pattern has a curved or loop frâme, "which is adapted to igive more space between the saddle and the handles, and allowing ample room for the dress. The last machine \veighs about 35 l’bs.
- A machine is also made by this Company with a self-locking frame, specially designed by C. W. Brown, in order to provide a dropped or open front that ivould be actually
- Fig. 12.—Starley Brothers’ Lady’s Safety.
- as rigid as the ordinary dianiond pattern, which latter is rendered unfit for the use of ladies wearing ordinary cycling costumes by the upper tube. This pattern of frame* not only ensures great strength and rigidity, but also ample room for the rider’s dress.
- One pattern of Starley Brothers’ ladies’ safeties is shown in Fig. 12. This machine has a curved or loop frame allowing plenty of room. The wheels. are 28-inch by if-inch back, 28-inch by if-inch front. The handle-bar is of a
- * For description and illustration of this pattern frame see chapter on Component Parts.
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- MACHINES ÀbÀPTED IFOR LADIES’ ÜSE. 2 5
- i-àised tapered design. The width of the tread is 4 inches from outside to outside of crank. The machine is geared to 60 inches. The weight of the cycle, including tool-bag, scanners, and ail necessary accoutrements, is under 29 lbs.
- This firm daims to be the first to hâve introduced the looip frame ladies’ safety bicycle in 1887, and since its first production its characteristic features hâve remained practi-cally the same, such alterations in detail only having been found necessary from time to time as were required to bring it up to date.
- Figs. 13 and 14 represent respectively a lady’s safety made
- Fig. 13.—Premier Cycle Co. Ltd. Lady’s Safety.
- by the Premier Cycle Company Limited, and one made by the. Sparkbrook Manufacturing Company Limited. The design of the dropped or open-fronted frames in both these examples is very similar, the first, however, being constructed of the Premier helical tube. The weights of these machines are as follows :—Fig. 13, complété with saddle and pedals, 31 lbs.; hig. 14, 30 to 31 lbs.
- A machine has been lately brought out in the United btates which was primarily designed solely for ladies’ use, but which is also suitable for, and has been taken up to a considérable extent by, men. This bicycle or dicycle, which
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- possesses some novel features, consists essentially in a frame forming a triangle, of which the front and rear forks make up two sides. At the apex of this triangle is a seat which, owing to the shape and position of the handle-bar, &c., somewhat resembles that of a chair. The machine is rear driven, and the front or steering wheel is of much smaller diameter than the said rear or driving wheel. An important point is the method of arranging the steering, the pillar passing up betwen the rider’s legs, and the handle-bars starting from a point behind and slightly below the level
- Fig. 14.—Sparkbrook Manufacturing Co. Ltd. Lady’s Safety.
- of the seat, and curving round at each side of the rider like the arms of a chair. The handles are so designed and placed that the rider can stretch his arms to their full length, and his shoulders, hands, and the crank pedals are in line with one another, thus enabling the machine to be propelled, whilst maintaining an erect position, with the head up and the chest thrown well out. The weight of a strongly built roadster machine of this type is-only 19 lbs. An obvious objection to this machine is the small front swivel pilot wheel, which increases the résistance, and shocks when passing over any small obstructions.
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- Bicycles or Dicycles for Two or More Riders.
- These may be farther classified under two heads—viz., first, those wherein the riders are placed in line one behind the ’other, such as one-track tandems, triplets, quadruplets, quintets, sextets, &c.; and those wherein the riders are situated side by side, as in one-track sociables.
- Tandem Bicycles.—The first tandems were designed by Rucker, whose earliest machine consisted simply of two high wheels provided with forks and coupled together by a suitably jointed backbone. This machine afforded the advantages of having no small wheels to cause an increased résistance to propulsion, great fore and aft stability, good distribution of wheel load, and of both wheels being to an equal extent drivers and steerers. On the other hand, how-ever, a considérable amount of practice would be required to ensure the combined action on the part of the riders, requisite for steady steering, and balancing when going round curves.
- A later Rucker tandem had two wheels, the rear one being a small-sized trailing wheel, and the other or fore wheel being a medium-sized driving wheel. It was, in fact, simply a dwarf bicycle with a horizontal portion of backbone, the seat for the front rider being placed directly over the centre of the driving wheel, and that for the rear rider, who performed the steering, and should be the heaviest of the two, being about half-way between the two wheels. 1 he driving was effected by means of divided pedal axles located in front of and behind the fore wheel axle, each being connected to the latter by a chain and chain wheels. The weight of this machine was about 55 lbs., and at the time of its introduction it was considered to be a fast machine. The forward stability of the machine, however, was not greater than that of an ordinary bicycle.
- The Shakespeare, and Renouf’s tandems, and a tandem machine of American design, are simply modifications of the old hobby-horse, wherein a seat for a rider is placed over each wheel, and the latter provided with driving cranks and pedals. In the American machine the rear seat could be used either as a side saddle for a lady’s use, or as an ordinary saddle for men.
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- 2$
- Figs. 15, 16, and 17 illustrate three patterns of tandems of the most recent designs, built by Humber & Co. Limited. That shown in Fig. 15 is adapted for use by a lady and gentleman, or by two ladies, in the latter case the détachable rear top stay must be removed. The machine can also be so arranged as to admit, when used by a gentleman and lady, of the latter occupying either the front or rear seat. The front, and, if desired, the rear driving chain may be provided with a cover. The frame is of Brown’s patented design, and is very rigid, being stiffened by the spécial arrangement of the lower tubes. It is fitted with 28-inch equal wheels, tangent spokes, can be steered from either the front or back, and has bail bearings to both steering
- Fig. 15.—Humber & Co. Ltd. Tandem.
- heads and other parts. Front cranks 6^-inch, rear cranks 6|-inch, gear 63 inches. The locking arrangement for the steering is a patented device (No. 3,6180S), which consists essentially of a small pin fitting through a hole in the handle-bar collar or clip, and a similar hole in the top joint of the frame. This pin is hollow, and has fitted in it another pin having a flange upon one portion, and which latter inner pin works in an eccentric manner in the outer-most one. The said outermost hollow pin is provided with a slot or opening through which the flange or projection upon the inner pin can be made to project. The hole in the handle-bar collar is recessed to receive this flange, and when the inner pin is so turned or rotated as to
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- cause the engagement of its flange or projection with the said recess the "steering becomes firmly locked. The inner key can be turned so as to lock or unlock the steering, by means of a key applied at the top. An advantage of this steering lock is the absolute impossibility of its becoming accidentally locked whilst riding.
- Fig. 16 is a tandem machine of the open-fronted pattern. The advantages claimed for this type of machine are that it is especially suited for a female rider in front, there being ample room provided to allow of a lady’s dress hanging freely, a perfect novice being able to mount without difficulty and ride with ease and comfort, and finally in the event of an accident the lady being enabled to clear herself rapidly,
- Fig. 16.—Humber & Co. Ltd. Open-Fronted Tandem.
- and being therefore less liable to receive injury. The front or lady rider, moreover, occupying a position nearly central between the two wheels, ail oscillation and vibration are practically got rid of. The steering, which is efifected from the rear handle-bar, is also said to be very perfect.
- On the other hand, however, the somewhat smaller size of the front or steering wheel would undoubtedly slightly increase the difficulty of propulsion upon uneven, or soft surfaces.
- The size of the rear or driving wheel is 28 inches and of the iront or steering wheel 22 inches, the spokes are of the tangent pattern. The cranks for the rear rider are 6A inches, and the cranks for the front rider 6 inches. The
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- machine is geared to either 60 inches, 63 inches, or 66-J inches. A powerful tubular brake acting upon the tyre of rear wheel is provided, also light détachable mud-guards, and leather chain guard. The weight of the machine as illustrated is 55 lbs.
- The tandem machine illustrated in Fig. 17 is more especially intended for racing purposes, and is made in two forms, viz., 011e built more especially for road racing, and one intended for path racing, the design of the framework being practically identical for both types, but the latter machine being, of course, further lightened as far as possible. The framework of this tandem bicycle has been consider-ably stiffened and strengtbened by the addition of the
- Fig. 17.—Ilumber & Co. Ltd. Tandem Racer.
- diagonal stay which runs froin the front saddle pillar to the rear bottom bracket, so as to thoroughly brace the structure. An improved adjustment is also fitted to the front bottom bracket. The machine is single steering. The rear handle-bar, which does not operate the steering, is of an improved design which forms the subject - matter of a patent, viz., No. 14,76s95, and is so arranged that the bar itself is capable of being tilted to any desired angle with respect to the pillar or stem. This handle-bar, moreover, can be so inserted in the framework that the pillar will be either above or below the bar, four distinct different positions being thus attainable, whilst in each of them the handles can be tilted to any angle. The advantage
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- of this adjustable handle-bar is, of course, that it can be readily adjusted to suit almost any rider.*
- The road racer has 28-inch equal wheels, with tangent spokes and hollow rims, 6^-inch or 6^-inch cranks, 34_i^ch rat-trap pedals. It is geared to 70 inches, has bail bearings throughout, and is provided with spring racing saddles, step, and lamp bracket. The path racer has similar wheels 6|-inch cranks, 3|-inch rat-trap pedals, and is geared to 88 inches. It is fitted with no step or lamp bracket.
- Triplets, Quadruplets, &c. — These machines are chiefly introduced for the purpose of record breaking, and the fastest mile ever ridden in England on a race path up to the présent date was performed upon a Humber triplet bicycle of the type illustrated in Fig. 18. The design of
- Fig. 18.—Humber & Co. Ltd. Triplet.
- the frame is, it will be seen, on the same lines as that of the tandem shown in Fig. 17, its stiffness and rigidity especially lending itself to these extended types of machines. The handle-bars and other details are also similar. The front-steering wheel is 30 inches, and the rear wheel 28 inches, with tangent spokes, and hollow rims. It has 6^-inch cranks, 3^-inch rat - trap pedals, bail bearings throughout, and is geared to 105 inches, or as may be desired.
- Quadruplets or bicycles adapted to carry four riders are built by the Coventry Machinists’ Company Limited, who likewise make triplets and other bicycles adapted for more
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- than one rider. The construction of machines for four and more riders only differs, of course, from that of tandems or machines for carrying two riders, in the plan of the framework, which must, naturally, be sufficiently strong to withstand the strains to which it will be subjected when in use. Except for racing purposes, and as interesting examples of what is possible in this direction, these spécial machines do not seem to be of any utility, nor to be likely to corne into any general use.
- Fig. 19.—Punnett Sociable Single-track Bicycle or Dicycle.
- Quintuplets or quintets, and sextets or sextuplets are simply further elongated varieties adapted respectively for five and six riders. A sextet or sextuplet machine is built by the Fowler Cycle Manufacturing Company, U.S.
- Sociable Bicycles or Dicycles.—The objection that has been most frequently raised, and not without reason, against the tandem bicycle, is that, owing to the position of the riders one behind the other, they are very adversely placed for conversation, and that social intercourse which is the primary object for the employaient of machines of
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- this type. Attempts hâve, therefore, been made to construct a single-track bicycle adopted to carry two riders placed side by side or abreast, as in the old-fashioned sociable tricycles, so as to be more favourably situated for inter-communion. A sociable single - track bicycle or dicycle designed on these lines and constructed by the Punnett Cycle Manufacturing Company, U.S., is shown in Fig. 19. The shape of the frame and the position of the saddles and duplicate driving gear will be clearly seen from the drawing. The extended axle of the rear wheel admits of two chain or sprocket wheels being fixed thereon at a sufficient distance apart to allow of each of them being actuated through a suitable chain from another sprocket or chain wheel upon two separate crank axles carrying cranks adapted to be driven by the riders. There is a triple head, and the frame is duplicated and carries two saddles located side by side at a proper distance apart to admit of two riders conveniently occupying them. The two saddle posts are connected together by a cross bar or tube, centrally in wThich latter is provided a socket of spécial construction which admits of one of the saddles being transferred to that position so that the machine may when desired be propelled by a single rider. The machine can thus be conveniently ridden to any place of appoint-ment, to meet the second rider, or in the event of one of the said riders being obliged from any cause to leave the machine, allows of the remaining one either continuing the journey by himself, or riding the machine home again. The machine is not therefore one which dépends absolutely upon the presence of two riders.
- To mount this bicycle it is first inclinéd to one side, and one of the riders gets seated upon the saddle at that side to which it is leaning. The machine is then brought back to a vertical position, and the second rider mounts by the pedal, and the start is thus made. To dismount or get off the machine these operations are reversed. It is stated that a différence in weight between the riders of 100 lbs. would not be noticeable or found to cause any inconvenience. An advantage also possessed by this machine is that a toler-ably efficient rider can take out a totally inexperienced one as compamon without any difficulty. It would, therefore,
- c
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- seem to afford a good means of imparting confidence to beginners, and of assisting them in learning to ride.
- When a saddle is placed in a central position, and the machine ridden by a single rider only, the pedalling must be done on one of the right-hand and on one of the left-hand sets of cranks and pedals. The resuit of this would of course be the production of a very considerahle amount of lost motion in the pedal action. The machine is, there-fore, obviously unsuitable for use by a single rider except for short distances or in the case of an emergency.
- Another machine, or rather an attachaient by which any safety bicycle is capable of being converted into a machine of this class, lias been designed by an Italian inventor named Grilli. Shortly, the main feature of Grilli’s apparatus con-sists in the application to a safety bicycle of a couple of half frames, each of which is provided with a seat so arranged that a rider can sit at each side exteriorlv to the frame, and they are thus so placed as to balance each other for riding. Pedals for propulsion are provided for, and are operated by each rider, and work a single driving chain. This supple-mentary apparatus can be adjusted to any high class roadster machine in a few minutes, and detached therefrom at will ; and it is stated that experiments hâve very fully demon-strated that the double weight upon the cycle will be fully provided for by the attachment.
- The apparatus admits of a perfect balance being secured mechanically, however unequal the respective weights of the riders may be.
- Convertibles.— In single track bicycles or dicycles, whether adapted for one, two, or more riders, the only convertibility provided is for rendering them suitable for use by either gentlemen or ladies. The usual method of accomplishing this purpose is by providing a détachable top stay. The plan is more usually applied to tandems, but such stays are also sometimes fitted to machines for juvénile ladies or youths.
- The machine framework has of course under ordinary conditions, wherein the stay is removed altogether to suit it for lady riders, to be made of sufficient strength to withstand the strains to which it will be liable when in use. For this reason it must be provided with a diagonal stay, and be
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- constructed as strong as is usual with respect to the frames of ladies’ machines, consequently with the addition of the top stay the weight becomes excessive. A better arrangement is that wherein the top stay is pivotally connected or jointed to the top of the steering and removably connected to the saddle pillar. In this case, instead of removing the said top stay when it is desired to change it into a dropped or open-fronted frame, the end connected to the saddle is disconnected therefrom and connected to the bottom bracket, the said stay then forming the usual diagonal brace. The frame in this case can be made as light, or nearly so, as if it were not intended to be convertible for either ladies’ or gentlemen’s use. It is obvious that a similar hinged or pivoted stay might be advantageously applied to tandems. A machine of this type, with movable top stay capable of being converted to a gentleman’s safety at pleasure, is built by Marriot & Cooper.
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- CHAPTER III.
- Modern Tricycles or Three-Wheeled Cycles.
- THE Otto, the Welsh, and other two-track bicycles or dicycles, which class of machines are now practically extinct, afforded the advantage of a very perfect distribution of wheel load, the entire weight of the machine and of the rider being upon the driving wheels, and they had, more-over, many other good qualities. Owing, however, most probably to certain difficulties in maintaining, or rather in acquiring, the balance, they never came into very general use. They were by some erroneously classed as tricycles, probably because they possessed a third wheel upon a tail-piece or rearward extension, which only, however, came into operation during an accidentai backward spill. From these machines, however, with the two wheels mounted abreast upon the same axle, it was but a very natural step in the direction of securing increased stability, to introduce another or third operative wheel. This led to a very large number of variations in the distribution of the load on the driving wheels, steering wheels, and likewise on the idle or carrying wheels, and consequently about ten years ago very numerous types of tricycles were in use. These machines were very clearly classified by J. Alfred Griffiths * under four principal heads, showing how the three points of support could be arranged with respect to the line of motion through the saddle—viz., class A, wheel triangle with base forward; class B, wheel triangle with apex forward ; class C, wheel triangle with apex forward laterally ; and class D, wheel triangle with base and apex at sides. Of these four classes, A, C, and D are practically extinct; class B, or that wherein the wheel
- * Proceedings Inst. Mech. Engrs., 1886, p. 139.
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- triangle has its apex forward, being the only one practically in use at the présent day, and that in a modified form. It is to tricycles of this class that balance-driving gear was first applied in 1877 by James Starley, who used a modification of a device employed in 1857 by John Fowler & Co. upon heavy steam-traction tricycles, consisting of two bevel wheels facing one another, and each meshing with an intermediate loose pinion.
- The seats of tricycles of this type are, as a rule, situated as far to the rear as possible, in order to throw the weight upon the rear-driving wheels and reduce that upon the front-steering wheel. Consequently, whilst possessing perfect stability under the application of the brake, owing to the fulcrurh. formed by the front-steering wheel, upon which an increasedxload is imposed immediately upon the application of the said) brake, which in turn increases the résistance and assists in checking the driving wheels, on the other hand they are greatly déficient in backward stability.
- In the earlier pattern machines of this type the steering or pilot wheèl was of small diameter, and they were, in fact, simply tricyples of the class A reversed—-that is, with the small trailirig wheel, forming the rearwardly extending apex of the wheel triangle in the latter class, placed forward.
- The class A, whilst wanting in forward stability, owing to the weight being chiefly upon the front-driving wheels, and being fiable to subject the rider to a spill on his face either by running over small obstacles or by the injudicious application of the brake, especially when going down hill, were, on/the other hand, possessed of perfect rearward stability for the same reasons that the class B are possessed of an equal degree of forward stability. In order to obviate the possibility of a spill backwards in the first pattern machines of the type B, a fourth wheel was placed at the rear, and they were, in fact, strictly speaking, quadricycles. This fourth wheel, however, was soon found only to corne into use when the machine was ridden by an inexperienced or careless rider, and it was consequently first reduced to a small roller normally situated at some distance from the ground, and subsequently to a mere tail support with a knob at rts extremity. Later still, the seat was brought sufficiently forward to enable this safety tail to be entirely
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- done away with. and the front or steering wheel was brought considerably further forward, vvhereby the increase of load imposed upon the front wheel by the moving forward of the seat was rendered proportionately less, and the said front wheel was also made of considerably larger diameter.
- The most usual présent practice is to make ail the wheels equal, or the steering or front wheel an inch or two larger than the rear or driving wheels. Somètimes, however, the front or steering wheel is made slightly smaller. The carrying forward of the seat, whilst affording rear stability to the machine, would seem to be liable to greatly increase the résistance experienced by the forcing or digging of the fore or steering wheel into the road surface under the action of the additional load superimposed upon it. This load, however, is to some extent relieved when the machine is in use, owing, firstly, to the lifting tendency exercised by the act of driving the rear wheels through the gearing, and secondly, by the supplementary lifting tendency due to the pull upon the handles. This relieving action of the front wheel would be, of course, greatest when the machine was being driven at a rapid rate.
- According to J. Alfred Griffiths,* with a tricycle at rest the front load would be about 20 Ibs., and if it were prevented from moving a-head, whilst pressure was put on the forward pedal, the front load would be reduced by about 10 lbs. He is of opinion that with such a tricycle wjaen driven by a powerful rider against a maximum résistance, or at such a velocity that the résistance is equal to his strength, the reaction of the résistance would hâve a similar efifect to the holding of the machine, whilst pressure was put upon the forward pedal.
- Professor Vernon Boys t is of the opinion that the weight upon the front wheel of a tricycle of this type was reduced by driving, but he considers this to be wholly the resuit of the lifting action under considération, and to hâve nothing to do with the placing of or action on the handles. However the handles might be placed, in his opinion, the sarae driving
- * Proceedings Inst. Mech. Engrs., 1886, p. 143. + Ibid., 1886, p. 166.
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- power e'xerted by a rider in the same position would resuit in the same réduction of weight on the front wheel.
- Fig. 20 illustrâtes one of Starley Brothers’ gentlemen s tricycles of the latest type. It has wheels 28 inches m diameter by if inches wide, and is fitted with their patent combination axle and bridge, and patent central driving gear and gear box. It has a bail head, an improved form of handle-bar and seat pillar, a patent block driving chain, a rubber brake, and bail bearings throughout. The chain is enclosed in a leather case of an improved pattern.
- Fig. 20.—Starley Brothers’ Gentleman’s Tricycle.
- The makers claim for this tricycle that it is a truly centrally driven machine, having its chain wheels completely cased or boxed in so that they are thoroughly protected from dust and dirt, and therefore not liable to become damaged thereby. The balance gear being also enclosed in a simtlar manner, a ready means is afforded of applying a light form of chain guard or cover, hy which the entire driving apparatus is enveloped and efficiently protected. The fact of a machine being centrally driven, not only greatly adds to its strength and rigidity, but also admits of the dead weight bemg still further reduced.
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- Fig. 21 shows a standard modem type of tricycle built by Humber & Co. Limited. This machine is fitted with 26-inch wheels having tangent spokes and hollovv rims or felloes, the outside width of the main axle being 33 inches. It has bail bearings throughout.
- Four different patterns of machines of this type are made, viz.—-That designed for gentlemen’s general use. This machine has 6-|-inch cranks, 4-inch rubber pedals, and is geared to 57 inches. It is fnted with a powerful double-action main axle band brake, and has a neat and effective
- Fig. 21.—Ilumber & Co. Ltd. Gentleman’s Tricycle.
- chain vvheel guard. The weight of the machine complété is 46 lbs. A lighter machine intended for road racing purposes is fitted with 6|-inch cranks, 3§-inch rat-trap pedals, and is geared to 62 inches. It is fitted with a spring racing saddle, a light completely détachable chain guard and lamp bracket, and weighs complété 32 lbs. The path racer pattern is a still lighter machine. It has 6^-inch cranks, 3|-inch rat-trap pedals, spring racing saddle, and is geared to 65 inches ; its weight complété is only 30 lbs. The ladies’ pattern is fitted with 6|-inch cranks, spécial ladies’ pedals, patent double-action band brake, leather dress
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- guard, and is geared to 54 inches. The weight of this machine complété is 47 lbs. A provision is likewise made in the latter machine for the attachment of a top stay tube, when desired, so as to render it fit for use by a gentleman.
- Fig. 22 depicts a tricycle built on the most modem lines by the Sparkbrook Manufacturing Company Limited. This machine is fitted with a 28 inch diameter front or steering wheel, and with 26-inch diameter rear or driving wheels, having the best quality tangent spokes, and hollow rims of the Sparkbrook pattern.* The axle is a much improved form of this Cômpany’s differential double-driving
- Fig. 22.—Sparkbrook Manufacturing Co. Ltd. G entleman’s Tricycle.
- type,* which they claim to hâve practically proved itself to be a perfect balance gear for tricycles. The latest improve-ment consists essentially in placing the driven gear-wheel in such a position, whilst retaining the differential gear central upon the axle as in the previous patterns, that the machine may be propelled in an exac.tly similar manner to a safety bicycle, and so enabling a frame like that used for t e atter to be employed, which likewise gives the best results for a tricycle as regards rigidity and strength. The
- on Competent'Pans.and iUuStrations of the=e specialities, see chapter
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- frame is of the diamond type, constructed of the well-known weldless brand of Steel tubes, and they are of large diameter. The spécial Steel joints and bottom bracket hâve been already mentioned vvith référencé to the bicycles or dicycles built by this firm. The pedals are either rubber or rat-trap. A central band brake of a reliable type is provided, The driving chain is best block, y^-inch. The machine is geared to 60 inches, or as may be desired, and the weight complété with pneumatic tyres is 45 lbs.
- Fig. 23 is an example of the tricycles made by Marriott & Gooper. That illustrated is of the light roadster type, its weight being about 40 lbs. The wheels are 26-inch, with
- Fig. 23.—Marriott & Cooper Gentleman’s Tricycle.
- hollow rims and tangent spokes. The handle-bar is of a fiat shape. The cranks hâve a 6^-inch throw, and the machine is geared to 56 inches. A spoon brake is fitted to the fore wheel in the pattern machine shovvn in the illustration ; but when desired, a band brake upon the driving axle may be substituted. The machine has bail bearings throughout.
- An excellent roadster tricycle is also built by the same makers, which is more especially intended for ladies’ use, but which might also be comfortably ridden by a gentleman. The framework is constructed of weldless Steel tube, and the front wheel fork is hollow. Four bearings are provided to the main axle, and two bearings to the crank axle. The
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- rear or driving wheels are 30 inches in diameter, and the front or steering wheel is 26 inches in diameter, ail fitted with tangent spokes and Dunlop roadster tyres. T. he cranks are 6|-inch. The handle-bar and seat pillar are adjustable. The machine is likewise provided with a suspension saddle and spring, has plain rubber pedals, a spoon brake, a mud-guard to the front wheel, suitable footrests, and a lamp bracket. The main axle, front wheels, and crank axle are fitted with adjustable bail bearings. The driving gear is of a differential balance type, and is geared to 52 inches.
- Tandem Tricycles.
- Some few years back these machines were, as in single tricycles adapted to carry one person, constructed in a variety of patterns, every maker nearly having a machine, or several machines, embodying certain characteristic features peculiarly his own. The modem build of tandem tricycle, however, whether adapted to carry the more usual complément of two riders, or three, four, or a greater number of riders, as in the case of triplets, quadruplets, quintuplets, sextuplets, &c., is merely a counterpart of the standard type of tricycle for one rider, with the framework sufficiently extended to allow of room for two, three, four, five, six, or other desired number of seats or saddles placed in line, one behind the other, the chief and most essential point being to so con-struct the said framing that it will possess sufflcient strength and rigidity, without being of excessive weight, to withstand the load it will hâve to carry, and the shocks, jars, vibrations, and various other strains to which it will undoubtedly be subjected when in use. Machines built on these fines answer sufficiently well in the case of tandems to carry two riders ; but for any number above this a trailing or fourth wheel should be added, the machine being then con-verted into a quadricyle or tetracycle. and being in reality simply a tricycle duplicated, or a multicycle with a central w eel base, and a wheel triangle on each side, one having a central apex to the rear, and the other to the fore—that is, a combination of the two classes A and B.
- ,24 represeuts a pattern of tandem tricycle constructed by the firm whose tricycles for single riders hâve
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- just been described. This machine, which is a convertible tandem roadster, has 28-inch driving and 30-inch steering wheels, with tangent spokes. The throw of the cranks is 6\ inches, and both seats and handle-bars are adjustable. The head, side wheel, steering sockets, pedals, and ail other moving parts, are fitted with bail bearings. A dress guard or gear case is provided to the front chain, as shown. The outside width of the machine is 36 inches, which measure-ment can be reduced, by unscrewing one nut, to 30 inches. This machine is convertible at will into a perfect single tricycle.
- Fig. 24.—Marriott & Cooper Tandem Tricycle.
- A similar type of machine, intended more especially for two ladies, but having an attachable stay for enabling the rear seat to be used by a gentleman, is also made by the same firm. This latter machine is fitted with an end-to-end gear case, and both machines are provided with spoon brakes to the driving wheels, and also with band brakes to the side wheels if desired.
- A spécial feature of both these machines is that the front saddle and handle-bars can be removed, and a com-fortable basket or wicker-work armchair can be fixed in front. Each of these machines can thus be easily and
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- expeditiously converted into a light and efficient passenger carrier.
- Tandem safety tricycles are made by a number of other makers. The main features of ail, however, remain practi-cally the same, the improvements consisting principally in details of construction.
- In a machine, for example, designed and built by the Coventry Machinists’ Company Limited, the rear or driving wheels are 28 inches in diameter, and the front or steering wheel is 30 inches in diameter. The wheels hâve hollow rims or felloes and tangent spokes. The framework is constructed of specially selected weldless Steel tube, and is strengthened or reinforced wherever it may be necessary by serrated bushes. The cranks are 6j-inch throw, and readily détachable. The tread is very narrow. The saddle and handle-bars are adjustable, are arranged for an easy and comfortable position, and a new patent combination steering and machine lock is provided. In this latter device, by means of a simple arrangement, the steering post can be at once locked, and by putting in addition a secret combination into play, it cannot be then unlocked, except by some one conversant with the right mode of doing so. The steering consists of a new patented duplex head and steering column,* which arrangement is claimed to greatly increase the strength of this vital part. The driving gear is interchangeable and easily détachable, and the best quality of block tandem chains are fitted, ample provision being made for independent chain adjustment and chain case clearances. This machine is made in three types—viz., the roadster, road racer, and path racer—the first being fitted with power-ful rubber-covered spoon brake, détachable mud-guards, step, and lamp bracket. The bearings are lapped to gauge, and halls are provided to ail parts, including socket steering and pedals. The roadster is geared to 65 inches, and the racers to 84 inches, or as may be desired.
- Another tandem machine by the same makers has a drop
- ront for a lady. In other respects this machine is practi-ca y the same as that just described as a roadster for two
- ComponentSpa^°n illustration °f this device, see chapter on
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- gentlemen. A leather case is fitted, however, over the front chain and chain wheel. The open front for the lady is of the loop pattern, and allows ample clearance or space for the dress. A similar machine to the above, but arranged for two ladies, is also made.
- Sociable Tricycles.
- Some nine or ten years ago the common type of tricycle for carrying two riders was the sociable, wherein the riders were placed abreast or side by side, which position, as already remarked with reference to sociable bicycles or di-cycles, is far more calculated to promote pleasant com-panionship, and to foster that social intercourse which is one of the chief inducements to the use of machines for carrying more lhan one rider. These machines hâve now, however, become practically extinct, and superseded by those of the tandem type, which hâve been illustrated and described in the previous section. Most of the old sociable tricycles were so constructed as to be convertible at will into single machines.
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- CH A PT ER IV.
- Carriers.
- MACHINES of this class may be divided into—First, Those adapted for the conveyance of passengers—that is to say, persons who themselves take no active part in the propulsion of the vehicle, but are propelled by one or more other riders either by means of foot power, through cranks and gearing, or by manumotive power. Second, Those in-tended for the transportation of goods, wherein a portion of the machine is suitably arranged for the réception of the said goods, whilst the propulsion is likewise effected by one or more riders in a like manner. The use of machines of the first class has not yet become common, but those of the second class are extensively patronised by tradesmen, and the demand for them is extending daily.
- In Paris the cycle has been adapted as a fire-engine, and is said to give satisfactory results. The apparatus consists of a light frame mounted upon four wheels, which frame supports a pump, and is also arranged to carry the reel and hose, &c. The machine is ridden to the scene of the fire by a couple of firemen, being driven by chain gearing in the usual manner, and when in position, and the hose having been adjusted, the gearing can be so altered as to admit of its being used to work the pump. The combined efforts of the two men will, it is stated, force a jet of water 90 feet high.
- Passenger Carriers.—The term passenger carrier may be understood to mean a class of tricycle specially con-structed, as above intimated, for carrying a passenger who remains perforce inactive, so far as any assistance to the propulsion of the vehicle is concerned. Any cycle almost
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- that is adapted for the accommodation of two or more riders might obviously be employed for such a purpose, as the driving might be left entirely to one of the riders in the case of a tandem, or to any other number in the case of a triplet or quadruplet, &c. ; but the term is usually accepted as meaning machines especially constructed for the purpose.
- The idea is by no means one of recent date, for, accord-ing to Robert Edward Phillips,* a bath chair, propelled by a rider, hasbeen described by Jacques Ozanam, in a French work entitled “ Récréations in Mathematics and Natural Philosophy,” published as far back as 1670. A very suc-cessful machine of this type was introduced about ten years ago in this country. This machine, which was known as the “ Coventry Chair,” consisted of an ordinary Bath chair to accommodate the passenger, the large wheels of which chair had been removed and were replaced by a tricycle frame, having a pair of driving wheels, and fitted with ordinary pedal and crank driving gear. A suitable seat for the rider, whose duty it was to propel the machine through the said pedals and cranks, was provided at the rear.
- Although these machines, as primarily constructed, were very cumbersome, and far too heavy, it is stated that one of them was driven from Coventry to London, a distance of ninety-five miles, with a passenger and 50 lbs. weight of luggage, in twenty-two hours.* Another is said to hâve been driven from Walsall to Rhyl, which latter place is no miles distant from the former, in 24^ hours. In this instance the passenger weighed 10 stone, the driver 14^ stone, and 60 lbs. of luggage wrere carried.f
- Considering the very great convenience and the com-paratively high speed that can be attained by a vehicle of this description, especially for making short journeys on good roads, it is somewhat surprising that they hâve not corne into more general use. One would imagine that in towns they might with advantage, to some extent at least, take the place of cabs for conveying a single passenger ex-peditiously from place to place, within, of course, reasonable
- * Proceedings Inst. Mech. Engrs., 1885, p. 494. t Ibid., 1885, p. 495.
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- limits as to distance. One reason, no doubt, for their not becoming more corn mon is that a machine thoroughly suitable for this work has yet to be designed and built.
- Goods Carriers.—These are now extremely numerous, and comprise vavious patterns, suitable for a variety ot different purposes. Those most in use are especially designed for parcel post delivery, and in rural districts letter deliveries, for newspaper distribution, and they are also constructed for butchers, bakers, druggists, and in fact for almost every trade.
- The chief point to be aimed at in the design of a parcel or goods carrier is to balance as much as possible the load upon the driving wheels, and upon the greater or less perfection with which this is effected dépends their efificiency. The other features are principally details of construction, designed to render them suitable for the work they are in-tended to perform. The majority of goods carriers are tricycles or three-wheeled velocipedes, a seat being provided, usually about centrally between the front driving axle and the goods réceptacle, for one rider, who has to work the driving gear and propel the machine. For machines of greater capacity, however, such as parcel post vans intended to carry a considérable number of parcels, and other large machines for the distribution of goods, it is frequently désirable to employ two or more riders, whose combined efforts will propel the vehicle. In these cases the réceptacle for. the goods is usually mounted upon four wheels, and these machines are consequently quadricycles or tetracycles.
- . J-n an apparatus intended more especially for postal service, patented by John Warrick (No. 13,081 of 1891), two riders placed directly in line, and facing each other, propel and. steer the machine. The essential features of this carrier are as follows :—As usually constructed, the seat for ^Pver *s> as already mentioned, placed midway, or thereabouts, between the driving axle of the two front wheels and the carrying réceptacle. In the présent example, the second seat is placed in front of the driving axle of the said two front wheels, so as to balance the other seat, the ri ers facing each other. The driving pedals are arranged in two heights for the foot of each man, or so as to receive
- D
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- the two feet—one alongside the othcr—both men conse-quently driving on to the saine axle.
- In a modification of the above-described machine, wherein greater driving power is said to be obtained, the tubular frame is extended in a forward direction beyond the two front or fore driving wheels, and upon this extension is mounted a saddle or seat, arranged so that the second rider may sit facing the same way as the first or other rider. For driving purposes cranks and pedals are in this case mounted at or near the end of this projecting portion of the frame, and they are connected to the driving axle of the front wheels by means of chain wheels and pitch chain, or other-wise. To increase the stability of the cycle, and to enable a heavier load to be carried, two rear or steering wheels are provided. These latter are so mounted as to be free to revolve separately, so that one may be capable of rotating faster than the other when running round curves in turning corners, &c. The two rear-steering wheels, which are of small diameter, are capable of being turned together for steering purposes by the same fork. Both of the riders hâve control of the steering through two ordinary spade-pattern handles, each fixed on the top of a vertical rod, at the lower end of which is a pinion gearing into a rack fixed to the steering rod. The réceptacle for the goods is carried upon spiral springs, so as to reduce the jolting, and conséquent damage to the contents, that might otherwise be caused by the inequalities of the road surface.
- It is said that this cycle is capable of carrying any load up to six hundredweight, and that when so loaded it can be easily propelled by two riders on ordinary roads, where the gradients are not excessively steep.
- The second arrangement, or that wherein the two riders are mounted both facing the same way, is found to be the most efficient in practice.
- In Fig. 25 is illustrated a front-driver parcel-carrying machine, built by Messrs Singer & Co. Limited. As will be seen from the illustration, this carrier consists of a front-driving tricycle, the réceptacle or box being situated over the rear axle, and the saddle for the rider in a convenient position to enable him to work the driving cranks on the front-driving wheel, which is fitted with the “ Crypto ”
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- driving gear.* An advantage claimed for this machine is its extreme simplicity, and the ease with which adjustments of the parts can be made. The substitution of a geared driving wheel for the chain driving enables the latter trouble-some part to be dispensed with.
- Usual dimensions for this carrier are: 28-inch wheels, and a body réceptacle or box, 30 inches in length by 28
- Fig. 25. Singer & Co. Ltd. Front-Driver Parcel-Carrying Machine.
- inches in width, and 21 inches in depth, made thoroughly waterproof, and fitted with a rear door. Adjustable bail bearings are provided to ail the running parts.
- With this carrier 80 lbs. weight of goods can be transported upon average surfaces with ease, the machine being only worked by a lad. 3
- For description and illustration of this gear, see chapter on Com-
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- CHAPTER V.
- Miscellaneous Machines.
- '"THE miscellaneous forms of cycles having more than A three wheels, and less than tvvo wheels, and driven in various ways, that hâve been devised from time to time, are very numerous, and it will only be possible to here give a very brief outline of a few typical machines.
- Regarding cycles having more than three wheels, it may be remarked that those with four wheels are universally known as quadricycles or tetracycles, and a usual classification of such machines as hâve more than four wheels, and one adopted by the Patent Office, is to group thern under the head of multicycles, although why they should be any more multicycles than quadricycles or tricycles seems hard to conceive. Altogether it may be said that the terminology of cycles is rather inaccurate. Railway companies classify ail cycles under the two heads of tricycles and bicycles ; and when the Otto.was in use it was termed a bicycle, in which the two wheels were placed side by side, which was of course a perfectly correct définition, but somewhat lengthy. Some writers christened the latter class of cycles dicycles, which they also undoubtedly are, but no more so than any two-wheeled single track cycle, with the wheels placed in line one behind the other.
- Dicycle, indeed, as lias been previously remarked, is the true and proper name for cycles of the latter class, and not the mixed-up word bicycle, which has now become commonly accepted as the proper name for ail two-wheeled cycles.
- Quadricycles or Tetracycles.—About ten years ago cycles having four wheels were very common, and different patterns were constructed by various makers. Amongst
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- those best known mention might be made of the “ Coventry Convertible Sociable,” the “ Royal Mail,” the u Club, the “ Carver,” and the “ Quadrant,” ail of which are three track machines adapted for carrying two riders. The “ Humber-Cruiser ” was a four equal-wheeled two-track tandem cycle, and consisted of a Humber and a Cruiser machine con-nected or coupled together by a specially designed swivel coupling bar. At présent quadricycles are almost extinct except for heavy goods carriers, upon which this number of wheels is not uncommon—as, for instance, the tandem parcels post delivery machine, described in the previous chapter.
- Multicycles.—An example of a pentacycle or five-wheeled cycle was found in Gibbon’s combination three-track tandem, which consisted essentially of a machine with a small rear trailing wheel of the class having the base of the wheel triangle placed forward, with a similar tricycle, with its trailing wheel removed, coupled behind. Many examples of this class of cycle might be given, but as they do not differ in principle of construction to any material extent from that of otber machines having four or three wheels, but merely in certain spécifie details, and as, more-over, they are not of any general interest, it would be idle to enter more fully into descriptions of examples of these many wheeled cycles.
- Unicycles or Monocycles.—Attempts hâve been made for a great many years to produce a unicycle or monocycle—that is to say, a cycle having only one wheel, that would be a success from a practical point of view. Hitherto, however, this type of cycle has been a most unqualified failure. Nevertheless the plan has several very obvious points of merit about it. For instance, it présents by far the most feasible method of ensuring a practically perfect distribution of wheel load.
- The chief drawback to unicycles or monocycles is their great instebilky both fore and aft, and laterally, whereby t e riding of them is rendered so risky as not to be ride ^ undertaken by an ordinary pleasure
- In machines of this class the rider is either so placed as 0 e seated at or about the centre of a large wheel, or else
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- so as to be astride of a sraaller wheel. The driving is usually effected by the operation of hand cranks,. the feet being supported idly on rests or in suitable stirrups, or other-vvise, but in some cases the wheel is driven by means of cranks and pedals.
- Fig. 26 illustrâtes a monocycle or unicycle, driven accord-ing to the first-named method. The saddle or seat a is supported by a frame having arms or projections b, ter-minating in suitable wheels or rollers c. These rollers c
- Fig. 26.—Monocycle or Unicycle.
- are arranged to run upon a path or race d, formed upon the inner side or surface e of the rim or felloe F of the large wheel. G is a hand wheel or pulley rotatably mounted upon the frame B, and intended to be driven by crank handles G1. From the hand wheel or pulley G, belts or bands h pass round another pulley G, fixed upon the axle of the larger one of the rollers c, by the rotation of which propulsion is effected through friction with the surface of the path or race D. The remainder or smaller rollers c act only as
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- guides to retain the central mechanism in position, i is one of the stirrups for supporting the rider’s feet, and keep-ing them off the ground whilst the machine is travelling.
- To steer this cycle, either the rider removes his foot from the one stirrup or the other, and by touching the ground, therewith turns or slews the wheel to one side or the other, as may be required, or else, for slight déviations only, he may effect the steering by inclining his body laterally to the one or the other side as required.
- Fig. 27 shows a sociable mono-cycle or unicycle, designed in ï88i by an inventor named Pearce, As will be seen from the illustration, a seat A, and driving gear b, is provided at each side of the wheel c. The seats a are mounted upon extensions of the shaft or axle, to which are also attached suitable handle-bars and downward extensions supporting the pedal axle brackets. The pedal axles hâve mounted upon them chain or sprocket wheels, which are geared through suitable pitch chains with chain or sprocket wheels provided upon the hub of the wheel.
- A unicycle or monocycle was also invented by H. C. Tucker, and patented in 1888, wherein the rider is placed on the top of the wheel, and the driving effected through suitable hand cranks. The rider’s feet are normally supported upon side pièces attached to the framing.
- Kolb’s unicycle, patented in 1890, is somewhat similar to that shown in Fig. 26.
- Manumotive or Hand-Power Velocipedes.—Many of the cycles of the preceding type rnight be classed under this head, being usually driven by hand-power. Numbers of machines having two or more wheels, and designed to be driven by this means, or by a combination thereof with
- Fig. 27.—Sociable Monocycle or Unicycle.
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- foot power, hâve likewise been brought out. As a general rule, however, hand-povver machines cannot compete, either in speed or facility of propulsion, with those driven by foot-power, and they are therefore chiefly valuable for spécial purposes.
- Baron de Drais’ bicycle of 1821 was, as already men-tioned, driven by a hand lever and rack and pinion gearing, assisted by alternately touching the ground with the feet or tip-toeing. Numerous tricycles, or, as they used to be termed, velocipedes, were subsequently designed, wherein propulsion was effected by hand cranks, levers, or other manual power, in some machines the steering being effected through the feet by means of stirrups attached to cords leading to the rear or steering wheels. Some bicycles or dicycles were arranged to be worked by a combined action of the hands and feet through suitable connecting rods between the cranks fitted to the axle of a large front wheel, and hand and foot levers. More recently many attempts hâve been made to produce a practical machine of this type.
- Amongst the former machines, a tricycle known as the “Velociman,” brought out some ten years back, was especially designed to meet the requirements of those dépendent upon their arms, or chiefly so, for effecting the propulsion of the machine. The driving wheels were mounted upon a differentially geared axle, which latter was driven by a pair of hand levers through a cranked counter-shaft and chain wheels and chain. The above-mentioned hand levers were cohnected to a rocking frame, which latter was itself pivoted to the main frame, and it was likewise provided with a footboard, so that when possible the legs might be also used to propel the machine. A pad was provided behind the rider by leaning the back against which the steering could be effected. A modem type of this machine will be found illustrated and described at the end of this section.
- Another machine which came out about the same time as the above was that invented by a clergyman named Taylor, which was called the “ Oarsman.” It had two driving wheels rotatably mounted upon their axle, and a rear wheel by which the steering was effected. The propulsion was operated by cords, which actuated suitable clutches
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- secured to. the driving wheels, the said cords being passed round the drums of the said clutches, and over grooved guide pulleys or wheels rotatably mounted upon the fore part of the machine framing, and which cords were secured at their other extremities to a sliding and rocking frame, upon which was placed the seat for the rider. To propel the machine these cords were pulled in a backward direction by means of a crossbar attached thereto, whilst at one and the same time, under the action of the legs, the sliding seat was also moved backwards. Upon the seat being slid forward again for the next stroke, the clutch boxes were also retumed to suitable positions under the reaction of coiled springs, which had become compressed during the previous stroke. It will be seen that the action is similar to that exer-cised in rowing, and the greater portion of the strength of the body can be utilised.
- In a patented (1883) form of cycle, irtvented by M. T. Quevedo, the machine is so arranged that it can be propelled by levers in the hands of the rider, the action of which is similar to a pair of oars.
- Fig. 28 shows the revised up-to-date pattern of the “Velociman” for 1896, made by Singer & Co. Limited. It will be seen -that the essential features of the machine hâve been retained ; and indeed for a tricycle of this type it would not seem possible to improve upon them. The arrangement by which both levers are pulled simultaneously, as in rowing, certainly enables the rider to use ail his power to the best possible advantage. The method of steering consists in leaning the back against the rest or pad shown at the rear of the seat (which rest is connected to the small hind trailing steering wheel by means of an adjustable arm), and moving or twisting the body to one or other side as may be necessary. Slight movements are ail that will be required for the ordinary exigencies of steering, but when it is desired to turn the tricycle round, the steering may be moved through a greater angle by hand. This later type of machine is provided with two front extensions, carrying small guard or safety wheels, which corne into use only should tne machine be tipped forward. A powerful band brake is tted for controlling the machine on down gradients. The °ot rests are adjustabiy mounted upon the extensions
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- carrying the guard or safety wheels, and an auxiliary foot motion can be fitted to the machine when required. This tricycle can be easily propelled by the arms alone at a speed of from six to eight miles an hour.
- Ice Velocipedes.—The most comraon form of cycle for travelling upon ice consists of a machine resembling one of the old ordinaries, the large front driving and steering
- Fig. 28.—Singer Manumotive or Hand-power Velocipede.
- wheel, however, being provided with spikes or projections to obtain a grip upon the ice, and the rear or trailing wheel being replaced by two runners or blades. The steering is effected by a handle-bar in the same manner as the ordinary land cycle.
- Water Cycles.—In one type of machine of this class the driver or drivers can operate a suitable paddle wheel by
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- which the propulsion of the boat will be effected. In anolher the said driver or drivers can actuate a shaft carry-ing a screw or propeller, or work a centrifugal or other puinp or pumps, for a like purpose.
- A common arrangement on the first principle is a main paddle wheel, which is rotatably mounted in the centre line of the boat, but slightly astern, in a suitable casing, through which casing it passes below, and dips into the water. Upon the upper part of this casing is a seat upon which the driver sits so as to bestride the said casing and the con-tained paddle wheel, and drives the latter by operating cranks secured upon the projecting extremities of the shaft or spindle. The steering of the boat is effected by means of cords attached to the rudder-head, and passing beneath grooved wheels or pulleys to a steering bar or head placed within a convenient distance from the driver.
- An arrangement wherein the driver opérâtes a screw-shaft is exemplified by Vajork’s foot-motor boat. In an arrangement of this description intended for three drivers or operators, a suitable framework of light tube, somewhat similar to that of a triplet bicycle or dicycle, is secured about amidships upon brackets or standards fixed to the bottom of the boat. Upon this framework are mounted three saddles, in front of each of which is provided a fixed handle-bar for forming a support for the driver or operator. Beneath the upper bar or stay carrying the saddles is rotatably mounted a crank shaft, which can be driven by the operators through suitable connecting rods and treadles. The rear extremity of this shaft carries a chain or sprocket wheel, which is connected with and drives another chain or sprocket wheel upon a screw or propeller shaft placed in the bottom of the boat, through a suitable pitch chain. The steering is intended to be effected by the cockswain from the stern of the boat in the usual manner; but it is obvious that the tiller lines might be conducted to a steering bar or head, capable of being opcrated by one of the drivers or operators, preferably the one placed nearest the stern. The arrangement of the cranks is such that dead centres are avoided, and for each sixty movements of the treadles the screw or propeller will make some five hundred révolutions. It is stated that even comparatively
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- unskilled operators can easily attain a speed of five miles an hour with this boat. The apparatus can be readily fitted to any boat having sufficient width of bearn. When dtsired, moreover, the boat can be propelled by oars or under sails in the usual rnanner.
- It will beobvious that in both this and the first described arrangement the operators are placed so high that due provision for preserving the stability of the boats must be resorted to. The usual and obvious plan for efîecting this purpose is to place a sufficient counterweight of lead in the keel.
- Another method which has been also used with sonie success on steam canal boats, <Scc., is to utilise the rotary motion obtained on the crank shaft to drive a centrifugal or other pump, which is so arranged that it will discharge at the stern of the boat, and so propel the latter in a forward direction through the water. It is obvious that by employing two pumps, each with a separate outlet, or so arranging the discharge from the single pump that it will hâve a double outlet, each outlet being in both cases separately governable, the propelling medium (i.e., columns of water) can be also used for steering purposes.
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- CHAPTER VI.
- Efficiency of Cycles.
- HE efficiency of cycles is intimately connected with
- I the particular purposes for which they are intended, viz., racing, general use on ordinary roads, and for carrying passengers or goods. The points of efficiency applying to cycles generally, as laid dovvn sonie years back by Griffiths,*' and which hâve been already briefly alluded to, are in extenso as follows, and they are equally applicable at the présent time as they were when drawn up by that gentleman :—
- 1. Réduction of dead weight by the avoidance of very large wheels, and of heavy or purely ornamental or un-necessary framing.
- 2. Réduction of résistance by avoidance of very small wheels, and by employaient of the best designs in bearings, and in driving mechanism for the diminution of internai friction.
- 3. Perfection of load distribution by entire avoidance of wheels that neither transmit motive power nor assist the steering, and by concentration of the load on the driving wheels, and réduction of that on the steering wheels.
- 4- Stability when in motion both on the straight and round curves ; when on a smooth surface, and also on a rough and lumpy road ; and when the brake is applied either suddenly or gradually.
- 5- Arrangement of load and driving mechanism, so that the distribution of the wheel load shall be as good on rising or falling gradients as on a level.
- Some authorities upon cycles hold, that, whilst a given
- * Proceedings Inst. Mec h. Engrs., 1886, p. 131.
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- weight added to the machine forms a serious impediment to propulsion, the same weight carried by the rider is practically no hindrance thereto. However this may be,— and there do not seem to be any satisfactory grounds for the theory,—it appears to be pretty certain from observations made by many independent riders, that a given amount of weight added to the wheels is immediately felt by the rider in the increased labour entailed to drive, w'hereas on the other hand the same weight added to, and distributed over, the framework becomes practically unnoticeable.
- The dynamical aspect of the subject, that is the variation of the load in accordance with the driving action,—a question of the utmost importance, and one which arises the instant that a cycle is put in motion,—has been very clearly ex-plained by Prof. C. Vernon Boys,* as follows. “The distribution of the wheel load would of course be affected both by the gradient and by the rider’s position, and would therefore vary from time to time ; and whatever position the rider might assume, and whatever gradient the machine might be on, the distribution of wheel load could be easily found, provided the rider were not driving either forwards or back-wards, and were not applying the brake. Mere statical considérations would under these conditions be sufficient to détermine the distribution. But as soon as the rider drove or stopped the machine, dynamical considérations presented themselves. When the rider applied force to either of the treadles, and so tended to turn the main axle, or when by the brake he tended to stop the motion of the main axle, the rider and the frame combined were in efifect one body, and the axle was another, and the force between them was of the nature of a couple. Whatever turning force was applied to the axle, an equal and opposite turning force re-acted on the frame, thereby altering of course the distribution of wheel load. For example, taking 31 inches as the wheel-base of a bicycle,! and 5 inches as the length of a crank, if the rider pressed either treadle' with a force of 180 lbs. at right angles to its length, the couple would be 900 inch-lbs., which was équivalent to 29 lbs. acting on an arm
- * Proceedings Inst. Mech. Engrs., 1886, pp. 164-166. ! Old “ordinary” front-driving bicycle.
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- of 31 inches ; so that 29 lbs. was the increased weight on the hind wheel, if the rider was forward treadling, or on the front wheel, if he was back treadling. That would be an increase over what the weight would be if the rider and machine were to assume precisely the same position, but without the application of the driving force of 180 lbs. If the position was such that without this force there was not so much as 29 lbs. on the rear wheel, then back treadling to the extent indicated, or an equal backward pull with the brake—no matter which—would raise the hind wheel from the ground. The same considérations applied exactly to machines with gearing, in which it was of no conséquence how the turning force was produced, whether by a strong push on a high-geared machine, or by a less strong push on a low-geared machine. Whatever couple was produced at the driving axle, as the resuit of the action of the rider or of the brake, that couple would always act on the frame, and so disturb the load distribution in the manner already shown.”
- Distribution of Wheel Load in Bicycles.
- In dealing with bicycles or dicycles wherein the wheels are placed in line, the main point to be determined is the proper distribution of the wheel load, to ensure perfect or practically perfect fore and aft stability. As regards latéral stability it might be here mentioned that the gyroscopic action of the wheels in this class of machine increased their latéral stability in running round curves, whilst on the other hand in tricycles and other multi-track machines it reduced the said stability.
- The most perfect distribution of wheel load in cycles is, as has been already mentioned, that attainable in unicycles or monocycles, but their instability in ail directions obviously renders the balancing and riding of them a matter not only of considérable difficulty, but one accorn-panied, even to the expert, with no little danger.
- In a bicycle or dicycle having two wheels arranged to run m the same track, and wherein the front wheel was the driving wheel, and was fitted with the cranks, it was found that, in order to ensure freedom from slipping or skidding, the rider’s weight had to be placed chiefly upon the said
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- front wheel, as lias been already mentioned on page 5. Such a machine vvas the high ordinary, illustrated in Fig. 3, page 7. In the diagram, Fig. 29, the dotted lines drawn from a point situated 4 inches above the centre of the upper surface of the saddle, which point is taken as the centre of gravity of machine and rider, to the wheel base, indicate the distribution of the wheel load in this bicycle or dicycle. It is obvious from the steepness of the lines from the centre of gravity to the front and rear wheel base, that it is a most dangerous vehicle, as indeed it abundantly proved itself to be, and one through accidents caused by which many lives were lost, and still greater numbers of persons were more or less seriously injured. When descending a steeper gradient
- F IG. 29.—Diagram showing Distribution of Wheel Load in “ Ordinary.”
- than one in twenty, indeed, a rider of one of these machines could only save himself from falling forward by leaning well back. Whilst even on a level surface, when running at any degree of velocity, any slight obstruction such as a small stone or a rut by which the large fore wheel would be checked, or the sudden or injudicious application of the brake, when fitted in connection with the fore wheel, would cause the rider to go over the front wheel base upon his head. The avoidance of accidents of this kind was only to be effected by constant watchfulness and care, and at night time even with the most careful riding, their occurrence was practically an ever-present contingency.
- The stability of many of the so-called safety bicycles or
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- dicycles, which vvere introduced about 1885 in order to over-come this objection, was obviously not to any great extent in excess of that of the high ordinary, and the terrn safety as applied to them was undoubtedly a misnomer. Fig. 30 is a diagram showing the fore and aft stability of the “Club”
- Fig. 30. —Diagram showing Distribution of Wheel Load in “ Club ” Safety.
- safety which is shown in Fig. 4, and which is not, so far as forward stability is concerned, greatly in advance upon the ordinary. In some few instances, however, the rider’s weight
- Fig. 31.—Diagram show ing Distribution of Wheel Load in “ Xtraordinary ” Safety.
- was placed sufficiently to the rear to obviate any danger of the rider taking headers over the front wheel base, except under circumstances of an exceptionally phénoménal nature. A g°od example of a cycle of this type is afforded by one ln use some ten years back, which was known as the
- E
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- “ ’Xtraordinary,” and wherein, as will be seen from the diagram (Fig. 31), the front line of the triangle from the rider’s centre of gravity down to the fore wheel base is greatly more slanting than that of the ordinary (see Fig. 29). This would admit of the front wheel corning in contact with a small obstacle, or of the brake being put full on, without the résultant header over the fore wheel that was the inévitable resuit conséquent upon the above actions in the case of the ordinary.
- Front-driving bicycles, with the exception of spécial machines, which are fitted with mult.iplying gear, and sonie of which hâve certain important spécifie advantages, are
- Fig. 32.—Diagram showing Distribution of Wheel Load in “Bantam” Safety.
- practically extinct. The most used of these is that known as the “ Bantam ” (Fig. 10), which is made by the Crypto Works Company Limited. This machine is possessed of many good qualifies, which will doubtless ensure its retain-ing its position as a prime favourite for certain classes of work for some time to corne. It has the name of being, and indeed is, a thoroughly comfortable machine for pleasure riding, and is particularly suitable for elderly persons—a not inconsiderable advantage even to the practised rider of a certain âge being that it can be readily mounted without a step, whilst to those learning the art it affords the great desideratum of allowing the ground to be easily tiptoed. In fact, the machine can be used at first in
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- a similar manner to an old hobby-horse, and the necessary confidence is thus easily attained. The increased bability to side slip on greasy roads, owing to the small diameter of the wheels, is so slight as not to form a factor of any importance ; and the more rapid destruction of the tyres from the same reason is counteracted and practically nullified by the increased vvidth thereof. As regards fore and aft stability, the machine is about equal both ways, and practically as safe as any rear-driving safety bicycle or dicycle. Fig. 32 shows the distribution of wheel load in a geared front-driver of this type.
- Fig. 33.—Diagram showing Distribution of Wheel Load in “ Cyclet ” Safety.
- The rear-driving geared chainless bicycle or dicycle, known as the “Cyclet,” shown in Fig. 9, whilst affording ample margin of safety against a forward spill, is somewhat want-mg in rearward stability, as will be seen from a glance at the diagram, Fig. 33, showing the distribution of the wheel load in this cycle.
- lhe stability of the présent type of rear-driving safety bicycles or dicycles approximates to that of the old hobby-horse, and the first development thereof, known as the bone-shaker, to which latter class they evidently belong, having owever, a somewhat different distribution of wheel load. As wUl seen from the diagram, Fig. 34, the rear-driving safety
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- has a practically perfect fore and aft stability, owing to the position of the rider between the two wheels, and the point at which power is applied for driving. The wheels of rear-driving safety bicycles are medium sized, and either of equal diameter, or the front or steering wheels are slightly larger. The employment of a larger front wheel reduces the résistance, increases the steadiness in running, by reason of its greater gyroscopic stability facilitâtes the steering, and, moreover, renders the liability to side slip far less. The load distribution in cycles of this type causes a great re-
- Fig. 34. —Diagram showing Distribution of Wheel Load in Rear-Driving Chain Safety.
- duction in vibration as compared with those wherein a certain portion of the load is carried on a small wheel without the interposition of any spring or elastic buffer arrangement.
- Efficiency of Three-Wheeled Cycles or Tricycles. —Cycles of this class, wherein an attempt has been made to increase the stability by the addition of a third wheel, were, a few years back, constructed in such a variety of patterns that the distributions of wheel load were very numerous, viz., on the driving wheels, on the steering wheels, and on
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- idle or carrying wheels. The présent type of tricycle, how-ever, which is practically similar in design to a standard pattern bicycle, vvith the exception of the duplication of the rear wheel, and the necessary modifications entailed by this additional wheel, has about the same distribution of wheel load. In sorae types, however, the seat or saddle is taken farther to the rear than in others, and the load chiefly placed upon the rear or driving wheel. The efîficiency of the machine is thus slightly increased, but at the expense of considérable loss of rearward stability. These tricycles are ail three-track machines and of the class B—that is to say, those wherein the wheel triangle has its apex forward. A glance at any of the standard cycles of this class (Figs. 20-24) will show that the machine was evolved from one of the earlier patterns of tricycles, such as the “ Quadrant ” or the “ Cripper,” which bore a similar resemblance to the early rear driving bicycles, with small steering wheels, that the présent tricycle does to the standard pattern of rear-driving safety bicycle, with either equal or slightly larger front or steering wheel.
- Adjustment.—The cycle, whether constructed with one wheel only, as in the unicycle or monocycle, or with two or more wheels, as in the case of the bicycle or dicycle, tricycle, quadricycle, &c., is eminently a machine adjusted for and suitable for running on the level. Any variation in ,the gradient of the surface upon which a cycle is running immediately alters the distribution of the wheel load, and to a greater or lesser extent disturbs the stability of the rider. In modem cycles, it is true, this occurs to a much lesser extent than it did in those of earlier patterns, but it is still présent, and constitutes an important point when considering their stability, more especially with respect to machines intended for general use upon roads where the gradients are different every few yards, and whereon level stretches of surface are the rare exception.
- In earlier times attempts were made to remedy this defect bythe provision both in bicycles or dicycles and tricycles of arrangements whereby the rider could himself operate adjustment of the seat or saddle, through a lever or other means, with greater facility than could be done by shifting the said saddle fore or aft upon the usual “1-shaped pin, an opéra-
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- tion that would of course entail constant dismounting, and more or less troublesome slackening of clips, &c. There were also adjustments whereby the rider’s position would be automatically altered to suit the gradient upon which he might happen to be placed.
- Amongst these adjustments may be mentioned that in-vented by F. W. Jones, and applied to a dwarf safety bicycle, and to a tricycle which was known as the “ Devon,” and which consisted of an adjustable double frame.* An adjustment through a swinging seat-pillar was devised by J. A. Griffiths, and applied to his “Kaiser” safety bicycle, and an automatic adjustment also designed by the latter gentleman was applied to his “Spinaway” tricycles. In the “ Kaiser,” the rider’s position was adjusted automatically to the gradient by the above-mentioned swinging seat-pillar, by which means the saddle was disconnected from the main frame. This swinging seat-pillar was hinged or pivoted at its lower end as near as practicable to the treadle or crank axle, thereby ensuring the adjustment movements of the former causing as little variation as possible in the distance between the saddle and the cranks. The saddle was also connected with the steering head by a strong spiral spring, so that the rider was balanced between the forward pull of this spring, and the horizontal component of his own weight on the top of the pillar raking backwards. In the “ Spinaway ” tricycles the balancing of the rider was effected by slinging or hanging the frame, carrying at the top the saddle or seat, and at the bottom a cranked pedal axle, upon an axle supporting the driving wheels, the driving of the latter being effected by any suitable form of balance gear, and the steering by means of a small pilot wheel placed at the extremity of an arm or projection upon the frame. f
- The above was, it will be seen, an adaptation of the swing frame of the “ Otto ” bicycle or dicycle to a tricycle. The perfect automatic adjustment of the rider’s position in the
- * For full description of this adjustable frame, see Proceedings Inst. Mech. Engrs., 1885, p. 490, and 1886, pp. 149, 150, 151.
- t For full description of “ Kaiser ” bicycle and “ Spinaway ” tricycle, see Proceedings Inst. Mech. Engrs., 1886, pp. 151, 152, 153.
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- “ Otto ” to the gradient upon which the machine was travelling constituted the main advantage of that, and ail other bicycles or dicycles wherein the tvvo wheels were placed abreast.
- In an arrangement designed by Mr Strickland, the curved portion of the backbone of a bicycle was formed telescopic, and was capable of being lengthened and shortened by means of a rack and pinion or some équivalent device.
- Hurrell and Spence mounted a leading wheel of small diameter on a hinged portion of the frame, which was fitted with suitable gearing by means of which it could be raised or lowered by the rider in accordance with the gradient.
- The position of the rider was also capable of being adjusted to a certain extent by using sliding seats or saddles such as the “ Club.” the “ Matchless,” &c., but the move-ment thus permitted was insufficient to properly effect the purpose, and any increase of the play would hâve rendered such an arrangement of saddle too heavy and cumbersome for use.
- The great defect of ail these arrangements for enabling the rider to so alter or vary his position on different gradients as to admit of his attaining a distribution of wheel load equally favourable in relation to the said gradient, as that which has been found most suitable and settled for a level, is the added complexity of the mechanism, a most undesirable feature in a cycle, and to th is may be added the additional weight to the machine which must naturally be caused by the extra parts required. Where the alteration or adjust-ment of position had to be effected by the rider himself, and consequently each change of gradient entailed the releasing of the saddle, the moving of the latter, and the fixing or securing of it in the new position, this defect was of course added to the above. These and other reasons hâve probably caused the disappearance of devices for the automatic or other adjustment of the saddle by the rider when mounted.
- rhe best method to adopt in practice is for the rider to adjust the saddle from his own expérience when riding the cycle, by means of the ordinary adjustment usually provided, to such a mean position as he finds to best suit him when running on the level. He must then endeavour to maintain
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- his centre of gravity at the most advantageous position relatively to his wheel base by leaning backwards when descending, and by leaning forwards when ascending a hill.
- Bicycles or dicycles with the wheels situated abreast, and some unicycles or monocycles alone provided perfect automatic adjustment, and that not merely for widely differ-ing gradients, but also for slight alterations in the surface that was being passed over, which it would be totally impossible to obtain by any automatic or manual device applied to other descriptions of cycles. It was this feature which most undoubtedly rendered bicycles of the “ Otto ” type so easy and comfortable to ride. The defects which probably caused them to fail to corne into anything like general use, and finally to become practically extinct, were the difficulty experienced in learning to ride them in a proper manner, which was greater than in the case of bicycles or dicycles with the two wheels placed in line, a very defective fore and aft or longitudinal stability, a deficiency in steering qualities, and an inability to provide a sufficiency of brake power.
- Momentum of Cycle and Rider.—The unit of momen-tum is the amount of motion in one pound weight avoirdu-pois moving at the rate of one unit of velocity. For example, supposing the weight of the rider to be 200 lbs., and the velocity of motion ten miles an hour, then the momentum will be equal to that of 200 units of mass moving 5.2,800 feet per hour, which equals 200 units of mass moving with 14! units of velocity, and the momentum being the product of the mass, and the velocity, viz., 14! x 200 = 2,933^ lbs. Or to State it differently. Weight of rider 200 lbs., velocity
- 10 miles an hour = 10 X feet per second,
- momentum
- 60 x 60 200 x 10 x 5280
- = 2933^- in pound-feet
- 60 x 60
- units.
- Power Consumed in Driving.—According to G. J. and G. G. Stoney,* the power required to propel a bicycle or dicycle on a common road of average quality was found to be from ^ to of a horse-power in accordance as the
- Paper read before the Royal Dublin Society, 1885.
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- rate at which it travelled varied between six and fourteen miles an hour. The experiments from which the above results were deduced were made witli a machine having an elliptical lever action such as that shown in the diagrammatical view, Fig. 31, because that bicycle vvas found to be more easily adaptable to work a diagram indicator than those having rotary action. There can be no doubt, however, but that far more favourable results would be obtained from a modem machine of the latter class.
- Before closing this chapter we will give a short abridg-ment of an article by H. K. Landis, E.M., upon cycle mechanics, which has lately appeared in a supplément to the Scientific American. Mr Landis is a gentleman who has paid very spécial attention to this subject, and in the article in question has given the results of some very interesting and valuable tests which he has carried out at considérable trouble and expense.
- Statics.
- Weight Distribution.—Taking a rider weighing 131 lbs. and a fully equipped bicycle weighing 25 lbs., or both together 156 lbs., and so placing the machine with the rider that the front wheel rested upon a platform scales, it was found that when the rider’s body was in the position usually assumed for coasting the scales read 46 lbs. ; when in an erect position, 47 lbs. ; when in the average position, 52 lbs.; when in the middle position, 57 lbs.; and when in the scorching position, 60 lbs. The average position of a graceful rider throws one-third of the weight on the forward wheel and the remaining 66-| per cent, on the rear wheel. In order that the tests might be amenable to comparison, they were made on a Columbia road machine. Pulling upon the handle-bars was found to decrease this weight about 3 per cent., back-pedalling increased it about 2 per cent., while forward pressure upon the pedals decreased it about 6 per cent. These figures would no doubt vary somewhat with different riders, but it may be concluded that the forward wheel will rarely carry more than one-third of the weight in ordinary riding. On a hill rising xo feet vertical in every 100 feet horizontal this weight was found
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- to increase to 60 lbs. going down, and to decrease to 40 Ibs. when coming up.
- Compression of Tyres.—The tests under this head were made by leaving the wheels in the above-described position supported by a rope about the seat post, and tied perpendicularly to the plane of the machine. A large wire loop was attached to both axle nuts of the forward wheel, a 12 ft. bar was placed through this loop with the short end attached to the floor and the other in the hands of the assistant, a second assistant noting with a rule held vertically when the tyre was compressed the required distance, at the same time the applied pressure being read off from the scale beam. The tyre was first inflated very hard, and the weight taken every eighth-inch compression. After this sériés a second was taken with slightly less air in the tyre. From these results a sériés of curves showing the compression of inflated cycle tyres under varying pressures was plotted. The conclusions arrived at from the resuit of these tests were as follows :—
- That very hard blown tyres follow Professor Kick’s law of proportional résistances, /.<?., the ratio between the pressure required and the deformation produced is constant, and the curve a straight line ; but as the tyre becomes less and less inflated the ratio of pressure to compression decreases gradually as the pressure increases. The natural déduction from this is that very hard tyres hâve a constant degree of elasticity under all'degrees of compression, while soft tyres compress easily under small pressures, and less so as the pressure increases. The latter are easier to ride upon roads where the vibrations are small, as they absorb the many vibrations that would make a hard-tyred machine tremble uncomfortably. Where, however, the amplitude of vibrations exceeds f- in., comparatively loose tyres should not be used. A compression of three-eighths of an inch under the weight of the rider and machine represents probably the general safe and also comfortable degree of inflation. Cyclometer readings dépend upon the compression of the tyres. A hard tyre without rider traverses 7 ft. 4 in., with rider, 7 ft. ij in., while a tyre where 132 lbs. compresses it § in. will traverse but 7 ft., a loss of 5 per cent, for the cyclometer.
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- Centre of Gravity.—-Taking the horizontal distance between the axles of the fore and rear wheels as a balance arm, having the weight on the fore wheel tyre on one end and that on the rear wheel tyre on the other. The wheel being in equilibrium, this balance arm would be supported at its centre of gravity, and therefore the weight of the forward wheel times its end of the balance arm, which calling x, will equal the weight of the rear wheel times its horizontal distance from the centre of gravity, 45.5 -x in., or 52 x x= 104 (45.5—a), from which ^ = 30.3 in. from the fore wheel axle. A vertical through this point will be the line in which the centre of gravity will lie. A change in the élévation of the rear wheel will create another locus of the centre of gravity, in the same manner with the platform scales as in the first test. Observations made at élévations of 150 and 2 0° inclinations of both wheels, including the horizontal, gave five loci which should hâve gone through the same point. The centre of gravity of the machine and rider, whose body inclined 20° from the vertical, was at the forward point of the saddle. The centre of gravity was highest in the coasting position. Were a great obstruction encountered, with the rider’s feet in position at the top of the forks, his body would be prevented from leaving the machine, the whole weight being raised through the distance of 1 ft. and taking a header ; if, however, the rider had his feet on the pedals, he would be simply projected over the handle-bars, the machine remaining behind, the striking energy imparted to the mass being that due to the motion —of 25 lbs. instead of the total of 156—and the cycle would probably remain comparatively unhurt instead of being wrecked as in the former case.
- Strength of Parts.—The factor of safety in a modem (1896) cycle is estimated at 1.5, whilst in most other machines it is usually 4. This small margin (not much more than one-fourth of that in other machinery) of safety .in the cycle, rendered necessary by the demand for light machines, should be compensated for by the use of none but the best materials. After annealing, which is the condition of ail brazed parts, the strength of low carbon Steel (0.20 per cent, of carbon) falls to 50,000 lbs. from the original 70,000 lbs. required to pull apart a bar 1 in.
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- square; high carbon Steel (0.50 per cent, of carbon) falls from 90,000 lbs. to 65,000 lbs.; and nickel Steel (5 per cent, of nickel) remains at about its original 100,000 lbs. It is évident, therefore, that the latter material is the one which should be employed. Handle-bars should be made of tempered nickel Steel requiring a pull of over 450 lbs. to bend it. A ton and a half gradually applied to the seat post will be required to crash a good Steel frame, but 700 lbs. only, applied horizontally to the front wheel shaft, the rear one being fixed, will cause the lower tube to buckle on its upper side by reason of vertical forces. The front quadrangle of the frame is a poor construction, owing its strength to the stiffness of the jointing alone, and should obviously be modified in accordance with the methods employed in bridge construction. The factor of safety of the chain is usually 7. At a speed of 10 miles an hour the pressure on the pedal would be 47 lbs., and the tension on the chain 106 lbs. This was determined thus :—Pressure on pedal times length of crank centre to centre will equal tension on chain times radius of large sprocket wheel, or power times power arm equals weight times weight arm, viz., 47 x 6.75 = x x 3, or æ = 105.75.
- A tyre of ordinary construction would squash fiat at 450 lbs., and would burst at 200 lbs. pressure per square inch. A wheel would buckle at from 600 to 800 lbs. pressure. A carefully brazed and pinned joint would stand the tube breaking before being pulled out. The difficulty is to know for certain when it has been properly brazed before testing. Two million successive bumps would be required to break a first grade wheel, but a poor wheel would give way under one-third that number. Low carbon Steel tube subjected to successive stresses beneath, but near, its elastic limit, would break at the end of 300,000 révolutions ; high carbon Steel would withstand 400,000 stresses ; nickel Steel, 1,500,000.
- Dynamics.
- Traction.—According to D. K. Clark’s formula for locomotive traction on iron rails, a drawbar pull of 1 lb. is necessary for a weight equal to that of a bicycle. Robert Wilcox has deduced the équivalent for bicycle traction in
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- EFFICIENCY OF CYCLES.
- 77
- v1
- ounces as / = + 7-75 adding 0.5 t for speeds over
- 5 miles an hour, which at 10 miles an hour would give a traction of 13.12 ozs. Rudolph Hering estimâtes the traction on a good macadam road at eight times that on iron rails, which would give a tractive force necessary of 6.56 lbs. Actual tests with a spring balance and a horse drawing the cycle and rider along at the required speed, without the said rider exerting any tractive force, gave a drawbar pull of 4 lbs. on good macadam roads, and 6 lbs. on mud roads : these tests were repeated to confirmation. It was also shown that increase of speed appreciably increased the power required, and that ordinary hills required 12 lbs. to 16 lbs. to climb.
- Pressure on Pedal.—This is derived directly from traction. At 10 miles an hour the foot should press upon the pedal uniformly throughout the half révolution with a pressure /, the total pressure by both feet per révolution being 2p ; whilst, however, this pressure, which is only entirely effective at half stroke, is moving through the diameter of the crank circle—1.125 ft-—by a round-about way, the résistance, which is constant, acts
- p
- through the semi-circumference, and is therefore lbs.,
- 2p x 1.125
- I-57
- = 1.43/ foot-pounds per révolution of the one révolution of the crank the wheel tested
- i-57 crank. To
- travelled 10.86 fit. Ten miles an hour is 14.7 ft. per second, the work done on the pedal would therefore be 1.24p per second, equalling 4 lbs. traction acting through 1.47 ft., or 4 x 14.7 = t.24/, from which p = 47 lbs. on smooth macadam, and for 6 lbs. traction on mud roads, 71 lbs. Work Done.—Four pounds acting through 14.7 ft. per 4 x 14.7 x 60
- second would require------------- = 0.106 horse-power
- H 33,000 . v
- per minute, or 0.636 horse-power per mile.
- Energy of Motion.—A number of experiments were made to détermine the static pressure exerted upon the front wheel when stopped suddenly, a spring balance with sliding recorder being attached to the long end of a 19 to 1
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- MODERN CYCLES.
- lever, and the other fastened to the bicycle as it passed. At a velocity of 4.47 miles per hour the pull recorded was 11 lbs., or 200 lbs. on the cycle, the weight stopped being that of the machine only, the rider leaving the saddle at once on stopping. When the rider clung to the saddle the energy of motion was higher. For a velocity of 4.5 miles per hour the average pressure was about 250 lbs., which would be sufficient to compress the tyre up to the rim : 8 miles per hour would produce sufficient pressure to endanger the frame at a point on the lower tube near the steering head ; 12 miles per hour would engender enough to crush the wheel.
- Vibration.—The vibrations occurring near the centre of gravity, from loose stones, ruts, &c., on the road, were recorded in seismograph curves by a specially constructed instrument wherein the pencil style was held against the paper by the tension of a rubber band, and was free to move in ail directions against approximately equal résistances. The impact curve recorded showed a first sharp dip, which indicated a sharp rising of the rear wheel, whilst the tyre was compressing; a long top curve gave the measure of the shock, and a deflection showed the settling back of the rear wheel. The passage of the wheel over an inch obstruction showed the résultant vibration to be in the direction of a line drawn through the pommel of the saddle and a point about 4 ft. in front of the point of contact of the front wheel with the ground. Upon the rear wheel passing over the same obstruction the vibration was in a line with the saddle pommel and a point slightly above the rear wheel shaft. These two lines of vibration would make a little more than a right angle with each other, and would give the rider the maximum effect in an all-round shaking up. On a smooth road there was more rear wheel vibration, indicating the desirability of an easy saddle ; on a rough macadam road, however, the line of vibration passed through the front wheel shaft, and the bulk of the vibration was on that wheel.
- Economic Considérations.—The traction on asphalt was found to be one-fourth, and on brick one-third that on good macadam streets.
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- CHAPTER VII.
- Component Parts of Cycles.
- THE main parts that go to make up a cycle are five in number, viz.—First, the framework ; second, the wheels ; third, the steering; fourth, the driving gear ; and fifth, the saddle or seat.
- Fig. 35.—Standard Pattern Bicycle Frame.
- In addition to these, however, there is the brake mecha-nism, which although not absolutely indispensable, is nevertheless a most important part; and there are besides a number of accessories, the most necessary of which are lamps, bells or alarms, and gear cases.
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- The Framework.—This subject will also be further dealt with in the next chapter. As has been mentioned, the frames of cycles are at the présent time almost universally made of weldless Steel tube, and Fig. 35 shows a standard pattern for a bicycle, as made by Ferry & Co. Limited. A new material, however, has lately been found in the bamboo, and frames made therefrom are now constructed and applied
- Fig. 36.—Premier Co. Ilelical Tube.
- to machines by the Bamboo Cycle Company Limited. Various other materials, moreover, bave been proposed and used for cycle frames, such as comnressed paper or wood pulp, laminated wood, and aluminium, which latter métal possesses many advantages over Steel for the purpose, and which most probably will be in a few years extensively, if not exclusively, employed.
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- 8l
- When weldless mild Steel tubes are used, they vary in thickness according to their diameter, usually running, how-ever, from .065 to .095 inch. The présent practice is to employ tubes of a large diameter and thin gauge. According to H. K. Tandis, nickel Steel (5 per cent, of nickel) is about twice as strong as low carbon Steel of 0.20 per cent, of carbon.
- The métal tubes mostly used in this country consist either of solid drawn mild Steel tubes, or of spécial tubes such as that known as helical tube, which has been patented and is made by the Premier Cycle Company Limited (Hill-man, Herbert, & Cooper Limited), and which is illustrated in Fig. 36. This tube is formed by wrapping, twisting, or rolling heücally a thin sheet of métal, varying from .008 inch to .017 inch, and firmly brazing it together. The mode of manufacture adopted for making these tubes is shortly as follows :—First, strips of the requisite length are eut off by means of a guillotine shears from the long rolls as they corne in from the makers, the cuts being made diagonally so as to end square when the tube is finished. The next operation is to roll the strips round a mandrel, which operation is effected in a spécial machine, consisting of a set of three rolls mounted horizontally, and one of which is re-movable to admit of the mandrel being placed in position. Upon rotating these rolls the mandrel will be also caused to revolve, as the strip and mandrel are in contact with the said rolls, and consequently the said strip will be drawn in and so wrapped or vvound round the mandrel as to form a tube. This winding is performed at such an angle that whilst there will be a double thickness of sheet at ail parts, at those points where the overlap occurs there will be a treble or threefold thickness of the said sheet. A clamp is then placed upon one end of the coiled strip or tube to prevent it from unwinding by reason of its elasticity, and it is removed from the rolls, the mandrel upon which it was wound is withdrawn, a stout collar driven upon the ex-tremity of the tube, and a plug forced into its bore so as to hold the strip firmly in its coiled State until the latter are solidly united by brazing. This latter operation is performed by running hard solder into the tube, and likewise so applying the said solder to the exterior of the said tube
- F
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- that a portion will adhéré to those parts where the coils or convolutions overlap. This solder is then melted and run into the joints between the strips in a gas furnace, the tube being turned and shaken to facilitate and expedite the passage of the solder into the said joints. After having been permitted to cool down in powdered lime, the collar may be knocked off, and the ends of the tube eut off square to exact length. The perfection or otherwise of the brazing operation can be ascertained by hanging up the tubes and striking them, those that fail to ring clearly being condemned as unfit for use.
- These helical tubes hâve proved themselves when sub-jected to very severe tests to be considerably stronger than the plain solid drawn Steel tube. The chief reason for this is, that whilst the latter must of necessity be made from very rnild Steel, the former on the contrary can be con-structed of high carbon Steel just below the air hardening point. Besides this, however, the helical tube can be so constructed as to offer perfect uniformity of gauge, which i& not the case with solid drawn Steel tubes wherein the walls are liable to vary to a certain extent in thickness, and thereby to necessitate the enlargement of the margin of safety, and the employment of tubes of a weight which, but for this probable fault, would not be required.
- The junction obtained between the convolutions by the brazing process is so perfect that upon forcing open the strip, as shown in the illustration, a complété film of brass would be found between the plates. This film of bra-ss is claimed, besides firmly uniting the strips so as to form a practically homogeneous tube, to add appreciably to the toughness of the finished article.
- Exhaustive tests conducted by David Kirkaldy and J. M. Reilly, hâve given very favourable results in favour of the helical tube as compared with the ordinary weldless Steel tube.
- During the tests carried out by the first-named gentleman, six pièces were tested. Taking, however, the results obtained in the tensile and bending tests with one sample only by way of example, we find that in the first, whereas it took 13,005 lbs. to arrive at the ultimate pulling stress of a piece of helical tube of .97 inch outside diameter and weighing
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- .371 lb. per foot-run, or 121,542 lbs. per square inch, it only required 8,403 lbs. to reach that of a piece of solid drawn tube of 1 inch in diameter and of a like weight per foot-run, or 79,274 lbs. per square inch. The extension was 1.5 per cent, in the former, and 18.7 per cent, in the latter in 10-inch lengths ; and the contraction of area was respectively 3.7 per cent, and 37.7 per cent. As regards the bending tests the deflection of a piece of helical tube of .97 inch in diameter, and weighing .346 lb. per foot-run, supported at points situated 15 inches apart, was for a centrally super-imposed weight of 100 lbs., .03 inch; for 200 lbs., .058 inch; for 350 lbs., .100 inch; for 500 lbs., .150 inch; for 900 lbs., .44 inch ; at 942 lbs., the tube gave way, buckling and cracking. The elastic stress was 750 lbs. With a solid drawn tube on the other hand weighing .339 lb. per foot-run, tested under precisely parallel conditions, the deflection was as follows :—For 100 lbs., .025 inch; for 200 lbs., .040 inch; for 350 lbs., .33 inch; at 360 lbs. the tube gave way. The elastic stress in this case was only 280 lbs.
- With respect to the tests made by J. M. Reilly, a frame built of helical tube weighing 5 lbs. 5f ozs., when subjected to a condensed latéral strain, as in case of a collision, was found to hâve an ultimate strength of 448 lbs., whilst a frame constructed of weldless tube weighing 5 lbs. 13! ozs. only gave an ultimate strength of 264 lbs. Under a transverse test, the tube being supported at the ends 12 inches apart, and loaded in the middle, a helical tube of 1 inch external diameter, .026 inch in thickness, and weighing 4.05 ozs. per foot-run, developed an ultimate strength of 848 lbs. ; a weldless tube of the same external diameter, .027 inch in thickness, and weighing 4.06 ozs. per foot-run, only giving an ultimate strength of 387 lbs. A compression test with the load applied parallel to the axis of the tube gave for a helical tube of 1.01 inch in diameter, .027 inch in thickness, and weighing 4.19 ozs. per foot-run, a total load of 5)54° lbs., or an ultimate strength per square inch of 131,900 lbs. ; and for a weldless tube of 1 inch in diameter, .027 inch in thickness, and weighing 4.03 ozs. per foot-run, a total load of 3,760 lbs., and an ultimate strength per square inch of 91,710 lbs.
- It will be thus seen that the results of these tests indicate
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- 84 MODERN CYCLES.
- that the helical tubes are, for such duties as are likely to be met vvith in cycle frames, more than twice as strong as the ordinary weldless tubes. These helical tubes are at présent constructed in sizes varying from |- inch up to if inch.
- The présent practice tends to the use of tubes of large diameter for the framework, but altbough advantageous if carried to a reasonable extent, when too large they must of necessity be of too thin a gauge in order not to become of excessive weight, so much so indeed, that in some cases where tubes of abnormally large diameters are used, they hâve to be of so thin a gauge, and consequently so easily dented or bulged as to be absolutely dangerous. Another fashion getting to be much in vogue just now is the employ-ment of oval and D-shaped tubing, which is objectionable, as a considérable loss of strength is as a rule entailed by the
- use of tubes of these transverse sections. The front fork, however, may advan-tageously be drawn and tapered into an oval section, to enable it to better with-stand the torsional strains to which it will be subjected by the rider’s manipulations
- Fig. 37.—Fowler Truss Frame. of the steering or handle-
- bar.
- The plan also now prévalent of making the frames of cycles of single members is not apparently the most advantageous possible. The joints require to be of very great strength, and even then the rigidity of the framework is not nearly so great as it would be were double tubes, of smaller diameter, suitably braced together, employed, either altogether or for certain parts of the said framework. The latter, moreover, even under ordinary conditions need not exceed the former in weight, or at any rate only do so to a very trifling extent, and with certain modifications rnight be made even somewhat lighter.
- Whilst manufacturer in this country seem to cling with extraordinary tenacity, probably by reason of its cheapness, to the framework composed of single straight members, consisting frequently as before mentioned of tubes of large
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- diameter, and dangerously thin gauge, one American company at least has made a decided step in advance. Fig. 37 illustrâtes a framework for cycles built by the Fowler Cycle Manufacturing Company, U.S. A., on the truss principle, by which the frarne is rendered far more rigid, and is greatly strengthened.
- Numbers of patents hâve been taken out from time to time for framework composed of compound members, and for other means for increasing the strength thereof. The following brief abridgments of a sélection from those of most recent date will be of interest :—
- C. T. Crowden, No. 22,721 of 1895, uses an outer tube
- Fig. 38.—Method of forming Joints in Frames without Brazing.
- or socket with double spiral grooves, and swells the inner tube by hydraulic pressure, so as to force it into the said grooves. This System of jointing is said to hâve been in use in the United States for some time past.
- F. Bowden, No. 23,703 of 1894, describes a framework for cycles, wherein the steering socket is connected with the diagonal or rear part by a straight member and two crossed members, the former being situated either above or below the latter, and braced thereto by means of a strut or tie if found désirable. This frame is chiefly intended, and would be most suitable, for a lady’s machine. A removable top stay is, however, also mentioned, which can be fitted in position when the machine is required for use by a gentleman.
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- MODERN CYCLES.
- A. Trouvé, No. 23,105 of 1894, provides a frame for cycles so constructed that the junctions at the ends of the top horizontal member will fall upon vertical tangential lines.,
- C. F. Pichard, No. 20,623 of 1894, forms a framework for cycles wherein the joints or junctions are made without brazing. The method of effecting the junction of the various members of the frame therein described consists essentially, as shown in Fig. 38, of the use of sockets and internai taper plugs or ferrules. As will be seen from the illustration, the socket a is bored with conical openings b, B1, into which the end of the tube c is fitted and ex-panded by a screwed taper plug or ferrule D. In some cases the inner and outer part of the plug or ferrule is left plain or unthreaded. These joints are claimed to be suitable for application to the backbone, steering-device, guide-fork, saddle-support, crank mechanism, and handle-bars.
- G. Barker, No. 8,387 of 1893, constructs frames for cycles with three, four, or more parallel members extending from the steering head, and strengthened by means of struts and ties.'
- A. C. Hide, No. 17,624 of 1893, provides for strengthen-ing the joints by using joint pièces made out of sheet métal, their abutting edges being so shaped or formed by dove-tailing as to interlock with each other, and hold them fast for brazing.
- W. Grayson and L. J. Crecelius, No. 12,112 of 1893, con-struct hollow frames for cycles, which are to be formed in one entire piece by casting the same, preferably in polished métal moulds, from aluminium bronze or other aluminium alloy.
- W. B. Smith, No. 10,220 of 1893, describes a method of strengthening the framework of cycles. The tubes, accord-ing to his invention, are thickened at the top to resist compression, and are sometimes formed elliptical in transverse section, or bars I-shaped in transverse section, are used, the bend being thickened if necessary. In the case of the 1 itter, the lower and upper portions of the bars may be bent over, so that their edges nearly or quite meet. Tubes formed of plate, and with an internai web, are also described. 'These latter are to be united by an internai plug, or if joined at an angle one of them may be eut away so as to leave a portion of the web projecting, which latter is then passed through the other tube, and riveted over.
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- FRAMEWORK.
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- A. W. Kirch-King, No. 2,117 of 1893, daims to hâve devised a method of joining or jointing together the frames of cycles, whereby better results can be obtained than is possible with the ordinary brazing operation. He unités or joins together the tubes of the framework to other métal parts by means of bolts and screws, and conical or other hollow expanding wedges. To make a butt joint the extre-mities of the tubes are inserted into a sleeve, and are ex-panded by a boit, conical wedges, and a double conical split bush.
- C. H. Ouest and L. Barrow, No. 4,995 °f 1891, build the framework for cycles by fixing together the solid or tubular members, and the necessary fittings, by means of bolts, rivets, or pins, andthen completing the joints by galvanising, either by immersing the frame in a zinc bath, or in separate zinc and tin baths.
- A. Sharp, No. 13,043 of 1888, describes a frame for cycles, formed in two parts, each composed of five bars or tubes, which together with the wheel axle are arranged as the six edges or sides of an irregular tetrahedron. The two parts above mentioned are hinged together to form the steering joint.
- G. Singer, No. 9,966 of 1888, provides a framework for cycles, wherein the steering wheel is mounted in an ordinary fork, the steering stem of which passes through the usual Socket. The driving wheel is mounted in a triangular frame of segmentai tube, and pairs of tubes connected to brackets. One of these brackets has a curved extension with a socket for the seat pillar, and is also connected by a horizontal rod with the said socket. The segmentai tube above re-ferred to is connected with the seat socket by the main tube.
- Frames for cycles hâve also been designed which are composed of double sheets of métal brazed at suitable disstances apart, or of sheets of métal flanged at its edges, and likewise, as previously mentioned, of papier-mâché, com-pressed paper, thin sheets of wood, &c. &c.
- In a patent that has been already referred to, taken out in 1890, No. 5,767, by G. L. Morris, W. T. Wilson, and V. H. Strickland, is described a box-like frame made of sheet Steel, or other métal plate, the edges of the said plates forming the frame being brazed together, or secured by strips of métal.
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- MODERN CYCLES.
- In the spécification of the preceding patent, like box-shaped frames to the above, formed of papier-mâché, vvood, cardboard, &c., are also described.
- As has been also already mentioned, bamboos are now employed to a certain extent in the framework for cycles. A serious objection to the use of this material is the great difficulty that must evidently be experienced in the obtain-ment of strong and lasting joints between the bamboo canes or tubes, and the métal sockets.
- Several methods hâve been devised for making the joints in bamboo frames, amongst the latest being that of Horace Walter Dover, for which a patent (No. 8,906) was granted in 1895. The main features of this plan are the means adopted in order to prevent the weakening of the bamhoo tubes, at their points of junction with the métal sockets, through the removal of the outer skin, and by the further
- Fig. 39.—Dover’s Method of forming Joints in Bamboo Frames.
- réduction of diameter conséquent upon fitting. For this purpose the ends of the bamboo cane are brought to a truly cylindrical form by moulding around the said ends a bayer of plastic fibre, cernent, or similar substance, as shown in Fig. 39, which will set hard, and be caused to firmly adhéré to the skin of the bamboo. This substance is applied by moulding under pressure in moulds, the screvv thread being at the same time produced upon the moulded surface by providing the said moulds with suitable internai threads.
- In another arrangement patented by Grant M'Anney, in the same year, No. 8,832, the ends of the bamboo tubes are inserted, as shown in Fig. 40, in sockets b, b1, forming parts of the métal sockets joining together the separate members of the frame. c is a pin inserted through the Socket B, just beyond the end of the bamboo tube. d is a wire (shown in dotted lines), a loop or hook at one end of which
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- is passed over the pin c, and which wire is then carried centrally down the said socket b and the bamboo tube to the other socket b1, in which is fitted a nut adapted to screw on the end of the wire d. It will be seen that by rotating this nut in one direction in its bearing in the socket b1, the two sockets will be drawn together, so as to com-press the bamboo tube between them. The mouths of the sôckets are sometimes formed smaller than the interior parts, and the bamboo tube is steamed, and thereby softened, before insertion, so that it can be forced through the said narrow mouths, and will afterwards expand so as to fill the soekets. Sometimes the sockets are in addition split, and tightened in any known manner upon the bamboo tubes.
- Fig. 40.—M‘Anney’s Methocl of forming Joints in Bamboo Frames.
- In yet another manner of forming the joints which was patented by M. Harrington and A. Anthony, in 1894, No. 8,274, the ends of the bamboo tubes are plugged and screwed, preferably along with glue or cernent, into screw-threaded holes formed in the junction pièces or sockets. The ends of the junction sockets are ferruled or bound with wire, and it is also recommended to bind the tubes here and there with wire to obviate the splitting thereof, to which they are otherwise presumably liable. If the sockets or junction pièces are made of a métal to which the bamboo canes cannot be connected in the above-described manner, the sockets of the said junction pièces are split, and claniped on the former by means of screws, ferrules, or otherwise.
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- 9°
- MODEKN CYCLES.
- Several convertible cycle frames hâve been already briefly • described. A cycle frame lias also been designed by Marriott & Cooper, which is very readily convertible from a gentleman’s into a lady’s pattern or the reverse. To effect the alteration ail that is required is to adjust a movable top stay from the gentleman’s position to that suitable for ladies’ use, or vice versâ. This type of frame can be built as light as an ordinary pattern gentleman’s frame, as the top stay in-stead of being entirely removed, as is usually done in convertible machines when adapting them for ladies’ use, is retained in another position, and serves to stiffen and strengthen the frame.
- Numerous spring frame cycles hâve been devised from time to time, some of which présent some very désirable features. The Humber spring frame for a safety bicycle or dicycle, which is very suitable for use by heavy riders on rough or uneven roads, as it obviâtes or greatly reduces the injurious jolts or shocks which are imparted to the rider when passing over inequalities of surface vvith a cycle having' a rigid frame. The construction of this framework is very simple, consisting merely in pivoting the fork carrying the rear wheel to the bottom bracket, and connecting an extension or stem of this fork to a downwardly extending stay, starting from the top of the steering-head, through a spiral spring. The front wheel is mounted between the short arms of two levers pivoted to the extremities of the fork, the other or long arms of which levers are connected to the fork arms by similar spiral springs. The strength of these springs must of course be adapted to the weight of the rider. This spring arrangement is likewise applied to frames designed for ladies’ machines.
- The following are some of the many patented types of spring frames for cycles :—
- J. Anderson, No. 9,379 of 1891, describes spring frames for cycles constructed of Steel tubing charged with compressée! air, and fitted with cylinders and pistons so as to neutralise vibration. In an example given of a bicycle frame built on this principle, the tubular members are fitted with cylinders and pistons, and charged with compressed air, the latter operation being effected by means of an air pump or injector, which is so arranged that it will be workecl
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- or actuated by the movements of the saddle, and which is connected up by a flexible tube. The compressed air within the hollow framework is also intended to be employed for sounding alarm signais.
- The idea of constructing a pneumatic spring frame in the above-described manner, whilst somevvhat ingenious, and perhaps novel, would seem to offer too many difficulties in its practical application to be of any service for general use.
- J. E. Hull, No. 5,682 of 1890. This inventor describes a spring frame for a safety bicycle, wherein the backbone is formed of a single double or forked bowed spring to which is connected the seat pillar. The said seat pillar may be extended to form the crank axle bracket or a separate flexible piece can be employed for that purpose. A second inverted bow spring is arranged beneath the backbone, or this may be replaced by suitable stays, which are then connected by a sliding joint preferably controlled by a spring.
- Henry Green, No. 18,235 of 1889; provides for the utilisation of a spiral spring between the base-jaw and handle-bar bracket of a cycle fork in conjunction with a neck pillar, and jointed suspension plate or plates connected crossways.
- In addition to these mention must be made of that of Linley & Biggs, which, under the name of the “ Whippet ” Spring Cycle Frame, some ten years ago achieved a very considérable amount of popularity, and would doubtless hâve become a great success had not the advent of the pneu-' matic tyre rendered the use of spring frames practically un-necessary, except under very spécial circumstances. The “ Whippet ’ frame consisted of a somewhat ingenious arrangement of toggle-levers and springs.
- Under this category must also be placed ail such devices as those in which attempts to négative the molecular vibrations are made by cushioning the joints with air. Besides pneumatic frames, such as hâve been above described, others hâve been designed from time to time, wherein pneumatic hubs and pneumatic boxes between the spindles and fork ends were provided. None of these devices, however, are able to absorb the shock of charging an impediment in the manner done by a pneumatic tyre, by which not only are the molecular vibrations taken up, but likewise the larger
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- movement of the whole mass, which latter is an impossi-bility so far as spring or pneumatic frames are concerned.
- Wheels.
- The wheels of cycles consist of four principal parts—the hubs, rims or felloes, spokes, and tyres.
- Hubs.—Firstly then, dealing with the hub, so as to take the components of the wheel in the above order.
- The most important part of the hub is the bearing, now without exception constructed with anti-friction balls or spheres inserted between the moving parts or surfaces.
- The use of bail bearings in cycles is by no means of recent origin, having been suggested, as has been already mentioned, by E. A. Cowper in 1868, and in the next year (1869) several arrangements of this type having been de-vised. It was not, however, until some years after this date that they came into use to any appréciable extent, the first bail bearing to attract any considérable attention being that known as the “Æolus,” in 1879. The date of J. H. Hughes’ patent is 1877, No. 3,531, and of that of W. Bown and J. H. Hughes, 1880, No. 1,227.
- The introduction or rather the popularisation of bail bearings formed an important event in the history of the cycle ; indeed, it may without exaggeration be said that the general introduction of this class of bearing restored to life what at that time bid fair to become a dying industry. "This resuit was no doubt due very largelv to the novelty of the matter, as it is more than doubtful if some of the types of bail bearings first used facilitated propulsion to any appréciable extent by the réduction of friction, as com-pared with well-fitted long parallel bearings. Whilst, on the other hand, the concentration of the load upon the journals which takes place with bail bearings very frequently resulted in broken axles, which latter fault indeed is one to which even the most modem types are liable, unless great précautions in the making of the axle be taken.
- Primarily the balls or spheres were separated from each other, in the box or casing wherein they were intended to work, by surrounding them with a pierced ring or tube, through the
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- perforations in which the said balls or spheres were arranged to project and work against the inner surface of the box. This pierced ring, which was found to be most objectionable in practice, was after a time dispensed with, but still sonie device was used for keeping the balls or spheres at équidistances apart—such, for instance, as side dises having suitably spaced shallow radial grooves to receive the balls or spheres. These grooved dises were usually connected to-gether so as to form a species of cradle or frame, which would surround without touching the axle or bush, or the interior of the box, wherein the balls or spheres work, and the said dises were, moreover, arranged at such a distance from each other as to permit free motion of the balls or spheres, and yet to retain them evenly or equi-distantly separated from each other. In another arrangement the balls or spheres were loosely mounted between recessed dises in which the balls worked as if on points, b'inally, it was found that the best results were attainable when the balls or spheres were allowed to follow each other freely upon a circu-lar path, without any attempt being made to maintain them at set distances apart.
- In the spécification accompanying an application for pro-visional protection made by J. Harrington and H. Brent in 1879, No. 869, is described a bearing, wherein the interior of the box or casing was to be lined with a hardened Steel bush formed with a circular groove or grooves on its inner face, around which the balls or spheres were to work. Upon -the axle was to be fitted hardened steel collars or bushes meeting at the point or points where the circle or circles of balls or spheres revolve, at which point or points a groove or grooves should be formed in such bushes to accommo-date the balls or spheres, and retain them in their correct position.
- In another provisional application made in the same year, No. 4,660, by N. K. Husberg, this inventor says that to diminish side friction in the bearings of axles, and also to prevent the wobbling of the wheels, especially when the bearings become somewhat worn, he inserts small balls on one or both sides of each bearing, between it and the hub, axle, crank, steel collar, or other adjoining parts, forming a ring, or a portion of a ring, round the axle, close to or at
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- some distance from it. These anti-side friction balls were to be maintained in position by means of flanges, or by working in grooves formed concentric with the axle, or in the bearing or adjoining parts, or both.
- In a patent also taken out in the same year (1879) by G. Singer and W. Granger, means for adjustment of the parts is provided. A split case is arranged to contain the bearing, one end of which case is internally screw-threaded to receive a correspondingly screwed washer. The axle is provided with twro flanges, against the outer sides of which a sériés of balls or suitably shaped rollers take their bearing, the opposite périphéries of which are pressed by the aforesaid w^asher, which screws into the end of the split case. By this means the position of the balls can be adjusted with the greatest nicety, and sideshake is claimed to be practically prevented. Either short rollers or balls were inserted in the centre be-tween the flanges, which latter rollers or balls were only designed to take the weight. At each end of the bearing was also provided a loose perforated dise, by which the end. balls were retained and adjusted in position between the perforated dise and the second flange upon the axle.
- The use of long bearings, so successful in other machines, in cycles is open to very serious objections for the follow-ing, amongst other reasons :—They must be of at least two diameters, and should preferably be of three diameters, in length ; and, moreover, they should he so arranged as to be swivelling or adjustable to avoid locking, and they hâve con-sequently the fault of taking up a considérable amount of room, and also of requiring both frequent and abundant oiling.
- The advantages derivable from the use of bail bearings in cycles has been very clearly stated by F. G. M. Stoney* as follows :—“ Friction itself, he considered, w\as the smallest element of résistance in a cycle. The machine was con-structed with a very délicate frame, and therefore could not hâve bearings of any length—no matter howr beautifully made—because locking would take place ; and it was locking in bearings that caused the résistance, not their friction.
- * Proceedings Institution of Mechanical Engineers, 1886, page 177-189.
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- Cône bearings had been tried, and had been found to be very bad, because the better they were adjusted, the more did they aggravate the tendency to locking. The advan-tages attending bail bearings were not that they had a beauti-ful rolling motion, because they had not. In most cases the action was that of grinding, and in many of the bearings which he had seen it was a matter of mathematical impossi-bility that the halls should roll freely ; they did not roll. The real advantage in a bail bearing was that the bearing was narrowed down from a journal to a mere line; and, therefore, however, the frame might twist, it could not lock the bearing. Not only was the bearing reduced p,
- to a single line, but even in that line no more than a single bail* was bearing at any one time. Even if any of the others happento be bearing a very trifling amount, yet it was the uppermost bail which really carried the load for the time being ; and it was because it was a bail, and not a fine-edged dise, that the bearing point was kept renewed, and ,there was an entire absence of locking. The diagram sketched in Fig.
- 41 illustrated his own view that a bail bearing should be treated exactly like a conical bearing or a pair of mitre wheels or bevel wheels. This was a point which he believed was generally neglected ; for ail the bail bearings which he had examined had got a curve at each side of the bail, and it was that curve which appeared to him objectionable, because he did not believe in the possibility of getting any
- Ftg. 41.—Diagram showing Construction of Typical Ball-Bearing.
- * In the author’s opinion, which is confirmée! by that of at least one engineer, who has had considérable practical expérience in bail bearings, the load is carried nearly equally upon the balls forming about a third of the circle.
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- curve iri exactly the right place for keeping the bail rolling in the same way that it would do in a proper conical bear-ing. For simplicity, therefore, he considered it would be préférable that the upper portion of the bearing should be shaped at right angles, as shown at b and d in Fig. 41, be-cause that vvas the simplest possible form. Then a line drawn through the two points of contact at b and d would be at an inclination of 45° to the axis of the bearing, and its intersection with the axis at a would be the apex for the cône, from which a tangent drawn to touch the opposite side of the bail at c would itself give the proper cône for the surface of the conical journal. As the circular paths described by the ball’s three points of contact were not of equal diameter, the rolling motion of the bail would be of a differential nature. It would be seen that this simple construction of ball-bearing had the advantage that the three bearing surfaces could ail be made perfectly true with the utmost ease.”
- Considering the grinding action which must of necessity -take place in the ball-bearings as universally constructed, the longevity of the balls or spheres has frequently been a matter of considérable surprise, and one rather difficult to account for. The wear, indeed, is almost imperceptible, as has been proved by the resuit of experiments made by Prof. Vernon Boys, who obtained the following interesting and remarkable results:*—“ When the balls were taken out after cvery two hundred miles, and examined and weighed, he had found that their wear was at the rate of -g-^th ôf a grain per bail for every thousand miles. On afterwards running the machine a thousand miles without taking the balls out at ail, he found to his surprise that the wear was almost identically the same as in any one of the previous runs of only two hundred miles. He therefore, concluded that the amount of wear was due, not to the actual proper rubbing and rolling of the balls round the bearing, but to such little dirt as cou'ld not be prevented from getting in whenever the cap was taken off, and screvved on again. The extraordinary resuit, however, came out, that, while in a thousand miles each bail turned about 1,400,000 times on
- Proceedings Inst. Mech. Engrs., 1885, p. 510.
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- its own centre, its loss of weight in turning that number of times amounted to less than °f a grain : which miglit
- be taken as another way of saying that the balls did not wear at ail.* When the design of bail bearings was spoken of as bad, because the surface of the balls where they touched one another vvere going opposite ways, and instead of rolling were tearing themselves to pièces, he thought in view of the facts he had mentioned, it was decried very rashly.”
- In practice the wear takes place almost exclusively on the cônes or bail races, which after a certain amount of work
- will invariably be seen to be more or less grooved by the balls. For this reason it is found désirable in practice to form the cônes with slightly curved or concave surfaces, so as to thereby diminish the déviation that results from this wear.
- A sériés of experiments carried out by the late George
- * The twelve balls in a bearing lost together only , „. 3 grain in weight in running a thousand miles, or only grain per bail, equal to an actual surface wear of only yoTinnr inch.—Proceedings Inst. Mech. Engrs., 1885, p. 500.
- G
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- F. Simonds, of Fitchburg, Mass., U.S.A., the inventor of the round forging machine and of a number of bail bearings, are of great interest. Owing to lack of space it is not, unfortunately, possible to give full particulars of these tests, but, according to the results as given by the Bail Bearing Company, of Boston, they seem to point to the following conclusions:—(i) That friction increased little, if any, with the increased pressure ; and (2) that Triction increased considerably less than in the proportion of the square root of the speed.
- The tests were made with bearings 2^ in. and 2\ in. diameter, and each test lasted from one to two days. The co-efficient of friction developed was from .0025 to .005, and these figures were obtained under comparatively light
- Fig. 44.—Premier Cycle Co. Hub.
- loads. It will be seen that the first of these conclusions indicates a conformity to the laws of fluid friction, agreemg indeed with many recent experiments with ordinary bearings running with ordinary working loads and with flooded lubrication.
- Figs. 42 and 43 illustrate two forms of the “ Æolus ” bail bearing, which are, it will be seen, adjustable concentrically. Referring to Fig. 42, a is the axle, b is a collar fixed upon the latter, and having a circumferential groove b1, forming a path or race for the balls or spheres c; d is a concentric casing intended to be secured to the framework of the machine, and which is closed at one side, after the insertion of the balls, by a screwed gland d1. Both the internai surface of the gland d1, and of the casing D, are coned as shown, and the said cônes can be adjusted relatively to the
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- balls by screwing in the said gland. In the pattern shown in Fig. 43, two cônes d1 and d2 are screwed in from opposite sides of the casing d.
- Of later types of ball-bearings for cycle wheels, the two most common patterns are what is known as the cup and cône, and that called the barrel or disc-adjusting hub.
- Fig. 44 illustrâtes a hub made by the Premier Cycle Company, adapted for tangent spokes. a is the axle ; b, b are the cônes or bail-races which are secured in the cups c, c. A spécial feature of this hub is the provision of the L-shaped extractor rings d, d, which are placed in position
- Fig. 45.—Rudge-Whitworth Limited Hub.
- before the cônes b, and which are screw-threaded as indi-cated at d1. To remove the cônes b, a drift correspond-ingly externally screw-thread is passed in, the axle being of course first removed, and being screwed into the said extractor rings d, the latter together with the cônes b can be easily got out.
- Fig. 45 shows the exterior of a front wheel bearing with perfectly dust-proof hub for tangent spokes, of the pattern made by Rudge-Whitworth Limited.
- The barrel or disc-adjusting hub, which is the type being now more generally fitted to high class machines, is some-what more expensive to make than the older patterns, but
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- the additional cost is amply repaid by its lightness and other superior qualities. A hub of this description is illus-trated, partly in vertical central section, in Fig. 46. a is the spindle or axle ; b is a tubular piece or barrel forming the hub, which latter is provided with the flanges b1, arranged in this instance for tangent spokes, and which barrel is also fitted with a lubricator c ; d is the chain or sprocket wheel, which is screwed on to the tubular piece or barrel b, with a left-handed thread, and is firmly held in place thereon by a locking ring or collar d1, screwed on to a reduced portion of the said barrel b, with a reverse thread. Upon each extremity of the spindle or axle a, and prefer-ably upon a reduced portion thereof, is screwed a cône
- Fig. 46.—Barrel or Disc-Adjusting Hub.
- piece e, upon the oûter side of which is a bail-race or path F1. F is a collar or dise upon which is another bail race or path e1, one of which dises or collars is screwed into each end of the tubular piece or barrel b. The collars or dises F, as also the locking ring d1, are usually provided with holes for admitting of this operation being effected by means of a pin-spanner or peg-wrench, or flats may be formed upon the end of the said dises or collars to allow of their being manipulated by means of an ordinary spanner. The dises or collars F can be adjusted by screwing them in or out of the said tubular piece or barrel b, and when the proper position has been attained, they should be locked in position by the back or locking nuts or rings G, which latter
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- may also be arranged for the use of a pin-spanner for tightening or the reverse. h, h are the balls or spheres, which are shown in position, between the bail races or paths e1, F1. The fork ends are passed over the extremities of the spindle or axle a, and are clamped or held against the pro-jecting ends of the cône pièces e by the nuts i, either washers K, or the ends of the mud-guard stays, when the latter is fitted, being first interposed. The usual number of balls or spheres h, placed at each end of the hub, is ten, or twenty in ail, and one of the said ends is a counterpart of the other, except that a chain or sprocket wheel is of course only fitted at one end thereof.
- Fig. 47.—Humber Dust-proof and Oil-retaining Hub.
- The hub for the front or steering wheel of a rear-driving safety bicycle only differs from the above in the absence of the chain wheel.
- Fig. 47 illustrâtes a Humber dust-proof and oil-retaintng hub of the latest type. The drawing shows a rear or driven wheel hub, partly in vertical longitudinal central section, the details of construction being thus made apparent, d is the chain or sprocket wheel which is screwed upon the barrel against a suitable shoulder or collar with a right-handed thread. c is a locking nut or collar, which is screwed upon a reduced portion of the said barrel with a left-handed thread, holes being provided therein for operating same through a pin-spanner, so as to clamp or fix the sprocket
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- wheel d firmly in position. The arrangement of the bail races and cônes will be readily understood from the drawing. To adjust the bearings the nut a, shown on the left hand side of the hub, must be first slackened, and the loose cône ts screwed up by means of the cône wrench, until ail side shake or play is taken out of the wheel, the cône being then locked by again tightening up the said nut a. The front wheel hub is exactly similar, and is adjusted inlike manner, the sprocket wheel being, however, of course absent in the latter case.
- Fig. 48.—Preston Davies Adjustable Ilub.
- Fig. 48 is a vertical central section, showing an improved hub, patented in 1894, No. 11,379, by Preston Davies. The spécial features of novelty in this hub are the arrangement of the adjusting collar and the movable or adjusting cône in connection with three rôvvs of balls, fixed bail races or paths, and adjustable end cônes. In the drawing c is the spindle or axle, d is the tubular piece or barrel, having flanges dt, for the attachment of the spokes ; a is the chain or sprocket wheel, which is screwed on to the tubular piece or barrel d, and locked in position by means of a ring or collar as in the previous patterns, d, d1 are fixed collars either formed on or firmly secured to the tubular piece or
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- barrel D, which collars form a support for the bail races or paths e, e1. G is a double conical piece, forming tvvo bail races or paths, and so mounted upon the spindle or axle c, by means of a pin or screw g, and slot or key way as to be free to move lengthways of the said spindle or axle c, through a certain distance, for purposes of adjustment, but at the same time to be obliged to rotate therewith. f is a dise or collar, also having two bail races or paths, and B, b1 are cône pièces, having inner bail races or paths. The dise or collar F is screwed into the tubular piece or barrel d, and the cône pièces b, b1 are screwed upon the spindle or axle c. It will be seen that two rows of balls are mounted be-tween the bail race or path F., the double cône G, and the inner bail race or path on the dise or collar F ; and another or third row of balls is mounted between the outer bail race or path on the latter, and that on the cône piece E. A fourth row of balls is mounted between the bail race or path E1, and that on the other cône piece b\
- This hub is an improvement upon that described in a former patent granted to Mr Davies, viz., No. 17,407 of 1892. An important feature in the invention is the provision of the treble rows, or other compound arrangements, of balls at that end of the hub whereat the strain of the driving chain is experienced. In ordinary hubs with a single row of balls at each extremity, the wear upon that side carrying the chain or sprocket wheel is found to be excessive. The provision of three rows of balls equalises the said wear, and consequently renders the hub longer lived than would otherwise be the case, and furthermore prevents it from getting out of truth, and obviâtes ail shake or end play. The double conical piece in combination with the bail races or paths admits of this compound or multiple arrangement of balls being efficiently adjusted when required.
- Fig. 50 illustrâtes one of the many patterns of elongated dust-proof front or steering wheel hubs made by Perry & Co. Limited. It is constructed of the best cast Steel, and very accurately fmished.
- Fig. 51 is a vertical central section through a new hub designed by Harry James, which forms the subject-matter of a patent granted in 1893, No. 2,516. a and a1 are
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- hardened Steel cups or cône pièces screwed into the body or barrel of the hub. b is a hardened Steel bush screwed upon the spindle F, and having an annular groove forming a race for the balls G. To take up any slackness caused by wear or otherwise, the bush b is screwed outwardly on the
- Fig. 50.—-Perry & Co. Ltd. Elongated Dust-proof Hub.
- spindle F, the adjustment of the other side of the hub being effected in a similar manner. Ail the wearing parts of the hub are, it will be seen, thoroughly hardened, whilst the whole of the body and of the axle are left soft. The hub is perfectly dust-proof and oil-retaining. In the illustration
- Fig. 51.—Harry James Adjustable Hub.
- the hub is shown fitted with direct spokes h, but is also made with flanges suitable for laced or tangent spokes.
- As in the previous cases, the front or steering wheel hub need only differ froin that illustrated by the dispensation of the chain wheel-
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- Fig. 52 illustrâtes a hub for cycles, designed by A. Kotin and A. J. Wallis-Tayler (No. 6,745 of 1896), wherein rollers are substituted for balls, and in which, moreover, by mount-ing the axle eccentrically an attempt is made to facilitate the propulsion of the cycle by the réduction of friction. The
- 2»>
- Fig. 52.—Kotin-Tayler Roller Hub.
- construction of the device will be clear from the drawing. b is the axle, which is secured to a four-armed piece or bracket a, at the extremities of which arms are mounted small anti-friction rollers c, d, e, f. g is the hub, upon the inner surface of which is provided a path or race for the anti-friction rollers c, d, e, f. The hub g is secured to
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- the rim or felloe i by the spokes n in the usual manner. It will be seen that the centre of gravity will pass through a point considerably in advance of the centre line of the wheel, as indicated by the dotted line x x, and as there must of necessity be a slight clearance between the rollers c, n, e, and the path or race, owing to the weight being carried upon the roller f, upon the propulsion or traction of the vehiele in the direction indicated by the arrow on the drawing, the weight to be carried by the wheel being, as just mentioned, entirely borne upon the roller F, and the axle being consequently practically placed eccentrically, a large portion of the said weight would be utilised to assist in the rotation of the wheel.
- In the case of the driving wheel of a cycle, one of the anti-friction rollers (preferably f) could be advantageously utilised for driving purposes, the axle thereof being ex-tended, and carrying a gear, chain, or sprocket wheel, to which motion could be imparted in the usual manner by a pitch chain from the chain or sprocket wheel upon the crank axle. In another arrangement for driving, the roller F might be duplicated, and the périphéries of each of them formed V-shaped, and arrangée! to run in corresponding circum-ferential internai grooves provided at each side of the path or race. Instead of the above V-driving gear, a tootbed wheel, gearing with an internally toothed ring formed on or secured to the hub G, could be employed. The toothed wheel to be preferably mounted on the axle of the roller^F, and a chain wheel be likewise secured upon the outer end of the same axle.
- In a patent taken out by J. S. Prentice, W. Renison, and J. Renison, in 1891, No. 20,317, an attempt was also made to facilitate propulsion by throwing the centre of gravity in advance of the centre of the wheel. In this case the arrangement, which is confined to the rear or driving wheel, consists in a somewhat complicated and awkward device for supporting the weight of the saddle, and consequently of the rider, upon a small wheel or roller arranged to run upon a path or race formed upon the inner surface of the rim or felloe. The said wheel is mounted upon the lower end of a rod connected at its other or upper extremity to the upper or top stay, and bears upon the said rim or felloe somewhat
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- in front of a perpendicular line drawn through the centre of the axle. The vvheel is provided with the usual hub, and is driven by chain gearing in the ordinary manner.
- A. Bodding, No. 7,391 of 1894, employs an enlarged hub having a roller race or path, which arrangement he holds would create a considérable saving in friction. No attempt, however, is made to support the weight upon a point in advance of the centre of gravity of the wheel.
- Fig. 53.
- Fig. 54.
- Warwick Hollow Metallic Rim or Felloe.
- Rims.—Solid metallic rims are made out of lengths of steel, crescent shaped in transverse section, which are brought to the requisite circulai- shape by passing them through a set of bending rolls of the usual description generally employed for that class of worlc. The ends are united by brazing, the joint being first scarfed and pinned or riveted together, as will be more carefully described in the chapter on the Construction of Cycles.
- The Warwick hollow metallic rim or felloe (patent No. 4>59782) is shown in Figs. 53 and 54, which represent two forms or modifications thereof, the construction of which
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- will be very readily understood from the drawing, wherein they are shown in transverse section. These metallic rims or felloes are made from single strips of sheet Steel by drawing or rolling, or by the drawing and rolling processes com-bined, and afterwards made into tubing so fashioned that it will hâve on one side a trough of nearly semi-circular figure, wherein the indiarubber or other tyre fits, and at its other side will be of nearly elliptical figure. The edges of
- Fig. 56.
- Fig. 55.
- Warwick Itollow Metallic Rim or Felloe.
- the sheet are overlapped at the last-named side, and are brazed or soldered so as to give great strength and rigidity to the rim or felloe at that part where the spokes are con-nected to it. This rim or felloe is constructed of several other forms in transverse section. Figs. 55, 56, and 57 show three other forms of hollow rims, which constitute the subject-matter of a subséquent patent granted to the same inventor—No. 8,407 of 1894.
- YT
- Fig. 57.—Warwick Hollow Metallic Rim or Felloe.
- In the later patterns of Warwick hollow rims the joints are made at the exterior faces thereof instead of at the interior ones, as shown in Figs. 53 and 54. The said joints, more-over, are scarfed instead of ordinary lapped joints, as shown in the above figures.
- The hollow metallic rim or felloe known as the “West-wood,” which was patented by Frederick Westwood and
- Fig. 58.-
- -Westwood-Butler Hollow Metallic Rim or Felloe.
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- William Henry Butler in 1890 (No. 2,202), is shown in Fig. 58. It is made as follows :— A V or U-shaped rim of the ordinary pattern is first rolled or otherwise formed, but with an additional flange or border rolled or otherwise formed on each edge, and turned out- p]Gt^g_—WestwoodMetallicRim. wards in a spiral form, so as to
- produce a fiat flange or otherwise. A second rim or tube of smaller diameter than the first, and flanged on the edge, is then so placed in connection with the above before the spokes are inserted that there will be a space or clearance
- Fig. 60.—Sparkbrook Hollow Metallic Rim or Felloe.
- between the two rims or felloes, which are then secured together by semi-circular or other suitably shaped pièces of métal. The tyre is intended to be carried upon the first or outer rim, and to be made or vulcanised in position thereon, and held in the centre so that the sides may be displaced to insert the spokes. The latter are either fastened in the inner rim, or they are passed through the latter, and secured to the flanges in the outer rim. A later pattern Westwood rim is illustrated in Fig. 59.
- Fig. 60 is a perspective view, and Fig. 61 is a transverse section, illustrating a Sparkbrook hollow metallic rim or felloe of the latest design, the construction of which will be clearly seen from the said drawings. The following advan-
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- tages are claimed for it by the makers, viz. 'That it is absolutely true and round, and consequently makes a per-fect wheel, and in building allows ail the spokes to be drawn to an equal tension. By reason of its particular shape it is the easiest rim from which to detach the tyres of the so-called Dunlop type, whilst at the same time it holds the tyre so firmly that there is not the least chance of its blowing off
- \J W
- Fig. 6i.—SparkbrookHollow Metallic Rim or Felloe.
- Fig. 62.—James Hollow Détachable Rim.
- when fully inflated. There being five thicknesses of Steel folded at the edges, the tyre possesses great latéral stability, and renders it almost impossible for the rim to be damaged by any obstacle, such as a large stone, with which the wheel may corne in contact upon the road. The rim is, moreover, invariably constructed of very high grade Steel.
- Four patterns of J. T. James’s rims are shown in Figs. 62, 63, 64, and 65. That illustrated in Fig. 62 is a hollow
- Fig. 64.—James Inside Bead Rim.
- Fig. 63.—James Hollow Continental Rim.
- détachable rim ; Fig. 63 is what is known as a hollow Continental and Palmer rim ; Fig. 64 is a rim having an inside bead ; and Fig. 65 is a registered design of single rim.
- Many other forms of hollow métal rims or felloes, either built up of two strips of steel rolled to a proper section, and united by brazing, or rolled out of a length of solid drawn mild steel tube, are made by various manufacturers, which space does not admit of noticing.
- Wooden rims are much used in the United States, and
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- niany of the leading manufacturers there claim that they are
- fully as trustworihy as Steel, i ing at the same time many the least of which are great li
- Fig. 65.—James Single Rim.
- f not more so, whilst possess-jndoubted good qualities, not ^htness and elasticity. Maple,
- Fig. 66.—Boston Laminated Wood Rim.
- hickory, elm, and ash are good woods for the purpose. Makers in this country, as a rule, refuse to guarantee wooden rims.
- Fig. 66 is a transverse section through a laminated wood rim, known as the “ Boston.” Rims of this type are built up of several layers or thicknesses of wood. The wooden
- Fig. 67.—Flurndall Laminated Wood Rim.
- rims or felloes should be given numerous coats of varnish both before and likewise after the spoke holes are bored, so as to thoroughly protect the material from the effects of moisture. Fig. 67 is a perspective view showing a section of the Hurndall wood rim for Dunlop or single tube tyres.
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- Fairbanks’ British patent for built-up waterproof wood rims is No. 742 of 1893.
- Various other forms of rims or felloes will be found illus-trated in connection vvith tyres ; and it may be here re-marked that the exact designs of the various rims are being constantly changed, and that they seldom closely resemble those shown in the patent spécifications.
- Spokes.—As has been already mentioned, from the date of the introduction of the wire spoke the cycle began to be
- Fig. 68. Fig. 69. Fig. 70. Fig. 71. Fig. 72. Various Patterns of Wire Spokes.
- a vehicle capable of being propelled not only with spced, but with great comfort to the rider. Figs. 68 to 72 show various ordinary patterns of wire spokes. A leading firm in the manufacture of spokes is I). F. Tayler & Co. Limited.
- The first wire spokes used were of the straight direct radial type, which were threaded through holes in the rim, and were screwed direct into the flanges on the hub. In Harrington and Brent’s provisional spécification, No. 869 of
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- WHEELS : SPOKES.
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- 1879, is described a method of mounting wire spokes in the hub of a cycle wheel by making a rivet head at one end of each of the spokes, and threading the said spokes through thimbles or bushes closely fitting such spokes. These thimbles or bushes are each provided with a flanged head, against which the rivet head of the spoke abuts. They are passed, but not screwed, through holes formed for them in projecting rings or flanges attached to the hub. The other ends of the spokes may be fixed in the métal tyre or felloe of the wheel in any suitable manner. When employing a rivet head on the other end of the spoke, such rivet head is formed after the thimble or bush is applied thereto.
- In 1883 a patent (No. 5,433) was granted to Edward Charles Frederick Otto for undulating or helical tensional spokes. These spokes were corrugated or crimped through-out their entire length. The effect of these undulations was said to impart a certain amount of elasticity to the wheel. For some few years spokes of this type were used to a certain extent, and were said to give favourable results, both as regards efficiency and also as regards capability of withstanding the shocks to which the wheels of cycles are inevitably subjected when in use on average roads. These spokes are not now used, and indeed any contrivance for rendering the wheels springy is rendered unnecessary by the universal, or nearly universal, use of pneumatic tyres. At présent the majority of wheels are fitted with tangent spokes, which pattern afford the advantage of obviating the windage which takes place with direct spokes before the power can be transmitted through the spokes to the rim. Originally the spokes were in this case made in pairs, each of which pairs wras threaded through a hole in the flange of the hub, the free ends being secured to the rim by means of nuts or nipples. Stevens employs hickory as a material for spokes.
- Fig. 45 illustrâtes an arrangement wherein single spokes are threaded through transverse holes in the hub, and are then bent to run off at right angles to the said hole, forming as it wrere a sort of hook, the spoke ends being likewise headed, as shown in Fig. 72, to prevent them front pulling through the holes, and being fixed to the rim by nuts or nipples. Besides the above-named advantage, tangent spokes afford that of being muc’n easier to replace when damaged
- H
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- and repairs become necessary, as will be seen later on when dealing with that subject.
- J. W. Hall and H. L. Phillips, in a patent, No. 13,191 of 1887, describe a method of mounting wire spokes in cycle wheels by fitting them in a circular groove in the hub, a single length of wire forming two spokes. To place the wire in position the middle part is passed through the circular groove, and the ends of it are adjustably fixed to the rim or felloe. These circular grooves can be formed either in the outer or inner faces of the hub flanges, and to retain the wires in position therein are either undercut on their inner sides, so as to leave central conical portions, the apexes of which are placed inwards, and the bases to the exterior, so that they are of smaller diameter where the wires are taken round them, or the said grooves may be eut or formed with parallel sides, and covered by plates to keep the wires from slipping out. Instead of each length of wire forming two spokes, each length of wire can hâve an eye to secure it in the groove, and thus form a single spoke. If the grooves are so formed as to just eut the periphery of the hub, the spokes would be tangential, whilst if they are struck from points in the periphery, they would be radial.
- Wheels hâve been built fitted with many different nura-bers of tangent spokes, but unless the number of the latter be some multiple of 8, they are bastard, and not true tangent-spoked wheels. For the standard rear-driving chain safety, as at présent constructed, the almost universal rule is to fit the rear or driving wheel with forty spokes, and the front or steering wheel with thirty-two spokes. In inserting the spokes, starting from the hub of the wheel, they are made to cross each other ; entering the tenth hole in the rim, nine holes would thus at first be vacant in the rim between the two spokes that cross upon one side of the flange of the hub, and three holes would be left between adjoining spokes in the same direction. The remainder of the spokes are placed in position in a similar manner.
- The weak point in tangent spokes is where they are bent in the hub of the wheel. The spokes are usually secured at the points where they cross by wrapping them with fine wire and soldering. Another method, however, said to give better results, and which has been invented by C. T. Austen, is
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- SPRING WHEELS, DISC WHEELS. 115
- to pass on every two spokes a copper or other nipple, or short piece of thin tube, which is sufficiently ductile to bend when the said spokes are spread apart. This nipple is then secured firmly in position by a drop of solder. The best material for the purpose of spoke-making is pianoforte wire, and good spokes will stand over 60 tons per sq. in.
- Spring Wheels.—Various forms of these hâve been devised at different times, the most successful being perhaps those wherein flat or ribbon springs are bent into a shape resembling that of a Jew’s harp, the round parts being riveted
- Fig. 74.—Disc Wheel (Side View).
- or secured to the rim or felloe of the wheel, and the parallel and adjacent ends to the hub.
- Disc Wheels.—A form of wheel wherein the spokes are entirely dispensed with is the dise wheel. This idea is, of course, by no means a new one, so far as the making of the wheel in dise form is concerned, as most primary wheels for vehicles must of necessity hâve been so built, spokes only being introduced at a later period, and as an improvement, but the adaptation of the principle to light metallic wheels, such as those of cycles, necessitated certain spécifie improve-ment§ in details of construction.
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- Il6 MODERN CYCLES.
- As early as 1878, a patent was taken out here by E. C. Otto and J. Wallis, No. 2,774, for sheet métal concave dise wheels. Briefly, their wheel was forined of two slightly concave sheet métal dises, which might be eut away or per-forated in any suitable manner for lightness, and the périphéries of which were so shaped that when the two dises were secured together a convenient recessed rim or felloe was formed for the réception of a suitable tyre.
- A later patent granted to G. L. Morris, W. T. Wilson, and N. H. Strickland, No. 5,767 of 1890, describes a dise wheel such as that shown in side élévation in Fig. 74, and in transverse section in Fig. 75, which is formed of sheet métal, or other suitable materials, for instance papier-mâché, wood, card-board, &c. The wheel is, as shown in Fig. 75, formed of two concave or saucer-shaped dises, so placed that their concavities will face or be opposite to each other, and the peripheral edges of which are United together, as shown, at the rim or felloe.
- These dise wheels, even when con-siderably eut away or perforated, are heavier than wheels with wire spokes. They hâve been also found in practice to be very liable to buckle, to counter-act which latter defect they were sub-sequently formed with corrugations. They are likewise obviously unsuitable for side winds, offering a considérable obstruction thereto even when perforated. Another objection to dise wheels, which does not, however, affect their efficiency, and is therefore one of minor importance, is that they create a humming or whistling noise when rotated at any velocity.
- Tyres.—The small f, f, f inch, and other solid rubber tyres are no lpnger fitted to new machines, and are now consequently sjeldom met with ; and the lb inch, and other cushiort'tyres are also fast becoming replaced by pneumatic or air tyres, the use of which latter has now become almost universal.
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- WHEELS : SPRING TYRES.
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- F rom time to time, indeed, attempts hâve been made to devise, and introduce a spring tyre that would bave ail the advantages of the air tyre without the attendant disadvan-tages of the latter of liability to leakage and déflation from punctures, through or round the inlet or charging valves, and of bursting if inflated to an injudicious extent. Whilst possessing certain well-defined advantages, however, ail the patterns of spring tyres hitherto devised, or indeed, that it would seemingly be possible to devise, must obviously fail to afford the one great benefit derived from the use of pneumatic or air tyres, viz., that instead of having to sur-mount the small obstacles that are encountered upon the surface upon which they are travelling, the said obstacles become temporarily, partially, or completely abscrbed by the tyres, and the wheels are thus enabled to pass over them
- Fig. 76.—Wallis-Tayler Spring Tyre.
- with little or no shock being experienced. The retardation of the cycle, by reason of such impediments, and the increased difficulty of propulsion owing thereto, are thus reduced to a minimum.
- The spring tyres above mentioned usually comprise some arrangement of springs suitably placed or mounted between the rim or felloe of the wheel and the tread, which is in this instance generally formed of métal, with or without a second or outer tyre of indiarubber or other suitable material thereon. These springs take the form of spiral springs set radially between the rim or felloe and the tyre, and secured to both of them; spiral springs intertwined together or placed closely side by side in the said space ; flat or ribbon springs, each of which is bent into the form of the letter S, and which are placed lengthways at proper intervals, between
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- the rim or felloe and the tyre, and secured to both, or which are packed in the said space or clearance without fastening. Many other forms of springs hâve also been suggested or tried from time to time.
- Fig. 76 illustrâtes a portion of a wheel with a tyre of this description, designed by the author, in which, as will be clearly seen from the drawing, the springs consist of fiat rings, the ends of which are not joined, but are left free and over-lapping. These spring rings may be either packed round the space or clearance between the rim or felloe and the outer portion of the tyre, or they may be secured by rivets or distance pièces in the said space at suitable intervals apart. The outer portion or ring of the tyre is of métal, and the tread of indiarubber or other elastic material.
- A
- Fig. 77. Fig. 78. Fig. 79.
- Honrath Spi ing Tyres.
- Figs. 77, 78, and 79 illustrate various forms of spring tyres patented in the U.S. in 1895, by Alexander Honrath. They are constructed of spring wire either in sections, or as a sériés of continuous or connected members, presenting a base section adapted to fit upon the rim or felloe of the wheel. When in contact with the ground, the outer surface expands under the pressure, a, a are tie rods or wires fitting in a central recess in the outer surface of the tyre, and holding the sections firmly together. The tyre is pre-ferably provided with a leather, indiarubber, or other outer covering or casing.
- As already mentioned, tyres of this description cannot compete with pneumatic or air tyres, as they are not only incapable of passing over any obstacles or inequalities on
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- WHEELS : PNEUMATIC OR AIR TYRES. H9
- the surface vvith the same amount of ease and absence of shocks, but are not endowed with anything like the same amount of resilience.
- Pneumatic or air tyres may be divided as regards construction into three main classes, viz. :—First, those of the single tube or hose pipe pattern ; second, those known as built-up tyres, wherein an inner inflatable tube is provided, and an outer covering to restrain or keep the latter within bounds ; and third, those known as tubeless tyres wherein no separate internai inflatable tube is provided, and the tyre does not form an air-tight tube until fixed in place upon the rim or felloe of the wheel. As regards the mode adopted for securing them in position upon the rim or felloe, cement-ing, lacing, and other methods hâve almost entirely given place to two plans or Systems of fastening, viz., that wherein the tyre is held in place by means of wires, and that wherein thickened edges or beadings thereon are held or gripped in dovetail grooves upon the rim or felloe when the tyre is inflated, or wherein a wedging action is otherwise set up on inflation.
- Pneumatic or air tyres are by no means a modem invention, a patent* having been obtained for them in 1845, No. 10,990, by R. W. Thomson, an inventor whose ideas were many years in advance of his time, and whose inventions consequently fell to the ground.
- Pneumatic or air tyres were reinvented forty-three years after the date of the above, by J. B. Dunlop, who took out a patent in 1888, for what may bepresumed to be a pneumatic tyre, but no drawings were filed with his spécification, and the text is very vague and indefinite. In a subséquent patent granted to the same inventor in 1889, No. 4,116, a description is given of a pneumatic tyre intended to be secured to the rim or felloe of the wheel by cementing. This tyre is illustrated in Fig. 80. a is the inner tube of the tyre, which, as will be seen from the drawing,—which represents a transverse section through the said tyre and the rim or felloe of the wheel,—is strengthened by an outer layer
- * The matter contained in this patent is so interesting that we give a Verbatim copy of the spécification, and a reproduction of the drawings accompanying it, in an appendix to the book. The official édition of the spécification at the time of writing was out of print.
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- of indiarubber b, thickened at the tread, and also by layers of linen or canvas c and D, cemented to the inner tube a, and to the rim or felloe e of the wheel, the latter being likewise covered by linen or canvas F, and by elastic strips G, to prevent its edges from damaging the tyre. A valve such as that shown in Fig. 81, which was likewise patented by the same inventor in 1889, No. 4,115, was intended to be usedwith this and other pneumatic tyres. The construction of this valve is very simple, but it is nevertheless ingenious and effective. It consists essentially as shown of an indiarubber inflation tube a, containing a grooved cylindrical plug b, so retained in the said tube by a strap c, placed
- F IG. 80.
- Dunlop Pneumatic or Air Tyre.
- Fig. 81.
- Dunlop Pneumatic Valve.
- across the tube mouth, and the ends of which are cemented to the said tube, that it cannot be biown out without actual rupture of the said strap. This valve projects into the tyre, so that the air, after passing in by expanding the tube round the said plug b, prevents its own return by forcing or pressing the indiarubber tube against the latter.
- Se.veral other patents* hâve been subsequently taken out by this inventor for improvements in pneumatic or air tyres. None of these tyres, however, are worth describing and illus-trating ; and it may here be remarked that the phénoménal success of the company manufacturing what are known as the Dunlop tyres is practically entirely due to the unsurpas-
- * N'os. 17,470 of 1890; 13,230, 1,554, and 19,838 of 1891 ; 12,957 of 1892; and 11,820 of 1893.
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- WHEELS : PNEUMATIC OR AIR TYRES.
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- sable generalship of Harvey du Cros, the managing director, a gentleman to whose untiring energy indeed the first introduction of the pneumatic tyre, in the face of much ridicule and opposition, was due. The Dunlop Pneumatic Tyre Company Limited own a number of other patents for really first-rate pneumatic tyres, ail of which, however, are known under the generic title of Dunlop tyres. They will, however, be here dealt with under the names of their inventors.
- Fig. 82 is a transverse section showing the Boothroyd roadster tyre, which is one of the single-tube or hose-pipe pattern. Fig. 83 illustrâtes another tyre of this type made by Morgan & Wright. Another single-tube or hose-pipe tyre much used is the Hartford ; and that known as the “ National ” is also a good tyre of this class.
- Fig. 82.—Boothroyd Roadster Single- Fig. 83.—Morgan & Wright Tube Pneumatic Tyre. Single-Tube Pneumatic Tyre.
- Fig. 84 illustrâtes an inner inflatable tube, wire-attached tyre, patented by C. K. Welch in 1890, No. 14,563. As will be seen from the drawing, the indiarubber tyre or tread A is of an arch or saddle shape in transverse section. This saddle-shaped tyre is applicable to the périphéries of ordi-nary rubber types of the solid cushion or pneumatic type. It is, however, shown in the illustration fixed upon a tyre of the latter description. The method of securing the tyre a in position upon the rim or felloe b, over the ordinary pneumatic tyre c, is by wires D, which are preferably en-closed in loops e1, on a canvas strip e. The ends of the wires D are secured together by brazing before the tyre is placed upon the rim ; and when in position thereon the said
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- wires fit against shoulders b1, formed in the metallic rim b'. Preferably the saddle shaped piece a is moulded with its edges close together, so that they bave to be spread apart when applied, thereby compressing the tread of the tyre, and reducing the liability to puncture. For some forms of rims the ends of the fastening wires are secured by a long nut or internally screwed nipple.
- Fig. 8jj. — Welch Built-up, Wire-attached Pneumatic Tyre (Early Form).
- To place a tyre of the first description, wherein the fastening wires are secured by brazing before it is in position on the rim or felloe, one side is partially passed over the rim, and into the central concavity of the said rim, and the re-maining portion of that side is then easily levered over the edge thereof. The other side is got in position in like manner, and the inflation of the tyre maintains the said wires in the position shown against the shoulders b\ The
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- WHEELS : PNEUMATIC OR AIR TYRES.
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- form of the rira in transverse section must in this case be such as to afford the requisite central dépréssion or groove into which to first place the vvire. rJ'he operation would be further facilitated, and rendered still more easy, by the era-ployment of spring wires, several forms of which hâve been devised for this purpose. Fig. 85 shows one of the most recent patterns of Welch tyres.
- An interesting feature in Welch’s patent is that no mention whatever seems to hâve been made in his provisional spécification of pneumatic tyres, although of course this type of tyre forms the most important point in his complété spécifi-
- cation. The most careful and expert scrutiny, indeed, of the provisional spécification does not appear to show that he had therein foreshadowed even in the slightest degree the pneumatic wire-secured tyre as made under his patent and described and illustrated in the complété spécification. In spite of this, however, and other apparently fatal flaws, in the case of The Pneumatic Tyre Co. v. Casewell, lately tried be-fore Justice Kekewich, we hâve the judgment of that learned gentleman, since confirmed on appeal, upholding the patent.
- Several other forms of wire-attached pneumatic tyres are also made. Figs. 86 and 86a show two forms of tyres manu-factured by the Beeston Pneumatic Tyre Company Limited.
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- The first, which is very similar in construction to the tyre pre-viously described, is known as the “Beeston CorrugatedTyre.” The corrugations run lengthways of the tyre as shown.
- The second is known as the “ Beeston Oat Tyre,” from the shape of the elongated lumps or excrescences formed upon the tread surface, as shown, to roughen it and obviate slip. These tyres formed the subject-matter of a provisional application by J. S. Simonds and J. 'F. French, No. 4,147 of 1878, and of a patent, No. 10,318 of 1888.
- The tyre known as Scott’s Standard tyre, which was designed by R. Scott, is practically similar to that shown in Fig. 86.
- Fig. 86.—Beeston Built-u'p, Wire- Fig. 86a.—Beeston Built-up, Wire-attached Corrugated (Pneumatic) Tyre. attached “ Oat ” (Pneumatic) Tyre.
- Fig. 87 shows in transverse section a tyre made by the Hyde Impérial Rubber Company Limited, which is known as the “ YVoodley.” It has three fastening wires as shown, one of which is for the cushion or flap. The outer cover, the inner or air tube, and the flap or cushioning strip of soft indiarubber, are indicated upon the drawing. This tyre has also a non-slipping tread as shown.
- Another wire-fastened tyre in use is that of Warwick, and mention may also be made of Smith’s “ Record ” tyre, of that known as the “ Terminus,” which is the design of M. Gouzenes, a French inventor, E. H. Seddon’s, one form of
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- which had an auxiliary tube, and the Bagot Tyre, Patent No. 6,513 and 6,5i5A of 1896.
- The construction of wire-fastened tyres is clearly shown in the above drawings, and will be sufflciently apparent without entering into more lengthy descriptions. The “ Zenith ” tyre has a fiat chain fastening.
- The method of fastening the tyres upon the rims or felloes without wires or cernent, and wherein a wedging action, set up on inflation, is employed for that purpose, is becoming much used, and most decidedly affords many advantages, not the Ieast of which is the extreme ease with which the removal and replacing of the tyres in position
- Fig. 87.—Woodley Built-up, Wire-Attached Pneumatic Tyre.
- upon the wheel rim can be effected. An example of a tyre of this description is shown in Fig. 87a patent for which was taken out by W. E. Bartlett in 1890, No. 16,783. This tyre is of that type usually known under the name of the “ Clincher.” In the illustration, wherein it is shown in transverse section, A is an air tube capable of being inflated through a branch b. This inflat-able tube a is secured to the métal rim or felloe c of the wheel by means of an arched-shaped strip d of indiarubber or other flexible material, the edges of which strip d are forced against the inturned or dove-tailed flanges of the said
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- rim or felloe c by the pressure of the air within the air tube when the latter is fully inflated. Fig. 88 illustrâtes a modem form of Clincher tyre as used in 1896.
- Another tyre of this type, illustrated in Fig. 89, was patented by R. Scott in 1891, No. 4,108. a is the tyre, which is constructed of canvas and rubber, and provided at its edges with beads a1 ; b is an internai air tube. The edges of the tyre are sometimes strengthened by means of leather. c, c are hoops which secure the tyre to the rim or felloe d of
- Fig. 87#. —Bartlett (Clincher) YVedge-action, Buill-up Pneumalic Tyre (Later Form).
- the wheel, the joints being held by screw clamps e. These rings are sometimes eontracted by right- and left-handed screw arrangements, or they are formed in segments, secured together by set screws and clamps. In some arrangements the hoops are embedded in the edges of the tyres, and pro-jecting studs for engaging in holes in the rim are employed, or the edges of the tyres may be provided with eyelet holes for engaging with projections on the rim.
- Fig. 90 illustrâtes a type of tyre patented by J. F.
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- Palmer in 1892, No. 8,516. In this arrangement the air tube a is protected at the tread of the tyre by an indiarubber covering b, attached to a canvas strip c, which passes under the air tube, and is stitched together near its edges, so as to leave two projecting flaps c1. An outer india-
- Fig. 88.—Bartlett (Clincher) Wedge-action, Built-up Pneumatic Tyre (Later Form).
- rubber casing or covering d surrounds the tyre, and its en-larged edges are brought together at the centre of the rim so as to abut on the joint of the canvas strip c. The flaps c1 are turned back so as to lie between the india-rubber casing d and the rim or felloe e of the wheel, and the edges of the latter are provided with beads which fit into grooves formed in the enlarged ends c2 of the indiarubber casing. A piece of soft indiarubber is sometimes interposed between the inner portion of the air tube and the casing, as shown, so as to provide a cushion or buffer, also a loop of canvas intended to prevent chafing of the said cushion by the seam of the canvas strip c, or of the air tube itself in cases where the cushion is not employed.
- Two patents were taken out in 1892, numbered respec-tively 6,640 and 12,730, by Michelin & Co., for tyres wherein the enlarged edges of the outer covering are clamped or
- Fig. 89.—Scott Built-up, Wedge-action Pneumatic Tyre.
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- clipped in position by means of rings. These patents, although only filed in this country in the above year, under the régulations of the International Convention, date back respectively to, the first, the nth September, and the second, the 29Ü1 December 1891.
- Fig. 91 shows a tyre patented in 1892, No. 19,481, by W. T. Shaw, J. W. Boothroyd, and A. Sydenham. The outer casing a of this tyre has enlarged edges a1, which fit under the inwardly turned edges b1 of the rim or felloe b of the wheel, and are held forcibly in place by the pressure of
- Fig. 90.—Palmer Built-up, Wedge- Fig. 91. — Shaw-Boothroyd-
- aclion Pneumatic Tyre. Sydenham Built-up, Wedge-action
- Pneumatic Tyre.
- a tube c, located between them, and containing compressed air. The tube c can be inflated through the ordinary in-flating tube, and a spécial inflating tube is provided to allow of air being forced into the space betvveen the tube c and the outer casing A. The tyre is thus formed with two distinct air chambers, and should the outer casing a happen to become punctured, it will receive a certain amount of support from the inner tube c, and thus, it is said, not be rendered entirely useless.
- Figs. 92 to 108 illustrate several forms of tyres adapted
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- to be secured upon the rims or felloes in the manner men-tioned, some of which are amongst the best arrangements of this class in the market.
- Fig. 92 shows one of the Palmer tyres, which is made by the Palmer Tyre Company Limited, under Bartlett’s patent (No. i6,78390), already referred to. This tyre, which is an obvious improvement upon that of Bartlett, as originally constructed, has the réputation of being a very
- Fig. 92.—Palmer Built-up, Wedge- Fig. 93.—“ G. & J.” Built-up, action Pneumatic Tyre. Wedge-action Pneumatic Tyre.
- fast tyre, and it certainly is amongst those easiest to detach. The Silvertown tyre is practically similar to the Palmer.
- Figs. 93 and 94 illustrate what is known as the “ G. and J.” tyre. This tyre is made by the Gormully & Jeffery Manufacturing Company, and is shown in the draw'ings in two positions—viz., in Fig. 93 partially fixed in place upon the rim or felloe, and in Fig. 94 in process of removal therefrom. The rim or felloe in this instance is made of wood.
- i
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- The following is the method of placing the tyre upon the rim :—Place the edge of the outer case having the wide flap in its place in the rim first. Next insert the valve, and Iay the air tube on the top of the flap ail the way round. The air should be ail extracted from the tube before it is put in place. Push the remaining edge of the outer cover under the flap (which projects slightly over the rim), and firmly into its place in the rim.
- A valve for use with the above, made by the same firm, is shovvn in Figs. 95, 96, and 97. It is of simple construction,
- Fig. 94.—Gormully & Jeffery Built-up, Wedge-action Pneumatic Tyie.
- and the different parts thereof are very readily “ get-at-able.” Practically it consists of two principal parts, viz., first, a hollow brass stem with a check valve, the office of which is to prevent the air from rushing out when the pump or in-flator is removed, and before the cap can be screwed on ; and secondly, of this cap itself, which serves to permanently imprison the air within the tyre. The complété valve is shown partly in vertical central section in Fig. 95, and the cap and packing in Ph'gs. 96 and 97.
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- Several forms of wedge-action pneumatic tyres form the subject-matter of two patents taken out by J. W. Bowley, No. 9,210 of 1896, and No. 23,518 of 1895. Referring to the form of tyre illustrated in Fig. 98, which is that described in the first-mentioned patent, or that of the most recent date, each edge of the tyre cover has formed upon it an extensible core, and the rim or felloe of the wheel has in-turned beaded edges, and is provided with an abutment. A separate elastic ring is located between each core and the side vvall and inturned edge of the rim or felloe. The novel part of this invention is claimed to be the means for
- detachably securing a pneumatic or the like tyre to a wheel rim, comprising a tyre or tyre cover, with cores at its edges, a wheel rim with a radially projecting abutment, and inturned edge flanges, extending circumferentially beyond the radius of the said abutment, and separate elastic rings, so combined and operating that upon the tyre being inflated the said elastic rings, actuated by the expanding base of the inflated tyre, are caused or permitted to roll or sink down the side walls of the wheel rim, and drive the cores there-from into their positions against the abutment.
- In Fig. 99, which illustrâtes a form of tyre described in the last-mentioned patent, or that of prior date,
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- a is the rim or felloe, b the inflatable tube, c the outer cover, d the elastic thickened or flaring edges of the said cover, which are seated between the flanges E and the side walls of the rim, and held in place by separate indiarubber or elastic rings or cushioning buffers F, so that, although the tyre is kept in position when deflated, the more it is inflated the tighter the attachment will be. The flanges G terminate vvith beaded edges to prevent cutting or chafing of the tyre. Fig. 99 shows a wedge-shaped solid indiarubber or other core at the two edges of the cover, so
- Fig. 98.—Bowley. Built-up, Wedge-action Pneumatic Tyre.
- formed that they normally project towards each other, and are turned in the process of attachment to the wheel rim into the position shown in the drawing.
- To attach this type of tyre to the rim or felloe the cover, with the deflated tube b within it, is passed into the concave or channel bed of the wheel rim, the flaring or thickened edges or metallic T-pieces afîixed to the edges of the cover being placed in their positions. The two elastic rings or cushioning buffers F are then sprung over the edges of the rim, and placed in the position shown. The novelty in the above is stated to be the tyre cover, with flaring or thickened elastic edges d, the wheel rim with
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- radially projecting flanges e, and inwardly projecting flanges G, extending circumferentially beyond the radius of the said flanges e, and the separate elastic rings F.
- The following are examples of the form of tyres held in position by the wedging action due to inflation, but which are of what is known as the tubeless pattern—that is to say, a description of tyre that not only lias no separate internai inflatable tube, but no complété tube at ail until such time as the tyre is secured in place upon the rim, when it forms, in conjunction with the latter, an air-tight tube :—
- A
- Fig. 99.—Bowley Built-up, Wedge- Fig. ioo.—Mongiardino-Davies
- action Pneumatic Tyre.
- Tubeless, YVedge-action Pneumatic Tyre.
- A tyre of this class, which appears to présent a somewhat novel method of securing the attachment in this manner, has been patented by L. E. Mongiardino and Preston Davies, No. 13,848 of 1896. The wheel rim or felloe a is formed, as shown in Fig. 100, with either a central circum-ferential groove a1, having a restricted opening, or with two or more of such grooves. The tyre b is constructed, when intended to be used upon a rim having one central groove, as shown in the drawing, with a pipe, channel, or passage b1, of a size to pass within the groove a1, and having one or more openings into the main chamber. Either overlapping flaps or an independent elastic ring may be employed to
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- MODERN CYCLES.
- form a temporary seal. The valve stem passes from the overlapping flaps through an aperture in the wheel rim, a washer being placed between the latter and the securing nut.
- The tyre is placed upon the rim or felloe as follows :•— The flaps are adjusted in position, and the pipe or channel b1 is passed within the groove a1 in the rim a. Upon proceeding to fill the main inflatable chamber through the pipe or channel B1, the latter becomes first inflated, and ex-pands within the groove a1, so as to be firmly held therein,
- Lungren Tubeless, Wedge-action Pneumatic Tyre.
- being unable to pass out when in that State through the narrow mouth or aperture. As inflation proceeds, the overlapping flaps are forced by the pressure of the air into close contact with each other and with the wheel rim, thus pro-ducing practically a single tube.
- An American tyre of the tubeless type is that devised by C. M. Lungren, which forms the subject-matter of a U.S. patent, No. 482,182 of 1892. Several different modifications of his tyre are described, some of which are as follows :— In the one shown in Figs. 101 and 102, a is a tubular wheel rim, surrounded by a flexible envelope b, adapted to
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- be expanded by means of compressed air, as shown in Fig. ioi. The vvheel rim a is such a size and shape that it forms a support for the envelope b, when the latter is not inflated, as shown in Fig. 102, but when inflated, it stands clear of the said wheel rim as shown. Should, however, the envelope or tube b beeome punctured, and thus or otherwise lose its compressed air, it shrinks down upon the rim a, and still forms a serviceable tyre. b1 is a web of canvas or other non-expansible material ; c is a tread or reinforcement; D are enlarged edges or beads upon the tyre or envelope b ; e are indiarubber retaining bands for keep-ing the said edges in place in channels formed afc the edge of the rim or felloe a ; e is a canvas tab for facilitating the removal of the tyre.
- v is the valve for admitting of the introduction of air into the tyre or envelope b being effected. It consists of a globular valve-chamber, having a neck for the attachment of a charging-pump or inflator, and screwing into a nipple n, which latter screws upon another nipple N1, having a flaring head, which is passed through the rim from the out-side ; the two nipples thus binding the wheel rim between them. n is an elastic washer for forming an air-tight joint. The valve end of the nipple n enters the valve-chamber, and is eut away or notched in one or more places to allow air to pass when the bail or spherical valve v1 is pressed against it by the inrush of air from the inflator. The outwardly flaring shape of the rim admits of the nipples a, and spokes a1, being placed as shown. a~ is a strip of canvas for covering the base-opening of the rim, and preventing dirt from gaining açcess to the interior thereof.
- In the arrangements shown in Fig. 103 the support for the tyre or envelope consists of a solid indiarubber or other tyre, mounted in a gutter-shaped portion of the tyre a. Fig. 104 shows the inner solid indiarubber tyre arranged in two ways, in both of which, however, the thickened or beaded edges d of the elastic tyre or envelope b are clipped between the outer edges of the rim and the inner indiarubber tyre. In the arrangement shown on the right hand side, the inner tyre is provided with side flaps extending round the thickened or beaded edges d, and locking ring or retaining strips E.
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- In Fig. 105, the inner tyre or support is dispensed with. The outer flexible envelope or tyre B is in this case provided
- with a web of canvas b1 throughout, so as to render it non-expansible.
- In the arrangement shown in Fig. 106 the outer cover, jacket, or flexible envelope c is intended to be secured to the lower flap j on each side by means of buttons and button-holes, laces, or the like, in the event of the collapse of the tyre through puncture. The elastic element other-wise necessary with the support may thus be dispensed with altogether. Figs. 107 and 108 show the Fleuss pneumatic tyre, No.
- Fig. 103. — Lungren Tubeless, Wedge action Pneumatic Tyre.
- Fig. 104. Fig. 105.
- Lungren Tubeless, Wedge-action Pneumatic Tyre.
- 22,721 of 1895, in position upon the rim or felloe of the wheel, and detached therefrom. This tyre, which is also
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- of the so called tubeless pattern, is so constructed as to be very easily removable from the rim or felloe, and replace-able in position thereon. The method of securing the tyre
- Fig. 106.—Lungren Tubeless, Wedge-action Pneumatic Tyre.
- upon the rim will be readily understood from the illustrations. An air-tight joint is formed at the join by the flap shown.
- A very great advantage possessed by tyres of this type is
- Ijkfuteo
- Fig. 107.—Fleuss Tubeless, Wedge-action Pneumatic Tyre.
- that they admit of punctures being repaired in the proper manner, viz., from the inside, and that too in less time than it would take to get at the air or internai inflatable tube of a tyre of the class having such inner tubes. It is obvious,
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- indeed, that even a very elementary repair made upon the inside, where the pressure of the air will constantly tend to force a patch against, and into the puncture or hole, must be more effective than one, no matter how carefully executed, on the exterior from which the pressure of the said air will constantly tend to blow the patch off. Tyres of this class, moreover, possess far greater resiliency than those having internai inflatable air tubes.
- The inconveniences attending the puncture of pneumatic or air tyres, has not unnaturally led to the devising of numerous so-called self-sealing or self-healing tyres, and likewise to the construction of types built upon the principle
- QET&CfiËO FOH BEFAIEN
- Fig. 108.—Fleuss Tubeless, Wedge-action Pneumatic Tyre.
- of subdividing the space into a large number of separate compartments or cells, so that a puncture will only destroy the resiliency of one small part or section of the tyre, and thus admit of its being continued in use, for a time at any rate, without necessitating any immédiate repair thereof. lt is absolutely essential, however, to see that no dirt, grit, or other foreign body gets between the flap and the internai surface of the tyre, &c., as this will inevitably resuit in leakage and difficulty in starting the inflation with an ordi-nary inflator or air-pump.
- Tyres constructed upon the first of these plans may hâve a loose inner tube—that is to say, one of larger diameter than the outer one by which it is kept in bounds or restrained ;
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- the inner tube may be covered with small partially attached pièces overlapping each other, and breaking joint like slating, or various other arrangements may be used whereby if any object should pass through the two tyres, the puncture in the one will not upon the withdrawal of the said object coincide with that in the other, and consequently the leak will be stopped by the air pressure forcing an un-perforated part of the inner tyre against it.
- Fig. 109 shows a self-healing air chamber of this type in- ,ri I(P I09‘ . „ flated. Fig. 110 illustrâtes a £elfheallnS Pneu mat, c Tyre.
- tyre fitted with one of the Puncture-Proof Company’s speedifier bands having Lee’s automatic attachment.
- A favourite expédient also is the provision of a soft adhesive lining which closes up after puncture or perforation,
- Fig. iio.—Puncture-Proof Company’s Speedifier Band.
- and a portion of which will become forced into the opening, and completely stop it up. The objections to these self-healing or self-sealing linings and tyres are, that many of them lose the property in question after a certain time, be-coming useless, and only serving to reduce the resiliency of
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- the tyre ; moreover, the outer or external indiarubber cover-ing or sheath is, owing to the mode of manufacture, frequently softened and rendered useless.
- Another arrangement patented by J. F. Palmer, in 1892, No. 10,766, is shown in Figs, ni and 112. It consists in forming the air-tube from an indiarubber tube moulded to the shape shown in Fig. ni, the thickened portion b, being backed by a strip of inextensible canvas or like material, and the whole being preferably enclosed in a canvas casing. In Fig. 111, it will be seen that the thickened part b of the indiarubber tube is placed nearest the centre of the wheel, but to form the finished tyre, the tube must be inverted by a twisting operation, so that the said thick
- Fig. iii.
- Fig. 112.
- Palmer Puncture-Proof Pneumatic Tyre.
- portion will be placed upon the outside, and the thin part a corne next the rim or felloe of the wheel, as shown in Fig. 112. The inextensible canvas strip is formed by super-posing two canvas strips, so that the fibres which run diagonally will lie in opposite directions.
- The advantage claimed for this method of making the tyre is that the indiarubber becomes compressed by the action of turningthe tyre, which fact, it is held, will tend to prevent an escape of the air should the tyre become perforated.
- In another patent of the same inventor, No. 10,768, also of 1892, an improved air-tube is described, which is made, as shown in Fig. 113, from a strip of indiarubber a, moulded on a canvas strip b, to a U-shaped form and vulcanised, the
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- strip being subsequently inverted, so that the canvas will be placed on the outside, and the indiarubber will consequently become compressed. The edges of the strip are cemented together to form the complété tube.
- In a modified arrangement of the above, the indiarubber strip is made with a diaphragm, which forms the inner part of the air-chamber. The edges of the said indiarubber strip are thickened so as to engage with a slot in the wheel rim. The edges of the outer casing will be held firmly together by the internai pressure, between the wheel rim or felloe and the indiarubber tyre.
- Two other patents were taken out by the same inventor in 1893, containing descriptions of im-proved fabrics for tyres, viz., Nos. Fig. i 13.— Palmer Puncture-11,820 and 4,926. In the latter Proof Air-tube,
- inextensible threads are embedded, so as not to touch one another, in indiarubber, before vulcanisation ; another
- Fig. 114.—Lazerges Self-healing Pneumatic Tyre.
- similar set of threads Crossing the former at any angle being likewise, if desired, so embedded.
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- A French tyre of the so-called unpuncturable type has been invented by M. Larne, and another by M. Lazerges, which latter is shovvn in Fig. 114. Both are of that class wherein the material forming part of the tyre is so treated
- Fig-. 115.—Stuart Unpuncturable Pneumatic Tyre.
- by means of a suitable volatile substance, as to remain in a soft and partially unsolidified condition.
- A pneumatic tyre having its internai space subdivided into a large number of cells or compartments, is shown in Figs. 115, 116, and 117. Fig. 115 is a vertical central
- Fig. 116. Fig. 117.
- Stuart Unpuncturable Pneumatic Tyre.
- longitudinal section through a portion of a tyre constructed upon this plan, partly inflated, Fig. 116 is a transverse section showing the tyre deflated, and Fig. 117 is a transverse section showing the tyre fully inflated. The arrangement is one of
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- great simplicity, and is applicable to any pneumatic tyre having an inner inflatable tube. It consists in the insertion of short segments a of flexible tubes, each of which forms a distinct air-cell or compartment, which are introduced be-tween the ordinary pneumatic or inner inflatable tube b and the outer cover c. Upon the inflation of the pneumatic tube b in the usual manner, the cells a are forced against the outer jacket, and the extremities of the segments of tubes being pressed close together constitute air-tight walls, so that in the event of the outer cover c being punctured or per-forated, as also the exterior skin of one of the cells a, the air will only escape from one, or at most two of the said cells. Even should a number of these cells be-come perforated, the tyre will not be rendered useless.
- A complété set of cells for a 28-inch wheel, with a 2-inch tyre, weighs under 2 ozs. This tyre, or rather safety addition for use in pneumatic tyres, is the invention of H. Akroyd Stuart.
- An objection to this latter form of tyre, as also to such as hâve a packing or filling of halls wherein air is sealed or enclosed in the ordinary manner, is that under pressure they soon lose their air by imperceptible leakage through the pores of the indiarubber walls.
- Fig. 118 illustrâtes a tyre with a protected tread for which a patent was taken out by H. A. Fleuss, in 1893, No. 12,309. The protection consists essentially in employing a hoop of thin tempered Steel, as indicated at a, which must be of a breadth not less than the diameter of the air-tube b. This hoop a is embedded or enclosed in an indiarubber tread, and is secured to the air-tube by vulcanisation, being preferably coppered or otherwise plated, so as to enable the indiarubber to firmly adhéré to it. Instead of
- Fig. 118.—Fleuss Protected Tread.
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- being enclosed or embedded, as shown, the hoop may be secured in place by a strip of vulcanised indiarubber fixed to the air-tube b by cernent. Or when an outer covering is employed, the hoop may be embedded in this. The illustration shows the hoop as applied to a tyre of the solid wall type. The application of this métal hoop to the tread of a pneumatic tyre would evidently destroy the advantage, which is the primary reason for the use of tyres of that class.
- The liability to puncture, and the great inconveniences attendant thereon, render a tyre of the pneumatic type that would be free or even partially free from such defect, a very désirable object. Unfortunately ail tyres laying claim to possess this quality are also subject to very serious draw-backs. Those attendant upon most of the tyres having a lining ofsome partially solidified substance hâve been already mentioned. Manyof those with so-called unpuncturable tubes are so in name only. The cellular tyres, an idea dating back to Thomson, 1845, are somewhat too complicated to be practically useful, and are besides even more wanting-in resiliency than the two former types ; whilst those wherein separate sealed spherical or other air-cells are introduced are objectionable in practice, as before mentioned, by reason of the air contained in the said cells leaking out through the pores of the indiarubber when placed under pressure.
- This leakage through the pores of the indiarubber of course occurs slowly, almost imperceptibly indeed, but con-stantly, in ail tyres, and its existence has been proved beyond doubt by an interesting experiment which cons'îsted in placing dye stuff within the internai air tube of a pneumatic tyre. Upon dismounting the tyre after a short period of use, the tyre being to ail outward appearance in a perfectly sound condition, the surfaces between the said inner air tube and the outer tube were found to be evenly stained by the dye, which had passed or worked its way through the pores of the indiarubber.
- Some hints upon the care of tyres will be found in the chapter devoted to repairs. Meanwhile, it may be here remarked that it is most unwise to use racing tyres, or even light roadster tyres, for work upon country roads. In the first place, there will be the discomfort of feeling a constant dread of puncture, and the perpétuai watchfulness entailed
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- to avoid, if possible, such a contingency ; and in the second, they will cause in the long run delay, as the time occupied in repairing the inévitable perforations that ensue from pass-ing over flinty roads will be greater than that gained by their extra speed as compared with roadster tyres with compressed rubber strips solutioned upon the treads.
- Although indiarubber is the most used material for the manufacture of pneumatic tyres, many other substances hâve been proposed, and sorae few tried. The success attendant upon the use of most of them has not been sufficient, how-ever, to warrant their competing with the first-named material with any reasonable chance of success.
- Amongst materials, other than indiarubber, used for pneumatic tyres leather forms the cheapest, the best, and the most durable that has been as yet tried. It is, however, unfortu-nately wanting in some of that pliability and elasticity which renders indiarubber so suitable for the purpose, and the main advantage derivable from the use of such tyres is thus to a certain extent lost. On the other hand, however, leather tyres are far cheaper and more lasting than those made of indiarubber, and, owing to the tread surface becoming speedily roughened by use, are almost completely free from the great tendency to side slip that renders indiarubber tyres so dangerous to use upon greasy or slippery surfaces.
- A great objection to leather tyres as hitherto constructed has been that they were invariably formed in segments, consequently there were a number of joints in the circum-ference of each tyre, and each of these joints being either a butt joint, with a strip underneath, or a lap joint, not only was there a thickening of the tyre, and a loss of resiliency at these numerous points, but the liability to leakage was greatly increased, and the life of the tyre rendered of shorter duration. It was not possible, moreover, to so construct a tyre that it would be of uniform diameter throughout.
- A form of pneumatic tyre has, however, been lately patented (No. 18,53g of 1893) by F. H. Walker, which has a leather outer cover with wedge fastening, and which seems to présent a serviceable article, judging from one which the writer has lately examined after it had been used on a machine ridden for some hundreds of miles on general country roads, the wear upon the tyre from which work may be said to hâve
- K
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- been practically nil. This tyre is shaped to the requisite form out of a long strip of leather by a spécial process, and consequently it has but one joint in its entire circumference.
- Several types of valves for admitting of the inflation of the tyres hâve already been shown in connection with the latter. Amongst other valves said to give highly satisfactory results are the following :—The modem type of Dunlop valve, the Ross-Courtney, the Lucas, and the Bagot. The latter consists essentially of a dise valve packed with indiarubber, leather, or other material, and engaging with a knife edge upon the valve casing. A light spiral spring, located in a perforated cap or guard, main tains the said valve normally upon its knife edge seating, the said spring giving way and allowing the valve to open under the pressure of the inrush of air from the pump or inflator, and assisting the closing thereof. The end of the valve-spindle projects through the nozzle, and is screw-threaded, so that the valve can be brought tight up against its seating and locked in that position by means of a knob or cap. A suitable bridge piece is also provided to keep the tube off the rim or felloe at its point of connection therewith.
- The inflation of pneumatic or air tyres is usually effected by means of hand inflators or air pumps, the construction and application of which is too well known to require description or illustration. It may here be observed, however, that the idea seemingly entertained by numbers of riders that a tyre is sufficiently inflated when the pressure is just enough to keep the rim or felloe of the wheel from coming in contact with the ground is erroneous. True, a somewhat more effective cushioning action is secured by using a slack tyre, but at the expense of its rapid destruction. A tyre should be kept inflated to an air pressure of from 25 to 35 lbs. per square inch, when riding, according to the weight of the rider, the greater the weight the higher of course will be the air pressure required.*
- The inflator being a separate instrument, on that account not only adds to the weight to be carried, but is also liable to be frequently stolen from the cycle, and likewise to be left at home, and to be therefore absent when required on
- See also previous remarks on this subject, page 74.
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- an emergency. In conséquence of this the ingenuity of in-ventors has been exercised to utilise one or more of the tubes composing the framework to form an inflator or inflators. The following are examples of devices of this kind :—
- C. M. Raymond, No. 20,300 of 1892, forms a pump or inflator for pneumatic tyres by fitting a piston to the saddle supporting stem, arranged to work within the rear vertical stay which forms the pump cylinder. For riding the saddle is fixed by means of a spécial bush and bracket piece.
- E. D. Loane, No. 18,276 of 1892, forms an air pump or tyre inflator in the saddle support, and in the steering fork stem, or in other parts of the frame.
- In these arrangements the pumps or inflators so formed are connected up with the tyre valves when required by means of lengths of flexible tubing.
- The Steering.
- The mechanism comprised under ,this head consists, fîrstly, in the means adopted for mounting the steering head to admit of this latter part, as also the fork and steering wheel connected therewith, being turned or rotated for steering purposes ; secondly, in the handle-bar or apparatus for enabling the said turning or rotating of the steering head, fork, and steering wheel to be affected, and for controlling the said wheel ; and thirdly, in the fork for carrying the steering wheel.
- Formerly the steering of tricycles entailed the use of racks and pinions, levers and connecting rods, and other gear—in some instances mechanisms consisting of more or less complicated arrangements of cams and springs being added to counteract the extreme sensitiveness of these steering devices. In a modem tricycle with front-steering wheel, however, such as either of those previously illustrated, the steering in no way differs from that of a safety bicycle or dicycle.
- Steering Heads.—Figs, ngto 124 illustrate three forms of modem steering heads. That shown in Figs. 119 and
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- 120 is a steering or ball-head adjustment by Rudge-Whitworth» Limited. The external appearance of the head is shown in the élévation (Fig. 119), and the internai arrangement of the parts vvill be clearly understood from the enlarged sectional view (Fig. 120). Referring to this latter view, a is the handle-bar stem, b is the adjustment cap, c is the lamp bracket, d is the head adjuster, e, e are the balls or spheres, F is the top or upper lug of the frame, G is the head tube of the frame, K is the locking pad, L is
- Fig. 119.—Rudge-Whilworth Steering or Ball-head Adjustment.
- the locking pin, and m is the steering fork or fork stem. The arrangement of the mechanism is suftïciently évident from the drawing without further explanation.
- Fig. 121 is a vertical section illustrating the steering or ball-head adjustment fitted to the machines builtby Humber & Co. Limited. The arrangement of the parts of this head will also be easily understood from the drawing. a is the steering collar; b is the adjustment cap or collar. To effect the adjustment of the steering, the boit which passes through the lugs on the steering collar, and clamps it in position,
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- must be first removed or slackened, and the adjustment cap or collar b then screwed down until ail slackness is taken out of the head. After which the boit of the steering collar should be again tightened up, and the adjustment will be complété, The adjustment cap or collar b may be tightened or screwed down by means of a peg, or pin-spanner, or wrench. The Humber steering or head lock,
- Fig. 120.—Rudge-Whitworth Bail Steering Head.
- which forms the subject-matter of letters patent, No. 3,618 of 1895, has been already briefly described on pages 28, 29.
- The Birmingham Small Arms Company also fit their steering head with a spécial steering or head lock. It consists of a strap round the fork head, to one end of which strap is jointed a pin passing through a hole in the other end of the said strap, and extending through a hole in the head. This projecting end is screw threaded, and a thumb-nut thereon
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- !5°
- enables the strap to be tightened and the parts to be locked in position when desired.
- Fig. 122 is a perspective view, showing the Singer & Co.
- Fig. 121.—Humber Bail Steering Ilead.
- Limited bail steering, and steering-lock. The first of these is said to afford a firm yet perfectly free steering for safeties, and has been used by the makers since 1887, during which
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- time it has given universal satisfaction. The latter arrangement was introduced about a year later, and consists, as will be seen from the drawing, simply of a catch or boit, which by one half-turn of the short lever (shown on the right hand side) in one direction can be caused to engage
- Fig. 123.
- Perry Bail Steering Head.
- Fig. 124.
- Triple Steering Head.
- with projections upon the fork stem, as shown in the drawing, and thus to firmly fix the steering, so that the handle-bar cannot swerve, and by a similar half-turn in the obverse direction to instantly unlock and set free the steering.
- Fig. 123 illustrâtes one of the several patterns of steering
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- heads made by Perry & Co. Limited. This head, which is intended for a light roadster machine, has a i-inch upper Socket and a i|~inch lower socket. The balls are enclosed in removable cônes of tempered Steel.
- A simple type of combination steering and machine lock is also made by the Coventry Machinists’ Company Limited, and both spécial bail steering heads and locks hâve been also designed by numerous others.
- Fig. 124 shows a triple head made by the Referee Cycle Company Limited, which is designed to strengthen this important part. As will be seen from the drawing, there are two steering tubes. The handle-bar has thus two stems, and is held in place by two screws, thereby securing practically immunity from accident through breakage.
- A duplex steering head is made by the Coventry Ma-chinists’ Company Limited.
- Handle-Bars.—The second part of the steering me-chanism, or that for controlling the steering wheel, consists as before mentioned of the handle-bar. These are con-structed with levers curved into a great variety of forms and positions or angles, and of different lengths, and are also made so as to be adjustable to any desired angle to meet the requirements of different riders. The handle-bar comprises two parts, viz., the levers and the handles. The material most generally employed for the bars or levers is Steel, and nickel steel (5 per cent, of nickel) is the best for the purpose. Wood is, however, also used, as in O’Brien’s patent bent-wood adjustable handle-bar, which is twisted in a spécial manner claimed to impart great toughness, resili-ency, and elasticity, and to absorb vibration more effectually than the ordinary wood handle-bar.
- A most important point to be attended to is the height and angle of the handle-bar, which should be such as to admit of the rider sitting perfectly upright with his arms straight. This is the limit of height to which the handle-bar should be raised, as if the handles be placed any higher, the arms will hâve to be bent, which means a loss of power, and a position nearly if not quite as unsightly as the stoop-ing, bow-backed attitude of the scorcher. The bending of the tubes to form the curve of the handle-bars is, or should
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- be, effected cold by means of spécial tube bending apparatus.*
- . Figs. 125 to 132 illustrate the standard patterns of handle-bars made by Hum ber & Co. Limited.
- Fig. 125 shows what is known as a fiat roadster handle-bar, the vvidtb of which is 21 inches from the centre of one handle to the centre of the other. The bar itself is placed at right angles to the stem, but is inclined at such an angle
- Fig. 125.
- Fig. 126.
- Fiat Roadster Ilandle-Bar. Fiat Road Racer Ilandle-Bar.
- with the ground, that the tips of the handles are situated about three inches lower than the highest part of the bar. This is done in order to give the rnost comfortable position to the hands.
- Fig. 126 is known as a fiat road-racer handle-bar. This pattern differs from the first described in that, it is not brought quite so far back, and is, moreover, only 19 inches across. This pattern is suitable for riders who require a
- Fig. 127. Fig. 128.
- Semi-Drop Handle-Bar. Scorcher Drop Ilandle-Bar.
- very narrow fiat handle-bar, and is especially suitable for road and path racing safeties.
- Fig. 127 illustrâtes a semi-drop pattern suitable for use on roadster machines by riders who prefer a slightly dropped or lowered handle-bar. This handle-bar is 21 inches in width, and has a drop of i| inches in addition to
- * See cliaptcrs on Manufacture or Construction and Repair of Cycles for furthcr particulars on this head.
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- the inclination with the horizon mentioned with reference to Fig. 125, which inclination is coramon to ail handle-bars.
- Fig. 128 is a scorcher drop handle-bar, which type is used upon road-racer safeties, road-racer tricycles, and road-racer tandems. This handle-bar has a drop of 3! inches, and is 19 inches in width.
- Fig. 129 is a path-racer drop handle-bar, for use solely
- Fig. 129. Fig. 130.
- Path Racer Drop Handle-Bar. Forward Racer Handle-Bar.
- upon path-racing machines both bicycles and tricycles. The drop of this handle-bar is 5 inches, and the width of it is 19 inches.
- Fig. 130 depicts another racing handle-bar known as the forward racer handle-bar. In this pattern the bar is curved so as to bring the handles into as advanced or forward a position as possible. It is 19 inches in width, has a drop
- Fig. 131.
- Raised Pattern Handle-Bar.
- Fig. 132.
- Patent Adjustable or Swivelling Handle-Bar.
- of 5 inches, and the distance from the forepart of the stem to the furthest forward point in the bend is 3 inches.
- Fig. 131 is a raised pattern handle-bar, the tube being so curved that the handles are, as shown, raised upwards in-stead of dropped. This type of handle-bar is suitable for such riders as require to hâve them raised very high ; and, by the upward curvature of the tube, this end is effected
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- without having an abnormally long portion of the stem pro-jecting above the socket. By this means not only is the unsightliness conséquent upon the use of a level handle-bar with an extra long stem avoided, but the arrangement affords far greater strength. This handle-bar is usually made 21 inches across, but can be also constructed 19 inches across when required.
- Fig. 132 shows the Humber adjustable or swivel handle-bar, which forms the subject-matter of a patent, No. 14,768 of 1895. This handle-bar is more especially intended for the rear portion of tandem and triplet safeties. It is so designed that the bar itself can be tilted or adjusted to any angle desired relatively to the pillar or stem. Four different positions can be obtained, and in each of these positions the handles can be adjusted to any desired angle. It is évident, therefore, that the adjustments of this handle-bar will admit of its being arranged to suit almost any rider. This type of handle-bar can be fitted to any standard safety bicycle when no brake is required; its width across is 19' inches. The “ Columbia ” handle-bar is réversible. The new Palmer, handle-bar is collapsible. Other adjustable handle-bars are those of the Hollis, and of W. H. Castle, patent No. 18,466 of 1896.
- Attempts hâve been made from time to time to devise an efficient spring handle-bar, or to otherwise provide for eliminating the objectionable jarring experienced with practically rigid handle-bars when riding over rough roads or surfaces at any speed. About the first to make any attempts at improvement in this direction was John Cox, who describes in his patent, No. 834 of 1869, elastic handles for cycles, formed partly of fiat Steel and partly of tempered iron. He likewise provided for reducing jarring or vibration by the use of indiarubber. Air cushions hâve been also used. None of these anti-vibration handle-bars hâve, how-ever, stood the test of actual constant use, and never came into favour with riders.
- The handles or portions of the bar to be gripped by the hands are made of a very great variety of substances, and fixed in place in a large number of ways, the most unsatis-factory of which latter is any description of cernent. Amongst the substances that hâve been used are zolonite,
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- celluloid, indiarubber, vulcanite, horn, cork, felt, &c. ; and numerous pneumatic, ventilated, anti-vibrating or cushioning, and other spécial handles hâve also been designed.
- Fig. 133 shows in longitudinal central section an anti-vibrating handle invented by Lucas, a is a Steel tang screw-threaded, as shown at B, so as to screw into the handle-bar, or it may be brazed into the latter. c, c are corrugated cônes and washers made of soft indiarubber,
- Fig. 133.—Anti-Vibrating Handle.
- upon which cônes is supported a horn handle or grip d. e is a nut by means of which the indiarubber cônes c, and the handle or grip d, are fixed upon the tang a. It will be readily seen that the handle is completely insulated from vibration owing to the manner wherein it is mounted on the soft indiarubber cônes, which latter are rendered still more yielding by being corrugated. The horn grip or handle
- Fig. 134.—Détachable Cork Handle.
- is retained in this cushion handle, which is an advantage as it is one of the best, if not the best of the materials used for the purpose, and affords a firm grip, which in this case is combined with great elasticity.
- Fig. 134 illustrâtes a cork handle which, it will be seen, is readily détachable. It is secured in position by a hollow split piece which fits inside the end of the handle-bar, and is expanded by means of a conical or taper plug drawn into
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- the bore of the split taper piece by a screw which can be operated from the exterior of the handle. To rernove the handle it is only necessary to slacken this screw by means of an ordinary screw-driver.
- The Tyton handle has tubular screw ends, and can be firmly fixed to the lever or handle-bar end without the aid of cernent.
- Felt handles are claimed to be very light and strong, and not to become sticky in use, and also to afford so perfect a grip that any slip becomes a matter of impossibility.
- Forks.—The severe strains to which the steering or front wheel forks are subjected when the cycle is in use has been already alluded to. These strains are at a maximum when turning corners at a high velocity, and considering their severity, the only wonder is that more accidents do not happen, as the margin of safety is in most cases very slight indeed.
- As has heen already mentioned, the forks are as a rule made from tube of an oval form in transverse section, so as to better withstand the strains to which they are subjected when in use.
- A method of constructing forks for cycles from a single length of tubing has been patented by C. Brown, No. 7,446 of 1894. The fork is constructed by first flattening a suitable length of tube at its ends, and forming therein holes to receive the wheel spindle. It is then shaped to the required section, and the two ends are bent to form legs. A boss is also formed on the crown to receive the steering stem.
- In the forks as usually constructed the upper ends of the tubes forming the blades are frequently left open, and are consequently not only unsightly, but form réceptacles for dirt, water, &c. A handy little stopper or cap for closing these openings can be made by cutting two pièces of métal of the shape of the tubes, and soldering to them thin strips of métal, which can be sprung together and inserted into the said tube, wherein they will expand and hold the cap in position
- Fig. 135.
- Fork StrenRthener.
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- A more substantial device for cîosing the open ends of a fork is that patented by F. &
- E. Warwick, No 8,407 of 1894. This contri-vance consists of a close-ended hollow plug, formed of a liner with ^ tenons, which is first placed in the fork end, and upon which a plate, with holes to receive the said tenons, is fitted, and the latter riveted over so as to hold it firmly in place. The plug is permanentlyfixed in position by brazing it into the fork end.
- Fig. 135 illustrâtes a form of fork strengthener very frequently em-ployed.
- Considering the 'frequent fracture and buck-ling to which single forks are liable when in use, it is not surprising that a considérable num-ber of so-called unbreak-able forks hâve been designed with the view of precluding the possi-bility of such accidents.
- One of these spécial or so-called unbreakable forks is shown in Figs. i36andr37. Itismade by a French firm — E. Verdot et Cie. — and
- Fig. 136.
- Unbreakable Fork (Side View).
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- a British patent has also been obtained by the inventor, E. P. Verdot, for the device, viz., No. 22,127 of 1894. As will be seen from the illustration, the fork is composed of double members of slighter tubes than are ordinarily employed in single forks, and braced together where necessary. The lower part practically consists of two forks, the ends meeting at the axle, and there are two stays run-ning from the top of the outer fork to the top of the steering head. Whilst affording a large increase of strength as com-pared with the ordinary single fork, it is stated that this double type of fork can be made quite as light as the former.
- The construction of the Verdot fork will be more clearly understood by referring to the letters upon the drawing.
- The crown of the fork is formed of a number of sockets ^ a1, A2, a3, a4, connected together by ribs b. Two pairs of rods c are secured in the lower portions of the sockets a1, a2, and a3, a4 (the latter of which pairs is shown in Fig. 136), to form the fork sides. The steering stem d is secured in the Socket a, and a pair of stays e (one of which only is shown in Fig. 136), connected to the said steering stem d, as indicated at d1, are secured in the upper portions of the sockets a2, a3. The stays E are in some cases divided and made adjustable in length by right- and left-handed sleeve nuts ; and they are also some-times connected to the fork crown and steering stem by means of bolts passing through projecting ears or lugs. Either two stays, as shown, or a single stay, or any other suitable number, rnay be employed.
- The principle upon which the above-described fork is constructed is evidently the true and proper one for the rest of the framework. Far greater strength and rigidity, with equal lightness, could be attained ; and, moreover, the un-wieldy and awkward joints now required with the single tubes might be considerably modified by the use of com-pound members.
- Fig. 137. — Unbreakable Fork. (Florizontal Section.)
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- Driving Gear.
- In the modem type of bicycle or dicycle and tricycle the power is applied to the pedal axle, and is thence comrauni-cated to the driving axle in two principal ways—viz., by chain driving gear, and by gear wheels. Many other plans
- Fig. 138.—Morgan Driving or Pitch Chain.
- hâve been proposed and tried, and sonie are even used to a certain extent, as, for instance, bands and eccentrics, or pulleys or drums, friction wheels, cranks and coupling rods, bevel or mitre gearing, cam gearing, &c. To impart the
- Fig. 139.—Starley Détachable Link Pitch Chain.
- requisite rotary motion to the driving axle, cranks and pedals are universally employed.
- Chain Driving Gear.—No doubt the manufacturers of cycles hâve brought chain driving gear to a considérable
- Fig. 140.—Abingdon Single Link Pitch Chain.
- degree of perfection, and the chain or sprocket wheels and pitch chains forming the driving gear upon a high grade cycle is a very fine piece of mechanism, and one which works with comparatively little friction, not exceeding in the best
- L
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- forms of chain- gear i per cent, and at most 3 per cent, of the total friction of the machine. Man y different patterns of pitch chains hâve been designed from time to time, amongst which may be mentioned those of Morgan, Starley, Abingdon, Reynolds, Brampton, Appleby, Perry, Dunlop, Renold, and Eadie. •*
- Fig. 141.—I’erry-Humber Patlern Pitch Chain.
- Morgan’s patent, No. 1,352 of 1883, contains descriptions and illustrations of a number of pitch chains. Fig. T38 shows the type of Morgan chain in extensive use in 1885. As will be seen from the illustration, it consisted of alternate rectangular links, formed of round Steel wire, and hollow Steel
- Fig. 142.—Appleby-Humber Twin Roller Pitch Chain.
- rollers. Starley’s détachable link chain is illustrated in Fig. 139, the method of detaching being clearly shown in dotted lines. Fig. 140 is a plan, partly in section, showing one form of Abingdon chain, which has been for a considérable time a prime favourite. Brampton’s is a long link roller
- Fig. 143.—Appleby-Osmond Dwarf Roller Pitch Chain.
- chain. The ordinary block chain (see Fig. 163) is too well known to require description. There are many varieties of the dumbbell block chain, which is a type which, ail things considered, has been found to be very suitable for general
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- work. Fig. 141 illustrâtes Perry’s Humber pattern chain, which is fitted with patent hardened pen-steel bushes. Figs. 142 and 143 show two recent patterns of Appleby chains, which are very highly spoken of as affording first-class results as regards durability and engendering a minimum of friction in use. These chains are known as the Appleby-Humber “ Twin ” Roller Chain, and the Appleby-Osmond “Dwarf” Roller Chain. Their construction is sufficiently apparent from the illustrations. The Eadie pitch chain is made in two principal patterns, the one a détachable link chain with locking plates, and the other a roller chain.
- Figs. 144 to 165 illustra te various arrangements of the different parts of the ordinary chain driving gear.
- Figs. 144 to 153 illustrate various component parts of driving gear, showing some examples of the numerous different types made by Perry & Co. Limited.
- Figs. 144 and 145 are two views of a crank driving gear fitted with their patent détachable sprocket or chain wheel, which is screwed against a collar connected with one of the crank arms, and se-cured in position by a locking ring screwed upon a reduced part extending beyond the boss of the said wheel. Fig. 146 is a bridge piece for use with the above bottom bracket. Fig. 147 shows the rear or driving-wheel hub and sprocket or chain wheel, the latter being shown more clearly detached in Fig. 148. Figs. 149 and 150 are the fork ends and chain adjustment. Fig. 151 is a tricycle bottom bracket. And Figs. 152 and 153 are two views showing Humber patterns of sprocket wheels.
- A distinctive feature of the Spaulding bicycle is that the
- W
- Fig. 144. — Crank Driving Gear and Bottom Bracket.
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- MODERN CYCLES.
- rear forks and the back stays are constructed in one continuons piece, thereby greatly strengthening the points of attachaient to the axle of the driven vvheel, and the chain adjustment. Fig. 154 is a vertical central section, showing the Rudge-
- | iggRRKECgHMITEai 1
- Fig. 145.—Crank Driving Gear and Bottom Brackct.
- Whitworth crank bracket, and Figs. 155 and 156 are perspective views illustrating respectively the interchangeable gear, and the rear chain adjustment made by the same firm.
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- Referring to Fig. 154, a, a1 indicate the outer cups with felt dust protectors ; b, b1, the inner cups ; c, c1, the adjustment slots ; d, the body of the bracket ; e, e, the balls ; F, f\ the crank keys ; G, one of the nuts for the latter ; H, H, the cranks ; and K, K1, the oiling channels.
- The arrangement of the bracket will be plain from the above, and it will be seen that it is both completely dust proof, being fitted with a further safeguard against the entry of dust in the shape of a felt pro-tector at each end of the bearing, and that it is likewise oil-containing. The adjustment is exceedingly simple and FlG- I46-easily effected. The cranks are of a new ^racket
- pattern 6^ ins. throw, and very readily n ge Iece' détachable. Their design renders them of great strength. The width of the tread is 4^ inches.
- The interchangeable gear, which is more clearly shown in Fig. 155, admits, by the removal of the chain ring, and the substitution of another of any desired size, of the gearing of
- Fig. 147.—Driving Wheel Hub and Sprocket.
- the machine being readily altered to suit any particular circumstances.
- The rear chain adjustment will be also readily understood from the illustration (Fig. 156).
- Fig. 157 shows the Singer détachable crank bearing,
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- modern cycles.
- which is so constructed that it can be remoyed from the frame complété, after taking off one of the cranks and the lubricator. The width of’ the tread varies from 4J inches up to 51^ inches. This bearing is also perfectly dust-proof and oil-retaining, and it is very easy to adjust.
- Fig. 148. Fig. 149.
- Driving Wheel Sprocket or Fork Ends and Chain Adjustment.
- Chain Wheel.
- Figs. 158 and 159 are a sectional plan and side élévation illustrating the Humber crank bracket adjustment. a is a locking or set screw by means of which the adjustable cône b can be fixed in position, c is the fixed cône, the removal
- Fig. 150.—Fork Ends and Chain Adjustment.
- of which is only required when repairs become necessary. d is one of the cranks, the one on the other side is shown partly broken off. The adjustment is effected in the follow-ing manner :—The set screw a having been first slackened, the loose cône B can be tightened by screwing it up into
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- the bearing until ail side play or shake disappears, holes being provided in the exterior face of the said cône (as shown more clearly in Fig. 159, wherein the crank is removed), to admit of its manipulation by rneans of a peg or
- Un.
- Fig. 151.—Tricycle Crank or Bottom Bracket.
- pin wrench or spanner. When the cône has been properly adjusted, the locking or set screw a should be again tightened.
- The crank D and gear or sprocket wheel are formed so as to be very readily détachable. This arrangement,
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- Fig. 152. — I lumber Pattern Sprocket or Chain Wheel.
- Fig 153.
- Humber Pattern Sprocket or Chain Wheel,
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- which is shown more clearly in the sectional view, Fig. 158, is both registered as a design, and also forms the subject-matter of a patent, No. 4,389 of 1895. The chain or sprocket wheel is screwed upon the boss of the crank, and is locked by a wedge piece and screw, a mode of fastening
- Fig. 154. - Rudge-Whitworth Crank Bracket.
- which is found to be very reliable, and which, moreover, admits of a perfect alignaient of the bracket chain wheel with the hub ring, the former being capable of being adjusted from 0f an inch either to the right or left. The right hand bail race, moreover, can by this arrangement be
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- Fig. 155.—Rudge-Whitworth Interchangeable Gcar.
- Fig. 156.—Rudge-Whitworth Rear Chain Adjustment.
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- Fig. 157. — Singer Détachable Crank Bearing (Plan).
- Fig 158.—Humber Crank or Bottorn Bracket (Scctional Plan).
- Fig. 159.—Humber Crank or Bottom Bracket (Side View),
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- extended (as shown in Fig. 158), under and directly in line with the driving or pitch chain, thus relieving the crank
- Fig. 160.—Hum ber Tandem or Triplet Swing Adjusting Bottom Bracket (Plan).
- Fig. 161.—Humber Tandem or Triplet Swing Adjusting Bottom Bracket (Side View).
- axle of ail twisting strain, and the hub ring being as shown directly over its bail race, the pull of the pitch chain, it will
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- be seen, is immediately over the bearings at both points. The method of removing the gear wheel, to alter the gear or for other purposes, in shown in Fig. 164. This device is found to be superior to that wherein the chain wheel is screwed on to the boss of the crank by a right-handed screw-thread, and is secured thereon by means of a locking ring having a left handed screw-thread.
- Fig. 162. —Humber Patent Swing Chain Acljustment.
- In whatis known as the “ Cheeta ” bottom bracket, which forms the subject-matter of a patent, No. 18,639 of 1895, both cups are firmly locked in position by one screw.
- Figs. 160 and 161 show, in plan and side view, the Humber tandem or triplet swing adjusting bottom bracket, the construction of which will be obvious from the said views. To effect the adjustment, the nuts marked a, b, and c
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- ajn Ad
- !J usinent.
- stCTIaN jj&t»
- ae*tfWG
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- must be first slackened, and the push or adjusting screw d screwed up, or inwards, so as to take ail the slackness out of the chain, after which the above nuts must be again properly screwed up or tightened.
- Fig. 162 shows their swing chain adjustment, patent No. 8,890 of 1890, applied to a safety rear-driving bicycle. To tighten the chain, the nuts B, one of which is situated on each side of the back wheel axle, should be first slackened, as also the nut a at the top end of the swinging back stays. The small nuts c, which operate the drawbolts (one of which only is shown in the drawing), should next be screwed up, taking due care that the adjustment so effected is equal on both sides of the machine, which can be ascertained by observing whether the clearance of the wheel at the point d is the same on both sides. Before screwing or tightening up the nuts a and b, care should be taken to see that the recesses in the saddle stays at b fit properly on the shoulders of the cônes.
- Fig. 163 illustrâtes a swing adjustment for tricycles constructed by the same firm. The adjustment is effected in this case by first slackening the nuts marked in the drawing respectively, a, a1, b, c, and c1, pulling the crank bracket towards the front wheel until the necessary tension is secured, and then tightening up first the nuts c and c1, to secure the proper adjustment, and finally the nuts a, a1, and b. The adjustment of the main axle is secured by first slackening the nuts e, e (one of which only is shown in the drawing), and screwing up the cône F to the right by means of the peg or pin spanner or wrench. When sufficiently adjusted, the nuts e must be again screwed up. The section is of the bearing marked d in Fig. 163.
- It will be seen on looking at a modem tricycle that there are four separate bearings supporting the main axle, each of which bearings has two cônes, both of which should be adjusted at the same time, instead of one only as was the case with the bottom bracket of a safety. The object of this adjustment is to make the balls run absolutely in the centre of the bail race on the main axle itself. To effect this the points at which the balls corne in contact with the two cônes must be made exactly équidistant from the centre of the bail race on the main axle. It is, of course, apparent
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- that if one of the four bearings be adjusted, the remaining three will be thrown out of line, and it is therefore abso-lutely essential that ail the bearings should be equally adjusted. This is of the utmost importance, as the most trifling différence between the adjustment of these four bearings would cause a very serious and perceptible différence in the running and wearing qualities of the machine. The bracket axle of a tricycle is supported on bearings similar to the main axle, two only being provided, however, instead of four. These two bearings are adjusted in a precisely similar manner to the above.
- Fig. 164 shows the Humber détachable crank and gear
- Fig. 164.—Humber Détachable Crank and Gear Wheel.
- or chain wheel. In order to remove the chain or sprocket wheel for the purpose of altering the gear, &c., having first taken off the gear case, if any, and the pitch chain, unscrew the nut and knock out cotter pin a, by which the crank and chain or sprocket wheel are secured to the axle. Next take out the locking screws and wedges b, which secure the crank and chain wheel together, when the latter can be unscrewed from the boss of the crank. If a chain wheel of larger or smaller diameter be substituted, the chain must of course be either lengthened or shortened to suit. The chain wheel is placed in position by proceeding in the obverse manner to that employed for its removal. (See also Fig. 158.)
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- In the Preston Davies bottom bracket bearing shown in Fig. 165, three double conical pièces G, e, and E1 are em-ployed, and the outer cône pièces b, b1 are screwed into the tubular piece or barrel d, instead of upon the axle c. In other respects the arrangement of the bearing parts resembles that of Mr Davies’ hub, which has been already described and illustrated with reference to Fig. 48. K, K1 are set screws for locking or fixing the said cône pièces in position. The treble rows of balls h are placed at that end of the axle c upon which is intended to be fixed the sprocket or chain wheel.
- Fig. 165.—Preston Davies Bottom Bracket Bearing.
- Fig. 166 shows a portion of a forrn of chain and sprocket wheel, patented by W. S. Simpson, No. 25,150 of 1894. This chain, which is known as a lever chain, is sup-posed to give a gain of power. The construction of the links of this chain is such that the friction between them and the back sprocket is probably lessened, hence the possible slight advantage derivable from its use. The idea, however, that any gain of power is thus attainable, may, in the writer’s opinion, be at once dismissed as absurd. The principle of the conservation of energy renders the making of power out of nothing, or the gain of power without a cor-responding expenditure of energy, impracticable.
- This chain has been so much discussed lately, and such extraordinary views promulgated by those who presumably
- M
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- should know better, that the following extended extract from a clever letter upon the subject which appeared in Cycling of i8th April 1896, signed “ E. W. T.,” will be of interest, giving, as it does, a clear exemplification of the working of the Simpson as compared with the ordinary chain :—
- “ The Simpson chain does not give any gain of power, as I shall endeavour to point out, except in so far as it does away with friction (at least in theory) between it and the back sprocket or gear wheel. This, with your permission, I shall also endeavour to point out.
- Fig. 166.—Simpson Lever Chain and Sprocket or Chain Wheel.
- “Figs. 167 and 168 on the accompanying diagram are examples in statics.
- “Fig. 167.—a and b are two fixed points, round which arms ae and b F, are capable of turning. Points taken at c and d are joined by a cord, say. Forces are applied at e and F in the direction of the arrows, and the System is sup-posed to be in equilibrium. We will suppose, for the sake of example, that a person is pulling at F, and tending to pull against something at e. The line of transmission of power is therefore c D.
- “Fig. 168.—ae and df are as before, but the power is transmitted at c to an intermediate arm c j, turning round
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- a tixed point G. The power is transmitted from G J to a e, along line J H.
- “ It is clear to any one who has a knowledge of elementary mechanics (statics) that the same forces must be applied
- Fig. 167.—Diagram showing Transmission of Power by an Ordinary Block Chain.
- at e and F in both figures to keep the Systems in equi-librium.
- “Fig. 167 represents the transmission of power in the case of an ordinary block chain.
- Fig. 168.—Diagram showing Transmission of Power by a Simpson Lever Chain.
- “ Fig. 168 represents the transmission of power in the case of the Simpson chain.
- “In Fig. 167, F represents the point of application of power by the foot, d where the chain cornes on to the front
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- sprocket or gear wheel, b the centre of pedal axle, a the centre of the back wheel, c where the chain leaves back sprocket or gear wheel, e a point on the circumference of the back wheel.
- “In Fig. 168 F represents the point of application of power by the foot, d where the base of the chain link cornes on to the front sprocket wheel, b the centre of the pedal axle, c where the base of the chain link leaves the back sprocket wheel, j where the apex of the chain link transmits the power to the back sprocket wheel at h. In carrying out the sirnile, H j would become coincident, as the
- Fig. 169.—View showing Wear of Teeth of Driving Chain or Sprocket Wheel.
- point of application of power, and point of réception, along the line h j would be one and the same.
- “ Hence it is clear that the only advantage a Simpson offers is that it allows a larger back sprocket wheel (radius ah, as against ac, to be used. This advantage, which represents réduction of friction between the back sprocket wheel and chain, is covered by the fact that (theoretically) there is no friction between the chain and back sprocket wheel.
- “ As a link of an ordinary block chain leaves the back sprocket wheel, it turns round pin. The power is applied
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- to the sprocket tooth by means of pin and block ; hence, as it leaves the tooth, no friction exists between it and the tooth, the friction being between the pin and the block. As block leaves it turns round pin, and at the sarae time its under face rubs on the front part of the tooth ; hence there is friction between the block and the tooth in addition to the friction between block and pin. It is clear, therefore, that there is in an ordinary chain always friction when each block commences to leave the sprocket wheel.
- “Fig. 166.—As link a leaves the back sprocket, it turns round pin b. Link a only engages with sprocket by means
- Fig. 170.—View showing Wear of Teeth of Driven Chain or Sprocket Wheel.
- of its rollers at c, which are out of contact with sprocket directly link begins to leave wheel. The links are ail the same, hence (theoretically) there is no friction between the chain and back sprocket.
- “ This is the only advantage which a Simpson chain pos-sesses over an ordinary chain, and it in nowise minimises friction between the links. I hâve heard a good mechanic say, and one who takes an interest in the chain as a mechani-cal invention, that the chain is about one-half per cent, superior to an ordinary chain.”
- Although a well-designed and finished sprocket wheel
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- and pitch chain, especially of the epicycloidal* pattern, are really a first-rate and admirable piece of mechanism, there is still a considérable amount of friction and of wear of the parts when in use. This wear is shown in Figs. 169 and 170, which represent the appearance of the ordinary chain or sprocket wheels removed from a bicycle after being in moderate use for a few months only, the wear on the teeth of the driving wheel and the wear on the driven wheel being indicated in both instances by the dotted lines, which represent the original outlines of the teeth in each case.
- Fig. 171 shows one of the intermediate pièces or blocks of the chain in use on the sprocket wheels shown in Figs. 169 and 170. The wear on the block is shown by the dotted lines, which give the original dimensions of the said block.
- Numerous attempts to overcome this loss by friction and rapid wear of the parts hâve been made by employing
- Fig. 171.—View showing Wear of Pitch Chain.
- roller chains, roller teeth, bail or spherical teeth, carn gearing, &c., the first and the two latter of these plans seeming to présent the most feasible methods of reducing the said friction and wear of parts to within reasonable bounds. As regards the best of these arrangements, how-ever, it must be borne in mind that the proportion of friction due to the working of a well-made chain gearing of ordinary construction, say with well-designed epicycloidal teeth, is very small, being not more than, as has been already stated, about 1 per cent., and that, therefore, a saving of the entire friction thus caused, even were it possible, would not amount to any great thing. These various devices seem to be, therefore, more interesting as experiments than of any practical value.
- Bail or spherical teeth for use in cycle driving gear seem to be the invention of Charles Lock, and a patent therefor
- For raethod of setting out epicycloidal teeth see pages 306, 307.
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- was granted to him in 1889, No. 4,708. According to his invention, the teeth of the gear wheel are composed, as shown in Fig. 172, of balls or spheres b, which latter are located in sockets in the rim of the wheel a, so as to project suffi-ciently therefrom to form teeth. To admit of the introduc-
- Fig. 172.—Lock Patent Bail Tooth Chain Gearing.
- tion of the balls or spheres b into their sockets, in which they are inserted for slightly more than half their diameter, so as to prevent their falling out whilst being free to rotate in every direction therein, a loose or removable ring c is
- Fig. 173.— Lock Patent Method of Mounting Bail Teeth.
- Fig. 174. Fig. 175.
- Lock Patent Pitch Chain.
- provided upon the rim, as is more clearly shown in the sectional view (Fig. 173). The ring c is secured in place by screws d.
- To place the balls or spheres doser together than can be çonveniently done when they are situated in a single circum-
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- 184
- ferential row, they are sometimes placed in two or more rows, the balls of each row being located opposite the spaces of the other rows.
- Figs. 174 and 175 show in plan and side view a single link of the pitch chain used, which is provided with recesses g to receive the projecting portions of the bail or spherical teeth b. This chain is of a détachable type, and forms the subject-matter of another patent granted to the same inventer, viz., No. 12,240 of 1888.
- Two other forms of chain or sprocket wheels, with bail teeth and driving or pitch chains, which are claimed to be improvements on Lock’s, are illustrate'd in Figs. 176 to 191.
- Fig. 176.—Preston Davies Patent Bail Tooth Chain Gearing.
- The first of these, which is shown in Figs. 176 to 178, was patented by Preston Davies in 1895, No. 18,192.
- Fig. 176 shows in sectional élévation one form of the gearing. a is the hub of the driving wheel. It will be seen that the bail or spherical teeth c are mounted in peripheral grooves or recesses b1, formed in a collar or ring b, which latter is screwed with right-handed threads upon the said hub a, and is clamped or held between dises or collars d. The dise d, which is placed upon the inner-most side of the collar b, is carried upon a plain recessed portion of the hub a, and the said collar b is screwed with a
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- right-handed thread upon a correspondingly screw-threaded further reduced part thereof. The outermost dise d is pro-vided with a left-handed thread, and is screwed upon a correspondingly screw-threaded still further reduced portion of
- Fig. 177.—Modified Arrangement of Preston Davies Patent Bail Tooth Chain Gearing (Plan).
- the hub a. The dises d are provided, moreover, with annular grooves or recesses d2, within which and the sockets or recesses bx in the ring or collar b, the halls or spheres c
- b5
- Fig. 178.—Modified Arrangement of Preston Davies Patent Bail Tooth Chain Gearing (Side View).
- are retained, whilst at the same time permitted a certain amount of play.
- The pitch or driving cbain consists of links e, which are jointed as shown at el, and are provided with recesses or
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- sockets e2 adapted to engage with the balls or spheres c when in position upon the vvheel. The wheel is recessed or eut away, as shown at b2 and d1 to admit and provide clearance for the pivot points of the links e.
- This wheel rotâtes in the direction indicated by the arrow, and the outermost dise d is shown partly broken away, and the chain engaging with the balls or spheres c, a portion of which latter are, when the wheel is at rest, partially embedded in the sockets or recesses bx in the collar b. Upon turning the wheel, however, through a certain angle, the bail c, which one of the chain links is leaving, will partially rise from its Socket with a rolling motion, as shown at f in the drawing, and thus, it is claimed, greatly reduce the friction betvveen the parts.
- Figs. 177 and 178 are a plan and a side élévation, partly
- Fig. 179.—Kotin Patent Bail Tooth Chain Gearing (Side View).
- in section, showing another method of mounting the, balls or spheres c in the wheel, which consists of drilling radial holes therein, and retaining the said balls in place by pins b2, b4 is a groove eut in the periphery of the wheel to admit the chain e.
- The second type of bail teeth for the chain or sprocket wheels of cycle chain driving gear, which, like that just described, is also an improvement upon Lock’s bail gear, forms the subject-matter of patents granted to Adolph Kotin in 1896, No. 1,733, and of a further application in the same year, No. 15,084. It comprises, as shown in Figs. 179 and 180, gear or chain wheels b mounted in the usual manner upon the frame of the cycle, a portion of which latter is shown at a. These chain or gear wheels are formed in two parts vertically, and are provided with caps
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- or sockets b1 upon their rims, wherein are mounted har-dened Steel or other balls or spheres <z, a portion of each of which latter, to a point slightly above its centre, being en-closed in the said socket, so that it will be prevented from quitting it, whilst at the same time it will be capable of re-volving heely in every direction therein. In the pattern under considération, the toothed or sprocket wheels are formed, as before mentioned, in two parts, and one-half of
- Fig. 180.—Kotin Fig. 181.—Kotin Patent Improved Piich Patent Bail Tooth Chain (Plan).
- Chain Gearing (End View).
- each of the said sockets is situated in each part, a washer b3 (Fig. 180) being interposed for purposes of adjustment to allow for wear. The two parts of the toothed or sprocket wheels are firmly connected together by screws B2.
- An important feature in this gear is the provision of means for enabling the driving or pitch chain to more
- Fig. 182.—Kotin Patent Improved Pitch Chain (Underside View).
- readily adapt itself to its curvature as it passes around the chain or sprocket wheels, which in driving gear of this description are of necessity formed of different diameters. For this purpose each of the links b of the driving or pitch chain (shown more clearly in the enlarged views, Figs. 181 and 182) is provided with a working surface bx, that forms an arc of the circle of one of the chain or sprocket wheels (in the drawing that of the driven wheel), and on the
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- other chain or sprocket wheel are formed peripheral undula-tions or arcs as indicated at b1, each of which is struck with the same radius as that of the smaller wheel. To enable the links b of the driving or pitch chain to engage with, or upon the projecting portions of the balls or spheres a, a recess P is formed in each of them. In some cases the recesses P in the links b are enlarged internally, as shown
- Fig. 183.—Modified Form of Kotin Patent Improved Pitch Chain.
- in Fig. 183, so that the outer edges of the said recesses only will corne in contact with the projecting portions of the balls or spheres, thereby reducing friction, and also the liability to accident by reason of the chain riding upon the balls, should the recesses, or any one of them, become clogged with dirt. Air holes are sometimes formed in the links.
- Fig. 184.—Modified Form of Kotin Patent Bail Tooth Chain Gearing.
- In the type of gear illustrated in Fig. 184, the difficulty respecting the driving or pitch chain gripping the balls upon the wheels, when the latter are of different diameters, is overcome by forming thereon peripheral fiat surfaces b8, and corresponding fiat working surfaces b3, upon the chain links b. c is a guard which is made either of rectangular form, as shown in Fig. 185, which is a transverse section on the line a-, x, Fig. 179, or trough-shaped so as to enclose
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- the driving or pitch chain on three sides only. The guard c is secured to the frame a by lugs à and screws â,
- Several methods employed for mounting the balls or spheres a are shown in Figs. 186 to 191. In thosc shown
- Fig. 185. Chain Guard.
- Fig. 186.—Kotin Patent Method of Mounting Bail or Spherical Teeth.
- in Figs. 186 to 189, the large or main balls or spheres a are supported upon small supplementary balls or spheres e, vvhich latter are placed in conical recesses / in the enlarged portions d of the main recesses or sockets. As will be
- Fig. 187.—Kotin Patent Method of Fig. 188.—Kotin Patent Method of Mount-Mounting Bail or Spherical Teeth. ing Bail or Spherical Teeth.
- seen from the plan views wherein the main balls a are removed, five supplementary balls are employed in the arrangement shown in Figs. 186 and 187, and one in that shown in Figs. 188 and 189. The complication entailed
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- by these bail seatings would apparently not be compensated for by any gain secured in diminution of friction, at least under ordinary conditions.
- In the plan of mounting shown in Figs. 190 and 191, the balls or spheres are carried in a circumfcrential groove b\
- Fig. 189.—Kotin Patent Method 01 Fig. 190.—Kotin Patent Method of
- Mounting Bail or Spherical Teelh. Mounting Bail or Spherical Teeth.
- which is formed between the two parts or balves of the chain wheel b, the upper inner edges of the said groove being preferably formed slightly overhanging so as to retain the said balls or spheres in position therein. To retain the balls or spheres a at suitable regular distances or intervals apart, distance pièces or blocks g, secured or clamped in position between the two parts of the wheel b, and further retained in place by steady pins g1, are employed.
- To provide a rolling surface for the working face of the pitch-chain to run upon, and thus further to reduce the friction between the latter and the wheel, small balls h are let into holes drilled partially in the edges of the upper surfaces of the distance blocks g so that the said balls k project a certain distance there-from.
- From observations made by himself, on the behaviour of bail driving gear, and from further observations of the
- Fig. 191. — Kotin Patent Method of
- Mounting Bail or Spherical Teeth.
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- results obtained from exhaustive experiments conducted by others, the author considers that properly designed driving gear of this type is undoubtedly somewhat superior to the ordinary forms of chain gearing. At the sarae time, however, he does not think that the bail or spherical teeth revolve when mounted in sockets, as in Lock’s and Kotin’s arrangements, to any appréciable extent during actual work, and he is there-fore of opinion that the gain is here due to the hemispherical shape of the teeth, which allows of a quick relief, and does away with the grinding action which takes places to a certain extent with the common chain or sprocket wheels and pitch
- Fig. 192.—Kotin Patent Bail Chain Gear.
- chain, as has been already mentioned on pages 181 and 182. In Davies’ bail or spherical toothed wheel, the halls being loosely mounted, roll a certain distance when the chain is on the point of leaving them, as has been already mentioned. Another form of bail tooth patented in this country by two American inventors, R. F. and J. A. Rimmington, No. 20,230 of 1895, is similar in principle to Preston Davies’ arrangement.
- From time to time various forms of driving gear with bands, having halls mounted thereon at regular intervals, and adapted to engage in recesses formed in the chain wheels, hâve been devised. An arrangement of this descrip-
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- tion, also designed by A. Kotin, is shown in Fig. 192. As will be seen from the illustration, the chain wheel b is provided with open recesses b7, instead of having balls or spheres a mounted therein as before, and the said balls or spheres a are so mounted in suitable sockets or recesses in the links b of the chain, as to be free to revolve therein, and that a sufficient portion thereof will project therefrom to engage in the said recesses b7 in the chain wheel. The balls or spheres a are retained in position in the sockets or recesses in the links b by means of plates i secured to the faces of the said links by means of screws z1, or other-wise. Sometimes the links are formed in two parts, one half of each of the said sockets or recesses being in the one part of each link, and the remaining half in the other part, the balls or spheres being placed in position in the said sockets or recesses, and retained therein in a similar manner to that adopted for those in the wheels b, as previously described. The two parts of each of the links will be held together by the rivets or pins through which the one link is connected to the other.
- Another method of attempting to reduce friction between the chain or sprocket wheels and pitch chain is that wherein the teeth of the former are so arranged that they are capable of pivoting through a greater or less angle, and thus, it is supposed, freeing themselves more easily, and with a smaller loss of power, owing to réduction of friction between the teeth and the chain links. Several patents hâve been obtained for chain or sprocket wheels of this type. Some arrangements consist simply in pivoting the teeth, and allowing them to swing freely through certain angles ; in others the teeth are mounted between packing pièces of indiarubber or other elastic material.
- Amongst other means of driving that hâve been devised are pulleys and friction wheels with pneumatic or air-inflated tyres, and pneumatic belts or driving bands. A patent was taken out for the first of these plans of driving by P. L. Renouf and F. Westwood, No. 12,712 of 1894; and for the second plan by the same inventors, No. 12,713 of 1894. In this latter arrangement two equal, or nearly equal, wheels are employed, one of which is internally toothed, and gears with a pinion fixed to the hub of the driving wheel. The
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- other wheel is mounted upon the crank axle, and is driven by cranks and pedals in the usual manner. These wheels are connected together by an endless band or belt. which latter, when fitted with an air tube, so as to form a pneu-matic belt, can be adjusted as regards tension by the inflation of the air chamber.
- Fig. 193 illustrâtes a spring chain or sprocket wheel, which device formed the subject-matter of a provisional application, No. 8,347 of 1892, and was made by the Cycle Com-ponents Company Limited. The construction of the wheel will be readily understood from the drawing, wherein one of the side plates is removed, so as to show the interior of the
- Fig. 193. —Spring Chain or Sprocket Wheel.
- spring chamber, the springs being shown slightly under compression as at the commencement of the downward strolce of the pedal.
- The use of this spring chain or sprocket wheel is stated to enable a machine of higher gear to be ridden with less expenditure of force, more especially against wind, uphill, and through mud. It is also said that the whole strength of the rider can be utilised in propulsion, and no loss be experi-enced in overcoming résistance at the dead points of the révolution of the cranks, and, moreover, that ail, or nearly ail, pedal vibration is done away with.
- N
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- As it is obvious that no dead centre would exist at the top of the thrust, it is évident that a considérable gain must ensue therefrom, as also that jars experienced when passing over rough surfaces, which vvould tend to check the momen-tum with an ordinary chain or sprocket wheel, would be, with the spring chain or sprocket wheel, absorbed by the springs, without taking off anything from the speed of the machine.
- Steel driving bands were used upon the Otto and other bicycles or dicycles of this type, suitable means being provided for maintaining the said bands sufficiently tight to grip the pulleys, and avoid slip. The uncertainty of this mode of driving, depending as it did upon the friction between two metallic surfaces to avoid slip, soon led to the interposition of a lining of some suitable material, such as indiarubber or canvas.
- Perforated Steel bands hâve likewise been used with toothed wheels or pulleys, and also Steel bands having spherical or other protubérances at regular intervals, which protubérances are adapted to engage in corresponding'recesses in the wheels.
- Plain and perforated bands hâve been devised in many different forms, and patents hâve been periodically taken out for such devices, for years past. Some recent patterns wdll be found described in the patents No. 22,081 of 1894, and No. 5,354 of 1893. A ball-driving band is described in No. 4,337 of 1896.
- The defect of ail these band driving gears, whether they consist of perforated or plain bands, is that a considérable loss is experienced by reason of the power absorbed in con-stantly bending them over the pulleys. As against this loss, however, the tendency of the métal to straighten itself would apparently hâve to be placed—that is, of course, provided the limit of elasticity of the band be not depassed during its flexion. This recuperative tendency would doubtless reduce to a very considérable extent the loss from the above cause.
- In driving gears wherein plain bands are used another and more serious loss is entailed by the said bands having to be kept taut, and thereby maintaining the bearings con-stantly under strain.
- An advantage claimed for band driving gear is that the
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- diameter of the pulleys being larger than that used for chain gear, the pull of the bands is consequently less, which feature is advantageous when severe work is being performed.
- A method of communicating motion was invented some years ago by C. Vernon Boys, wherein a combination of eccentrics and Steel bands forms the spécial feature. Two eccentrics of equal dimensions are fixed on each axle, the throws of the said eccentrics being opposite. Each pair of these eccentrics was coupled or connected together by an endless Steel band.
- A cam driving gear, which is likewise claimed to reduce friction, has been patented by an inventor named Price, and is made by the Velocipede Syndicate. The driving is in this instance effected by a treble apex cam, cams revolving with cranks, and cam grooves fitted with rollers mounted on bail race pins with adjustable cônes. The pins being located in the extremities of a pair of swinging links hanging from a pivot above the crank bracket. Three backwards and forwards movements of the hanging links are produced by one révolution of the cam, and through these links motion is imparted to ball-mounted eccentrics on the hubs of the driving wheels, so that a 28-inch wheel is geared to an 84-inch wheel. In order to obviate as far as possible friction of the working parts, the gear is enclosed, and runs in an oil bath.
- The complication of this device seems to be such as to render the fact of any practical advantage being gained from its use somewhat doubtful.
- Another method of transmitting driving power is by means of cranks and coupling rods, which plan was formerly adopted for some tricycles, and gives undeniably good results, so far as the simple communication of motion from one axle to another is concerned. It does not admit, how-ever, of any accélération or diminution of the speed of the driven axle being obtained, and is also inapplicable in ail cases where a differential gear is used.
- A connection between the driving and the driven axle, consisting of bevel or mitre wheels upon the said axles, with which gear other bevel or mitre wheels upon the ends of a suitable shaft, was used upon cycles, chiefly tricycles, many years ago. This form of driving gear is open to the objection that no satisfactory arrangement for taking up wear
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- is practicable—a fault, however, which is common to ail devices wherein gear wheels are employed. A patent for a bevel gear rear driver was obtained some eleven or twelve years ago jointly by H. J. Pausey and C. T. Crowden.
- Another gear of this description, which was devised some two years back, is illustrated in Fig. 194. It is known as the “ L’Acatène Métropole.” The main feature of this gear is that the bevel or mitre pinions B and F for communicating motion from the bevel wheel a upon the crank or driving axle to the bevel wheel G upon the hub of the rear or driving
- Fig. 194.—Acatène Bevel or Mitre Wheel Driving Gear.
- wheel, are mounted at the extremities of a sleeve c upon one of the back fork tubes D, the said sleeve being supported at each end in bail bearings. The bevel or mitre wheels a, b, are enclosed in a tight light métal case or box formed in two parts or halves E, e1, and the bevel or mitre wheels F and G are likewise enclosed in a similar box or case o, o1. Both these boxes or cases are shown open in the illustration in order to enable the arrangement of the bevel gearing to be seen, but when closed they should be kept filled with oil, so that the said gearing may run in an oil-bath.
- To reduce the friction in trains of gear wheels wherein an
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- intermediate wheel meshes with those on each axle, the former is frequently fitted with roller teeth.
- One or more of the wheels are sometimes for a like pur-pose provided with bail or spherical teeth, and devices of this description hâve been patented from time to time, but none hitherto devised has offered sufficient advantages to render its use advisable.
- Devices of the first class, that is, gear wheels fitted with some form of roller teeth, hâve been very numerous, but ail of them are open to the objection, no matter how the said rollers may be supported, whether by trunnions or gudgeons
- Fig. 195.—Lock Patent Bail or Spherical Toothed Gearing.
- running in suitable bearings, by point bearings, by balls or spheres mounted between their ends and the flanges of the wheel, or in any other manner, that there must be a constant and rapid wear upon such supports, and consequently a perpetually recurring necessity for adjustment at certain comparatively short periods or intervals.
- Of those of the second class, wherein bail or spherical teeth are employed, fewer examples are to be found. Charles Lock in his patent, No. 4,708 of 1889, which has been already referred to, describes an arrangement which consists, as will be seen from Fig. 195, of a toothed gear wheel a, substantially similar to that previously described,
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- and shown in Fig. 172, for use with a pitch chain. In this instance, however, the bail or spherical teeth b gear with or enter a sériés of recesses f formed in the periphery of the second or other wheel e.
- Edward Barnes and Joseph Garrison applied in 1892, No. 18,226, for a patent for bail or spherical toothed gear-ing, the grant of which patent was so far successfully opposed by C. Lock, as to secure a decision of the comp-troller requiring an amendment of the spécification. As will be seen from the illustrations, Figs. 196-201, several
- Fig. 196.
- Fig. 197.
- Barnes and Garrison Bail or Spherical Toothed Gearing.
- modifications of this description of gear hâve been devised by these inventors. In that shown in Figs. 196 and 197, which is an internai gear, a is the driving wheel, and bx the driven wheel or pinion. The driving wheel a is provided with sockets or recesses a2, in which engage the projecting portions of halls or spheres b, môunted in angular sockets b2, in the pinion b1. To admit of the balls or spheres b being placed in position, the pinion b1 is formed in two parts b\ bx, secured together by sCrews b5. b& are oil holes or ways for admitting of the lubrication of the balls or
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- spheres b being effected. Fig. 198 shows another arrangement of internai gear wherein supplementary antifriction balls or spheres a3 are adjustably mounted, as shown at a4,
- a
- Fig. 198.—Barnes and Garrison Bail or Spherical Toothed Gearing.
- in the sockets or recesses æ2, in the driving wheel a. Fig. 199 illustrâtes a gear wherein both the driving wheel a and
- Fie. 199.—Barnes and Garrison Bail or Spherical Toothed Gearing.
- driven wheel b1 are provided with bail or spherical teeth br mounted in sockets U1, formed between the main portion of the wheels and. a ring or part a1 thereof. Fig. 2qq shows.
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- 200
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- a method of securing or mounting the balls wherein the periphery of the wheel is formed in sections, and secured to the main part by means of screws. Fig. 201 shows an internai gear in wbich a wheel having bail or spherical teeth is arranged to gear or mesh with grooved roller teeth. The sockets of the bail or spherical teeth are in this case formed adjustable as shown.
- Fig. 200.—Barnes and Garrison Bail or Spherical Toothed Gearing.
- Devices for admitting of the speed of the driving wheels being varied during motion, relatively to that of the driving axle, in order to permit the power expended in propulsion to be suited to the surface being passed over, comprise the
- Fig. 201.—Barnes and Garrison Bail or Spherical Toothed Gearing.
- following mechanisms :—An epicyclic train of wheels of some description. Variable throw cranks. Suitable arrangements of change wheels. Expanding chain or sprocket wheels. And double sets of chain gearings.
- The first or epicyclic gear is a device in which the train pf wheels is locked together for one speed, and is released
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- and set in motion for the other speed. The train of wheels may be locked together, and move as one piece either for the slow or accelerated speed.
- An example of a gear wherein the train of wheels is locked at the accelerated speed is found in that known as the “Crypto.” In this epicyclic or dynamic gear the in-ternally toothed wheel is keyed upon the axle, and forms the driving wheel. A central pinion is mounted loosely upon the axle, and engages through a set of four or other number of live pinions mounted upon the chain wheel, with the said internally toothed wheel. And a suitable clutch is provided whereby the central loose pinion may be either locked to the chain wheel, or retained stationary by the rear of the casing. In the first case the entire train will rotate as if it were one piece, and the cycle be driven at the ordinary speed; in the second the speed of the chain wheel will be reduced, and it will rotate at a lesser velocity than the driving axle, by reason of the loss occasioned by the above-mentioned live pinions during their révolution round the stationary central pinion.
- In an example of the contrary arrangement, or that wherein the train of wheels is fixed for the slow speed, and released for the high speed, a chain or sprocket wheel having an internally toothed ring is rotatably mounted upon the crank axle. A four-armed boss fixed upon the said crank axle has rotatably mounted upon each of the said arms a small pinion, which pinions gear or mesh with the above-mentioned internally toothed ring on the chain wheel, and likewise with a central pinion rotatably mounted upon the said four-armed boss. To lock the central pinion to the chain wheel, a fork is pivoted to the boss of the former, which fork has a spring handle adapted to engage in one or other of a sériés of notches formed in the edge of the chain or sprocket wheel. It will be seen that upon motion being transmitted from the axle through the four arms, the entire train will thus move together as though it were one piece, and the cycle be driven at the predetermined speed. To accelerate the speed, the spring handle of the fork is dis-engaged from the notch in the edge of the chain or sprocket wheel, by means of a wedge-faced arm pivoted to the cycle frame, and the central pinion is thereby prevented from
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- rotating, when, owing to the above-mentioned live pinions round the stationary central pinion, the chain wheel will be driven at a higher rate of velocity than the driving axle.
- Variable throw cranks for obtaining increased power hâve likewise been designed. One form, which is perhaps still about the simplest and most efficient that has been devised, was very fully described and illustrated by R. E. Phillips in 1885.* Shortly the mechanism described is as follows :— The cranks are so arranged as to be quite independent of each other. An eccentric is fixed upon each end of the crank axle, their throvvs being opposite to each other, the arrangement of each crank being practically similar with the locking parts reversed. To refer therefore to one crank, it has a strap passing round the eccentric, and is provided with a pawl, which engages with either one of two ratchet teeth eut in the circumference of the said eccentric, thereby locking the crank to the latter at one or other of the two throws, so that motion may be communicated to the ax]e when the crank is moved forwards. A fiat spring produces frictional résistance between the eccentric and the strap sufficient for lifting the rising pedal. In order to enable the rider to exert a retarding force through the crank whilst it is rising, for the purpose of checking the speed of the machine or of driving it backward, a gravitating boit, sliding loose in a diametrical direction across the eccentric, engages with a tooth eut on the inner edge of the crank strap, thus locking the eccentric to the strap against any backward pressure. The action of this gravitating boit is such that it locks the crank to the eccentric when the pedal is rising, so that back pressure may then be exerted, and unlocks it when the pedal is falling. Consequently, if the crank be prevented from rising when it reaches the bottom, in which position the gravitation boit is just on the point of revers-ing itself, the throw of the crank will automatically alter itself, and will lock itself in the other position, providing there is sufficient momentum in the machine to carry it forwards through half a révolution. For inasmuch as each crank is quite independent of the other, and can be altered only when in one position—namely, when it reaches the
- rroceedings Inst. Mech. Jïngrs., 1885, pp. 488-490..
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- bottom of its stroke—each crank requires half a révolution of the axle for effecting its alteration. Thus if the right hand crank be held stationary at the bottom of its stroke, its throw will be altered during the next half révolution of the axle, during which the left hand crank will also hâve corne down to the bottom of its stroke, where it will then be held stationary during the following half révolution for alter-ing its throw, while the right hand crank will be rising to the top of its stroke ; and during this latter half révolution neither crank will be exerting any forward driving power. On its completion the two cranks will then be on opposite centres again, each with its altered throw.
- Expanding chain or sprocket wheels hâve been constructed wherein the pitch of the tooth is not altered during the variations in size. In arrangements of this description an idle pulley is usually provided for taking up the slack of the pitch chain when the expanding chain or sprocket wheel is at its smallest diameter.
- The last of the plans mentioned, which consists in em-ploying two distinct sets of chain or sprocket wheels and pitch chains, whilst the most efficient and certain, is both heavy and cumbersome, occupying, as it undeniably does, a large amount of room. The usual dual arrangement consists in the provision of a gearing arranged for speed, and in one arranged for power, and of a suitable clutch, or other means, whereby either of them can be connected up or disconnected at pleasure.
- Formerly tricycles were universally fitted with either single or double driving. The first mechanism is by far the simplest, and an excellent example of it may be found in the once popular machine known as the “ Coventry Rotary,” which although one of the first tricycles intro-duced, remained a favourite for many years, notwithstanding severe compétition. This machine had a large driving wheel on one side, and two small steering wheels on the opposite side, situated respectively fore and aft of the said driving wheel. These steering wheels got rid of the tend-ency that would otherwise exist of running in a curve, owing to the single driving wheel. The machine was very simple in construction, made only two tracks when running, and was narrow enough to pass through an ordinary doorway.
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- MODERN CYCLES.
- Another single driver had the driving wheel located centrally in the rear of the two front larger steering wheels. There would obviously be too light a load upon the driving wheel in this pattern of tricycle.
- Double-driving gear may be either of the differential or balance type, or clutch action. In ail cases, however, the two driving wheels must be located parallel or in line side-ways, the steering wheel being variously placed, either centrally in front or behind, or in line with one of the driving wheels. In the latter case, the machine would make only a double, whilst in the former it would make a triple, track.
- Differential or balanced gear comprises some form of epicyclic train, wherein the two primary pinions or toothed wheels are each connected separately, directly or through intermediate gearing, with one of the driving wheels of the tricycle, and are likevvise connected with each other through an intermediate train of loose wheels mounted upon a swinging frame or arm. The number of differential gears, the resuit produced by ail of which is the same, and which only differ from one another in for the most part trivial and unimportant details, is very large.
- This type of driving gear was invented, as has been already mentioned, many years ago by Fowler for use on traction engines, and was first adapted for employment in connection with cycles by James Starley, whose form of gear is both a simple and efficient piece of mechanisnij and has been but little if to any extent improved upon. It consisted essentially of three bevel or mitre wheels, one of which was firmly keyed upon an axle fîxed to one of the driving wheels, and another of which mitre wheels was secured to the hub of the other driving wheel, which latter was mounted loosely, and so as to be free to rotate upon the above axle. The chain or sprocket wheel was also rotatably mounted upon the same axle, and upon a radial axis, upon which was loosely mounted the third bevel or mitre wheel or pinion, which geared or meshed with both the mitre wheels. It will be seen that whilst the machine was running in a straight line, both the driving wheels would be equally driven by the chain or sprocket wheel, the mitre wheels being simply drawn round by the pinion,
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- which latter would remain stationary upon its axis. Should, however, the machine be taken round a curve, the driving wheel upon the inner side would rotate at a less velocity than the sprocket wheel, the driving wheel upon the outer side being rotated at a correspondingly higher velocity through the bevel gearing. This action would take place whether the machine be moved backwards or forwards.
- A very simple and effective differential gear mechanism, specially suitable for use on central geared machines, was also described and illustrated by R. E. Phillips in 1885.* Briefly, the arrangement in question is as follows :—The driving axle, upon the extremities of which are fixed the driving wheels, is divided in the middle of its length, and the two half lengths are united by a coupling box which has a long tubular neck at each end, running loose upon the axle, and carried in the bearings of the machine. On one neck is fixed the chain or sprocket wheel by which the coupling-box is driven. Inside the coupling-box are two short parallel shafts, inclined at 30° to the driving axle, and geared to-gether by equal pinions ; one end of each shaft is carried in a socket in the coupling box, and the other end is con-nected by a universal joint to the opposite half of the driving axle.
- Many of the differential driving gears that hâve been designed, owing to their complicated construction and weight, are practically worthless.
- The principle of clutch-driven machines is that of locking to the axle either the two driving wheels, or the chain or sprocket wheels driving them, during the time the cycle is running in a straight line in a forward direction, the said clutch mechanism being so arranged that when rounding a curve the wheel situated upon the outside will overrun the clutch, that situated upon the inside alone driving.
- One advantage possessed by clutch-driven machines is that the pedals can remain stationary whenever the machine is traversing a down gradient and can run of itself, thereby saving the rider the labour of following them with his feet. On the other hand, a machine operated by clutch mechanism cannot be driven backwards, nor can its forward move-
- Proceedings Inst. Mech. Engrs., 1885, pp. 482, 483.
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- ment be controlled or arrested by back-pedalling, unless some spécial mechanism, or a clutch adapted to drive in both directions be employed. Many clutches of tbe latter type hâve been designed, but they are ail wanting in that instantaneousness of action that is one of the essential features absolutely necessary for the success of this type of mechanism.
- The best form of clutch ever designed for use on cycles is probably that invented by Bourdon, vvhich device, as originally constructed, comprised a dise keyed or secured in any convenient manner upon the crank axle. The circum-ference of this dise was so formed as to présent three or other suitable number of inclined surfaces. A cylindrical box or casîng, upon the periphery of which were provided teeth, and which formed the chain or sprocket wheel, surrounded the said dise, and rollers were placed in recesses in the latter, situated at the commencement of inclined surfaces, which rollers became wedged between the said inclined surfaces upon the said dise and the inner surface of the casing, and locked them together so long as the wheel was being driven by the axle. Upon the wheel overrunning the axle, however, it would free itself, and the rollers would drop back into the enlarged recesses at the beginning of the inclined surfaces. In every possible position of the apparatus one at least of the rollers wrould be so placed as to be capable of instantly locking or wedging the parts together.
- Figs. 202 and 2,03 illustrate a driving gear invented by S. Drzewiecki, which consists essentially of an internally toothed wheel a, gearing with a pinion b. In the drawing the internally toothed wheel a is removed in Fig. 202 from one side of the gear, so as to more clearly show the arrangement, and the inner side or face of the said internally toothed wheel a is shown in Fig. 203. When the internally toothed wheel a is screwed into position in the hollow axle, shown in Fig. 202, which latter is ball-mounted in the usual manner, the said internally toothed wheel A will be in gear with the pinion b secured upon the hub of the driving wheel, which in this instance is the rear wheel of the cycle. The pedal levers d are secured to the internally toothed wheels a by screws or otherwise, and rotary motion im-
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- parted to the latter will be communicated to the driving wheel through the pinions b. It is of course understood that a similar arrangement, comprising the internally toothed wheel a and pinion b, is provided at each side of the wheel.
- The hub of the wheel is rotatably mounted by means of a usual arrangement of balls upon an axle e, fixed in suitable brackets f.
- It is claimed for this gearing that owing to its simplicity and the absence of intermediate toothed wheels, a minimum amount of povver will be absorbed by friction ; and also that the power required for propulsion, being equally applied at both sides of the driving wheel, ail tendency to twist the framework is avoided.
- The internally toothed wTheels A are provided with coverings of transparent celluloïd so as to protect the mechanism from dust, mud, wet, &c.
- Fig. 204 illustrâtes the Spark-brook differential double-driving tricycle axle. This driving gear has for some time past proved itself to be, and is still, amongst the best balance gears for tricycles that hâve been designed up to the présent, and in its latest form has been much improved.
- The differential gear is still ar-ranged centrally on the axle, as shovvn, but the driven chain or sprocket wheel is now so placed that the machine may be
- Fig. 202.—Drzewiecki Speed Gear for Rear Driving Safety.
- Fig. 203.—Drzewiecki Speed Gear for Rear Driving Safety.
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- propelled as a safety bicycle. A central band brake is provided as in former patterns.
- W. T. Shavv and A. Sydenham, No. 7,940 of 1891, describe a variable driving mechanism, wherein the chain wheel upon the main axle actuates the driving wheel directly for speed, or through epicyclic gearing for power. The axle is stationary, and is fitted with three sleeves, the innermost of which carries at one end a dise to which the chain wheel is fixed. The middle sleeve carries at each end a spur wheel, and the outermost sleeve forms the hub of the driving wheel. Upon one of the hub dises are provided four short spindles, upon which are rotatably mounted small
- spur wheels or pinions which gear with the pinion fixed upon one end of the middle sleeve and with an internally toothed wheel formed on the chain wheel. To change the gear the spur wheel or pinion is so mounted upon the opposite end of the middle sleeve as to be capable of being moved in gear with either of two pinions,* one formed upon a stationary cup, the helical grooves in which engage with lugs on a ring which fits in a deep recess eut round the said spur wheel. This ring is prevented from rotating by lugs engag-ing in recesses on the above-mentioned fixed cup. The various parts of the device are fitted with bail bearings.
- In another patent taken out by the same inventors in the
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- same year, No. 17,432, a speed gearing is described wherein a spur or toothed wheel is formed upon the pedal or motion shaft, with which spur wheel are arranged to gear four double pinions, which latter likewise gear with a toothed wheel fixed
- to the fork end through a suitable sleeve. These double pinions are mounted by means of bail bearings upon pins fixed in the enlarged end of the hub. The shaft and hub are also arranged to run in bail bearings.
- W. T. Shaw, J. W. Booth-royd, and A. Sydenham, No.
- 20,612 of 1891, describe a device which consists of a pedal axle passing eccentri-cally through the hub of the wheel, and mounted on bail bearings provided upon the outside of the fork ends.
- The hub is enlarged at one end, and fitted with a cover for enclosing the gearing, which cover is rotatably mounted by means of bail bearings upon the insides of the fork ends. On the pedal crank axle is fixed an
- Fig. 206.—Enlarged Sectional View of Driving Gear shown in Fig. 205.
- internally toothed wheel, which latter gears or meshes with a pinion fixed upon the hub.
- C. E. Burton, No. 8,218 of 1892, describes an arrangement in which the pedal crank axle passes loosely through the hub, and lias fixed to it the cranks, which latter carry
- O
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- plates supporting studs upon which are rotatably mounted small pinions gearing with an internally toothed ring fixed to the frame, and with a pinion secured to the driving wheel hub. The hub may be fixed upon the axle, and the cranks mounted loosely thereon ; or the plate carrying the studs may be fixed to the spindle. In another arrangement pairs of pinions mounted upon the hereinbefore-mentioned studs gear with the internally toothed ring, and a pinion upon the hub and shaft respectively. In this case the studs are carried by a loose ring.
- Fig. 207.—Crypto Epicyclic Gearing (Vertical Section).
- In Figs. 205 and 206 is illustrated Perry’s tricycle axle. The arrangement of the gearing will be readily understood from the sectional view, Fig. 206. It is fitted with a sprocket or chain wheel having eight teeth, to take a Humber pattern Perry chain as shown in Fig. 141.
- Fig. 207 is a sectional, and Fig. 208 a front, view illus-trating the most modem form of this epicyclic gearing which is commonly known as the “ Crypto gearing,” and is made by the Crypto Works Company Limited. The large internally toothed wheel or ring forms part of the bearing,
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- being stationary, and fixed to the fork ends. The central wheel is formed in one piece with the hub, and the small intermediate toothed wheels or pinions are rotatably mounted upon studs or pins secured in a flange upon the crank axle, and gear or mesh with both the said central wheel, and the fixed internally toothed wheel or ring. The small toothed wheels or pinions, which are carried round by the révolution of the crank shaft, acquire a rapid rotary motion from the internally toothed wheel or ring, and transfer it to the hub of the driving wheel through the central wheel. The usual proportions of the toothed wheels are such that for
- Fig. 208.—Crypto Epicyclic Gearing (Side View).
- each complété révolution of the crank axle, the hub and driving wheel will revolve 2f times.
- This gear is decidedly a very neat mechanical contrivance, it is simple and compact, and possesses some obvious advantages over many forms of chain gearing. One dis-advantage, however, inhérent to ail toothed gearing is the inability to adjust for w'ear of the teeth, and consequently, although they may be continued in use until the teeth are worn so thin as to be in danger of giving way, there will be, as soon as any appréciable wear has taken place, a certain amount of increase in the proportion of backlash. This fault will, of course, only become apparent on the instant of
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- reversing the direction in which the force is applied, as in back pedalling.
- H. Parsons, No. 19,209 of 1890, describes a central driv-ing gear which comprises, as shown in Figs. 209 and 210, bearing dises or cônes a (Fig. 210), which are connected by a spindle b, and fixed to the fork ends, or frame of the cycle. These dises or cônes a are bored eccentrically to
- Fig. 209.—Central Driving Gear.
- allow for the passage of the pedal crank axle c, which carries an internally toothed wheel D, gearing or meshing with a pinion e fixed upon the hub F. The pinion e may be either fixed outside the hub flange in the usual manner, as shown in Fig. 209, or the hub F may be divided and the pinion arranged in the centre. In the latter case, the two parts of the bub are connected together by bridge pièces, and the two parts of the spindle b by crank pièces G, as shown in
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- Fig. 210, the internally toothed wheel working in the enclosed space indicated at h.
- The manner in which the invention is described in the spécification of the above patent is not marked by that lucidity which should characterise a document of this description, and it winds up with the following claim, which,
- Fig. 210.—Modified Form of Central Driving Gear.
- setting aside the peculiar introductory preamble substituted for the form of words ofificially prescribed, is really an in-teresting example of involvedness : — “ Having described and illustrated my invention, I say I claim to place the driving spindle which carries the gear wheel through an eccentric dise or cônes placed in the drum or hub, the drum revolving round the spindle, and to divide the drum and
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- run the gear wheel in the division, and the combination of the parts substantially set forth herein.”
- It may here be remarked that it is a not unusual thing to corne across British patent spécifications, to understand, or even to attempt to understand, the descriptions in which
- ^yyyyyyyyyyyyyyyyyyyyy
- Fig. 21 i.—Boudard-Crawley Speed Gear.
- nécessitâtes a sort of gymnastical brain exercise the reverse of pleasant. It is a pity that the officiais do not insist more than they do upon clear, straightforward descriptions of the inventions.
- No. 1,779 1 ^93> by M. Boudard and C. H. Crawley,
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- comprises an invention consisting of a speed gear applied to a pedal crank axle. The device consists, as shown in Fig. 2 ii, of a pinion a, fixed upon the pedal crank axle B. c is a sleeve through which the said axle B passes so as to be free to rotate therein. Upon this sleeve is secured another pinion d and a chain wheel E. The two pinions, d, A, are geared together through two other pinions, F and G, which latter are rotatably mounted upon a stud H pro-vided in one of the backstays of the cycle.
- In a modification of the above device the pedal crank axle carries an internally toothed wheel, which gears with a pinion fixed on a shaft, whose opposite end carries a chain wheel. The spur wheel and chain wheel may be fixed together and mounted upon a stud, or the internally toothed wheel may be replaced by an externally toothed wheel and an idle wheel.
- In another patent taken out by the sarae inventors (No. 24,621) in the same year, further improved forms of this speed gearing are described. In one a combined chain wheel and spur wheel is mounted loosely on the pedal crank axle, and motion is imparted thereto through a spur wheel upon the latter, and two other spur wheels mounted upon a stud supported in a bearing or extension on the bottom bracket ; or rotary motion is imparted to the above-mentioned compound wheel through an internally toothed wheel and pinions, or through epicyclic gearing, to give either one or two speeds. To enclose the gearing, casings or guards are formed upon the bottom-bearing brackets. The complété spécification likewise describes a method of securing a chain wheel to a driving wheel hub by means of screws entering flanges ; and the provisional spécification also gives several modifications, wherein bevel spur gearing and sun and planet gearing are employed. A specially shaped fork and bottom bracket for carrying the gearing is also described.
- The ingenuity of large numbers of inventors has been for many years expended upon devising driving gears for cycles, but the outcome of almost endless experiment has made it clear that the rotary crank is the most efficient means of applying power to a cycle. In ail probability the reason for this may be looked for in the fact that that
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- motion is the one having the most resemblance to walking, and can therefore be sustained with greater ease for a longer period than can a movement foreign to nature. As in walking, the more springy the step the quicker the pace, so also in cycling, the better the rider uses his ankles the more will be got out of the machine.
- A class of driving gears, numerous patterns of which hâve been designed, many of which exhibit considérable in-genuity, is that wherein some form of reciprocating cranks are used. In this type of driving gear there is a very considérable saving in lost motion, and theoretically there should be a corresponding saving both of power uselessly expended and of time. Practice, however, has abundantly demonstrated that any such gain is more than absorbed by the increased friction of the parts. Gears of this type are likewise of necessity of complicated construction, and the parts liable to rapid wear.
- The majority of reciprocating driving gears for cycles also comprise speed or multiplying gear, and the operative connection between the cranks and the chain or sprocket wheel during the down stroke is usually effected by some description of clutch mechanism.
- Long cranks and correspondingly high gears are now very generally used by racing men, and F. J. Osmond, who was the first to suggest their use, advises a rational adjustment of cranks and gear to each particular rider, a standard set of measurements being provided by him for this purpose. For very short men 6-inch or 6|-inch cranks are recom-mended ; but in the case of tall riders the length of cranks might be advantageously increased, and the gear taken up in a corresponding proportion. Mr Osmond has experi-mented with various lengths of cranks up to 7f inches. There does not seem to be much ground for disputing the efficacy of high gears for record riding, and in ail probability a man who with a 73-inch gear would fall behind after a mile or so would be able to stay with the best riders if mounted upon a cycle with an 84-inch gear. This is doubt-less due to the fact that there is unquestionably an economy of power in high gear.
- The cranks are secured in position in a great variety of manners, patented and otherwise, some of which hâve been
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- already described, when dealing with different makes of cycles, bottom brackets, &c. The latest development, how-ever, is to form a combination crank axle, wherein the axle and crank are constructed from the same bar of Steel. This plan seems especially likely to be largely adopted by American cycle manufacturers, with whom it has found much favour.
- Fig. 212.—Ordinary Pedal Pin. Fig. 213.—Pedal Pin for
- Narrow Tread.
- The pedals, of whatever pattern, are rotatably mounted, usually with bail bearings, upon pedal pins, which are screwed into the cranks, or otherwise firmly secured to the latter, the crank end in the first case being sometimes split, as shown in Fig. 164, and the screwed end of the pedal pin or spindle clamped or locked in position by means of a screw, as indicated at d.
- Fig. 214.—Birmingham Small Fig. 215.—Split Cône Nut
- Arms Co. Pattern Pedal Pin. Pedal Pin.
- Balls were applied to pedals at an early date to reduce friction between the pedal levers and their pins or axles. In the patent of N. K. Husberg (No. 4,660^), which has been already referred to, small balls are to be inserted on one or both sides between the adjoining parts so as to form rings or portions of rings round the pins or spindles.
- Figs. 212 to 218 show various patterns of pedal pins made
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- by Townsend, each of which is known by the letter marked thereon. a is a pin of the ordinary pattern, b is a pin having a recessed nut for a very narrovv tread. c is a pin of the Birmingham Small Arms pattern, d is a pin fitted with a split cône nut. E is a pin with a nut having a conical inner portion, as shown. F is a right- and left-handed pin. G is a pin adapted to be held in place by a cotter.
- Kig. 216.—Plain Cône Nut Fig. 217.—Right- and Left-
- Pedal Pin. Hand Pedal Pin.
- Fig. 219 illustrâtes the method adopted by Perry & Co. Limited for the attachment of a pedal pin to its crank.
- The pedals chiefly in use are those known as rubber pedals, and as rat-trap pedals, but combinations of these two types, and likewise modifications thereof, are also employed.
- Figs. 220 and 221 show, the latter one of Perry’s and the former one of Townsend’s, rubber pedals, which type, owing
- Fig. 218.—Cotter Pedal Pin. Fig. 219.—Method of
- Attaching Pedal Pin to Crank.
- to the thick surfaces of indiarubber absorbing a considérable amount of the vibration, are more comfortable to use than those of the rat-trap pattern, sever-al forms of which latter are illustrated in Figs. 222 to 228. *
- A modified form of indiarubber pedal, with very light swinging arms or end plates, is usually known as a butterfly-rubber pedal.
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- The rat-trap pedal consists of roughened or toothed plates set on edge, and it affords a firmer hold for the foot, and obviâtes to a great extent the chance of its slipping off when applying any considérable amount of power in driving, vvhich accident formerly constituted one of the chief dangers in bicycle riding, as it inevitably resulted in the centre of gravity being thrown in front of the large driving-wheel of an ordinary, and the rider being pitched forward upon his head.
- This danger naturally gave rise to a number of inventions designed to render such slipping of the foot practically impossible, and so eliminate this source of accident. These devices consisted of some arrangement
- Fig. 220.—ratent Rubber Bail Pedal.
- Fig. 221.—Rubber Dust-proof Bail Pedal.
- of jaws or grips, which, when the foot was placed upon the pedal, were either moved inwardly, so as to grip or catch the foot, or in the cruder arrangements were so shaped that
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- the foot would become wedged between them and so held secure.
- The first successful grip-pedal of the former type, which was designed by R. E. Phillips, consisted of bell-crank levers,
- Rat-Trap Dust-Proof Bail Pedal.
- Fig. 223.
- the horizontal arms of which received the foot, and the pressure from which, by depressing these horizontal arms, caused the vertical arms of the said levers to move or turn inwards and grip the foot. The instant the levers were
- Fig. 224.—Bull-dog Rat-trap Pedal.
- relieved of the pressure of the foot they resumed their normal position, and the foot was released. Not so, how-ever, in the case of the grip-pedals fitted with wedging devices, which frequently gripped the foot so tightly that it
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- was impossible to immediately release it, so as to dismount on an emergency ; besides, owing to being gripped in this manner, the amount of play of the foot which is absolutely necessary when pedalling was rendered impossible.
- The arrangement of Humber rat-trap pedal, shown in Figs. 222 and 223, is fitted, as are ail those of modem design, with bail bearings. The adjustment is very simple, ail that is necessary being to remove the dust cap A by means of a suitable spanner, slacken the lock-nut B, and screw up the loose cône c until ail slackness is found to hâve been taken up, after which the lock-nut should be screwed up so as to fix or lock the loose cône c in position. To admit of oil
- Fig. 225.—Light Roadster Rat-trap Tedal.
- being introduced into the bearing, an oil way or hole is pro-vided in the sleeve or barrel of the pedal, which oil-hole is normally closed or covered by the spring cap D.
- Fig. 224 is a modified pattern of rat-trap pedal by Townsend, known as a bull-dog pedal.
- Fig. 225 shows Perry’s pattern of dust-proof bail pedal, for light roadsters. A very light pattern, known as a butterfly rat-trap pedal, is also made, wherein the end plates are dispenser! with, and central arms clipped to the sleeve or barrel are employed.
- Fig. 226 is a patented type of very light combined pedal and toe-clip, made by Townsend.
- Figs. 227 and 228 show two forms of toe-clips for attach-
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- ment to rat-trap pedals made by Townsend. The first, which is known as the “Unbreakable” toe-clip, is formed ail in
- Fig. 226.—Patent Combination Pedal and Toe-clip
- one piece. The second is a pulling type of toe-clip. The shape of these toe-clips, as also the method employed for
- P'io. 227.—Unbreakable Toe-clip.
- securing them to the pedals, will be obvious from the illustrations.
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- Figs. 229 and 230 are two patterns of toe-clips made by Perry. That shown in Fig. 229 is a patented form known as the “Victor,” it is constructed of best spring steel. Fig. 230 is a Humber pattern toe-clip. Both are fitted with nuts and bolts or screws and fixing plates, the whole being heavily nickeled.
- When designed for attachment to a rubber pedal, the toe-
- Fig. 228.—Pulling Toe-clip.
- clip is usually secured by a suitable clip to the sleeve or barrel of the pedal, and sometimes also to the end plates by hooked extensions, &c.
- A toe-clip for attachment to any pedal, which is held in good estimation, is the Zimmy toe-clip. It is made of the best tempered Steel, nickel plated, and is bent in such a form as to impart to it the necessary back pulling pro-perties. Another toe-clip, which is both light and efficient, is one patented by Lucas.
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- The Winton pedal is so arranged that by taking off four nuts rat-trap or serrated side plates can be substituted for indiarubber ones, or vice versâ.
- Stirrup pedals are used upon some tricycles and other multicycles, such as goods carriers, which are fitted with bent cranks.
- Fig. 230.—Humber Pattern
- Fig. 229.—Perry Toe-clip.
- Toe-clip.
- ' Saddles or Seats.
- This is an absolutely necessary portion of a cycle, as without it the rest of the machine would be obviously use-less. It is likewise a most important part, as upon its proper design dépends not only the comfort of the rider, but also in a great measure the healthfulness or otherwise of the pursuit of cycle riding. The ordinary pattern of saddle is, indeed, at the présent time the chief point about a first-class modem safety perpetually giving rise to unpleasant-ness and annoyance, and that not only to the beginner, but quite as much, if not more, to the expert rider, inasmuch as the latter puts it to far more severe tests by long distance rides, and many trained riders even suffer very severely
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- from saddle-soreness. In spite of this, it is a noticeable fact that up to a comparatively short time back, whilst great improvements had been introduced in every other part of the cycle, the saddles used were little, if anything, in advance of the first more or less crude designs.
- It is a fact beyond dispute that the peaks of the ordinary or usual shaped saddles are extremely injurious, and that the rest of the seats afford no proper surfaces upon which the rider can sit. They are, in fact, about the only relie of the old ordinary bicycle or dicycle now left, and were doubtless first copied from a horse’s saddle, the shape of which they resemble, but the comfort of which they are wanting in, owing to their necessarily narrow dimensions. The use of the peak is to enable the seat to be safely retained whilst rounding sharp curves, and to afford a support to the body when descending a hill, and in its absence some little practice will be required to attain an equally firm seat, and before the feeling of insecurity which is felt when first using a peakless saddle is got over. One thing seems certain as regards cycle saddles, and that is that no single saddle can possibly be expected to suit every rider equally well, even although it may be designed upon what may appear to be a perfect theory so far as suitability to human anatomy is concerned.
- Although, however, improved cycle saddles hâve been so tardily adopted, inventors, nevertheless, began at an early date to turn their attention to this part.
- To reduce the vibration experienced by the rider and render the use of Steel springs in cycle saddles unnecessary, J. Cox proposed in a patent taken out in 1869, No. 834, to mount the saddle upon indiarubber or cork balls, cylinders, or dises.
- Not unnaturally, having its success in other directions, in reducing vibration, &c., in view, inventors soon turned their attention to the designing of pneumatic saddles or seats for cycles. Pneumatic cycle saddles, indeed, although they hâve only comparatively Iately corne into anything like general use, and become really practical and comfortable contrivances, are by no means a new idea, for, as far back as 1869, in the patent spécification, No. 1,643, of John Prestwich, mention is made of the matter sufficient to show
- P
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- MODERN CYCLES.
- that the idea was even then entcrtained by at least one person, inasmuch as he proposes to give elasticity to the saddle hy forming it of, or supporting it by, an air-bag or its équivalent. It may be here remarked that it seems strange that pneumatic linings hâve not been substituted for the ordinary padding in horse saddles, an introduction which would doubtless render saddle galls a thing of the past, as there would be no fear of the formation of hard lumps in the padding.
- Foremost amongst recent types of pneumatic saddles are those of W. J. Henson, H. J. Burgess, Lycet, Guthrie & Hall, and that known as the “Osoezi.”
- Henson’s, of which Brown Brothers are the sole makers, is known as an anatomical saddle, and is shown in Fig. 231.
- Fig. 231.—Henson Anatomical Pneumatic Saddle or Seat.
- It is a saddle without peak, and although perfectly comfort-able for gentlemen’s use, is most undoubtedly one particularly suitable for lady riders. As will be seen from the illustration, the seat has two separate air chambers, and being eut out in the centre does not become hot. The two dépréssions for the bones give a firm seat, and are likewise venti-lated. The great merit claimed for this saddle is that it admits of the rider sitting in a natural position on the bones, and it is especially calculated for the use of heavy riders. The absence of peak renders it slightly awkward at first to riders accustomed to making use of such support, and it requires proper adjustment to suit each particular individual, but the first having been got over, and the second effected, the saddle is undoubtedly one which will be found comfortable by nine out of every ten riders. The inflation of the air-
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- chambers in the saddle can be effected vvith the ordinary tyre pump or inflater.
- Fig. 232 illustrâtes the Burgess saddle, or rather duplex seat, and the construction is almost sufficiently obvious from the drawing vvithout further explanation. It consists of tvvo entirely separate and distinct ring air-cushions, each of about five inches in diameter, and resting upon a light Steel cup screwed on to a vertical stem adjustably mounted upon the ends of a horizontal bar, and fitted with spiral springs to reduce vibration. The seat is thus, it will be seen, capable of being adjusted to any desired angle by tilting, and the distance from centre to centre of the two cushions can be likewise regulated to suit different riders. Another pattern of this seat is also made without springs.
- The seat should be fixed farther back and lower on the
- Fig. 232.—Burgess Duplex Pneumatic Seat.
- L-pin than an ordinary saddle until such time as the rider has become thoroughly accustomed to its use. This will, of course, take longer with some people than with others, but perfect freedom can always be attained by practice. When it is found désirable to raise the seat, this is effected by means of the L-pin, and the tendency which will be then experienced of undue pressure from the front edge of thg pads or cushions, must be counteracted by tilting the seat slightly forward. When adjusted. to the proper angle not only will ail such pressure be removed, but the rider will be enabled to exert his full power upon the pedals for purposes of propulsion.
- Lycet’s pneumatic cycle saddle is a peaked air saddle of the suspension type ; the seat portion, or what may be styled the saddle proper, is provided with a central dépréssion or hole, and the peak is curved downwards in the form of a
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- MODEKN CYCLES.
- bird’s beak. Guthrie & Hall’s pneumatic saddle differs from the above chiefly in the method of suspension. The “ Osoezi ” is an anatomical saddle eut out in the centre, and adjustable through ratchet clips to any angle. The inner tube is readily get-at-able when the saddle is deflated.
- Pneumatic saddle covers, ventilated and otherwise, and adapted to strapon anyordinaryleather saddles,are also made.
- Amongst other improved types of saddles for cycles mention may be made of the “ Reform,” Christy’s, Jarvis’, Richardson’s, the “Automatic,” Pattison’s, and those of Brampton, Brooks, Clay&Co., Albion Mills, Brown Brothers, Middlemore, and Lamplugh.
- Fig. 233 shows the “ Reform ” cycle saddle, which is made by Thomann & Biittner, Germany, whose agent in this
- Fig. 233.—“Reform” Saddle.
- country is Louis Bernstein. It is made in two patterns, that shown in the drawing being the one specially designed for gentlemen’s use. This is a peaked saddle, wherein an attempt has been made, and with considérable success, to overcome the objections to which such saddles are open by reason of engendering disease through dangerous and dis-agreeable pressure. The seat is thickly padded, the edges being well rounded, and the curve of the cantle turning in-wardly, so that by the former vibration will be reduced to a very considérable extent, and bruising rendered impossible, and by the latter ail injurious pressure upon the spinal column be avoided. The peak is simply a hollow frame, and is depressed at the point of junction with the seat. The ladies’ pattern is provided with a shorter peak, but is other-
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- wise built upon the sarae lines. The saddles can be fixed at any inclination to suit different riders.
- The saddle invented by H. A. Christy, which fortns the subject-inatter of- two patents, viz., No. 960”5 and No. 24,3Ô295, has two résilient pads or cushions fitting into recesses provided in the seat portion. The peak is hollowed or recessed out centrally, so as to relieve the rider from injurious pressure. E. B. Jarvis’ saddle, for which a patent was granted in 1896, No. 15,855, is also of that class which are known as anatomical saddles.
- Richardson’s saddle, which forms the subject-matter of an application for a patent about the middle of this year (1896), is one which is also designed upon anatomical principles. It
- Fig. 234.—Richardson Anatomical Saddle.
- has a narrow split fork, and is so curved and eut away as to, theoretically at any rate, avoid ail possibility of any injurious pressure arising from its use. An important feature in the construction of the frame is that it is made in two distinct latéral halves or portions, preferably of wood, and so con-nected together by distance or connecting pièces as to be practically bifurcated from end to end. The frame is preferably covered with leather or other suitable material, and is, in some instances, also padded. This saddle has been, the writer understands, highly approved of by Dr J. W. Anderson and other medical authorities, but at the time of
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- modërn cycles.
- writing it has not been subjected to the test of being ridden by experts, or by the general public.
- The “ Automatic ” cycle saddle, which is shown in Fig. 235, is one which adjusts itself to a horizontal position when ascending or descending hills. The mechanism for this purpose is simple but effective. It consists in mount-ing the curved spring wires upon which the saddle is hung upon rollers, supported in bearings upon a suitable curved
- Fig. 235. — “Automatic” Self-Adjusting Saddle.
- plate, so that the said saddle is capable of turning through a certain arc, and thus attaininga horizontal position, or approxi-mately so, upon whatever gradient the cycle may be placed. The movements of the saddle in either direction are governed by spiral springs, which tend constantly to bring
- Fig. 236.—AYide Seat Saddle.
- it back to its normal position. This saddle is made in two different patterns for use by gentlemen, and also in a spécial one for ladies.
- The Pattison cycle saddle has been for some three or four years before the public, but it has lately been considerably
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- improved. This saddle is slit or bifurcated from end to end, and has no solid centre either fore or aft. The centre is maintained open by an arrangement which causes the Ieather to assume a concave form. Sydney Pattison’s latest patent is No. 2o,663fl5.
- Brampton saddles are made in a number of different
- Fig. 237.—Saddle Clip.
- patterns, one of which is shown in Fig. 236. The seat of this saddle is wide, and the peak has a good downward curve, and it is generally a very good sample of its class, fitted with simple and effective means for tightening up the Ieather.
- Brooks’ cycle saddles are also constructed in many different patterns. They are fitted to the cycles built by
- Fig. 238.—Saddle Leather-Tightening Arrangement.
- Humber & Co. Limited (see Figs. 5, 11, 15, 16, 17, 18, 21), and are highly spoken of. Fig. 237 shows the clip by means of which a Brooks’ saddle is attached to the seat pillar, round which latter it completely passes. The clip is secured by a boit, on each side of which are two plates, so
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- recessed as to admit of the springs of the saddle passing between them. These plates are free to turn upon the boit, and the saddle can therefore be swivelled to any desired angle with reference to the clip. The plates are fixed firmly in position by means of two nuts, one at each end of the boit, which at the same time secure the clip upon the seat pillar. The above-described clip is equally suitable for back or forward L-pins, or for direct seat pillars.
- Fig 238 illustrâtes the method provided for tightening the leathers of some patterns of Brooks’ saddles after they hâve become stretched from use. The tension is operated by screwing up the nut shown on the left hand side.
- Fig. 239 shows a Humber pattern seat'lug, and Fig. 240 a Perry saddle pin or pillar of the L pattern. These pillars or pins are also made of the T pattern. .
- Fig. 239.—Seat Lug. Fig. 240.—Saddle Pillar-or Pin.
- Space does not admit of giving descriptions of the nurae-rous patterns of saddles made by the other makers men-tioned. Several patterns of the ordinary peaked saddles, however, will be found illustrated in connection with the different types of cycles already shown.
- Whatever description of saddle may be employed, it is absolutely necessary, to obtain the ' best results, that it be so adjusted as to give a proper length of reach. To ensure this, the height and other location of the saddle should be such that the foot can easily be placed underneath the pedal in a horizontal position without having to straighten the leg quite out. Too long a reach is a great mistake, as it is bound to occasion discomfort in the saddle, cause most
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- probably injury to the muscles of the leg, and moreover entails a considérable loss of driving or propelling power. If the reach, on the other hand, be too short, power will be also lost, especially in going up hills. It is, however, unless it be carried to very great excess, in no way so objectionable as the first.
- Brakes.
- The brake, if not absolutely indispensable, still forms one of the most important component parts of a cycle. Only
- Fig. 241. — Humber Pattern Brake.
- two distinct descriptions or varieties of brakes are used, viz., those wherein some kind of brake block or shoe is applied to the peripheral surface of one or more of the wheels, and those wherein a band or strap is so arranged, in connection with a drum or wheel upon one of the axles, that it can be caused to grip, and restrain or retard the same. Prior to the advent of the pneumatic tyre brakes of the former class were almost universally of the pattern known as the spoon brake, which took its name from the shape of the brake piece or block. The spoon-shaped
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- MODERN CYCLES.
- shoes, however, even in modified forms, are liable to tear up the surface of the rubber tyres, and they are therefore usually replaced in the brakes now in use by shoes or brake blocks of various other patterns. Brakes of the first class are now very numerous, and comprise the following, amongst others :—Brush brakes, roller brakes, indiarubber block brakes, hydraulic brakes, pneumatic brakes, foot brakes, and automatic brakes. Those of the second class or strap
- Fio. 242.—Sparkbrook Détachable Brake Lug.
- brakes are likewise made in a variety of patterns to suit different machines.
- Fig. 241 shows the pattern of brake fitted to cycles built by Humber & Co. Limited. The brake is attached to the machine by means of two clips, as shown at c and D on the drawing. Each of these clips is formed in halves, and secured together by screws or bolts, so as to clamp one of the said clips to the fork crown, as shown at c, and the other to the handle-bar, as shown at D. The brake lever shown on the
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- left hand side of the drawing is pivoted to the clip d, and its short end is connected through the brake plunger A, which is jointed, as shown at b, with the brake shoe or block, and it is also connected, as shown at c, with the fork crown.
- Fig. 243. —Sparkbrook Détachable Brake Lug.
- A lever such as that shown in Fig. 241 is usually employed for actuating the brake ; sometimes, however, other methods are used, as, for instance, in Drzewiecki’s cycle shown in Fig. 9. The Hollis brake is a new invention wherein a brake of
- Fig. 244.—Sparkbrook Détachable Brake Lug.
- the plunger type can be actuated by one of the handles through connections located within the handle-bar. J. G. Hudson's is a rear wheel brake arranged to act upon the sides of the rim or felloe.
- The Sparkbrook Company make a very simple and efficient form of band brake suitable for either safeties or tricycles. Figs. 242, 243, and 244 illustrate the “Sparkbrook”
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- MODERN CYCLES.
- détachable brake lug. It is a simple, neat, and light form of brake attachment, and very readily removable. By merely removing the little pin and nut shown, the brake lug cornes away altogether, leaving no trace of a brake ever having been fitted to the machine. Whilst it is in position it likewise holds the front mud-guard, the whole being capable of removal or of being replaced in a couple of minutes.
- Fig. 245.—Kay Patent Indiarubber Brush Brake.
- A form of brake shoe or block much recommended for use with pneumatic tyres, which the ordinary spoon has, as has heen already mentioned, a great tendency to tear, unless used
- with the utmost précaution, is the brush brake. Fig. 245 illustrâtes Brown Brothers’ (Kay’s patent) brush brake, which being formed of indiarubber, is very saie for use with pneumatic tyres. Another form of brush brake consists of an ordinary hair brush having a concave face. The objection to brakes of this type is that they are liable in muddy weather to pick up pièces of flint or other hard sharp substances /rom the tyres and retain them, so that wrhen the brakes are next applied they eut or tear the said tyres.
- The Singer pattern détachable brake has been shown in Fig. 122. Its construction will be apparent from the drawing. The shoe or brake block consists of two square blocks of indiarubber with the corners chamfered off, and is of R. F. Hall’s pattern.
- Fig. 246 illustrâtes the Perry Patent Simplex brake, which is fitted with either a détachable, plunging, or a pivoting indiarubber shoe. Amongst other
- Fig. 246*
- Terry Simplex Brake.
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- types of brakes are—The Abingdon indiarubber brake, one form of which consists in a block of indiarubber with a ehannel face, and another of an inverted V-shaped métal shoe or brake block, the ends of the arms of which are sheathed with indiarubber ; Smart’s roller brake ; Tyrrell’s hydraulic brake ; a hydraulic brake which consists of a small force pump attached to the short end of the brake lever, and connected through a flexible tube with an expansible pad or shoe arranged in connection with one of the wheels ; Rosser’s patent pneumatic brake ; and the form of patented pneumatic brake made by the Pneumatic Brake Company Limited. The latter type of brake, and one method of attachment thereof to a cycle, is shown in Figs. 247 and 248.
- Fig. 247.—Pneumatic Cycle Brake (Air-Bail or Bulb).
- Referring to the drawings it will be seen that the brake comprises a hollow indiarubber bulb and a hollow dis-tensible indiarubber pad or shoe, between which two parts air-tight connection is formed by means of a length of flexible indiarubber tube. The pad is held in a métal sheath attached to a bracket, and is capable of being fixed on any cycle. The bulb is fitted with an air-inlet valve and a non-return or discharge valve leading to the dis-tensible rubber pad or shoe. The bulb can thus, it will be seen, be used as a pump to force air into the latter, and any required pressure be brought to bear on the wheel. To release the air, and take ofï the brake, it is only necessary to press the push piece upon the neck of the bulb, and thus open the release valve.
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- MODERN CYCLES.
- Various forms of brakes which can be applied by foot pressure hâve also been designed. One form of this description of brake, and probably the simplest made, consista nierely in a fiat spring, one end of which is secured by clamps in the top of the steering wheel fork, and the other or free end of which has serrated side projections, and extends over the tyre, and rest normally a short distance from it. To apply the brake either one or both feet are
- Fig. 248.—Pneumatic Cycle Brake (Pad or Shçe).
- placed upon the said serrated arms or projections, and the free end of the spring is pressed against the tyre of the wheel.
- A better but more complicated form of foot brake than the above is illustrated in Fig. 24g. As shown it is a combination of foot rests and brake clamped or fixed to the tops of the fork legs. The two side pièces or arms are bent outvvardly and serrated at their free extremities, whilst being pivoted at their other ends to the said foot-rests. A roller
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- is mounted between the arms, and can be depressed by the action of the foot or feet upon the ôutwardly turned serrated ënds thereof. To normally maintain the brake off the.wheel when not subjected to pressure, two springs are employed, one of which springs only can be seen in the drawing.
- A great objection to ail forms of foot brakes is that one at least of the feet has to be removed from the pedals when putting it in use.
- Fig. 248a.—Pneumatic Cycle Brake (Section through Pad or Shoe).
- Fig. 249.—Foot-Brake.
- An ingenious, and at the same time simple form of brake, which is readily applicable to any cycle driven by chain gearing, is the Bailey automatic bicycle brake, which is an invention of American origin. The principle upon which the brake is constructed is to utilise the slackness in the lower reach of the pitch chain, which must exist to a greater or lesser extent whilst the wheel is being propelled forwards, which slackness is instantly taken up directly the rider starts
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- MODERN CYCLES.
- to back or reverse pedal when desiring to slow down or stop in descending a hill, and ,on other occasions. This taking up of the slackness of the lower reach, and conséquent straightening of the chain, effects the automatic application of the brake. To admit of this action being performed, an arm or lever carrying a small roller at its free end, and con-nected at its other end with the brake block, is provided, which arm can be so adjusted that under the normal conditions which exist during propulsion, the said roller will be just clear of the inner side of the lower chain reach, but which upon the taking up of the slack as above described will corne in contact therewith, and the arm or lever be raised so as to apply the brake. It will be seen that the slightest attempt at back pedalling on the part of the rider will thus operate the brake automatically.
- Most of the above brakes could be used upon tricycles or other multicycles, and several applications are shown in Figs. 20, 23, and 25, but the best form for that purpose is some pattern of band brake, as shown in Figs. 21 and 22. Although differing widely from each other in minor points of detail, band brakes ail work upon the same principle. The form usually employed on tricycles, &c., consists in a brake drum fixed upon the driving axle, and encircled by a Steel band which may be lined with leather. The extremities of this band are so connected with a suitable hand lever, that it can be tightened round the drum when desired, and be thus caused to exert the necessary amount of retardipg force.
- In the provisional application (No. 4,660 of 1879, N. K. Husberg) already alluded to with respect to bail bearings, a band brake is described which consists of a band connected to a lever, a Steel spring being located between leather or other friction surfaces, and a chain or brake band. The spring is formed of two segments of a circle sprung outwards, and carried by the fork. A lever on the steering bar, through wire connections and the chain or brake band, compresses the spring and friction surfaces around the brake wheel when desired.
- In an arrangement applicable to central geared tricycles, the brake band is applied to the pedal crank axle, and the extremities thereof are connected to the short arm of a lever pivoted to the frame, or to a bracket secured thereto,
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- FITTINGS AND ACCESSORIES.
- the otber or long arm of which lever is adapted to be operated by the foot of the rider.
- Fittings and Accessories.
- These comprise lamps, lamp brackets, steps, gear cases, mud-guards, dress guards, bells, cycle horns, lubricators,
- Fig. 250.—Perry Détachable Lamp Bracket.
- spanners, cycle locks, cyclometers, parcel &c. carriers, speed indicators, tyre pressure gauges, pumps or inflators, wallets, valises, saddle pads and covers, cycle stands, &c. &c., in endless varieties, and a complété description of which would in itself make a large book.
- Figs. 250, 251, and 252 illustrate three different patterns of lamp brackets which will serve as examples of these accessories, and the construction of which is sufficiently obvious from the illustrations and descriptions attached to them.
- A rider who prefers to exhibit an electric headlight to the many excellent oil lamps procurable, can either hâve an electric lamp and accumulator, or he may hâve a small magneto-electric machine fitted to his cycle. In an arrangement on the latter plan which was described in the New York Electrical World, some little time back, the current for the small
- Q
- Fig. 251.—Perry Feather - weight Lamp Bracket.
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- MÔDERN CYCLES.
- incandescent lamp, mounted in a reflector, is generated by a small magneto-electric machine, operated by a friction and band wheel from the front or steering wheel of the cycle. This small magneto-electric machine has a shuttle armature, with a thoroughly laminated core. The current generated is collected from the frame of the machine, one terminal being grounded, and from one of the bearings surrounding a slip ring on the shaft ; no commutator, it will be seen, being thus employed, and the construction being very simple. The alternating current is carried to a two candle-power lamp of low voltage, which is enclosed in a reflector, which being a double parabola concentrâtes
- Fig, 252.—Perry Plate Lamp Bracket.
- the light at the focus of the outermost parabola, from which latter it is thrown forward in a very powerful beam, illumi-nating a considérable distance in advance. The slowest movement of the cycle wheel will cause the glowing of the lamp, and the latter has a short stumpy filament which is very unlikely to get broken from any cause other than an excessively high current. The friction wheel is so con-structed that it can be readily disconnected from, or moved out of contact with, the cycle wheel tyre, so as to arrest when desired the action of the generator. A suitable dust-guard is also provided for the protection of the transmission mechanism.
- C. M. Raymond in his patent, No. 20,300 of 1892, pro-
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- posed to utilise the backbone of a cycle as an oil réservoir, and to connect the wick tube of the lamp therewith.
- An important adjunct to a cycle is a gear case to prevent the access of dirt or moisture to the working parts. A well-known and efficient type is Carter’s patent détachable gear case, which is formed in halves, or divided in two parts longitudinally, and which, when in position and the two parts secured together by means of a screw or other fasten-ing, forms a perfectly water and dust tight covering. Amongst the numerous other gear cases in use mention may be made of Bâtes’ patent détachable gear case, which is lcnown as the “ Presto,” the outer portion of which can be slid off the chain or sprocket wheels and chain by
- Fig. 253*—Serrated or Rat-trap Foot-rest.
- opening a hinged portion of the larger end ; the “ Dover ” transparent xylonite and papier-mâché détachable gear cases and patent lubricators : Bluemel’s transparent celluloid gear cases ; Grose’s opaque and transparent panelled gear cases ; Bransom’s leather gear cases, with and without transparent panels ; and Brooks’ patent gear cases. Combination gear cases and dress or wheel guards are made by Brooks, Grose, and others.
- The first record of a mud-guard is to be found in the spécification of the British patent, No. 2,165 °f the year 1869. The ordinary forms of mud-guards now in use hâve been already shown in connection with the various types of cycles illustrated. Patent “Paragon” mud-guards and
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- 244.
- MODERN CYCLES.
- stay rods, Bransom’s mud-guards, wood mud-guards, celluloid mud-guards, and the Griswold rubber mud-guards, as well as the squeegee, and many other patterns, are likewise in use. Plated wire, corded silk, or some other form of laced dress or wheel guards, are required upon ladies’ cycles, and similar chain guards are also used. A dress guard is
- Fig. 254.—Combined Rubber and Serrated or Rat-trap Foot-rest.
- described in the spécification of the British patent, No. 361 of the year r8yo.
- Figs. 253 and 254 illustrate two patterns of foot-rests made by Perry & Co. Limited, the first being an ordinary serrated or rat-trap foot-rest, and the second a combination rubber and serrated or rat-trap foot-rest. One of the many
- patterns of steps made by this firm is shown in Fig. 255, as likewise a pump-clip in Fig. 256, an oil can (registered design No. 263,290) in Fig. 257, and a patenter! form of adjustable wrench or spanner in Fig. 258. Another useful form of spanner, which has been in use for some time, is that having ratchet teeth and pawl adjustment.
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- J. Lancaster in his patent, No. 7,440 of 1894, describes spring plates or clips for attachment to the tyres to prevent slip.
- Space does not admit of even enumerating the various other varieties of fittings and accessories, numbers of which display great ingenuity. Those who are not thoroughly
- conversant with them will dérivé considérable information from a perusal of some of the exhaustive catalogues pub-lished by the firras who make and deal in these articles, the manufacture of which forms separate trades, and is carried on quite distinct from that of cycles.
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- CHAPTER VIII.
- The Manufacture of Cycles.
- HE building of a cycle, when the greater portion or ail of
- i- the component parts are obtained from firms making a specialty of their manufacture, can be effected with a compara-tively small number of tools, and those, moreover, of simple construction. In the case of large manufacturers, however, who themselves make the majority, if not ail, of the parts that go to make up a complété machine, a considérable number of tools, in many cases of a spécial nature, are employed.
- By way of example, the following description of a limited number of the principal operations required in the making of a modem safety bicycle or dicycle of the rear-driven type will be of interest :—
- Framework.—The first part to consider is the frame-work, which in a bicycle of the pattern under considération, consisting as it does of short and straight members, is a far simpler affair to make than was the case with the backbone of the former high bicycle or ordinary, which was both curved and tapering. The frame of the modem cycle usually consists of solid drawn mild Steel tubes, but nickel Steel (5 per cent, of nickel) tubes, of which it is sometimes formed, or spécial Steel tubes, such, for instance, as the helical tube* of the Premier Company, are far préférable. A better métal for the purpose than Steel would be aluminium, which combines great strength with superior lightness. In any case, however, the tubes, of whatever description they may be, that go to form the several members of the frame, hâve to be connected together at their points of junction, and
- * For a description and illustration of this spécial tube, see chapter on Component Parts, pages 81-84.
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- this is a very, if not the most, important part of the operation of making a cycle, and one upon the proper execution of which the future value of the machine largely dépends. The method adopted for securing together the parts of a bamboo frame has been gone into already,* and métal tubes only vvill be dealt with here.
- The junctions between the parts of the frame, when the latter is constructed of Steel or other métal, are made by means of junction pièces or lugs, consisting of suitable tees, elbovvs, &c., which are firmly brazed in position. The ma-terial and method of making these junction pièces, differing in accordance with the quality of the cycle—viz., malléable castings for cheap, low quality machines, forged stampings for those of a somewhat superior make, and finally, pièces stamped frotn sheet métal and moulded to the required shape by means of spécial tools in a powerful press for
- Fig. 259.—Gas Blow-Pipe with Central Tap.
- machines of the higher grades. They are also drawn cold from ordinary weldless Steel tube by means of hydraulic pressure. The forms of these junction pièces are too well known to need illustration. The different tubes composing the framework are brazed into junction pièces suitable to the joints in the usual manner in a gas and air furnace, it being, as before mentioned, absolutely essential to take every care to secure a sound and reliable job. The usual method of brazing is by means of Bunsen fiâmes on a fine coke bed, the said Bunsen flame apparatus being supplied with air under pressure from a compressor or other convenient source. Either ordinary town gas may be used, or that obtained from a spécial Dowson gas plant. The tubes should be made a good tight fit in the sockets, and not a loose careless one, dépendent upon the brazing for being made good.
- Fig. 259 illustrâtes a blow-pipe by Fletcher, Russell, & Co.
- * See chapter on Component Parts, pages 80-89.
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- Limited, with improved control tap arrangement, and gas and air supplies independent and under the control of one finger. Fig. 260 is a gas and petroleum forge and blow-pipe combined. The blow-pipe and blower can be removed and used separately for brazing, and the blow-pipe can be arranged to give a top heat on the coke if desired. This combined forge and blow-pipe, as also the gas furnace shown in Fig. 261, are made by the same firm.
- In making the connections between the crank bracket and head an internai ferrule should be driven into the end of the tube, so as to extend for about an inch beyond the point to which the tube is to be inserted into the socket.
- The extremity of this ferrule may be slit, or formed what is known as bird-mouthed —a usual pattern is shown separate in Fig. 262, and has been shown in position in Fig. 121. By means of this ferrule the support of the socket is carried for a certain length up the tube, and not only is the strength of the end greatly increased as regards any transverse strain, but the sudden and injurious change from the complété rigidity of the socket to the comparative flexibility or spring of the thin tube is avoided. The frames are, or should be, put together on suitable erecting beds, fitted up as jiggers, and having the necessary guides and supports, in which manner the placing of the parts at their proper angles is ensured.
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- When the brazing of ail the parts has been effected, the frame should be placed upon a similar jigger table, whereon the tubes, which are sufficiently heated near their extremi-ties, are allowed to eool down, whilst ail portions thereof are held firmly in place. By this means the crank bracket and the driving wheel forks will be placed in perfectly parallel positions, and the axis of the head being in a true plane to that of the crank shaft will be assured. Crowden’s System of hydraulic jointing has been already alluded to in the previous chapter.
- Fig. 263 shows an emery band machine by Sterne & Co.
- Fig. 262.
- Tube Strengthener or Ferrule.
- Fig. 263.
- Emery Band Machine.
- Limited, which is an essential tool for cleaning up the frame-work both before and after brazing.
- A very useful tool, which is especially adapted for use with a drilling machine, but which can also be advantage-ously employed with a milling machine, or other machine for angular work, is Roper’s improved patent angular sliding vice, which is illustrated in Fig. 264. The tool is especially adapted for holding brackets and ail kinds of lugs that require to be bored or drilled at any angle, and after being once set, a boy can accurately bore any quantity of brackets for tubing, or any pattern lug, with a certainty
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- of their being exactly alike in the angles, and the frames can consequently be fitted together with the greatest ease, without having to spring or bend the tubing, which is so often done where the brackets and lugs are drilled on makeshift principles. As vvill be seen from the drawing, a sliding device at the base fixes the work under the exact centre of the drill or boring bit. A dial marked or graduated in parts of two degrees, enables the work to be set to the correct position without the aid of various other instruments. In connection with the dial and base or bottom slide are stop gauges, which can be set in any position at the
- Fig. 264.—Patent Improved Adjustable Angular Sliding Vice.
- desire of the workman, thus saving time in resetting, as they only require to be tilted and moved to the stops.
- Another most useful tool is the universal cycle jig illus-trated in Fig. 265. This appliance, which is Hatton’s patent, consists, as will be seen from the drawing, of a cast-iron frame, with a planed base to fix on a lathe face plate, or preferably on a drilling machine table. The head of the frame is bored to receive a sériés of hardened adjustable guide bushes, arranged for ail the sizes of tubes usually employed in the construction of cycles. Immediately under the centre of the guide bush is fixed a horizontal shaft, on which the bottom bracket ôr lug, &c., is placed. This shaft
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- is carried on a bracket pivoted to the frame of the machine, and can be readily adjusted to any given angle in relation to the vertical guide bush. The amount of angle is regis-tered by means of the graduated scale on the edge of the frame.
- Further angular movements for determining the relation between the main tube lugs of the bottom bracket are secured by a horizontal bar, which is carried on brackets. These brackets, together with the bar, hâve a radial move-ment around the axis of the horizontal shaft. The bar is bossed up in the centre, and bored to receive locating
- Fig. 265.—Patent Universal Cycle Jig.
- plugs. It is also provided with latéral movement, so that back-stay lugs may be operated upon without removing the bracket from the bar. The apparatus admits of the whole of the frame lugs and brackets of a cycle of any pattern being bored, with accuracy as to angle and perfect alignment of tubes in ail directions, by a comparatively unskilled mechanic.
- Wheels.—The wheels are formed with metalrims or felloes of two kinds, viz., solid and hollovv, the latter being the newer plan, and being the type of rim now usually adopted for the wheels of high grade cycles.
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- The solid rims are formed by cutting bars of the proper section to the requisite lengths, and slovvly rolling them into a circular form in an ordinary three-roll machine in the common well-known manner. The free ends of the rims or felloes are united by brazing, scarf joints being used, and the requisite heat obtained by means of a gas and air furnace of spécial construction. In making the joints the extremities of the rims or felloes are filed down to form the scarf joints, and one rivet is inserted in each rim to hold the parts together during the brazing operation. It is of vital importance that ail the rims or felloes be of exactly the given dimensions, even slight departures there-from rendering it impossible to secure the usual types of pneumatic tyres firmly in position thereon.
- The formation of double or hollow rims or felloes, which class has been already described and illustrated in the previous chapter, differs somewhat in accordance with the particular pattern of rim being made. Shortly, however, the usual mode of procedure is as follows : — Two strips of Steel of the proper dimensions are first rolled in the ordinary manner to the required sections, which of course dépend upon the particular design of rim or felloe to be made. The strip forming the inner ring of the rim or felloe, however, is usually in ail cases of a U-shape in transverse section, the depth of the said U depending upon the type of tyre to be fitted to the rim, and as it has to sustain the direct pull of the spokes, being a$ a rule formed of a sto.uter gauge than the strip forming the outer ring of the said rim or felloe. The said outer ring is like-wise either U-shaped, or approximately so, in transverse section, and has usually a ledge on one or the other side, or on both sides, to retain the wire rings which are now largely used for fixing the tyre.
- The strips having been thus brought to the requisite forms in transverse section are next made into a circular shape in bending rolls in the usual way. The two rings forming the rim or felloe are then placed one within the other, so as to touch at their edges only, and to leave a hollow or space between them. The adjacent edges are lapped over and firmly brazed together, the joints of the rings being located at different points in the circumference
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- of the wheel, and further strengthened by means of cover plates of thin Steel. The spelter used for brazing these joints must be capable of making them sufficiently strong to cause the forcing asunder thereof to break away the métal of the rings, and not to allow of the fracture passing through the brazing itself.
- Fig. 266.—Rim or Felloe Drilling Machine (Plan).
- For drilling the spoke-holes in the rims or felloes spécial tools are employed in ail large works. One form of machine for this purpose is illustrated in plan in Fig. 266, and in front élévation in Fig. 267. In both these views a rim or
- Fig. 267.—Rim or Felloe Drilling Machine (Front Elévation).
- felloe is shown in position for drilling. The said rim or felloe is held in place by a chuck, which has a number of radial sockets a, a (Fig. 267), in which are mounted a corre-sponding number of sliding rods or plungers b, b, which lalter can be moved inwards or outwards through links or connecting rods c, c, and a dise provided with a lever e, by rotating
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- the said dise in the one or other direction, and thus causing the said rods b to press against the inner surface of the rim or felloe, as shovvn, and hold it firmly in position, or to with-draw the said rods b so as to release the said rim or felloe when it is desired to remove it from the chuck. The chuck carrying the rim or felloe to be drilled is intermittently rotated and held stationary for drilling bysuitable mechanism, the step-by-step motion being ensured by a cam, and the forward and backward motions of the drilling spindles F, F, being likewise effected by cams G, G, acting upon the sliding headstocks h, h, upon which the said spindles F are mounted. The arrangement of this mechanism is clearly
- rr
- H F* Fy
- Fig. 268.—Automatic Hub-drilling Machine (Plan).
- shown in Fig. 266. The machine is operated from a back or rear-driving shaft 1, to which rotary motion is imparted by belt-gearing from any available source of power. On one extremity of the back or rear-driving shaft 1 is keyed a chain or sprocket wheel K, which through a driving or pitch chain l, and another chain or sprocket wheel m, imparts motion to a set of toothed wheels N. o, o are wide-faced pulleys, keyed upon the said rear-driving shaft 1, from which pulley belts, as indicated by the chain lines in Fig. 266, are carried to the pulleys f\ f1, keyed upon the drill spindles F, and the requisite rotary motion is thus imparted thereto.
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- Figs. 268 and 269 are a plan and front élévation of a machine arranged for drilling either direct or radial, or tangent spoke-holes in the hubs. The hub to be drilled is, in this case, mounted between centres a, a, one of the spindles of which has a carrier to hold the said hub securely in position, b is a toothed dise, which is secured upon the carrier spindle, and by means of which it can be rotated through part of a révolution to bring another portion of the hub in place for drilling, and for holding the said hub firmly in position during the operation. The step-by-step movement is ensured by a cam wmrked by a horizontal lever through a second lever c, coupled to the former by means of a suitable link or connecting rod, and on which second lever is mounted a pawl
- Fig. 269.—Automatic Hub-drilling Machine (Front Elévation).
- c1, which engages with the peripheral teeth on the dise b. When released by the action of the above-mentioned cam, the lever c is moved forward by the spring D, and through the pawl c\ carries with it the toothed dise b. Another lever holds the parts in position, whilst the drilling of each set of holes is being effected, the said lever being actuated by a suitable cam to release the toothed dise b, and allow of its being rotated or moved through a certain angle as above mentioned. F, F are the drilling spindles, which are mounted in sliding headstocks h, h, to which the necessary forward and backward motions are imparted by the cams G, G, in a manner substantially similar to that employed in the machine for drilling rims or felloes previously described. The drilling spindles are also provided with transverse ad-
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- justment to render them suitable for operating upon hubs of varying widths. 1 is a back or rear-driving shaft, carry-ing at one extremity a chain wheel K, which imparts motion through a chain l, to another chain wheel m, and through the latter to a set of toothed wheels N. o, o are wide-faced pulleys fixed upon the said back or rear-driving shaft 1, from which belts, as indicated by the chain lines in Fig. 268, are carried to pulleys F1, F1, fixed upon the drill spindles, and the required rotary motion imparted to the latter, ail in a manner practically similar to that employed in the previously described machine.
- To adapt the hub-drilling machine for forming holes for
- Fig’. 270.—Small Ilub-drilling Machine.
- tangent spokes, the drill spindles F are simply mounted in positions at right angles to that shown in Figs. 268 and 269, so as to enable the said holes to be drilled in the sides of the flanges as is required for that type of spoke.
- Fig. 270 illustrâtes a small hub-drilling machine, suitable for drilling and tapping direct hubs and for drilling tangent hubs. It is likewise fitted with an attachment for screwing the spokes.
- The hubs of the wheels require before completion a number of machining operations, ail of which could of course be effected by means of the ordinary machine tools to be found in' an engineer’s shop, but which can be more
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- readily, accurately, and expeditiously performed by the assistance of spécial lathes. Such a lathe is illustrated in plan in Fig. 271, and this tool, as also those illustrated in Figs. 266, 267, 268, and 269, are employed in the works of the Premier Cycle Company Limited, by whom they were designed and built.
- The self-acting hub-turning lathe shown in Fig. 271, has a rear-driving shaft A, to which rotary motion can be imparted by belt gearing from any suitable source of power to a pulley b, rotatably mounted at one extremity of the said shaft a, but capable of being connected vvith the latter when desired through a clutch c. From this rear-driving shaft a,
- rotary motion is communicated to a cam shaft p, through chain or sprocket wheels e, driving or pitch chain F, and toothed gearing g. To impart rotary motion to the head-stock spindle h, a chain or sprocket wheel 1 is secured thereon, connected through a pitch chain K with another chain or sprocket wheel l, keyed upon the rear-driving shaft a. This chain gearing is enclosed in a case or guard m, and is shown in dotted Unes in the drawing. N is a cam having a groove N1, wherein works a roller o, mounted upon the slide-rest p, and thus effects the longitudinal traverse of the latter. r is an edge cam, more clearly shown in the detail view, Fig. 272, by which the transverse movement of the slide-rest p is operated. s (Fig. 272) is a bell-crank
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- lever pivoted to the bed of the lathe, the short arm of which lever is connected or coupled as shown by the rod T, with the slide-rest P, and the long arm whereof carries a weight u, which acts to maintain a roller p\ mounted upon the said slide-rest against the edge-cam R, the said roller P1 being of sufficient length to allow the slide-rest to make its full longitudinal traverse without leaving the said cam.
- The lathe is so arranged that it will be automatically stopped at each révolution of the cam-shaft d, and that it can likewise be arrested at any moment when desired by the operator in charge. To effect the first, or the automatic
- Fig. 272.—Sèlf-acting Hub-lurning Lathe (part Transverse Section).
- stop motion, a dise v, having a peripheral notch v1, is mounted upon the extremity of the cam-shaft D, as shown upon the right hand side of Fig. 271. The lever for operating the clutch c is provided with a movable stop or projection w1, which extends at both sides of the said lever, and the lower extension of this stop is normally kept in contact with the side of the dise v by a spiral spring x, connected to the clutch lever, so as to maintain the clutch c in action and the driving pulley b in gear with the shaft A. Upon the said notch in the periphery of the dise v, however, coming opposite the projection upon the lever w, it is forced into it under the action of the spring x, and the
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- clutch c is thrown out of action through the other end of the lever w, which engages with a sliding sleeve, working the clutch mechanism, whereupon the pulley b is disengaged from the shaft a, and rotâtes freely thereon. To admit of the machine being stopped at any moment, a short lever y is pivoted at y1 to the striking or clutch operating lever, one extremity of which short lever y is connected by a fork to the upper projecting end of the stop or projection w1, and is normally held in such a position by a suitable spring y2, as to retain the latter in its lowermost position, and in contact with the side of the dise v. When therefore it is desired to arrest the machine, ail that it is necessary to do is to depress the free end of the short lever y, and raise the stop w1 above the edge of the dise v, when the spring x will move the clutch lever as before, and throw the clutch c out of action.
- The headstock spindle is hollow, and its front end is coned and slit into jaws which can be brought together by an internally coned and screw-threaded socket. An adjust-ing screw is provided in the back of the hollow spindle, which screw engages in an internally screw-threaded inner hollow spindle, and is operated in the usual way through a suitable hand wheel. To place a bicycle hub in position between the lathe centres, a driving plate is screwed on to the front end of the inner hollow spindle, and a Steel centre-pin upon which the hub is mounted enters the end of the said hollow spindle. The carrier which holds the part by means of screws is formed of two diameters internally, one for receiving the flange of the hub before turning, and the second to receive the finished part. Both longitudinal adjustment, and likewise small adjustments of the carrier for slight disparities in the diameter of the work, can be effected.
- Two forms of lathes will be found described and illustrated in the next chapter, wherein the subject of repairs and renewals will be dealt with.
- The power-lathe shown in Fig. 299 would be found a useful type in any cycle works ; that represented in Fig. 300 is a foot-lathe suitable for small shops.
- A very useful little tool has been patented by C. T. Austen, No. 10,572 of 1895, by which the nipples of the
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- wheel can be screwed up much more expeditiously than can be done in the ordinary manner. In an improved form of the apparatus power can be used and a wheel built up very rapidly, and so accurately as to require but little after adjust-ment.
- Fig. 273 illustrâtes a wheel erector suitable for cycle factories.
- Fig. 274 shows a factory inflator mounted on wrought-iron stand, which apparatus is made, and has been provisionally protected, by the Cycle Components Manufacturing Co. Limited.
- I r ;
- Fig. 273.—Wheel Erector.
- Fig. 274.—Factory Inflator.
- Driving Gear.—An important feature in modem rear-driving safeties in which chain gear is employed, is the proper construction of the chain or sprocket wheels, as it will be readily understood that strength, lightness, and easy running, which is a desideratum in ail cases, in that under considération is an absolute necessity to enable a high efficiency to be attained.
- The chain or sprocket wheels for pitch chains are made in many different forms, plain castings or stampings being of
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- course the most common, and various types hâve been already illustrated and described.*
- For machining the teeth and other parts of these wheels, some form of milling machine is the most useful tool. At the works of the Premier Cycle Company Limited, the sprocket or chain wheels are of a built-up type, the toothed rim consisting of a separate stamping or Steel casting, and
- Fig. 275.—Spécial Milling Machine for Cutting Sprocket Wheels (part Side Elévation).
- the arms being riveted to lugs or projections formed upon the inner surface of the first-named part, the hub is com-posed of a large washer riveted to one side, and of a flange upon the crank-axle upon the other. In the works men-tioned milling machines of spécial construction are used for machining the toothed rim s of these wheels. One of
- See chapter on Component Parts, pages 163-194.
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- these machines is illustrated in side and front élévation in Figs. 275 and 276. a is the bed upon which the work is to be rotatably supported. By means of an automatic arrangement this bed a can be traversed past the milling tool in one direction, whilst a spindle upon which the said work is fixed receives an intermittent or step-by-step rotary motion, remaining stationary during the period for which the milling tool is operating ; the travelling bed A also moves back for a fresh eut. The mechanism for effecting the above
- Fig. 276.—Spécial Milling Machine for Cutting Sprocket Wheels (part Front Elévation).
- movements comprises a cam shaft b, rotatably mounted in bearings in suitable brackets secured to the front of the frame of the machine. Rotary motion is imparted to this cam shaft b, through suitable bevel gearing c, from the driving shaft of the machine. D is the spindle for carrying the work (in the illustration a toothed rim of a sprocket or chain wheel is shown centred and supported thereon), on the front extremity of which is fixed a dividing wheel e, so arranged that it will receive an intermittent or
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- step-by-step rotary motion through a pawl F, mounted upon the free end of a pivoted arm or lever G, which latter is actuated by a cam h, fixed upon the cam shaft b, through a rod or adjustable connection i. K is a catch which is operated or moved at the proper time by another cam l, fixed upon the cam shaft b, so as to enter one of the notches in the divided wheel e, and thus fix or lock the latter in position, and hold the object stationary whilst the milling tool is performing its work thereon. Forward motion is given to the bed a, to convey the work past the tool, by means of a third cam m, fixed upon the cam shaft B, which cam wipes against a roller n (as clearly shown in the front viewr, Fig. 276), and so imparts the requisite travel to the said bed. o is a dise crank likewise fixed upon the cam shaft b, this dise crank o gives the necessary reverse move-ment to the travelling bed a, through a link or connecting rod p, as also more clearly shown in Fig. 276. The required amount of lost motion is provided for by connecting the link or connecting rod P to the bed a, by means of a stud or pin r, working in a slot P1, in the said link. To assist the return movement of the travelling bed a, a suitable spiral spring, not shown in the drawing, is provided.
- It is absolutely essential that the axle should be perfectly true after hardening, and that the latter be quite uniform round the races for the balls, and at the same time soft or tough enough at the ends to obviate fracture from sudden shocks. Tool Steel was found to be unsuitable for the purpose from its liability to crack in hardening, and to break off in use ; and ordinary mild steel is objectionable, owing to the difficulty experienced in securing a uniform hardening. At présent several plans are adopted, one being to form the axle of mild steel, leaving it unhardened, the cônes for forming the bail races being made of tool steel, hardened by quenching, which are either screwed on, the threads being left- and right-handed, or they may be sweated in place upon the axle. Stampings are also employed, which consist of cores of iron or mild steel, with outer shells of tool steel. A third method, and the cheapest, is to make the axle from one piece of spécial steel, which is to some extent hardened by quenching, and which should be also very thorougbly case-hardened.
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- A very usual practice is to first turn up the axle roughly in an ordinary lathe, the portions forming the cônes being left slightly in excess of the finished dimensions. The roughly turned axle is then subjected to the box-case har-dening process, the parts required to be left soft being well plugged with clay, and the lid of the box tightly luted with a mixture of equal parts of clay and sand, and exposed in the furnace for frorn thirty to fifty hours.
- The materials used to pack round the articles in case-hardening are usually small pièces of bone and wood char-coal, with some burnt leather.
- Cycle makers, however, unfortunately frequently prefer, for cheapness, to employ the prussiate of potash process, which only hardens the surface to a very slight depth. This is performed by first heating the axle to a bright red, rubbing the surface thoroughly with powdered prussiate of potash, or with a mixture of prussiate of potash 3, to sal-ammoniac x, reduced to powder, allowing to cool to a dull red, and quenching in water. A répétition of the operation slightly deepens the hardening.
- The axle will after this hardening process be found to be more or less twisted and out of truth, which rnust, if neces-sary, be remedied by hammering. After which it may be placed between the centres of the emery grinding machine, wherein it is slowly revolved, whilst an emery wheel, mounted in a slide rest, and rotated at a high rate of speed, is traversed along the parallel portion between the cônes or races, which latter are ground to the proper sweep by the sides of the emery wheel. The amount ground off the spindle, and consequently the diameter thereof and the distance apart between the races, is regulated by stops, so that the axles are ail finished dead true after they hâve been hardened to exactly uniform dimensions.
- In Fig. 277 is shown a handy lathe attachment made by L. Sterne & Co. Limited. It is so constructed as to fit on the slide rest of an ordinary lathe, and may be used for grinding the axles or spindles after case-hardening, and also for other purposes. The emery wheel can be attached to either end of the spindle.
- The dises or screwed cups which, with the balls, complété the bearings may consist of stampings, which being alrnost
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- of the exact dimensions, require but little machining, although, on the other hand, a considérable amount of time will be occupied in chucking and re-chucking thern. They are also sometimes turned from solid bars of mild Steel and case-hardened. The first method is much used, as being the cheapest, but the second produces the best and most accurate work. Several kinds of Steel, including high carbon tool steels, if tempered with great care, may be used.
- The machining may be very satisfactorily effected in an automatic capstan lathe, having a traversing cut-off rest and chasing-bar, a hollow mandrel, and a wire feed. In this machine the tools can be brought into operation, one after
- Fig. 277.—Lathe Attachaient for Emery Grinding.
- the other, so as to successively perform the following operations, viz. :—First, the boring of the centre hole ; second, the first eut or roughing out of the bail race ; third, the second eut or régulation of the depth and shaping of the latter ; and fourth, the finishing eut to complété the sweep, and to face off the fore lip. Whilst these operations are being performed, the thread will hâve been eut by the chasing-bar, and the cut-off rest has been proceeding to bring the dise down to the desired thickness. The dise should be next hardened, and it can then be chucked by its screw-thread rotated in one direction, and the bail race ground true by means of an emery grinder having a wheel of the exact shape required rotating at a high speed in the opposite direction.
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- Enamelling.
- The enamelling and fmishing of the framework of cycles may be effected in various ways. It is an operation requir-ing considérable care and skill, and perfection can only be attained by long practice. The following are some of the points to be attended to in order to attain satisfactory results.
- To ensure success the enamel should not be applied with a brush. The usual températures at which to stoveenamels are from 300° to 380° Fahr., and the surface may be pre-pared and smoothed for fmishing by polishing with pow-dered pumice stone and rottenstone, or other suitable materials.
- The finish may consist either of a thin coat of fine grade finish-enamel or of clear varnish. With the hydrocarbon processes (which are trade secrets), an oil finish is usually employed.
- To japan a metallic surface, coloured varnish, known as japan, must be laid on in a thick coat, and be tben thoroughly dried by stoving the article at a température of about 300° Fahr., which causes the whole of the solvents or vehicle of the gums or resins of the japan to be quickly driven off or evaporate, wherewith the gummy residue will become liquified or semi-liquified, and readily adapt itself to ail inequalities of the surface, and firmly adhéré to the métal. The operation may be repeated until the desired colour and the requisite hardness and finish has been attained.
- A good double-cased gas-heated enamelling stove or oven is shown in Fig. 278. These ovens are made in sizes varying from 6 ft. in height, 4 ft. in width, and 3 ft. in depth, to 6 ft. in height, 9 ft. in width, and 6 feet in depth. For cream and other light-coloured enamels the stove or oven should be so arranged that the gases will not corne in contact with the work, thereby avoiding the discoloration thereof from soot.
- The process of drying out- and fusion by subjecting to heat effects a firm contact and a strong adhesion of the gums or resins to the surface to be treated, augmenting the density of the coat or layer, and enabling it to resist wear, and keep a glossy surface for a longer period. If a coat or
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- layer of sufficient thickness be applied, a fine uniform lasting glossy surface will be presented on cooling.
- The following practical hints upon japanning, taken from the Scientific American, will be of interest :—
- “ In practice,” says this authority, “ the work to be japanned is first thoroughly cleansed and dried. If of wood, composition, or other porous material, it is given, while warm, several coats of wood filler, or whiting mixed up with a rather thin glue size, and is, when this is hardened, rubbed down smooth with pumice-stone. It is then ready for japan
- Fig. 278.— Double-cased Enamelling Stove or Oven.
- grounds. Metals, as a rule, require no spécial préparation, receiving the grounds directly on the clean dry surface.
- “ In japanning, wood and similar substances require a much lower degree of heat, and usually a longer exposure in the oven than metals, and again a higher température may be advantageously employed when the japan is dark than when light-coloured grounds are used, so that a definite knowledge of just how much heat can be safely applied, and how long an exposure is required with different sub-
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- stances and different grounds, can only be acquired by practical expérience.
- “ The japanner’s oven is usually a room or large box con-structed of sheet métal, and heated by stove drums or dues, so that the température—which is indicated by a thermo-meter or pyrometer hung up inside, or with its stem passing through the side wall midway between the top and bottom of the chamber—can be regularly regulated by dampers. The ovens are also provided with a chimney to carry- off the vapours derived from the drying varnish, a small door through which the work can be entered and removed, and wire shelves and hooks for its support in the chamber. The ovens must be kept perfectly free from dust, smoke, and moisture.
- “ A good cheap priming varnish for work to be japanned consists of—
- Shellac (pale) - - - - - 2 oz.
- Resin (pale) - 2-oz.
- Rectified spirit - - - - i pint.
- Tvvo or three coats of this is put on the work in a warm dry room. A good black ground is prepared by grinding fine ivory black with a sufficient quantity of alcoholic shellac varnish on a stone slab with a rnuller until a perfectly smooth black varnish is obtained. If other colours are required, the clear varnish is mixed and ground with the proper quantity of suitable pigments in a similar inanner. For red, vermilion or Indian red; green, chrome green or Prussian blue, chrome yellow ; blue, Prussian blue, ultra-marine, or indigo ; yellow, chrome yellow, &c. But black is the hue commonly required. The following are good common black grounds :—
- Asphaltum - - - - - i lb.
- Balsam of capivi - - - - i lb.
- Oil of turpentine - - - - - q.s.
- The asphaltum is melted over a tire, and the balsam, pre-viously heated, is mixed in with it. The mixture is then removed from the fire, and mixed with the turpentine.
- “ Moisten good lampblack with oil of turpentine, and grind it very fine with a muller on a stone plate. Then
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- add a sufficient quantity of ordinary copal varnish, and rub well together.
- Asphaltum - - - - - - 3 oz.
- Boiled oil - - - - 4 quarts.
- Burnt umber - - - - - 8 oz.
- Oil of turpentine ----- q.s.
- Melt the asphaltum, stir the oil, previously heated, then the amber, and when cooling thin down with the oil of turpentine.
- “ An extra fine black is prepared from—
- Amber - - - - - - 12 oz.
- Asphaltum (purified) . - - - 2 oz.
- Boiled oil - - - - - - \ pint.
- Resin - - - - - - 1 oz.
- Oil of turpentine - - - - 16 oz.
- Fuse the gum and resin and asphaltum, add the bot oil, stir well together, and when cooling add the turpentine.
- “ A white ground is prepared from copal varnish and zinc white or starch. Large japanners seldom make their own varnishes, as they can procure them more cheaply from the varnish maker.
- “ From one to six or more coats of varnish are applied to work in japanning, each coat being hardened in the oven before the next is put on. The last coat in coloured work is usually of clear varnish, without colouring matters, and is in fine work sometimes finished with rotten-stone and cha-rnois. For ordinary work the gloss developed in the oven under favourable conditions is sufficient.”
- NiCKEL-PL ATING.
- This process plays a very important part in the manufacture of cycles. The déposition may be effected either by battery power or by dynamo-electricity, the former being far inferior to the latter, and failing to produce the pure white colour of the métal which is the chief beauty of the deposit.
- Polishing.-—The preparatory treatment of the work before nickel-plating comprises polishing, it being found advisable to hâve ail the parts required to be bright
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- thoroughly polished before carrying out the above process. This operation requires polishing and scratch brushing lathes or spindles, and buffs, bobs, and dollies or mops.
- A polishing and buffing lathe made by Sterne & Co. Limited is shown in Fig. 279, the construction of which machine wi 11 be very readily understood from the illustration.
- The buffs, bobs, mops, or dollies, &c., can be mounted in the lathe as required by screwing them upon the screw-threaded ends of the lathe spindle or mandrel. The first consist of bull neck leather, or of vvalrus, or sea horse hide, &c., eut to certain standard sizes. Bobs are simply dises of wood having a peripheral band or strip of buff leather secured by cernent or glue. The dollies or mops, which are only varieties of buffs, consist of a number of circular pièces of coarse calico held or clamped between métal or other
- Fig. 279.—Polishing or Buffing Lathe or Head.
- dises which are screwed, bolted, or otherwise firmly secured together, central holes being formed therein 'and in the calico to admit the lathe spindle or mandrel.
- Sheffield lime and cil, rottenstone, oil, &c., are employed with the buffs, Trent sand, glass cutters’ sand, &c., with the bobs. The dollies are used for finishing brass and copper work. Taking a Steel article as an example, it should be first ground on an emery wheel, or with a bob, then buffed with glass cutters’ sand first, and subsequently with Trent and other finer sands. Brass and copper work should receive a higher polish by subjecting it to the action of a dolly with dry lime. It is well to bear in mind that this preliminary polishing before the nickel - plating process, enables a fine lustre to be subsequently obtained with com-paratively little labour in subséquent polishing, and is in fact essential to ensure first-class results.
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- Baths.—These consist of the potash, the cyanide, and the hydrochloric or muriatic acid baths or dips.
- The first of these baths or dips has to be used hot, con-sequently the tank, which may be of iron, should be fitted with steam coils, or other means for heating the solution. The solution should consist of American potash in the proportion of about one pound to each gallon of water.
- The cyanide bath or dip is used for the removal of any oxide that may hâve formed on brass or copper surfaces after cleaning, or whilst the articles were being scoured. The solution should consist of half a pound of cyanide of potassium to each gallon of water, and the vessel must be made of wood.
- The last, or the hydrochloric or muriatic acid bath or dip is employed to remove any slight traces of oxidation from Steel or iron surfaces after scouring. The hydrochloric acid should be used in the strength of about one part of acid to five parts of water by measure, and should be placed in a wooden vessel lined with pitch or lead.
- The Plating Tank or Vat.—This should be of sufficient dimensions to hold about 15 per cent, more solution than the quantity intended to be worked. It should be con-structed of wood, and lined first with pure sheet lead having burned not soldered joints, and secondly with an inner lining of match boarding. The solution should preferably be made by dissolving in hot water, pure double sulphate of nickel and ammonia crystals in the proportion of one pound to each gallon of water. The double chloride of nickel and ammonium may also be employed, but the first-mentioned sait is that most commonly used, and is in every way the most désirable for the purpose. The nickel anodes for the bath should be suspended at a distance of three inches apart, from edge to edge on each side of the said bath, by means of copper hooks from the positive conduct-ing rods, which latter are usually either formed of brass tubing with an iron core, or of solid copper.
- Electric Current.—As already mentioned, this may be produced either by battery power, or by means of a dynamo-electrical machine.
- If the first be employed, a battery of high intensity should be used, one of low intensity never producing
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- satisfactory results. The most suitable batteries for the purpose are as follows : — For the electro-deposition of copper, &c., Daniell, Calland, Smee, chromate of lime, Bunsen, bichromate of potash carbon. For the electro-deposition of nickel and silvering, Daniell, Slater, bichromate of potash, chromate of lime.
- A 45-gallon nickel bath would require four double carbon batteries, and it should be borne in mind that it is always better in every way to hâve a considérable surplus of power at command.
- Wherever any considérablequantitiesof articles are required to be nickel-plated, dynamo-electricity should be employed, as the consumption of zinc, acids, &c., form serious items in the expense of electro-plating by battery power, whilst the former, especially where power is already used for other purposes, enables the necessary current to be produced at a comparatively low cost. When a dynamo electric machine is used, suitable résistance coils must be employed, so as to enable the current generated to be controlled, in accordance with the size of the article, or with the number of the articles in the bath, and so regulate it that a small article may not receive the electro-deposition too quickly.
- The dynamo-electric machines for larger installations may be capable of depositing from 20 ozs. up to 50 lbs. or more per hour, and the horse-power required for driving will vary from f horse-power up to 4 horse-power or more. The most useful size for general work is perhaps on© capable of depositing about 50 ozs. of métal per hour, and requiring about i| horse-power.
- A dynamo-electric machine especially adapted for electro-plating is made by William Elmore Limited. These machines will deposit from 20 ozs. up to 50 lbs. of métal per hour, and are claimed to possess the following good qualities :—No reversai of current. No mercury or other governor to get out of order. Never become hot. Require no water. Are perfectly automatic. And require no spécial knowledge to work.
- Preliminary Préparation.—The polished article pre-vious to being placed in the plating tank or vat, must be subjected to a preliminary préparation. This consists in immersing it for a short time in the hot potash bath, then
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- rinsing it, next, if of brass or copper, dipping it into the cyanide batb or dip, rinsing, and finally removing it to the scouring bench or tray, which latter usually consists of a watertight shallow wooden trough or tray mounted upon convenient tressels. To support the work, a shelf is fixed across the trough close to its upper edge, and it is désirable to cover the upper surface of the cleaning board with buff leather, or other suitable material to prevent the scratching or marking of the article being scoured. The trough or tray should always be maintained about half full of clean water, and the article under treatment should be dipped into this water after cleaning.
- Great care should be exercised in the cleaning, which should be performed by a rapid application of a brush, dipped in powdered pumice-stone and water, to every part of the article, bearing in mind that should any part thereof be skipped, the nickel plating will be certain to strip or peel off thereat. To prevent the hand from coming in contact with the article, the latter should be grasped by means of a pair of wooden tongs or a piece of wet cloth, or the in-jurious effect may be prevented by constantly dipping the hand into disintegrated pumice-stone.
- After cleaning, the article should be once more well rinsed in clean water until ail the pumice powder is removed, and if it be of brass or copper, again immersed in the cyanide bath, finally rinsed, and then placed in the nickeling tank or plating vat. To ensure satisfactory results it is absolutely essential that the article should rapidly receive a slight deposit of the métal, or be what is technically known as “ struck.” The remainder of the coating may be then deposited more slowly. It is advisable therefore to arrange the bath with this object in view, the power being reduced after the lapse of a certain time, and the said réduction continued until the desired deposit is obtained.
- Treatment of Different Metals.—Cast-iron is susceptible of receiving a coat of nickel with great facility if the preliminary treatment of the article has been carefully attended to. The article upon removal from the potash bath, after rinsing, must be immersed in a pickle of dilute sulphuric acid, in the proportion of one of acid to ten of water, for from half to one hour, or for a sufficient time, to
- s
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- soften or break up the black oxide on the surface ; again rinsed and thoroughly scoured with silver sand and water and a very stiff brush. Any sand holes or defects in the casting should next be made good, the article again brushed over, momentarily immersed in the hydrochloric or muriatic acid dip or bath, finally rinsed, and passed to the nickel-plating tank or vat. Steel must also be dipped in the hydrochloric acid bath, and in this, as in the previous case, the complété removal of ail oxide from the surface of the work is essen-tial, as the nickel solution has not the slightest solvent power upon oxide.
- It is highly désirable in the case of Steel, though not absolutely necessary, and also in the case of ordinary cast, malléable, or wrought iron, to applya preliminary coating of copper. Not only does a deposit of nickel adhéré more tenaciously to copper and brass than to iron and Steel, but, furthermore, the copper coating upon the latter enables the refusai of any part of the surface, owing to defective scouring or pickling, to take the deposit, to be detected and remedied before failure in the nickel-plating vat, which latter frequently entails most disastrous results, as after re-pickling and rescouring the defective article, the nickel deposit, upon reinsertion into the nickel plating vat, not infre-quently refuses to adhéré firmly to the first deposit, and peels or strips off, necessitating a complété stripping and re-plating. This defect can be more readily detected, and can, moreover, be remedied with comparative facility, when coating the article with copper, by rescouring, repickling, and again coating with copper.
- A hot bath of coppering solution (cyanide of copper) should be employed, and the article can be then coated in a few minutes. In the case of cast-iron the solution should be very rich in métal, and the best température at which to maintain the bath is one of about 130° Fahr.
- In a letter to the American Machiniste W. S. Harris gives the following valuable hints upon the best method to adopt for the nickel-plating of small articles of brass or any other of the soft metals, which are the resuit of his extensive expérience in this class of work :—
- “ If the work be new, it should be brought down to a fair surface with the file and fine grains of emery paper,
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- and then finished on a felt wheel with tripoli. That pre-pared in cakes is the best and most convenient, as it can be held against the wheel while running, and thus the wheel will be well charged without stopping the lathe. After the work has been well polished in this way, it should be cleaned in benzine or ley to remove adhering particles of tripoli and dirt. Now the final high polish may be given with the rag wheel and rouge, when the article will be in readiness for the last and most important part of the clean-ing, which is done with precipitated chalk made into thick paste, with just enough ammonia water to give it a sharp smell. Now hold the articles in a pair of wooden pliers, or in any way to keep them from coming in contact with the hands, while they are well brushed over with the chalk mixture. Then they should be rinsed in running water, and if there is no part that is not covered with a film of water, they are ready to be placed in the circuit as soon as possible ; but if there are spots where the water does not cover the object, the work shows imperfect cleaning, and should be gone over again as before with the chalk and rinsed. The bath should be composed of sulphate of nickel and ammonia, with pure rain or distilled water, and the strength should be 70° Beaume’s hydrometer, or about 10 ounces of the salts to each gallon of water. The bath should also be kept as near neutral as possible by testing with litmus paper and add-ing small quantities of ammonia sulphuric acid as the case may demand. The length of time the object should remain in the bath dépends on the thickness of plate wanted, and strength of battery. A weak battery and longer exposure will give the best results. If the battery be too strong, the objects will assume a rough, grey appearance.”
- Stripping and Replating.—A large proportion of the plating consisting in a number of works of repairs to worn-out and damaged surfaces, the satisfactory replating of such nickeled surfaces forms an item of considérable importance in these cases.
- The first operation to be performed in renickeling is to completely remove the first or old coat, as a deposit of nickel cannot be got to adhéré properly to a previous layer of the same métal. For this purpose a stripping bath must be provided, containing a solution consisting of sulphuric
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- and nitric acids, nitrate of potash, and water, in the proportion of about 4 lbs. of the first, 1 lb. of the second, and 2 ozs. of the third, to each pint of water, or 2 parts of sulphuric acid, 1 part of nitric acid, and 2 or 3 ozs. of coramon sait to every pint of water. Mix the acids in a stoneware vessel, and add the water slowly. Whatever the proportions of the ingrédients, however, it must be borne in mind that the nitric acid is the really active solvent in the stripping solution, and, therefore, whilst sufficient of the latter must be used to ensure the effective removal of the old deposit, due care must be taken to see that the proportion thereof is not so increased as to cause injury to the métal underneath.
- To use the stripping bath first immerse the article sus-pended on copper wire in boiling water, and whilst heated from this immersion, plunge it into the stripping solution for thirty seconds ; then examine the article, and should the métal show at ail through the plating, cautiously continue the operation until the whole of the latter is removed, taking care, upon each occasion that the article is removed from the stripping bath for inspection, to dip it into a réceptacle containing cold water. The stripping bath must be located either in the open air, or, if situated in an enclosed place, in close proximity to sorae flue where there is a good draught, so that the fumes arising from the said bath may be carried off harmlessly.
- The next thing to be done after stripping is to thoroughly rinse the work, first in cold and subsequently in hot water, dry, and polish, as already described with référencé to new work. After which it may be inserted into the nickel-plat-ing tank or vat, and a layer or coat of nickel deposited thereon as before, when, if the stripping, &c., has been properly carried out, the work will look like new.
- General Observations.—The nickeling solution not readily dissolving the anodes, the surface of the latter ex-posed to its action must greatly exceed that of the articles to be nickeled, which are placed in the bath, as otherwise the deposit thereon will be very irregular, and also of a poor colour. The solution used in the bath, moreover, being possessed of but slight electrical conductivity, it is important to pay particular attention to the distribution of
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- the anodes, which latter should be placed opposite each side or surrounding the article to be treated, so as to thus avoid the deposit taking place chiefly upon such side of the article as might be placed opposite the said anodes. The anodes should also be of ample lenglh, in accordance with the depth of the bath. If too short, the lower parts of an ariicle placed in the latter will not receive the same arnount of deposit as the upper. It is of the utmost importance in nickel-plating to employ none but the purest materials.
- Polished nickel surfaces are not liable to be tarnished by sulphide of hydrogen, or by oxygen, but they become dulled by a humid atmosphère. To obviate this, nickel surfaces should be carefully wiped every day. Steel articles such as cycles should invariably be thoroughly wiped dry before being put on one side, and it should be remembered that no matter how well plated a cycle may be, if the cleaning ofF of wet mud be neglected until a succeeding day, rust will surely make its appearance. For cycles paraffin oil is about the best material to apply after cleansing, as it has the effect of protecting nickeled surfaces from the humidity of the atmosphère.
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- CHAPTER IX.
- Repairs and Renewals.
- HE subject of repairs is one intimately connected vvith
- I the manufacture or construction of cycles. The same tools are to a considérable extent required, although in shops where repairs only are executed many makeshifts and substi-tutes are usually employed with more or less success. Indeed, it may here be remarked that with cycles, as in the case of other machinery, the efficient accomplishment of most repairs of any magnitude is almost entirely dépendent upon the ability and ingenuity of the workman to cope with and overcome the difficultés as they arise, no fixed rule of procedure being possible.
- Repairs to cycles may be briefly classified under four separate headings, viz. :—Those necessitated by injuries to the frame ; those required by reason of accident to, or of wear and tear of, the wheels ; those rendered désirable for similar reasons with respect to the bearings and driving gear ; and finally, such as arise from the déflation or partial déflation of the tyres through punctures or from other causes.
- Frames, &c.
- A considérable number of the repair jobs to the frame-work of cycles will entail the resetting or readjustment of frames, twisting of the latte'r being the usual accompani-ment or outcome of a fa.ll, accompanied by any degree of violence, or a collision, and being even frequently oc.casioned by the chain mounting upon the teetlr of either of the chain or sprocket wheels. In cases where any of the tubes are
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- badly injured, new members may hâve to be inserted in their places, or the damaged parts may be sufficiently strengthened with bushes or liners. When the frame is twisted or out of alignment, the fault will hâve first to be located, and the bent portion brought over.
- Fig. 280 illustrâtes a handy form of erecting or cleaning stand. Fig. 281 is a simple form of tube clamp, which should be fitted with a lining of indiarubber so as to avoid damage to the tubes. Fig. 282 shows an automatic adjustable tube
- Fig. 280.—Erecting Stand.
- Fig. 281.—Simple Form of Tube Clamp.
- clamp, which will hold any sized tube from §- inch to 1^ inch without damaging its shape. It will also hold oval fork sides without permitting them to slip or twist, and a frame can be held at any angle while fitting or filing. It is likewise useful for making lapped joints for handle-bars, seat-pillars, &c. Ail of these tools would be found very handy in a repair shop.
- It is a mistake to remove a dented tube from a frame and to replace the same after removing the bulge by pass-ing a drift or a mandrel down it and hammering. The
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- chief trouble and expense entailed in the operation is the removal or melting out, and rebrazing of the tube in the sockets. The value of the tube itself, especially after the expenditure of labour thereon in removing the bulge or dent, is trifling. It is evidently advisable therefore in ail cases, unless it shouldhappen to beabsolutely unprocurable, or where the open ends of the bulged tube admit of the use of a drift or mandrel without removal, to insert a new length.
- Another point which should be particularly attended to is not to repair any fracture in a tube by means of a bush or liner at any distance from a Socket. To effect a repair of this description the damaged end of the tube should be first eut
- Fig. 282.—Automatic Adjustable Tube Clamp.
- away, and a bush or liner formed from a piece oftube of the same external diameter as the tube to be repaired, and of a gauge of sufficient thickness to admit of a suitable portion being turned down to enter the latter. Or instead of the above, a piece of tube of such diameter as to telescope into the tube to be repaired may be brazed into it, and the thickness of the projecting portion made up by brazing another piece of tube upon it. This bush or liner, when neatly brazed into the tube end, forms a good enough job, and being eut off to the right length, can be brazed into the socket as before. When inserting bushes, it must always be borne in mind that, as the tube is weakened at each heat-ing, they should be carried for a considérable distance
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- into the old tubes in order to secure a strong joint. A repair of this description has frequently to be effected to the inner socket tube connecting the crown of the steering wheel fork to the handle-bar. The reasons for the nurne-rous failures of this part may be traced to two principal causes. Firstly, the severe and constant vibration to which the métal is subjected when the cycle is in use, gradually destroying the homogeneity of the métal, causing granulation thereof, and the formation of a line of weakness at that point where the greatest résistance is experienced. Secondly, the use of a tube of too thin a gauge, and therefore of in-sufficient strength to withstand the great strains put upon it by the handle-bar. Owing to the above reasons, this par-ticular tube frequently gives out, the usual point of fracture being in close proximity to the lower bail race. An addi-tional inducement to the operator to effect this repair by means of a bush, as above described, is found in the desire to save the fine thread at the end of this tube, which is very difficult to eut. In melting out the broken end of tube from the crown piece it is necessary to take précautions not to damage the joints of the fork.
- Neither the insertion of a long bush of thick tube, fitting into the inner socket tube, nor of a solid turned plug of iron or Steel, should ever be attempted if a good job is desired. The first is objectionable on account of the im-possibility of securing a sound brazed joint of such a length, and the liability to melt off the fork and crown piece in the attempt to perform the operation. The second is undesirable by reason of the considérable accession of weight caused by the solid mass of métal ; bÿ the almost certainty of the tube being ruined by burning when brazing, owing to the overheating thereof when raising the solid plug to the required température ; and finally, by the point of greatest résistance, and consequently also the line of weakness, being shifted farther up the tube. Wherever a tube is so damaged as to render its removal and replacement by another one necessary, great care must be exercised in doing so to avoid damaging the mouth of the socket. Should, however, the socket be accidentally cracked, a mandrel will hâve to be inserted, and the latter brought to shape, and the crack brazed. This repair, however, is only
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- admissible in cases where the crack is of small dimensions, and does not extend throughout the entire length of the socket.
- To remove a damaged tube, the pins passing through the sockets and tube ends having been first drilled carefully out, it will be found a good plan to eut the said tube through close to the socket at each end, and to remove the central part. By cutting away the central portion of the tube, the removal of the sockets can be readily effected without bend-ing the down tubes to which they are attached, or causing any injury to the said sockets themselves, and, moreover as the joints at each end of the frame need not be heated at the same time, the operation can be effected without the aid of a spécial brazing hearth. A further advantàge is that the remaining portions of the tube, can be removed much easier and cleaner by twisting thern out, than by knocking them out. The alignaient of the frame, moreover, will in no way be disturbed by the operation.
- The framework of safeties is liable to hâve the alignment of the wheels thrown out by falls or collisions to an extent frequently enough to destroy the perfect steering of the machine, whilst at the same time such twisting of the frame may be imperceptible to the eye. If the tube is but slightly bent, as soon as the fault can be located—not always an easy matter—the part may be gently heated by tneans of a gas jet, and the defect remedied by straightening the tube in the usual manner, without even disturbing the enamelling.
- If any doubt exists as to the précisé position of the bend, straight edges and lines should be used to locate it, the wheels and crank axle being removed, and the above used as in building up a new frame.
- When the fault has been exactly found, the straightening of the bent tube can be effected, when open at both extremities, by passing a mandrel down it, which latter should be of mild Steel, and an easy fit, the end being hardened, and well rounded to avoid ail possible danger of cutting the tube. When a closed member is in question it is a much more difficult task to remove a bend, and great care must be taken not to pull it over too much the other way, and so bulge the tube. The bent part should be heated, confining the heat as much as possible to the part afifected,
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- and the tube should be supported at one side of the bend, hardwood clips, such as shown in Fig. 281, being employed to prevent any injury to the said tube by the jaws of the vice. Another clip fixed or clamped in any suitable manner at the other side of the bend, and a lever connected to the second clip, will admit of the straightening being effected in most cases.
- If the blocks shown in Figs. 281 and 282 are not employed, there will be a great danger of flattening or bulging the tube by the jaws of the vice, unless they be of very stout gauge, and where the ends of the tubes are closed this fault cannot be remedied by passing a round-nosed drift, or a mandrel down the bore. If the indentations thus caused are slight, the defect may be remedied to a certain extent by running some hard solder into the hollow and filing up to the configuration of the rest of the tube, but in bad cases the tube must be condemned and replaced.
- The rear fork legs of a cycle are particularly liable to be-come bent, and are indeed the weakest and most defective part of the framework, especially in machines of older patterns, in which they are usually of absurdly small diameter and gauge for the strains which they are called upon to support.
- These fork legs may be thrown out of line from a heavy side fall, collision, or from the driving or pitch chain riding upon the chain wheels, &c. The fault can be readily detected by applying a long straight-edge to each side of the driving wheel, in the same direction as the steering wheel, when the two wheels will be found to be out of track in cases where the fork legs are bent. It is obvious, of course, that if ail the parts be true, the straight-edge should corne in contact with the two wheels at each side, whilst the tyres are in perfectly central positions between the forks.
- To bring back these bent fork legs to their proper position, it will be necessary to remove the driving axle, chain wheel, and other parts, from the bottom bracket, so as to admit of the frame being firmly gripped in the vice by the ends of the said bracket, at the same time the driving wheel must be also removed from the fork ends, and the axle replaced in position. The tubes must then be heated near the crown of the fork, and bent or pulled over to that
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- side at which the largest space was found in the test to exist between the fork leg and tyre. A line taken round the bottom of the steering socket from the end of one fork leg to the end of the cther fork leg, and pulled tight, should give the sarae distance between it and the seat stalk at each side, and the straightening operation must be continued until such is found to be the case. This latter test is, of course, only practicable in cases where the seat stalk is in exactly the same vertical plane as the two wheels of the cycle.
- The removal of damaged tubes and their replacement by new ones entails the melting off of brazed joints and the cleaning up of the sockets to receive the new tube, and un-less great care be exercised errors may be caused, the rectification of which would cost more.than the old frame is worth. Especial caution is needed in this respect, when inserting a new top tube, in replacing the seat-clip socket upon the up tube or seat stalk in exactly the same position, otherwise the back stays will be thrown out and the wheel placed skew in the frame. The up tube, also, being usually of very thin gauge, it is quite possible to eut it almost, if not in parts, entirely away, in carrying out the necessary cleaning up for the rebrazing on to it of the seat-clip socket which was rnelted off, and in the filing and scraping up required after brazing, and preliminary to enamelling.
- A description of joint not infrequently required is a lap-joint for connecting the handle-bar to the fork stem, and for other parts of cycle frames. These joints are either of the class known as open or bell-mouthed lap joints, or closed lap or scarf joints. The former joint is the most difficult to perforai in a satisfactory manner in a repair shop. In a large factory the formation of the lap is carried out by annealing the tube and working it in presses cold ; in a small repair shop, however, the operation has to be effected hot, and there is great danger of burning the métal and producing brittleness, which will resuit in the tube splitting. The operation is usually effected as follows :—A convenient length of tube of the proper gauge (14, 15, or 16 gauge) is heated, at the extremity, at the part to be worked only, to a dull red, and the said end driven on the horn of the anvil, or any suitable substitute. The tube must be heated frequently
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- and the drawing performed a little at a time, great care being exercised at each heating. It will require two heats to obtain the requisite amount of bell-mouth or flaring end, and the tube should be driven upon the point by gentle blows from a medium-sized hammer ; it will be sufficient to spread the end to a depth of f-inch, but great caution must be used to obviate the formation of a shallow lip. The bell-mouth being produced, the next step is to bring it perfectly square with the stem, after which the flange may be formed upon the anvil face, the greatest difficulty at this latter stage being to prevent the edges from curling up, and as it is also at this time that the greatest danger from splitting arises,
- Fig. 283. Fig. 284. Fig. 285. Fig. 286.
- Method of Forming Open or Bell-Mouthed Lap-Joints-.
- reheating will hâve to be more frequently resorted to ; it will also be necessary occasionally to quench the tube up the part that is being worked. Figs. 283, 284, 285, and 286 illustrate roughly the principal stages of the operation. In Figs. 283 and 284, the bell-mouth is formed to a sufficient depth. In Fig. 285, the mouth is formed wider or more flaring and trued up relatively to the stem. And in Fig. 286, the flange is worked out on the anvil face. When the flange, as shown in Fig. 286, has been produced, ail that is necessary in order to préparé it for brazing to the part or tube to which it is to be connected, is to hammer it over a mandrel of the exact diameter of the said tnbe.
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- To form a closed lap or scarf joint a eut must be made at each side of the end of the tube, exactly opposite to each other, and of a length equal to that of the lap required, which should be slightly more than half the circumference of the tube to be lapped ; this first stage of the operation is illustrated in Fig. 287. The next step is to open or spread the split ends of the tube to a certain extent by means of a taper mandrel, as shown in Fig. 288. The joint is finally finished by heating the split ends of the tube and further spreading, and hammering them to the required shape upon a mandrel of the same diameter as the tube to which the part is to be jointed, as shown in Fig. 289. When making a
- Fie;. 288.
- Fig. 289.
- Fig. 287. Fig. 288. Fig. 2’
- Method of Forming Closed Lap or Scarf-Joint.
- joint of this description it is well to pin the flange in position, and the pin holes may be drilled slightly in advance of the circles scribed through the holes drilled ip the flange, so as to allow for stretch, and make sure of a tight lap. The flange should fit tightly round the tube to which it is to be brazed, and the edges be brought evenly down by means of a blunt chisel or other suitable tool ; if absolutely necessary, packing of sheet tin must be inserted to take up any slackness, but its use is highly undesirable and is detri-mental to good work.
- In Fig. 290 is shown a handy little drilling jig, by the use of which holes can be drilled without centring in frames
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- before brazing, and for making straight holes for pinnings. It fixes lapped work firmly together, and prevents shifting while being drilled. The tool can be either used by hand, lathe, or drilling machine. Another advantage about this little tool is that it ensures the production of straight work, and saves the breakage of drills.
- Many repairs will necessitate the employment of joints of the above description, amongst which may be mentioned the repairing of a handle-bar, broken at or near its centre, which latter may be joined by pinning and brazing in a short length of tube, and uniting the stem to it by a scarfed joint, and thus covering the joints in the handle-bar. When
- Fig. 290.—Drilling Jig.
- joining a handle-bar so broken, it is obvious that it will be necessary to eut a sufficient length off one part to bring them to equal lengths and the joint perfectly central. A handle-bar repaired in this manner will, if the work has been properly carried out, be considerably stronger than it was before.
- The use of a lap or bell joint may likewise be necessitated in a case where the bail head socket or similar part has become damaged, and it is inconvénient or impossible to secure a new one. In this case, by turning up a cup for the bearing portion, a socket can be constructed with comparative facility from tubing, by using an open or bell-
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- MODERN CYCLES.
- mouthed joint. These joints will likewise be required in the conversion of a gentleman’s into a lady’s frame, for fix-ing the stay tube from the top of the ball-steering to the lovver end of the seat stalk, which tube is used to stiffen the frame after the removal of the top tube.
- The most useful sizes of tubes to hâve in stock in a repair shop are: —1|- inch diameter, i—g inch diameter, i inch diameter, and inch diameter, by 16 gauge ; inch diameter, and f inch diameter, by 15 gauge. The latter size is that most usually employed for the handle-bar and other parts of old patterns. inch diameter tube by 16 gauge is the size almost universally used for the handle-bar stems in modem machines, if inch diameter by 15 gauge tube is that most usually employed for the seat pillar down stem or stalk.
- The advantage of many of the above sizes for repair work is that they telescope into the next size above or belovv. The repair shop should also be well stocked with tubes of the sizes used in the standard modem cycles, and also with tubes of extra thick gauges, for turning and boring out or swaging out and expanding. Perhaps inch, 1 inch, and 1^ inch diameter by 14 gauge would be found the handiest sizes to hâve by one in the long run, in the way of tubing of thick gauge. Ail tubing employed should be of the very best quality only, and no other should on any account be put into a cycle frame.
- By the use of a handle-bar T-piece the ordinary lap joint can be dispe-nsed with, and a stronger joint can be produced with a considérable saving of time in fitting. When the handle-bar is already bent, these T-pieces can be split and closed effectually, or the bar may be eut in two. Head lugs, bail head top lugs, bail head bottom lugs, lady’s frame and head lugs, bridge pièces, stay ends, tube strengtheners, liners, or bushes, and fork strengtheners, &c. &c., will also be required at various times.
- A good practical experiènee in the making of lapped and belted joints, and in the use of sockets or jointing pièces and bushes, is essential to success in the execution of general repair work. It is also désirable that the workman be possessed of a natural fertility of resource which will enable him to cope successfully with out-of-the-way jobs.
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- Indeed, there is far greater scope for ingenuity in the repair shop, where ail manner of unexpected jobs will hâve to be tackled, often with makeshift tools and appliances, than there is in the works of a large manufacturer where every-thing is répétition work, and the most advantageous tools and appliances are provided for its execution in a determined manner, according to the best mechanical principles.
- As cycle frames are now almost exclusively constructed of straight members, the tube-bending operations are confined practically entirely to the handle-bars. As these, however, are bent into ail sorts of shapes, and are placed in a great variety of different positions to meet the requirements of in-dividual users, in addition to the standard patterns of the principal makers, which are also being constantly altered to suit the fashion of the moment, the cycle repairer must be in a position to bend a tube for this purpose when required, and should therefore be sufficiently skilled in tube bending to be able to perform any suc'h job in a satisfactory manner. Standard patterns of handle-bars are shown in Figs. 125 to 132.
- Tubes are bent for use in cycle frames in a precisely similar manner to that adopted for other purposes. They are filled and packed with sand, or some other material which can be removed after the bending operation, so as to prevent any buckling thereof taking place, and the bending is then performed either cold by means of spécial tools, or hot with the aid of very primitive appliances. The cold process is undoubtedly the best, inasmuch as it hardens the tube instead of softening it, as is the case when heating is resorted to. For cold bending the tube must be filled with lead or resin, preferably the former, and the filling melted out as soon as the desired form has been attained; or Smith’s (Taunton’s patent) flexible Steel mandrel, which is shown in Fig. 291, niay be employed, which consists of a long length of flat spiral coils, spring tempered, and fitted with a ratchet arrangement by means of which it can be expanded when within the tube to be bent.
- The following directions for the use of the mandrel are given by the makers :—
- “ Tubes not supplied soft by makers should be annealled in the parts to be bent before bending. The bending process (cold) will re-harden to the degree required.
- T
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- “ If the mandrel will not enter the tube when at its normal (i.e., not contracted or expanded) size, the tube is too srnall for the mandrel ; but on no account contract the mandrel to enable it to enter, as this contraction is wanted after bend-ing to free the mandrel from the bend.
- “ Oil the mandrel surface, then insert it in tube, leaving about ten coils of spring outside. This acts as a safety-valve in case of over-expansion.
- “ Grip ratchet tube lightly in a vice or other convenient tool; set teeth out of gear, and expand the mandrel by turning handle to the right three or four révolutions (but
- Fig. 291.—Patent Flexible Steel Mandrel for Tube Bending.
- on no account exceed eight), to swell the mandrel to the inside of tube ; replace teeth, and secure in that position by screwing up the milled nut. Double length mandrels may be turned double the number of révolutions.
- “ The tube is now ready for bending (by any ordinary method). Should any puckers arise during bending, planish same down before completing the bend, otherwise these may assume undue proportions.
- “After bending, unscrew milled nut, when the mandrel will run down from its expanded form to its normal size ; then contract the mandrel by turning the handle to the Ieft, say
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- about five révolutions, which will generally enable the mandrel to be withdrawn. The limit of contraction is ten révolutions for single length, or twenty for double length. Do not pull out straight, but at time of pulling turn the whole mandrel round in the right-hand direction, and pull spirally. This is most important.
- “ Keep the ratchet teeth and socket well oiled.
- “ Before proceeding to bend the next tube, be careful to see that the mandrel is not left in the contracted state in which it left the previous tube.”
- Comparatively little skill is required for cold bending provided the proper tools be at hand, but these latter are
- Fig. 292.—Block with Rollers for Bending Tubes.
- out of the question in the case of the great majority of repair shops, and consequently they are bent hot.
- The heating is, as above mentioned, objectionable because it anneals or softens the tubes ; in addition to this, moreover, it forms scales, the removal of which and the necessary cleaning up weakens the tube. Hot bending requires the aid of but few tools, but on the other hand it nécessitâtes the exertion of a considérable amount of skill, and any degree of perfection is only attainable after a lengthened expérience in practical work. Where a considérable number of tubes are frequently required to be bent to one particular shape, spécial tools will be désirable. For the ordinary work
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- 292
- MODERN CYCLES.
- of a repair shop, a simple one consists of a wooden or métal block of the required shape, with two hinged arms or levers carrying hardwood or métal rollers, by means of which the tube can be worked round to the curves ; and this tool as a rule will be the only apparatus needed. A clamping device of some description is provided for secuiing the tube at the middle of the block. Fig. 292 shows a block of this description, arranged for fixing in a vice. Tubes may be bent either hot or cold by means of this apparatus, but of course they must be ail of one size, and the curvature the same ; different blocks and bending rollers being required for different sizes of tubes and curvatures. A still simpler form of block is shown in Fig. 293^ which consists merely of a quadrant-shaped block, having upon its upper edge a curved channel or groove to receive the tube, and of a depth equal
- Fig. 293.—Single Tube Bending Block.
- to about half the diameter of the latter. When these blocks are of wood, a liner must be inserted in the arc-shaped channel or groove to prevent burning of the material of the block.
- Less skill and practice is required to bend tubes by means of blocks, but in a small repair shop the bending will usually hâve to be undertaken without their aid. The first operation to be performed for hot bending is to pack the tubes with the necessary filling, and unless this be done with the greatest care, failure and buckling of the tube will be the almost inévitable resuit, for any flats or indentations so formed on the tube can seldom or ever be completely removed. To fill the tube for hot bending, the best packing is Calais sand, of very fine grain, and thoroughly dried in an oven to eliminate ail moisture. The process of filling
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- should be conducted slowly, and each lot inserted be well rammed down before the next supply is poured in. Either hardwood or iron or Steel plugs may be used, one being of course placed in position at one end of the tube before commencing to fill in the sand. Care must be taken to see that the second plug will, when driven in, reach the core of sand, as otherwise the latter will become loose, and the work certainly be spoilt. Indeed, the ramming of the sand, so as to form a hard core, is the chief requisite for success in the operation.
- In heating the tube it is necessary to confine the heat, as far as possible, to a certain predetermined locality, as the tube will bend wherever hot, and most easily, of course, where at the highest température. A bright red heat is required, and ail attempts at bending should be stopped the instant the heat falls to a dull red. If a sharp bend is being made, a second heat will most likely be required at the sarne spot ; but for an easy bend, each successive heat should be made slightly further along the tube until the entire length has been shaped to the desired curvature. Chalk marks, which will be perceptible when the tube is red, may be used as a guide when bending at the vice.
- Wheels.
- In Figs. 68, 69, 70, 71, and 72 hâve been illustrated various patterns of cycle wheel spokes. The most troublesome class of wheels to deal with are those having direct spokes, as a spoke broken off short in the hub leaving no project -ing portion by means of which it can be removed, must be drilled out. The weakest part of a direct spoke is at or near the point where the screw thread terminâtes, and it is conse-quently about that place, which is flush with or below the surface of the hub flange, that fracture usually takes place. Badly made wheels with direct spokes, owing to the threads not being properly fitted, or being of incorrect pitches, from the spoke holes in the hub being drilled and tapped at an angle unsuitable to the diameter of the wheel, or from other faults of construction, will be found to be constantly shedding their spokes. The proper remedy for these defects lies in the substitution of a new hub, although the
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- first mentioned may be remedied to a certain extent by tapping out the spoke holes in the hub to a larger size, and respoking the wheel.
- When a direct spoke breaks off, which, as above mentioned, it usually does just flush or slightly inside the hub flange, the extraction of the stump is a matter of very great difficulty. The first thing to do is to flatten the top of the broken spoke by means of a small punch, the end of which is of such dimensions as to fit the spoke-hole. As soon as the rough top of the stump has been thus rendered level, the punch being applied and the hammer used lightly, a centre punch, also fitting the bore of the spoke hole, is applied, and the stump carefully centred. To drill out the fragment a left hand drill should be employed, and if the spoke be anything of a slack fit, it will most probably after a time unscrew, in which case it can be removed without in any way damaging the hub. In any case the drilling of the hole should be commenced with great caution, and it is well before going far to remove the drill, and minutely examine the hole, when, if the drill is found to be going to one side, the error should be corrected by means of a small centre punch. This operation is, it will be seen, precisely the same as that employed for removing broken studs, &c.., by mechanics when executing repairs to heavy machinery. In this case, however, the hub being usually made of gun-metal, whilst the broken spoke end is of Steel, the drill will develop a strong tendency to run off into the 'gun-metal, owing to its being less hard. The work is besides so ex-tremely fine that it is a very critical operation, and great care has to be exercised to avoid damage to the spoke hole. For drilling out the fragments of spokes an ordinary breast drill of any efficient type may be employed by a skilled operator, but it will generally be advisable to use a drilling machine, which admits of the drill being set to any desired angle, and preferably self-feeding. An efficient form of spoke drill will allow with care, when handled by a skilled operator, of a hole being drilled down the centre of a 16-gauge spoke.
- A very simple and uncostly type of drill, which can be used either as a spoke drill for lugs, lapped joints, &c., or with the clamp removed as a breast drill, is illustrated in Fig. 294.
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- For guiding the drill when only one particular size of wheel, form of hub, and gauge of spoke hâve to be dealt with, a simple device, which consists merely of a jig or guide, not adjustable to ail angles, can be employed. This attachment comprises a casting capable of spanning the flanges of the hubs, and grooved at its base to fit to the latter. Through the head of this casting is drilled a hole at an angle suitable for the wheels to be operated upon, and into this hole is fitted a hardened Steel plug, drilled out to serve as a guide for the drill that it is intended to use. The device may be secured to the hub by clips, or in any convenient way.
- The replacing of a direct spoke, which has a stripped screw-thread, is of course a very simple matter, provided the requisite screwing tackle be at hand to screw the new spoke to the correct gauge and pitch. A not uncommon practice with many cycle re-pairers is to screw the spoke to the nearest pitch on their screw-plate, and then to pass their tap into the hole in the hub. Even when the différence between the pitches of the threads is very slight indeed, this is obviously a most ob-jectionable and unmechanical
- Fig. 294.—Spoke Drill.
- expédient ; but when the said différence in pitch amounts to anything considérable its practice is totally inadmissible. A party undertaking to do repairs of this description should be provided with the necessary tools to carry out the work properly, but in the event of the thread in the hub being perfect and the operator not being possessed of a screw-plate having a thread of the desired pitch on it to eut the screw-thread upon the new spoke, and its being impossible from any reason to procure one, it would be better for him to proceed as he would hâve to do in a case where both the
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- 296
- male thread upon the spoke end, and the female thread in the hole in the hub were stripped, than to make a botched piece of work by using a screw plate with a wrong thread. This may be effected in two ways, the hole in the hub may be drilled out to suit a larger spoke, and tapped, the spoke end being correspondingly screw-threaded ; or else a spoke with an enlarged butt or end, but otherwise of the same gauge as the others, may be emploved. The first method is objectionable, inasmuch as not only does a wheel with spokes of different sizes présent a most unsightly appear-ance, but the efïiciency of the wheel itself is greatly reduced.
- It may happen that the spoke to be dealt with is one which has already been put in to replace one before removed, or even it may be the second spoke so inserted, and the thickness of the hub flange may not admit of the hole being drilled out any larger, and tapped so as to securely hold the spoke end. When this is found to be the case, after drilling out the largest hole the hub is capable of standing, a plug of gun-metal or brass must be inserted and firmly secured in position by soldering, when, after carefully filing up the projecting portion to the outline of the flange, a new spoke hole can be drilled down its centre and tapped to take a new spoke of corresponding gauge to the others in the wheel.
- Next take a butt-ended spoke about an inch longer than required, and screw it down into its place, marking it off with a half-round file at the bottom of the countersunk hole in the rim. The spoke should be then withdrawn and accurately eut off to the required length, a handy little tool for which latter operation, fitted with an adjustable gauge, is shown in Fig. 295.
- To form or knock up the head, after passing the end of the spoke through the rim, which must be done when spokes with enlarged ends or butts are used, a vice with a spoke clamp having a good grip will be required to admit of this being effected, unless spécial tools are at hand, by means of which of course the job can be far more easily and satisfactorily performed.
- A simple tool for heading butted spokes can be made by taking two pièces of Steel, each about 3 in. by 1 in. by f in., and filing a V-groove centrally lengthways of each piece.
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- These grooves must be of such dimensions that, when brought together with the spoke between them, and the blocks or pièces screwed tightly together in the vice, the said spoke will be held firmly in position and endwise move-ment therein rendered impossible. A suitable countersink must be formed at the top of these V-grooves for the head of the spoke.
- An accident which may sometimes happen when carrying out the above repairs, and one undoubtedly the most troublesome that could occur is the breaking of the tap in the spoke hole. The same accident may of course take
- Fig. 295.—Spoke Cutter.
- place in connection with a drill when drilling out the said hole ; but, compared with the former, this is only a trifling mishap, as unless in the rare event of the shank of the drill having become firmly wedged in the hole through want of clearance, it can be comparatively easily removed by tap-ping and subjecting it to a vigorous shaking. Not so, how-ever, with the broken tap, here the stump is firmly wedged in position, and the only obvious means of removing it without damage to the hole is by either unscrewing it, or by drilling it out. The first of these plans, when the stump is broken off either flush with or below the surface of the
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- flange, owing to the small size of the tap, is both extremely difficult and very unlikely to be successful, although a com-paratively easy operation wben a fragment of a large tap in general engineering work is in question. In the présent instance a small chisel that will enter the spoke hole must be made and hardened. Before attempting to unscrew the fragment of tap by chipping, the hub should be warmed over a gas jet, but not sufficiently so to burn off the plating or to melt off the flanges, which are frequently sweated on to the hub. In a few cases the piece of tap will be thus started, and then it can generally be removed without damage to the hub ; but, as a general rule, it will be found to be immovable, and the second method will hâve to be resorted to. This is no easy matter, as the piece of métal to be drilled through is harder than any drill the repairer is likely to hâve, and the material and construction of the hub will not admit of its being softened by heating. As a general rule, in the event of an accident of this kind occurring, both the above methods will be found a failure, and when the fragment has once been ascertained to be firmly wedged in position, the best plan is to waste no more time on en-deavouring to extract it, but to remove by rneans of a métal saw a wedge-shaped piece containing the spoke hole and the fragment of broken tap. This gap should then be filed out and a correspondingly shaped piece of gun métal or brass fitted neatly into it and firmly soldered in place. A new spoke hole can then be drilled, and the spoke fitted in place. An objection to this repair is that the appearance of the hub is of course spoiled, and can be only restored by replating.
- When the cups of the hub bail-race are sweated into their places, and it becomes necessary to remove them, the blow-pipe must be used. This should be donc with great caution, and the beat applied only until the bright parts commence to change colour, when the cup should be immediately removed and cooled down in water.
- In some few instances the hub may be of such a construction as to admit of the application of heat without causing any damage to it. In such a case, a broken tap may be softened by heating, and can then be usually drilled out without much difficulty.
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- Tangent-spoked wheels are much easier in every way to repair, and unless the broken spoke which it is required to replace be on the gear wheel side, the wheel need not even be removed from the frame to effect the substitution of the new for the broken spoke. When it becomes necessary to remove the wheel in order to effect the repair, the crank upon that side must be first removed, for which operation Brown’s patent crank drawer, shown in Fig. 296, would be found convenient. The left-hand threaded screw-washer or nut which usually locks the gear wheel upon the hub must next be unscrewed by means of a proper key, which can be procured from the hub manufacturers. The gear wheel itself, which is screwed on the hub with a right-handed thread, can then be unscrewed and removed. As the position of the gear wheel on the right hand side of the wheel is such that it becomes screwed up or home, under the action of driving, it will usually be found to be very firmly fixed in position upon the screw-threads, and will require a considérable effort in most cases to start it. It is not advisable, as a rule, to resort to gripping the gear-wheel in a vice and unscrewing the Fig 296.-Crank Drawer. wheel, as more or less damage to the
- parts not infrequently results therefrom. The gear wheel can be generally easily unscrewed by means of a hardwood lever and a piece of stout cord ; or, better still, by means of a spécial wrench adapted to engage without damage with the teeth of the said gear wheel.
- The operation of inserting a new tangent spoke is sim-plicity itself, ail that is requisite being to remove the soldered wire wrapping from the meeting point with the other spoke by an application of heat, when the damaged spoke can be immediately pulled out, a new one of a like gauge inserted in its place, and screwed up. Where the thread is good, the old nipple may be used, but in cases where this is damaged, the nipple should be replaced by another one of a similar pattern. The wire used for binding together the
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- REPAIRS AND RENEWALS.
- 3°I
- For this purpose a machine such as that which has been shown in Fig. 273 will be required.
- For screwing the end of the spokes the repairer, if not possessed of a regular spoke-screwing machine, may employ a spoke-plate and jig. Several very handy forms of little machines, suitable for screwing the spokes by hand, may also be procured. These hand screwing machines would be found far more efficient than the ordinary screw plate and die-stock, but they are not capable of doing the work much faster, as they are not fitted with any arrangement for automatically open-ing the die when the desired length of thread has been eut, and for returning same to its starting point, or for unscrewing the die after it has eut its thread at an accelerated speed. A machine of this class is shown in Fig. 297, which possesses ail the necessary éléments for the performance of accurate work; and a somewhat more complicated machine, which will be found more serviceable when a larger quantity of work of this description has to be pIG- 298.
- done, can also be procured. Combined Spoke Grip and
- Fig. 298 illustrâtes a combined Nipple Key.
- spoke grip and nipple key of a patented form made by Perry & Co. Limited.
- Machined Work.
- It will never pay in a repair shop to make specially parts which can be procured ready turned from the maker of the cycles, or from manufacturers of the component parts. But machines of obsolète patterns will of course be frequently brought into ail shops for repairs, and in some indeed this class of repair will most probably be found to constitute the bulk of the work, and it is absolutely necessary, therefore, that the cycle repairer be able, when required, to tackle such jobs as the turning up of spécial crank axles, pedal pins, spindles, dises, cups, cônes, &c. &c.
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- MODERN CYCLES.
- spokes at the points where they overlap is usually tinned copper wire of about 24 gauge.
- After the damaged spokes of whatever type hâve been removed and replaced by new ones, their tension must be carefully adjusted. It is obvious indeed that should any spoke or set of spokes be screwed up too taut with refer-ence to the adjacent ones, not only would the rim be thrown out of truth, but these particular spokes would be caused to bear a far greater proportion of the load, and the threads would strip or the wire break in conséquence. In cases where any considérable number of spokes, situated close together, hâve been replaced, ail the spokes must be as carefully adjusted.as in the case of a new wheel. In effect-ing this it is necessary to proceed with great caution in order
- Fig. 297.—Small Hand Spoke-screwing Machine.
- to avoid the formation of fiat or hollow surfaces upon the rim, and to maintain the latter in a state approaching as nearly to a perfect circle as practicable. For this reason the newly inserted spokes should be tightened up by slow degrees. Finally, such slight adjustments as may be necessary to remedy any small latéral untruths should be made by unscrewing and screwing up adjacent spokes, care being taken that the nipples are only turned through a very small angle at each adjustment ; and, moreover, that the nipple on each adjacent spoke be moved to a like extent in obverse directions. The nipples should never on any account be turned through more than half a révolution. VVhilst trueing up or adjusting the wheel, it should be frequently spun, so as to detect the formation of any irregularities in the rim.
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- 3° 2
- MODERN CYCLES.
- To effect this the tools at command must comprise a good screw-cutting lathe. The most useful lathe for this class of work is one of the pattern shown in Fig. 299, which is a hollow spindle capstan lathe. It has single geared fast and loose headstock with steel spindle running in conical gun-metal bearings, with a 2-inch hole through its entire length. The end of the spindle is filted with Brown’s patent bail bearing thrust motion, which takes ail the end thrust of the spindle, and greatly reduces the friction of large hollow
- Fig. 299.—Hollow Spindle Capstan Lathe.
- spindles. It also carries a centring chuck with four set screws, at the end of the spindle, for helping to hold large bars. The cône is of large diameter, for the use of an excep-tionably wide driving-belt. The bed is accurately planed and scraped true to a surface plate, and carries a saddle fitted with a compound slide-rest and turret head for four or six tools, with either round or square holes. The leading screw, which is of steel, is fitted with a gun-metal double dis-engaging nut worked by a hardened steel cam and lever. The lathe is supplied with two steel centres, a catch-plate, a
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- REPAIRS AND RENEWALS. 303
- face-plate, a set of change wheels, complété overhead motion, and ail the necessary handles and spanners. A reversing overhead motion is also supplied, and ail the reverse wheels on the lathe are of forged Steel, and the gearing machine eut. It has 6 in. centre by 5 ft. bed.
- This lathe, in addition to being a most useful tool for screw cutting and any ordinary lathe work, is especially adapted for the requirements of cycle makers or repairers. It can be used for turning the cups and cônes direct from the solid bar instead of using stampings.
- Fig. 300.-—Self-acting Screw-cutting and Surfacing Treadle Lathe.
- In shops, however, where no power is available a treadle lathe will hâve to be employed. For this purpose a 5-in. self-acting screw-cutting and surfacing lathe, with 5 ft. bed, adapted to admit between the centres work up to 2 ft. 6 in., of the type shown in Fig. 300, would be found especially suitable. The saddle of this lathe has T-slots for allowing of bolting down the articles to be bored. It is. fitted with a compound slide-rest of an improved
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- MODERN CYCLES.
- pattern, and has quick hand-traversing motion. The head-stock is double-geared, the gear being eut out of the solid, or it is provided with single speed, with an antifriction conical neck and a Steel spindle. The loose headstock or back centre is bored and ground out perfectly true, and is also fitted with a Steel spindle. A driver-plate, face-plate, turning rest, 22 change wheels, and necessary spanners are provided
- with the lathe. As will be seen from the illustration, the lathe is fitted with a treadle and fly-wheel for foot-power, the fly-wheel shaft being carried on antifriction bearings, and so greatly reducing the power required to drive. A hand wheel is also provided for very slow work.
- A drilling machine is another tool which will also be required. A handy form of hand bench drilling machine is shown in Fig. 301, and an upright drilling machine for power in Fig. 302. This latter machine (Barnes’ patent) has a
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- REPAIRS AND RENEWALS.
- 3°^
- 20-inch swing, combines lever and screw feed and quick return. It is capable of drilling to the centre of a 20-inch circle. Height, 67 inches ; diameter of spindle, i§ inch ; vertical travel, 9 J inches ; distance frotn spindle to floor, 36 inches. The weight of the tool is 500 lbs.
- Fig. 302.—Patent Upright Drilling Machine.
- Chain or Sprocket Wheels.
- The diameters of blanks for gear or chain wheels are found, and the cutting of the latter is performed, as follows : —To find the diameter of a gear, chain, or sprocket wheel the pitch circle is used. The pitch of the teeth is the distance from one tooth to another, and is measured either round the pitch circle, or straight across from centre to centre. The first is called the arc or circular pitch, and the second the chord pitch. When toothed wheels are of considérable
- u
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- 306 modern cycles.
- diameters and of fine pitcb, the différence between the two measurements is infinitésimal ; but when of small diameters and of coarse pitch, it is naturally considérable, and conse-quently, in the case of chain or sprocket wheels for cycles which belong to the latter class, the arc or circular pitch should always be used. Chain wheels for cycles are now almost universally made of i-inch pitch. To find the diameter of the pitch circle it is only necessary, when the number of teeth required is known, to multiply the arc or circular pitch by the number of teeth required in the wheel, which gives the circumference of the pitch circle, which latter, divided by 3.1416, will give the diameter. For prac-
- Fig. 303.—Diagram showing Metliod of Laying out Epicycloiclal Teeth.
- tical purposes it will usually be sufficient to juse 3.14 or fw or eveh 3t-
- The teeth of cycle chain or sprocket wheels should be of epicycloidal form, which is the only true one for gear wheels. The full explanation of the principle of the designing of this form of teeth is one that would occupy a very considérable space, but a ready method of laying out such teeth for a chain or sprocket wheel has been admirably given in a simple and condensed form by a well-known authority upon matters connected with cycles, and we cannot do better than reproduce his remarks upon the subject : *—“ Draw the pitch circle, A, Fig. 303 (wheel for open link or roller
- * “Derwent,” English Mechatiic and World of Science, 1894, pages
- 70, 71.
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- REP AIRS AND RENEWALS.
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- chain i-inch pitch, rollers f-inch diameter), and divide into the requisite number of teeth, as at c, c, with the distance between each as radius. Describe the curves b, b, from the points c. These curves form the teeth, but we require to reduce the size without altering the nature of the curve. This we do by setting a pair of compassés to the radius of the roller on chain, describe the cirde d, and with the compassés set to the curve of b from each side of circle d, describe the curves e, which form the sides of the teeth. The top is then reduced or flattened, as shown in the result-ing teeth F. The Humber or block chain wheels are laid out in the same manner, but the spaces are wider to take the block—usually f inch—and the teeth narrower. The dépréssion, or seating, below the pitch line is not so deep, the radius of the circle d being in this case the distance from the centre of the chain rivet to the outside of the block.”
- As regards the best cutters to employ for cutting such a wheel, it is, he remarks, a difficult matter to offer advice, without knowing the resources available in the way of tools, but in a general way he suggests that for such a piece of work a fly-cutter, ground to the radius of d, and a second cutter for clearing the sides of the teeth, would be the most suitable, unless sufficient power be available for driving a circular cutter, which will form the whole of one space at one eut. The fly-cutters should be carefully and accurately made to an exact templateof thetooth side,and in such a manner that they can be sharpened by grinding the face, and without altering the form of the cutter. In actually machining the blanks, no setting out will be required, if the lathe is supplied with a division plate. The blank is held in position on a mandrel between the centres, and some sort of stop fitted to the slide which advances the gear-cutter, so that it can only eut so far, which is the bottom of the space between the teeth, which has been already found, as above described, on paper. If this adjustment be correct, then the resulting teeth and spaces will also be correct.
- Tyres.
- The repair of tyres now forms an important, if not the chief, item in cycle repairs, as since the use of pneumatic-
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- MODERN CYCLES.
- tyred machines has become ail but universal, the tyres are the weakest and most vulnérable parts.
- The repair of a solid indiarubber or of a cushion tyre, indeed, is a simple and infrequent operation, and can be very expeditiously performed.
- Repairs to solid tyres consist in re-cementing in place upon the Steel rim or felloe, the jointing together of the extremities of a eut tyre, and the jointing in of a new piece to replace a defective piece that it had become necessary to hâve eut out.
- To effect the first of these operations, the tyre should be completely removed from the rim by warming the latter, by means either of a portable spirit tyre heater, or a gas tyre heater. Thoroughly clean off ail the old cernent from both the tyre and rim, and wash over with naphtha, or naphtha and spirits of wine mixed, to clean off any grease from the surfaces. Care-fully heat the rim or felloe ail over to prevent twisting, and then heat it sufficiently piece by piece to allow the cernent Seing rubbed on from the stick. The cernent may be made by dissolving shellac in turpen-tine, or guttapercha in chloroform.
- Fig. 304.
- Gas Cernent Heater.
- Fig. 304 illustrâtes a gas cement-heater made by Fletcher, Russell, & Co. Ltd. When the entire rim or felloe has been thus evenly covered or coated with cernent, the tyre should be placed in position and heat applied to the inside of the rim until the cernent begins to boil out round the tyre, when the application of heat should be stopped and the tyre carefully adjusted in position and allowed to cool for a few hours, after which the surplus cernent may be cleaned off the rim with naphtha. If the tyre be at ail slack upon the rim it will be found désirable to bind it completely round with tape or twine, so as to maintain it firmly in position until cool, when the wrapping can be removed.
- The jointing of a eut solid tyre, either to reunite the ends or to insert a new piece to replace a damaged part, is best
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- REPAIRS AND RENEWALS.
- 3°9
- effected by means of vulcanisation. A more ready method, however, is to unité the parts by means of indiarubber solution. The tyre should be eut with a wet knife, the eut or cuts being made so as to leave the ends taper or wedge-shaped, and the surfaces having been first well cleaned with minerai naphtha, the parts should be plentifully smeared with indiarubber solution, joined, and bound with broad tape, which should not be removed until the joint is dry. For additional security, the adjacent ends may be stitched with copper wire slightly below the line of the felloe or rim edge.
- Another method of joining consists in bevelling the ends from an inch to an inch and a half in lengtb, using a long-bladed knife dipped in water, and taking especial care to make clean cuts. The ends should then be coated with the indiarubber solution and allowed to about half dry, which will be in say fifteen or twenty minutes, after which they may be pressed together and will then adhéré firmly.
- Indiarubber solution is made by dissolving pure indiarubber in sonie solvent which has also drying qualities, about the most suitable for the purpose being minerai naphtha.
- The repairs required by cushion tyres are much the same as those usually called for in the case of solids, and the mode of efifecting the said repairs does not difîer to any material extent. The use of both these classes of tyres is becoming very rare, however, except upon goods carriers, and doubtless in the course of a few years they will hâve entirely disappeared, so far at least as other types of cycles are concerned.
- The repairs required by single tube or hose-pipe pneu-matic or air tyres consist in re-cementing in place upon the rims or felloes when become loose, and in plugging any holes or perforations therein.
- The re-cementing of a single-tube pneumatic upon its rim is performed in practically the same manner as that adopted for a solid or for a cushion tyre, the only différence in the method of manipulation being that, when placed in position upon the rim, it should not be quite fully infiated, and after binding, which should not be done too tightly, it should be blown up to its full extent.
- To attach the tyre to a wood rim a liquid cernent must be
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- MODERN CYCLES.
- used, as heat is not available in this case. The best liquid cernent for the purpose is that chiefly employed in the United States, where wooden riras are in the majority, which consists of shellac dissolved in methylated spirits (90 parts of strong alcohol to 10 parts of wood spirit or methyl alcohol,
- ch310)
- H / U^
- The repair of punctures in single-tube pneumatic tyres, or the tearing-off of the valve-nozzle, which latter is a not uncomraon accompaniment of the tyre coming loose upon the rim, are usually repairs of a most unsatisfactory description. To effect the first, the hole should be trimmed at the edges and the threads burned away by means of a red-hot wire, and a plug inserted. A good form of plug is that knovvn as Bâtes’, which consists of a stem and an enlarged head, being somewhat in the form of a conical-headed boit. To use this plug, it is plentifully coated with indiarubber solution and the head inserted through the perforation in the tube. Indiarubber solution should also be freely injected into the interior of the tyre, and distributed on the inner surface as well as possible by external manipulations of the tube. As soon as the plug is in position the tyre raust be partially inflated, and when the indiarubber solution has dried, the projecting portion of the stem of the plug should be eut off. These repairs are only effective for small holes; repairs to large ones do not last for any length of time, and are incurable.
- The onlÿ way to repair a torn-off valve-nozzle is by vulcanisation.
- With respect to built-up pneumatic or air tyres, more varied if not more difhcult problems not infrequently présent themselves. Every tyre devised up to the présent possesses some objectionable features, a thorough knowledge of which, and of the best manner of overcoming the obstacles attend-ing the satisfactory execution of any repairs thereto, can only be attained by expérience. In making these remarks, référencé is only made to the more modem forms of easily détachable tyres ; such tyres as those made some four years back by the Dunlop Company, which are known as non-detachable Dunlops, are practically non-repairable, and the proper place for such a tyre when it refuses to hold air is
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- the rubbish heap. A well-advised professional cycle repairer will immediately and decidedly refuse to hâve anything to do with the repair of one of these non-detachable Dunlops. The amount of time that would almost infallibly be con-sumed in effecting a tolerably efficient repair would be far more than the tyre is worth ; and such a job is therefore only fit to be undertaken, if at ail, by sorne amateur repairer for himself, and then only in the case that he has an almost unlimited amount of spare time on hand which can be occupied in no useful manner, and is gifted, moreover, with an extraordinary amount of patience and perseverance.
- Should, however, any such unfortunate individual, or an ill-advised professional, décidé to tackle the repair of one of these tyres, he will hâve to proceed shortly as follows :—• The method of securing the tyre upon the rim or felloe of the wheel, which latter consists of a nearly fiat strip of Steel, is by providing the outer cover, which encloses the air-tube, with a sériés of flaps upon each of its sides so eut that they will, when in position upon the rim or felloe, overlap each other in the spaces between the spokes. To place the tyre upon the rim or felloe, ail the flaps upon one edge of the outer cover are first secured to the former, between the spokes, by means of solution, and when dry the inner inflat-able air-tube is placed in position, the outer cover folded over it, and the flaps upon the other edge are in their turn fixed by means of solution over the first ones.
- To effect a repair it is of course necessary to get at the inner inflatable air-tube, and to do this it will be necessary to detach from the rim sufficient of these flaps at both sides of the outer cover to form an aperture wide enough for the purpose. The flaps are detached by dissolving the solution with naphtha in the usual manner, and as the aperture must be coincident with the joint of the inner inflatable air-tube which is situated a few inches on either the one or other side of the air inlet valve, the flaps must first be detached in the vicinity of the latter. A suitable opening having been formed, the valve must be unscrewed, the canvas tube, which resists the air pressure and maintains the inner tube in shape, eut open, and the inner tube drawn through to discover the joint, when if the slit be not sufficient it must be extended so as to lay bare this joint and enable the
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- MODERN CYCLES.
- operator to dissolve it by means of naphtha and separate the two ends of the air-tube. A piece of cord of sufficient length must next be attached to the opposite end of the said air-tube from that at which the valve is connected, by means of which cord it can be drawn back again after being re-paired. The air-tube may then be removed by pulling out the end to which the cord is not attached, either to the extent of the entire tube or until the damaged portion is sufficiently exposed to be get-at-able for patching.
- The puncture in the inflatable inner air-tube having been made good by the application of a suitable patch, it may then be returned to its original position. This is effected by drawing the inner tube back by means of the cord, the free end of which has been retained without the tyre, clean-ing the edges of the joint and remaking the latter, which is effected by turning back the outside end and coating with solution, as likewise the end that is to go on the inside, when about half dry, place the one end inside the other and turn that portion that has been previously turned back over it. Next, the valve tube must be placed in the proper position, and the eut in the canvas retaining tube carefully sewn up with strong flax thread, and strengthened if neces-sary by bands of tape. And, finally, the outer cover re-solutioned in position exactly as before, an operation requir-ing some skill and care and the partial or sufficient inflation of the inner tube to impart to it its proper shape.
- These different operations are in any case -sufficiently complicated, but in practice a repair of this description is almost always rendered more so by various unexpected and unlooked-for difficulties which arise in the manipulation of the different parts. For instance, it is seldom possible to withdraw the inner air-tube without a considérable amount of coaxing and trouble, by reason of its sticking or jamming in the outer cover. To prevent the joint which has been dissolved from sticking to the inner surface of the outer cover, a very liberal application of French chalk must be made to it, and the same must be done to the entire tube when replacing it in position. Great care is also required in fastening the cord to the end of the inner tube to prevent the cutting or turning over of the said end whilst being „drawn round the rim or felloe ; the best way of securing tire
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- REPAIRS AND RENEWALS.
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- cord to the tube end is by means of a sort of bastard timber hitch, or an ordinary knot, and one or more half hitches about an inch from each other. When solutioning the outer cover in position, the flaps on one side should be solutioned on first and allowed to dry before placing the others in position.
- It is a fact that speaks volumes for the valuable attributes of the pneumatic tyre that such productions as this did no more than temporarily check its popularity and the spread of its use.
- The modem built-up pneumatic tyre, with readily détachable outer cover, is very easily repaired so far as punctures are concerned, the chief difficulty, indeed, usually experi-enced being in the précisé location of the perforation. The facility of repair is of course governed by the ease with which the outer cover can be removed from, and replaced in position upon the rim or felloe of the wheel. The type of détachable tyres with outer covers having some form of wire fastening are, when of proper construction and mounted upon rims or felloes of suitable forms in transverse section, readily enough détachable for ail practical purposes, if not quite so much so as those with enlarged edges and depend-ing upon wedging action for maintaining them in place. The most easy to repair, however, and also those capable of having such repairs, when they consist of patches, to close punctures or perforations, placed in the proper position— viz., on the interior surfaces of the air-tubes—are tyres of that class wherein the inner inflatable air-tube is entirely dispensed with, and which are known as “ tubeless ” tyres. In replacing these latter tyres in position, however, great care must be taken to avoid any grit or dirt finding its way between the parts, which might prevent the formation of tight joints and cause leakage to occur.
- The exact location of a puncture in the air or inner tube of a pneumatic tyre is most easily detected by removing it from the wheel, and passing it section by section through a vessel filled with water, having first inflated it to as great an extent as can be done with safety. When the position of the perforation is indicated by the appearance of bubbles of air, it should be accurately marked by means of a pencil, s© ;.as to enable ihe spot to be found upon the drying of the
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- MODERN CYCLES.
- 314
- tube, on removal from the watér. In the event of there being no water available, as in the case of puncture of the tyre happening on the road, the best substitute for the water is to pass the tube close to the ear, the perforation being located by the hissing noise made by the escaping air.
- The exact point at which the hole is situated being found, the repair is a very easy matter, only necessitating the application of a small patch. For the latter, thin pure sheet indiarubber will be required, which should not exceed .014 inch in thickness. The material used for the patch being supported by the outer cover, does not require to be of any great strength, and if it be unable, owing to its strength, to expand at the same rate as the air-tube, on inflation of the latter, the patch will be torn off. In repair outfits, the patches, which run from f inch in diameter down-wards, are provided ready eut ; for making them in quantifies, punches similar to those used for cutting gun wads are the best. The solution used for sticking the patches should be quick drying, and the great secret of success is to thoroughly clean up both the surface of the air-tube and of the patch. To effect the latter they must be rubbed with glass-paper until the pure indiarubber surfaces are exposed, the cleaning operation being completed by wiping them over with naphtha. Both the exposed pure rubber surface of the air-tube and of the patch should be coated with solution, and after this has nearly dried, the latter may be placed in position, well dusted with French chalk, and left with a weight upon it to completely dry. On an emergency, however, the air-tube may be replaced, the outer cover put on, and the tyre used immediately.
- Without any visible or ascertainable punctures, an air-tube will sometimes lose its air owing to the material being originally, or having become, porous. The first State is owing to imperfections in the manufacture, or from inferior material ; the second by reason of the tube being worn by contact with the edge of the rim or felloe. When a tyre inner or air tube is in this condition, it will frequently hoid air perfectly until put into actual use, when it will pass air and run down rapidly. To properly repair a tube of this description is a hard task, owing to the great difficulty generally experienced in locating the faulty parts, and the
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- REPAIRS AND RENEWALS. 315
- only means of effecting the latter is to manipulate the air-tube vvhen inflated, piece by piece under water.
- Leaks at the end joints of the air-tubes are faults which are very easily remedied by first vvashing the interior of the hole with naphtha, then making a liberal application of solution, and pressing until dry.
- The joint between the valve and air-tube sometimes leaks. The hole in the air-tube is strengthened, in ail properly made tyres, by a piece of canvas solutioned in place, and this latter may give out, and require replacing by a fresh strip of indiarubber backed with canvas.
- Another and very frequent source of leakage in pneumatic tyres is from defective valves, and this is more likely to occur with a new valve than with an old one, as it usually arises from some defect in manufacture, and once put right, the valve will remain so for an indefinite period, with an occasional renewal of a washer or packing in some patterns, and of an indiarubber sleeve, &c., in others. The number of different makes and patterns of valves is so large as to render it impossible to go into details respecting the faults to which they are liable, but they are for the most part readily detected and remedied. The Lucas valve will be found to be about the least liable to get out of order.
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- A.D. 1845...........No. 10,990.
- Carnage Wheels.
- THOMSON’S SPECIFICATION.
- TO ALI. TO WHOM THESE PRESENTS SHALL ÇOME, I, Robert William Thomson, of Adam Street, Adelphi, in the County of Middlesex, Civil Engineer, send greeting.
- Whereas Her présent most Excellent Majesty Oueen Victoria, by Her Royal Letters Patent under the Great Seal of Great Britain, bearing date at Westminster, the Tenth day of December, in the ninth year of Her reign, did, for Herself, Her heirs and successors, give and grant unto me, the said Robert William Thomsen,* my exors., admors., and assigns, Her especial licence, full power, sole privilège and authority, that I, the said Robert William Thomsen, my exors., admors., and assigns, or such others as I, the said Robert William Thomsen, my exors., admors., or assigns, should at any time agréé with, and no others, from time to time and at ail times during the term of years therein expressed, should and lawfully might make, use, exercise, and vend, within England, Wales, and the Town of Berwick-upon-Tweed, my Invention of “An IMPROVEMENT IN Car-riage Wheels, which is also applicable to other Rolling Bodies in which said Letters Patent is contained a proviso that I, the said Robert William Thomsen, shall cause a particular description of the nature of my said Invention, and in what manner the sanie is to be performed, to be inrolled in Her said Majesty’s High Court of Chancery within six calendar months next and immediately after the date of the said in part recited Letters Patent, as in and by the same, reference being thereunto had, will more fully and at large appear.
- *Sic, as printed.
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- THOMSON’s SPECIFICATION.
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- Now KNOW YE. that in compliance with the said proviso, I, the said Robert William Thomsen, do hereby déclaré that the nature of my said Invention, and in what manner the sanie is to be performed, are fully described in and by the présent Spécification thereof, reference being had to the Drawings hereunto annexed (that is to say) :—
- The nature of my said Invention consists in the application of elastic bearings round the tires of the wheels of carriages, for the purpose of lessening the power required to draw the carriages, rendering their motion easier, and diminishing the noise they make when in motion. I prefer employing for the purpose a hollow belt composed of some air and water tight material, such as caoutchouc or gutta percha, and inflating it with air, whereby the wheels will in every part of their révolution présent a cushion of air to the ground or rail or track on which they run.
- Figure i is a side view of a wheel of this description, shewn partly in section. The tire and felly T, T, are made much broader than usual, and project considerably at both sides beyond the supporting spokes, as shewn at T, T, in the cross section of the wheel given in Figure II. The elastic belt is made as follows :—A number of folds of canvas, saturated and covered on both sides with india rubber or gutta percha in a State of solution, are laid one upon the other, and each fold connected to the one immediately below it by a solution of india rubber or guttapercha, or other suitable cernent. The belts tlius formed is then sulphurised by immersion in melted sulphur or exposure to the fumes of burning sulphur, which renders it more pliable and prevents it getting stiff on exposure to cold ; or the belt made be made of a single thickness of indiarubber or gutta percha, in a sheet State and sulphurized, as aforesaid, and then enclosed in a canvas cover. A strong outer casing D, D (Figures i and II.), in which to hold the elastic belt, is then built up (so to speak) around the tire by rivetting together a sériés of circular segments of leather and bolting them to the tire, in the manner shewn in Figure 2. The segments at two of their edges a, a, Figure 2, are made to overlap each other, as shewn, and then secured in their place by passing bolts G, G (Figure II.) through the tire and felly, and making them fast by nuts^-, g (Figure II.). The elastic belt (C), Figure II., is then layed upon the portion of the segments D, D, Figure II., thus made fast to the tire and secured in its place by bringing the two remaining and as yet unjoined edges b, b, Figure II., of the segments together over the casing, and connecting them together by rivets F, F (Figure II.). A pipe P, Figure i, through which to inflate the elastic belt with air, is passed at one place through the tire of the wheel, and fitted with an air-tight screw cap. I
- p.317 - vue 335/432
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-
-
- 3i8
- MODERN CYCLES.
- prefer distending the elastic belt with air, as being more suitable than anything else for the purpose, but they may be distended with various solid substances of an elastic quality, as for instance, metallic springs, sulphurised pièces of caoutchouc or gutta percha, or horse hair, or sponge. If the elastic belt were first stuffed with horse hair or sponge, or other elastic materials, and then inflated by blowing in air to a high degree of tension, the belt would be less liable to be eut by concussion between the tire of the wheel and the roadway. Instead also of the elastic belt being made in either of the modes aforesaid, it might be formed of a number of separate tubes, of smaller dimensions, clustered together and enclosed within a leather cover (D). A wheel with a belt constructed in this manner is shewn in Figures III. and IV., the former being a side view partly in section, and the latter a cross section. The tubes are nine in number, and each of length sufficient to go round the wheel. They are repre-sented as tied at the ends, but, for greater convenience of inflation, may be closed by screw caps at one end ; the whole are enclosed in a leather cover D. If the three tubes which are shewn in the cross section, Figure IV., as coming next the tire, were filled with air more highly compressed than that contained in the tubes which corne in contact with the ground, this would serve to graduate the resiliency of the belt, in a manner highly favorable to the efficiency of its action. Any undue displacement of the air at the bearing points of the wheel may be pre-vented by tyeing the tubes across at distances of two or three feet apart, so that each tube shall be divided into a number of separate air-tight compartments. Or, instead of any of the pre-ceding modes of construction, the belt may be formed of separate and distinct sections, as shewn in Figures V. and VI., each section having its own air-pipe (P), in which case the range of expansion and contraction being limited by the extent of the compartments, the belt must necessarily offer at each point of contact with the ground a greater degree of résistance to compression ; and in some cases where, from the nature of the roadway, frequent concussions are likely to take place, a fiat strap or band of sulphurized caoutchouc or gutta percha, or other suitable elastic substance, of the width of the tire, and about half an inch in thickness, might be interposed between the tire of the wheel and the elastic belt, so as to rende r it less liable to rupture in the event of its being jambed between the roadway and the tire. Where the leather cover of the elastic belt is likely to be exposed to much tear and wear, I propose to use a belt of the description shewn on the cross section, Fig. VI. Here one of the pièces D1 is secured to the tire of the wheel by bolts or screws, and it is bent round and sewed or rivetted to the other piece D2. The edges of D1 overlap the edges of D2, and the
- p.318 - vue 336/432
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-
-
- THOMSON’s SPECIFICATION.
- 3X9
- outer casing E is secured to those edges by strong leather thongs. This arrangement will permit of the ready removal of the outer casing (E) vvhen worn, and the substitution of a new casing, without disturbing the elastic belt or its attachment to the wheel. And in ail cases the outer casing (D or E) may be protected from wear by covering the outer surface with flat-headed métal rivets secured on the inside with small washers. For common passenger carriages the elastic belt will require to be about four or five inches in diameter, and to be inflated to such an extent as to keep the tire of the wheel two and a half or three inches from the ground, a distance which, it is presumed, will be found sufficient to admit of the wheel passing over any stones or other matters projecting beyond the general level of any ordinary turnpike road without the solid tire coming in contact with them. In carriages to which these elastic belts are applied the springs now in use may be dispensed with. In waggons for the carriage of goods the belt ought to be made of stronger materials and of larger diameter than in the case of passenger carriages, and the outer leather cover should be protected by fiat-headed métal rivets secured by small washers, as aforesaid. Wheels with elastic belts, such as I hâve described, may be used with great advantage on timber railways, especially if the modification represented in Figures VII. and VIII. are adopted. The wheels in this case might be of the common form, except they should hâve a greater width of tire given them, and be without flanges. The carriages are proposed to be kept on the rails by guide wheels (K, K,) working on a shaft L, secured by stays to the carriages, and acting on a raised rail (M) laid between the fines of rails on which the bearing wheels run. The rails (R, R,) are to be made of longitudinal beams of timber, say, of twelve inches broad and six inches deep across ; ties of timber (T, T,) are to connect the two longitudinal rails together, and to these cross ties the longitudinal rail on which the guide wheels act is to be fixed. I prefer employing guide wheels to attaching flanges to the bearing wheels, but the latter also may be used. To increase the bite of the driving wheels of the locomotive I insert in the outer cover of the elastic belt a large number of rivets with sharp conical heads.
- The Drawing, Figure VIII., shews a side view of a pair of railway wheels on this plan, for running on timber rails, and Figure VII. a cross section and end élévation of the same. The elastic belts are also peculiarly applicable to carriages propelled by steam on common roads. The comparatively small amount of power required to propel carriages, the wheels of which are fitted with these belts, the steadiness of their motion, the absence of ail jolting and conséquent security of the machinery from injury, the small damage the carriages will do to roads, the
- p.319 - vue 337/432
-
-
-
- 32°
- MOBERN CYCLES.
- absence of nearly ail noise, the high speed that may safely be attained, and the great gentleness of the motion, will, I think, enable steam carriages to be run on common roads with great advantage both for carrying passengers and goods.
- Among many minor applications which suggest themselves I may mention the great applicability of these elastic bearings for bath chairs, rocking chairs, and other like articles, used com-monly either in pleasure grounds or within doors. In the common rocking chair a rolling motion is obtained by resting the legs of the chair on two circular segments. In applying my elastic bearings to this chair I propose to make the circular segments on which the chair rolls about three inches wide on their bearing surfaces, and to secure to these segments an elastic tube of about two inches diameter, so as to interpose the tube between the segments and the floor, so that the chair would roll on and be supported by the elastic tube. I propose further to apply the elastic bearings to rollers for the removal of heavy bodies. Such rollers would be used in the same way that wood or iron rollers are now commonly used, that is, by being placed below the body which is to be moved. The advantage which rollers with elastic bearings would hâve over hard and metallic rollers are, that a large number of them may be made to bear equally at the same time, even although the ways on which the body is being moved are not quite even.
- And baving now described the nature of my said Invention, and in what manner the same is to be perforined, I déclaré that what I daim is,—
- First, the application of elastic bearings round the tire of carriage wheels, as before described ; and,
- Secondly, the application of similar elastic bearings to the surfaces of other rolling bodies, as before exemplified.
- In witness whereof, I, the said Robert William Thomson, hâve hereunto set my hand and seal, this Tenth day of June, in the year of our Lord One thousand eight hundred and forty-six.
- R. W. (L.s.) THOMSON.
- And p,e it remembered, that on the Tenth day of June, in the year of our Lord 1846, the aforesaid Robert William Thomson came before our said Lady the Queen in Her Chancery, and acknowledged the Spécification aforesaid, and ail and every thing therein contained and specified, in form above written. And also the Spécification aforesaid was stamped according to the ténor of the Statute made for that purpose.
- Enrolled the Tenth day of June, in the year of our Lord One thousand eight hundred and forty-six.
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- A D.1845. DEC I0.N9 10,990. THOMSON'S SPECIFICATION
- — ---——— :———:--------------------cl r
- The Enrolled drawinp is hot Colore d |
- p.n.n. - vue 339/432
-
-
-
- INDEX.
- ÂBINGDON single link chain, 162.
- brake, 237.
- “ Acatène Métropole ” drivirig gear, 196, 197.
- Accelerator, 3.
- Adjustable framed dwarf safety, 70. swinging seat pillar, 70. or swinging handle-bar, 156. wrenches or spanners, 244. aulomatic tube clamp, 279. Adjustment, 69-72.
- crank bracket, 166-173. Advantages derived from use of cycles, 1.
- derived from use of bail bear-ings, 94-98.
- of tubeless pneumatic tyres,
- 137, 138.
- possible, of Simpson chain, 181. Æolus bail bearing, 92, 98, 99.
- Air cushioned handle-bar, 156.
- pressure in pneumatic tyres, proper, 74, 146. pumps, 146, 147. tyres, see Pneumatic Tyres. saddles, see Pneumatic Saddles. tube, loss of air by porosity of, 314, 3I5-
- tube, leakage at joints of, 315*
- Alignment of wheels, throwing out of, 282, 283.
- Aluminium cycle frames, 246. American ladies’ safety, 25, 26. tandem, 27.
- cycle manufacturer, use of combination cranks by, 217. automatic brake, 239, 240.
- • Machinist on nickel-plating of small articles, 274, 275. Anatomical saddles, 226-229. Anderson, Dr J. W., on anatomical saddles, 229.
- Anderson, J., spring cycle frame, 90-92.
- Angular sliding vice, 249, 250. Anodes, surface of, to greatly exceed articles to be nickeled, 276. distribution of, relatively to articles to be nickeled, 276, 277.
- Anthony, A., see Harrington, M. Anti-friction bail bearings, first, 5. Appendix, Thomson’s Spécification, 316-320.
- Appleby chains, 163.
- Humber “Twin” roller chain, 163.
- Osmond “Dwarf” roller chain, 163.
- X
- p.321 - vue 340/432
-
-
-
- 322
- INDEX.
- Arc or circular pitch, 305, 306. Articles, small, to nickel-plate, 274,
- • 275.
- Ash rims or felloes, m.
- Attachment for preventing bicycle from falling sideways, 12.
- Austen, C. T., method of securing spokes at points of contact, 114,
- 115-
- tool for screwing up nipples, 259, 260.
- Automatic adjuslment of saddle or seat, 72.
- adjustable tube clamp, 279. cycle saddle, 230. capstan lathe, 265. brake, 239, 240. hub-drilling machine, 255, 256. Axles, manufacturing of, 263-265.
- BACKBONE, telescopic, 71.
- Bagot pneumatic valve, 146. tyre, 124.
- Bailey’s automatic brake, 239, 240. Balance gear, see Differential Gear. of bicycle, 2, 3. driving gear, first, 37.
- Bail bearings, first, 5. bearings, 92-104. chain gearing, 191, 192. toothed gearing, 182-192, 197-200.
- head Socket to repair, 287, 288. race cups, hub, to remove, 298. Bamboo cycles, 19, 20, 80, 88, 89. Band brakes, 235, 240. brakes, foot, 240, 241. machine, emery, 249.
- Bands, steel driving, 194, 195. Bantam bicycle, 20, 21.
- bicycle, wheel load of, 66, 67. Barker, T., cycle frames, 86.
- Barnes’ drilling machine, 304, 305.
- Barnes, Edward, and Garrison, Joseph, bail or spherical tooth gearing, 198-200.
- Barrel or dise adjusting hub, 99-101.
- Barrow, L., see Guest, C. H.
- Bartlett, W. E., built-up, wedge-action pneumatic tyre, 125.
- Bâtes’ gear cases, 243.
- Baths, nickel-plating, 271, 275,
- 276.
- Battery, power for plating, 271, 272.
- power required for nickel-plating, 272.
- Beeston Pneumatic Tyre Company Limited built-up pneumatic tyres, 123, 124.
- Bell-mouthed lap joint, 284, 285.
- Belted joints, necessity for expérience in, 288, 289.
- Bench drilling machine, 304.
- Bending tuhes, 289-293.
- Bent fork legs, to straighten, 283, 284.
- Bernstein, Louis, see Thomas and Biittner.
- Bevel or mitre wheel driving gear, I9SI97-
- Bicycle, balance of, 2, 3. safety, 12, 13. safety roadsters, 13-21. safety racers, 21, 22. safety, ladies’, 22-27. adapted for two or more riders, 27-34-
- tandem, 27-32. sociable, 32-34. convertible, 34, 35. spokes, strain on, 115. traction, 76, 77.
- Biggs, see Linley and Biggs.
- p.322 - vue 341/432
-
-
-
- INDEX.
- 323
- Birmingham Small Arms Company, 149, 150, 218.
- Birmingham Small Arms Factory safety bicyle, 9.
- Black ground, enamel for, 268, 269. Blanchard and Magurier, velocipede of, 3-
- Block chain, 182.
- Blocks for tube bending, 292. Blow-pipe, 248.
- Bluemel’s gear cases, 243.
- Bodding, A., hub, 107.
- “ Bone-shaker,” 5.
- Boothroyd, single tube pneumatic tyre, 121.
- see also Shaw, W. T., Boothroyd, J. W., and Sydenham,
- J. W.
- Boston laminated wood rim, ni. Bottom brackets, 163-177.
- Boudard, M., and Crawley, C. H., speed gear, 215.
- Bourdon clutch driving gear, 206. Bowden, F., cycle framework, 85. Bowley, J. W., wedge-action pneumatic tyre, 131-133.
- Bown, W., and Hughes, J. H., bail bearing, 92.
- Boys, Professor C. Vernon, driving gear, 195.
- on wheel load in tricycles, 38. dynamics, 62, 63. bail bearings, 96, 97.
- Brackets, lamp, 241.
- Brakes, 233-241.
- Brampton cycle saddles, 231.
- roller chain, 162.
- Bransom’s gear cases, 243.
- mud-guards, 244.
- Brazing, 247.
- Brent, see Harrington & Brent. Brent, H., see Harrington, J.
- Bridge piece, 163.
- Brief history of the cycle, 3 10. Broken tap, to remove, 297, 298.
- drill, to remove, 294.
- Brooks cycle saddles, 231, 232. gear cases, 243.
- Brown, C. W., self-locking ladies’ frame, 24.
- Brown, C., cycle forks, 158.
- Brown Brothers pneumatic saddle, 226, 227. brake, 236. crank drawer, 229.
- Brush brake, rubber, 236.
- brake, ordinary, 236.
- Buckling, liability of single forks to, 159-
- Buffing lathe, 270.
- Buffs, polishing, 270.
- Built-up pneumatic tyres, 121-147.
- repairs of, 310-315.
- Bull-dog rat-trap pedal, 221.
- Bunsen flame, brazing by, 247. Ilurgess pneumatic saddle, 227. Burton, C. E., driving gear, 209, 210.
- Bush or liner, repair of tube with, 280, 281.
- Butler, see Westwood-Butler.
- Butted spokes, to head, 296, 297. Butterfly rubber pedal, 218.
- rat-trap pedal, 221.
- Büttner, see Thomann and Büttner.
- CAM driving gear, 195.
- Can, oil, 244.
- Cap for fork ends, 158. Capstan lathe, automatic, 265.
- lathe, 302, 303. Cardboard cycle frames, 88. Care of nickeled surfaces, 227. Carriers, 47.
- Carter’s gear case, 243.
- p.323 - vue 342/432
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-
-
- 324
- INDEX.
- Carver quadricycle, 53.
- Case hardening axles, 264.
- Cast-iron, treatment of, for nickel plating, 273-275.
- Castle, W. H., adjustable or swivel-ling handle-bar, 156.
- Cellular pneumatic tyre, 142-144, 316-320.
- Celluloïd mud-guarJ, 244.
- Cernent heater, gas, 308.
- Central driving gear, 212-214. Centre of gravity, 75.
- Challenge safety bicycle, 7.
- Chain adjustment, swing, 175, 176. driving gear, 7> 161-192. driving gear, bail toothed, 182-192.
- guards, 243, 244. wheels, see Sprocket Wheels. Chains, pitch, 161-192.
- “ Cheeta” bottom bracket, 173. Chord pitch, 305, 306.
- Christy, H. A., saddle or seat, 229. Circle, pitch, what is, 305, 306. Circular or arc pitch, 305.
- Clamp, tube, 279.
- Clark, D. K., formula for locomotive traction, 76.
- “ Clincher” pneumatic tyre, 125. Clip pump, 244.
- saddle, 231.
- Clips, toe, 221-224.
- for tyres, 244.
- Closed lap joints, 286.
- “Club” safety bicycle, wheel load of, 65.
- safety bicycle, 7-safety quadricycle, 53. sliding seat or saddle, 71.
- Coats of varnish for japanning, 269. Clutch driven machines, 205, 206. Cold bending of tubes, 289-291. Coloured grounds for japanning, 268.
- Columbia bicycle, 19.
- Combination crank axle, 217.
- rubber and rat-trap foot-rest, 244.
- Combined pedal and toe clip, 221. Component parts of cycles, 79-245. Components of driving gear, Perry’s, 163.
- Compound members, frames with, 84, 85.
- tyres, see Built-up Pneumatic Tyres.
- Compressed paper cycle frames, 87,
- 88.
- Compression of tyres, 74-Cône bearings for cycles, 95.
- nut pedal pin, 216. Considérations, économie, 78. Convertible pedal, 224.
- Convertibles, 34, 35, 90.
- Cooper, see Marriott & Cooper. Corded silk dress guard, 244.
- Cork handles or grips, 157, 158. Corrugated tyre, 124.
- Cotter pedal pin, 218.
- Coupling rods and cranks, driving
- by, I9S-
- Courtney, see Ross-Courtney. Coventry chair, 48, 49.
- convertible sociable, 53. rotary tricycle, 203.
- Coventry Machinists’ Company Limited quadruplet, 31, 32.
- bail steering head and Iock, 153. tandem safety, 45, 46. duplex head, 153.
- Covers, pneumatic saddle, 228. Cowper, E. A., improved cycle, 5> 6-
- ball-bearing, 92.
- Cox, John, spring handle-bar, 156.
- improved saddle, 225.
- Crank driving gear, Perry’s, 163.
- p.324 - vue 343/432
-
-
-
- index.
- 325
- Crank bracket adjustment, 116-173. bracket, Rudge - Whitworth, 164, 165. détachable, 176. drawer, 299.
- rotary, application of power by, 215, 216.
- Cranks first fitted to cycle, 4.
- and coupling rods, driving by,
- 195-
- securing, in position, 216, 217. variable throw, 202, 203. long, advantages of, 216. Crawley, C. H., see Boudard, M. Crecelius, L. J., see Grayson, W. “Cripper” tricycle, 69.
- Crowden, C. T., hydraulic jointing,
- 85-
- see also Pausey, H. J.
- “ Cruiser ” quadricycle, 53.
- Crypto Works Company Limited front-driving safety, 20, 21, 66, 67.
- epicyclic gear, 201, 210-212. Cups of hub bail race, to remove, 298.
- Current, electric, for plating, 271, 272.
- Cushion tyres, 116.
- tyres, repairs to, 308. Cushioning strip for built-up tyre, Ï25.
- Cutters for epicycloidal teeth, 307. Cutting off, tool for, spokes. 296.
- sprocket wheels, 260-263. Cyanide bath, 271.
- Cycle, advantages of, I. brief history of, 3-10. spokes, strain on, 1x5. définition of, 3. water, 58-60.
- and rider, momentum of, 72, 73. mechanics, 73-78.
- Cycle step, 244.
- jig, universal, 250, 251. frames, metnbers of, 289.
- Cycle Componenîs Manufacturing Company Limited factory in-flator, 259.
- spring chain wheel, 193.
- Cycles, component parts of, 79-245.
- manufacture of, 246-277. “Cyclet,” 18, 19.
- wheel load of, 67.
- Cycling, letter in, on Simpson chain, 178-180.
- Cyclometer readings, 74.
- DALZELL, Gavin, bicycle, 4. Damaged tube, to remove, 282, 284.
- Dandy or hobby-horse, 3.
- Davies, Preston, bottom bracket,
- 177.
- bail tooth gearing, 184-186. pitch chain, 185, 186. barrel hub, 102, 103. tubeless pneumatic tyre, 133, 134-
- Defective valves, leakage of, 315-Dented tube, mistake to replace, in frame, 279, 280.
- Derwent on epicycloidal teeth, 306, 307-
- Détachable handles or grips, 157, 158.
- crank bearing, 165, 166. crank, 176.
- Devon tricycle, 70.
- Devices for closing fork ends, 158,
- 159-
- Dicycle, see Bicycle.
- Differential or balanced gear, 204, 205, 207, 208.
- p.325 - vue 344/432
-
-
-
- 326
- INDEX.
- Different metals, treatment of, for nickel-plating, 273-275.
- Dips, see Baths.
- Direct"spokes, replacing, 293-297. Disc adjustingor barrel hub, 99-loi.
- wh<=els, 115, 116.
- Dises or screwed cups, 265. Distribution of weight, 73, 74.
- of wheel load in cycles, 12, 13, 63-69.
- Dollies, finisbing, 270.
- Double tubes, use of, in frames, 84. tyred and rimmed wheel, 21. driving tricycles, 204.
- Dover, Horace Walter, joints for bamboo frames, 88. gear case, 243.
- Dowson gas plant, 247.
- Drais, Baron de, bicycle, 4, 56. Dress guards, 244.
- Drop, semi-, handle-bar, 154, 155. scorcher, handle-bar, 155. path racer, handle-bar, 155* Drilling machine, rim or felloe, 253, 254-
- machine, hub, 255, 256. machines, 304, 305. jig, 286, 287.
- Driving band-, steel, 194, 195. chains, 161-192. gear, 161-224, 260-265. gear, cam, 195. wheel, sprocket.or chain, 163. wheel, to remove, 299. Drzewiecki, S., driving gear, 206, 207.
- rear-driving safety, 18, 19. D-shaped tubes, use of, in frames, 84.
- Dual sets of chain wheels and chains, employment of, 203.
- Dunlop, J. B., pneumatic or air tyre, 119-121.
- Dunlop, J.B., pneumatic valve, 146. non-detachable tyre, to repair, 3IO'3I3-
- Duplex head, 153.
- Dwarf bicycle, 8.
- Dynamic gear, see Epicyclic Gear. Dynamics of cycles, 62, 63, 76, 77. Dynamo electric machine, for plat-ing, 272.
- ADIE chain, 162, 163.
- Eccenti ics and steel band driving gear, 195.
- Economie considérations, 78. Efficiency of cycles, 12, 13, 61-78. of cycles, variations in, 11, 12. of cycles, points of, 12, 13, 61. Electric cycle lamps, 241, 242.
- current for plating, 271, 272. Electro déposition, 269, 277.
- déposition of copper, batteries for, 272.
- déposition of nickel and silver, 272.
- Elliptical lever action driving gear,
- 7-
- Elm rims or felloes, 111.
- Elmore, William, Limited, dynamo electric machine, 272.
- Elongated dust-proof hub, 103, 104. Emery grinding machine, 264.
- band machine, 249.
- Enamelling, 266-269. stove, 266.
- Enamels, recipes for, 268, 269. Energy of motion, 77, 78.
- English Mechanic, or World of Science, on epicycloidal teeth, 306, 307.
- Epicyclic gear, 200-216. Epicycloidal teeth, to lay out, 306, 3° 7-
- p.326 - vue 345/432
-
-
-
- INDEX.
- 327
- Erecting stand, 279.
- Erector, wheel, 260.
- Expanding chain or sprocket vvheels, 203.
- FACILE safety bicyle, 7.
- Factor of safety in cycles, II. Factory inflator, 260.
- Fairbanks laminated or built-up wood rim, 112.
- Felloe, double, wheel, 12.
- Felloes, see Rims.
- Felt handles or grips, 158.
- Ferrule or tube strengthener, 248. Finishing framework, 266-269. Fire-engine cycle, 47.
- Fittings and accessories, 241-245. Flap for built-up tyre, 125.
- Fiat roadster handle-bar, 154.
- road racer handle-bar, 154. Fletcher, Russell, & Co. blow-pipe, 247, 248.
- cernent heater, 308.
- Fleuss tubeless pneumatic tyre,
- 136, 137-
- Fleuss, H. A., protected tread tyre, I43> !44-
- Fly-cutter for epicycloidal teetb, 3°7-
- Foot motor boat, 58-60. rests, 244.
- brakes, 238, 239, 241.
- Fork strengthener, 158, 159.
- ends, devices for closing, 158, I59‘
- legs, rear, out of line, to straighten, 283, 284. ends and chain adjustment, 163.
- Forks, 158-170, 283, 284.
- single, liability of, to fracture, 159-
- Forward racer handle-bar, 155. Fowler, John, & Co. balance driving gear, 137.
- Fowler Cycle Manufacturing Co. truss frame, 85.
- differential or balanced gear, 204.
- F'racture, liability of single forks to, I59‘
- Frames, jointing, by hydraulic pressure, 85, 249. brazing, 247.
- putting together, 248, 249. repairing, 278-293.
- Framework, 80-92, 246-257.
- French, J. T., see Simonds, J. S. Friction of bail bearings, results of tests on, 98.
- Front-driving cycles, ungeared, 4-7. driving cycles, geared, 7-10, 20, 21, 50, 51.
- G ÂRRISON, Joseph, see Barnes, Edward.
- Gas blow-pipe, 247.
- cernent heater, 308. furnace, 248.
- heated enamelling stove, 266. or petroleum forge, 248.
- Gear cases, 243, 244.
- driving, 161-224, 260-265. interchangeable, 165.
- General observations on nickel-plat -ing, 276, 277.
- Gibbons three-track tandem, 53-Glass cutters’ sand for polishing, 270.
- Gompertz, Louis, bicycle, 4.
- Goods carriers, 49-51.
- Gormully & Jeffery Manufacturing Company wedge - action pneu-malic tyre, 129, 130.
- pneumatic valve, 130, 131.
- p.327 - vue 346/432
-
-
-
- 328
- INDEX.
- Gouzenes, M., vvire-fastened built-up pneumatic tyre, 124.
- Granger, W., see Singer, G. Gravity, centre of, 75.
- Grayson, W., and Crecelius, L. J., cycle franies, 86.
- Green, Henry, spring cycle frame,
- 91-
- Griffiths, Alfred, safety bicycle, 9,
- 10.
- on wheel load in cycles, 13. classification of tricycles, 36, 37-
- adjustable swinging seat pillar,
- 70.
- Grilli sociable bicycle, 34.
- Grip pedals, 219, 220.
- Grips or handles, 156-158.
- Griswold rubber mud-guards, 244. Grose’s gear cases, 243.
- Ground, black, for japanning, 268, 269.
- white, for japanning, 269. coloured, for japanning, 268. Guest, C. H., and Barrow, L., joints of cycle frames, 87.
- Guide or jig for drilling wheel bub, 295-
- Guthrie & Hall’s pneumatic saddle, 228.
- HALL, R. F., brake, 236.
- Hall, J. W., and Phillip’s, H. L., method of mounting wire spokes, 114.
- see also Guthrie & Hall. Handle-bars, 19, 153-156, 287, 288. réversible, 19, 156. wood, 153. to repair, 287.
- T-piece, 288.
- Handles or grips, 156-158.
- détachable, 157, 158. Harrington, J., and Brent, H., bail bearing, 93.
- and Brent’s method of mounting wire spokes, 112, 113. Harrington, M., and Anthony, A., joints for bamboo frames, 89. Harris, W. S., platingsmall articles, 274, 275.
- Hartford single tube pneumatic tyre,
- 121.
- Hatton’s universal cycle jig, 250,
- 251-
- Head, bail socket, to repair, 287, 288.
- polishing, 270. spoke, to form, 296, 297. steering, 147.
- Headlight, electric, 241.
- Heating tubes for bending, 293. Helical or undulating spokes, 113. tubes, 16, 81-84.
- Henson’s pneumatic saddle, 226, 227.
- llering, Rudolph, traction on macadam roads, 77-Hickory spokes, 113.
- rims or felloes, ni.
- Hide, A. C., joints for cycle frames,
- 86.
- High bicycle or ordinary, 6, 7. History of the cycle, brief, 3-10. Hobby-horse, 3.
- Hollis brake, 235.
- swivelling or adjustable handle-bar, 156.
- Hollow metallic rims or felloes, 108-110.
- or double rims or felloes, 252. spindle capstan lathe, 302, 303. Honrath, Alexander, spring tyres, 118.
- p.328 - vue 347/432
-
-
-
- INDEX.
- 329
- Horn grips or handles, 157.
- Hose pipe or single tube pneumatic tyre, repairs to, 309, 310.
- Hot bending of tubes, 291-293.
- Ilub drilling machines, 255, 256. turning lathe, 257-259. bail race cups, to remove, 298. Ilubs, pneumatic, 91. bail, 92-107. driving, 163-177.
- Hudson, J. G., brake, 235.
- Hughes, J. H., bail bearing, 92.
- see also Bown, W.
- HuII, J. E., spring cycle frame, 91. Humber safety bicycle, 9. roadster safety, 13, 14. adjustable or swinging handle-bar, 156. racer, 22.
- steering or head lock, 28, 29. lady’s safety, 23, 24. handle-bars, 154-156. tandems, 28-31. crank bracket adjustment, 116-173-
- triplet, 31. rat-trap pedal, 221. tricycle, 40, 41.
- dust-proof oil-retaining hub, xoi, 102.
- “ Cruiser ” quadricycle, 53-spring cycle frame, 90. pattern chain, 163. seat lug, 232.
- swing chain adjustment, 175, 176.
- brake, 234, 235. détachable crank, 176. pattern toe-clip, 223. saddles, 231, 232. steering or bail head adjustment, 148, 149.
- Hurndall laminated wood rim, ni.
- Hurrell and Spence adjustable cycle, 71.
- Husberg, N. K., bail bearings, 93, 94, 217. brake, 237.
- Hyde Impérial Rubber Company Limited built-up pneumatic tyre, 124.
- Hydraulic brakes, 237. jointing, 85.
- pressure, formation of lugs, &c., by, 247.
- Hydrochloric or muriatic acid bath, 271.
- ICE velocipede, 58.
- Impérial Rover bicycle, 19. Indiarubber brakes, 236, 237. pedals, 218. mud-guards, 244. solution, 309.
- • Inflation of pneumatic tyres, proper, 74, Mô.
- Inflator for factory use, 660. Inflators, 146, 147.
- Inner socket tube, repair of, 281. Insertion of tangent spokes, 299, 300.
- Insertion of butt-ended spoke-, 296. Interchangeable gear, 165. Introduction, 1-10.
- Iron, cast, to nickel-plate, 274.
- malléable, to nickel-plate, 274. wrought, to nickel-plate, 274*
- JAMES, IJarry, adjustable hub,
- 5L 52.
- James, J. T., hollow metallic rim or felloe, 110.
- inside bead metallic rim or felloe, 110.
- single metallic rim or felloe,
- 110.
- p.329 - vue 348/432
-
-
-
- 33°
- INDEX.
- Japan metallic surface, to, 266-269. Jarvis, E. B., saddle, 229.
- Jeffery, see Gormully and Jeffery Manufacturing Company.
- Jig for drilling wheel hub, 295.
- universal cycle, 250-257.
- Jiggers or jigs, 248, 249, 250-257. Jointing eut solid tyre, 308, 309.
- tubes by hydraulic pressure, 85. Joints, 234-288.
- between valves and air tubes, leakage of, 315. of air tubes, leaks at, 315. of bamboo frames, 80-89.
- Jones, F. W., adjustable framed dwarf safety, 70.
- Journal de Paris, description of Blanchard and Magurier’s veloci-pedes, 3.
- Junction pièces, 247.
- KAISER safety bicycle, 9, 10.
- adjustable swinging seat pillar, 70.
- Kay’s brush brake, 236.
- Kekewich, Justice, judgment by, 123.
- Kick, Professor, law of proportional résistances, 74-King, see Kirch-King.
- Kircb-King, A. W., cycle frame joints, 86, 87.
- Kirkaldy, David, results of tests by, of helical tubes, 81-84.
- Kolb’s unicycle or monocycle, 55. Kotin, Adolpb, bail tooth gearing, 186-192.
- roller hub, 105, 106. pitch chains, 187, 188, 191, 192.
- chain guard, 188, 189. bail chain gear, 191, 192.
- LACED or tangent spokes, 113-
- ir5-
- wheel and chain guards, 244. Ladies, safety bicycles adapted for, 22-26.
- Laminated wood rims or felloes, ni, 112.
- Lamp brackets, 241.
- Lancaster, J., spring clips for tyres, 244.
- Landis, H. K., on cycle mechanics, 73-78, 81.
- Lap joints, 284-286.
- Lapped and belted joints, necessity of expérience in, 288, 289.
- Large diameter tubes, use of, in frames, 84.
- Larne, M., unpuncturable pneu-matic tyre, 142.
- Lathe attachaient for emery grind-ing, 264.
- hollow spindle capstan, 302
- 3°3-
- polishing and buffing, 270. self-acting hub turning, 257-259. treadle, 303, 304.
- Lawson, IL J., daim of, to inven-torship of safety bicycle, 6. Lazerges, M., unpuncturable pneu-matic tyre, 142.
- Leather gear cases, 243.
- pneumatic tyres, 145, 146.
- Lee’s automatic attachment, 139. Lever chain, 177-180.
- Liability of single forks to fracture,
- 159-
- Light combined pedal and toe clip, 221.
- Lime, use of, for polishing, 270. Linley and Biggs spring cycle frame, 91.
- Liquid cernent, 310.
- Loane, E. D., air pump, 147.
- p.330 - vue 349/432
-
-
-
- INDEX.
- 33*
- Location of puncture in tyres, 313, 3M-
- Lock, Charles, bail toothed gearing, 182-184, 197, 198. pitch chain, 184.
- Long bearings, use of, in cycles, 94. cranks, advantages of, 216.
- Loop frame, lady's safety5 24, 25.
- Lucas anti - vibrating handles or grips, 156, 157.
- pneumatic valve, 146, 315. toe clip, 224.
- Lug, seat, 232.
- Lungren, C. M., tubeless pneumatic tyres, 134-136.
- Lycett’s pneumatic saddle, 227, 228.
- ACADAM roads, traction on,
- Machined work repairs, 301-305.
- Machines adapted for ladies’ use, 22-26.
- Magurier, see Blanchard and Ma-gurier.
- Malléable iron, to nickel-plate, 274.
- Mandrel, flexible Steel, 289, 290.
- Manufacture of cycles, 246-277.
- Manumotive or hand-power veloci-pedes, 55-58.
- Maple rims or felloes, ni.
- Marriott & Cooper convertible machine, 35. tricycles, 42-45. convertible frame, 90.
- Matchless slidingseat or saddle, "Ji.
- M'Anney, Grant, joints for bamboo cycle frames, 88, 89.
- M'Kenzie cycle, 4.
- M‘Millan bicycle, 4.
- Mechanics of cycle, 73-78.
- Metallic surface, to japan, 266-269.
- Metals, different, treatment of, for nickel-plating, 273-275.
- Method of attaching pedal pin to crank, 218.
- mounting bail orspherical teeth, 183-192.
- Métropole, see Acatène Métropole.
- Michelin & Company built-up pneumatic tyres, 127, 128.
- Midget oil can, 244.
- Milling machine, 261-263.
- Miscellaneous machines, 52-60.
- Modem built-up tyres, to repair,
- 3I3-3iS-
- safety bicycle or dicycle, 11.
- tricycles or three wheeled cycles, 36-46.
- Momentum of cycle and rider, 72,
- 73-
- Mongiardino, L. E., and Davies, Preston, tubeless pneumatic tyre, 133, 134-
- Monocycles or unicycles, 53-55-
- Morgan and Wright single tube pneumatic tyre, 121.
- Morgan chain, 162.
- Morris, G. L., Wilson, W. T., and Strickland, N. H., dise wheels, 116.
- cycle frames, 87.
- Motion, energy of, 77, 7^-
- Mud-guards, 243, 244.
- Multicycles, 53.
- brakes for, 240.
- Muriatic acid, see Ilydrochloric Acid.
- N ARROW tread pedal pin, 218. National single tube pneumatic tyre, 121.
- New York Electrical World on electric cycle lamps, 241, 242.
- p.331 - vue 350/432
-
-
-
- 332
- INDEX.
- Nickel plating, 269-277.
- plating cast iron, 273, 274. plating steel, 274. plating small articles, 274, 275. plating tank or vat, 271-276. plating malléable iron, 274. plating, battery power required for, 272.
- plating wrought iron, 274. plating, dynamo electric machine for, 272.
- Nickeled surfaces, care of, 227. Nipples, tool for screwing up, 259. key, 301.
- Nitrate of potash, see Solution Stripping.
- Nitric acid, see Solution Stripping. Non-detachable Dunlop tyre, to repair, 310-313.
- OARSMAN tricycle, 56, 57.
- Oat tyre, 124.
- Objections to self-healing pneuma-tic tyres, 139, 140, 143, 144. O’Brien’s patent bent-wood handle-bar, 153.
- Oil-can, 244.
- Open lap joints, 284, 285.
- Ordinary block chain, 179-182. or high bicycle, 6, 7. or high bicycle, wheel load of, 64.
- pedal pin, 218.
- Osmond, F. J. , on long cranks, 216. “Osoezi” anatomical saddle, 226, 228.
- Otto, E. C. F., undulating or heli-cal spokeq 113.
- and Wallis, J., sheet métal wheels, 116.
- tvvo-track bicycle, 36, 52, 70, '
- 71, 194-
- Oval tubing, use of, in frames, 84. Oven, japanners’, 266, 268. O/.anam, Jacques, on passenger carriers, 48.
- PACKING tubes forhot bending, 292, 293
- Palmer, J. F., built-up wedge-action pneumatic tyre, 126-128, 129.
- collapsible handle-bar, 156. puncture-proof pneumatic tyre, 140.
- puncture-proof air tube, 140, 141.
- improved fabric for tyres, 141. Papier-mâché cycle frames, 87, 88. Paraffin oil, use of, to protect nickeled surfaces, 277.
- Paragon mud-guards, 243, 244. Paris, use of cycle fire engines in, 47-
- Parson, H., central driving gear, 212-214.
- Parts, strength of, 75, 76.
- Pas-enger carriers, 47-49.
- Patch, to apply, on air tube, 312-
- 3r4-
- Patent adjustable or swinging handle-bar, 156.
- Thomson’s, for first pneumatic tyre, 316-350.
- Path racer drop handle-bar, 155. Pattern handle-bar, raised, 155, 156. Patiison, Sydney, cycle saddle, 230, 231.
- Pausey, H. J., andCrowder, C. T., bevel driving gear, 196. Pavement, traction on, 77.
- Peakle.-s saddles, 226, 227.
- Pedal, pressure on, 77.
- pins, 217, 218.
- Pedals, 217-224.
- p.332 - vue 351/432
-
-
-
- INDEX.
- 333
- Perforated steel driving bands, 194. Perry brake, 236. cycle step, 244. foot rest, 244. saddle pin or pillar, 232. frame for safety, 80. method of attaching pedal pin to crank, 218. pedals, 218-223. elongated dust-proof hub, 103, 104.
- steering head, 152, 153. Humber pattern chain, 165. components of driving gear, 163.
- tricycle axle, 210. toe-clips, 223.
- Phillips, R. E., remarks on pas-senger carriers, 48.
- on variable throw cranks, 202, 203.
- grip pedal, 220.
- Phillips, H. L., see Hall, J. W. Pichard, C. F., joints for cycle frames, 85, 86.
- Pickering bicyle, 4.
- Pins, pedal, 217, 218.
- Pitch circle, what is, 305, 306.
- chains, 161-163, 177-192. Pivoting teeth, 192.
- Plated wire dress guards, 244. Plating, nickel, 269-277. tank or vat, 271. solution, 271.
- Plain Steel driving bands, 194, 195-Plugs or stoppers for fork ends,
- 158, 159
- Pneumatic brakes, 237. cycle saddles, 225-228. cycle frames, 91, 92. saddle covers, 228. or air tyres, 119-146. tyres, repairs to, 308-315.
- Polishing plated work, 269, 270.
- and buffing lathe, 270.
- Pope Manufacturing Company safety bicyle, 33, 34.
- Porosity of air tube, loss of air by,
- 3H, 315-Potash bath, 271.
- nitrate of, see Solution Strip-ping.
- Power consumed in driving, 72, 73-Practical hints on japanning, 267-269.
- Preliminary préparation for nickel-plating, 272, 273.
- Premier Cycle Company Limited roadster safety, 16.
- helical tubes, 16, 81-84. racer, 22. lady’s safety, 25. hub, 99.
- rim or felloe drilling machine, 253, 254.
- automatic hub drilling machine, 255, 256.
- self-acting hub turning lathe, 257-259-
- milling machine. 261-263. Prentice, J. S., Renison, W., and Renison, J., arrangement for facilitating propulsion, 106, 107. Préparation, preliminary, for nickel-plating, 272, 273.
- Pressure, hydraulic, jointing tubes
- by, 85.
- on pedal, 77.
- Presto gear case, 243.
- Prestwich pneumatic saddle, 225, 226.
- Price’s cam driving gear, 195. Priming varnish, 268.
- Prussiate of potash process, harden-ing axle by, 264.
- Pulling toe-clip, 222.
- p.333 - vue 352/432
-
-
-
- 334
- INDEX.
- Pumps, air, 146, 147.
- Puncture, to locate, in tyre, 313, 314-
- Puncture Proof Company’s speedifïer band, 139.
- Punctures in single tube tyres, repairs of, 310.
- in built-up tyres. repairs of, 310-
- 315-
- in tubeless lyres, 313.
- Punnett Cycle Manufactuiing Company sociable bicycle, 33, 34.
- QUADRANT quadricycle, 53. tricycle, 69.
- - Quadricycles or tetracycles, 52, 53-
- Quadruplets, 31, 32.
- Quevedo, W. T., hand-power cycle, 57-
- Quintets, see Quintuplets. Quintuplets, 32.
- R ACER, path, drop handle-bar, 155-
- forvvard, handle-bar, 155. Racers, 21, 22.
- Racing men, use of long cranks by, 216.
- Raised pattern handle-bar, 155, 156. Rat-trap pedals, 219-222. foot-rest, 244.
- Raymond, C. M., lamp oil réservoir, 242, 243. inflator, 147.
- Reach, proper length of, 232. Readings, cyclometer, 74.
- Rear - driving geared chainless safety, 18.
- geared chainless safety, wheel • load of, 67.
- Rear-driving safety bicycles, 9-35» 65-78.
- ch lin geared safeties, 11-18,
- 21-35-
- chain geared safeties, wheel load of, 67, 68.
- Rear chain adjustments. 165-175-
- Rear forlc legs out of line, to straighten, 283, 284.
- “Record” pneumatic tyre, 124.
- Reciprocating crank driving gear, 216.
- Referee Cycle Company Limited triple head, 153.
- “ Reform ” saddle, 228.
- Reilly, M., tests of helical tubes, 82, 83.
- Renison, W., see Prentice, J. S.
- Renison, J., see Prentice, J. S.
- Renold chain, 162.
- Renouf, P. L., and Westwood, F., pneumatic friction wheels, 192,
- 193-
- — tandem, 27.
- Repair work, useful sizes of tubes for, 288.
- Repairs and renewals, 278-315.
- Replating woik, 275, 276.
- Rests, foot, 244.
- Réversible handle-bar, 19.
- Reynold chain, 162.
- Richardson’s saddie, 229.
- Rider and cycle, momentum of, 72, 73-
- Right and left hand pedal pin, 218.
- Rim, wheel with double, 21.
- or felloe drilling machines, 253, 254-
- Rimmington, R. F. and J. A., bail tooth gear, 191.
- Rims or felloes, 16, 17, 107-112, 252-254.
- Riviere, L. F. A. P., cycle, 6.
- p.334 - vue 353/432
-
-
-
- INDEX.
- 335
- Road racer, flat, handle-bar, 154. Roads, good, necessity for, 2.
- macadam, traction on, 77. Roadster, flat, handle-bar, 154. Roadsteis, 13-21.
- Roller brake, 237. hub, 105, 106. toothed wheels, 197-200. Rolling résistance, 12.
- Roper’s angular sliding vice, 249, 250.
- Ross - Courtney pneumatic valve, 146.
- Rosser’s patent pneumatic brake, 237-
- Rotary crank, application of power by, 215, 216.
- “ Rover ” safety bicycle, 9.
- Royal Mail quadricycle, 53.
- Rubber pedals, 218. mud-guards, 244. tyres, first, 5-Rucker tandems, 27. Rudge-Whitworth roadster safety,
- 15-
- racer, 22. hub, 99.
- stee.ring bail head, adjustment,
- 148.
- crank bracket, 164, 165. Russell, see Fletcher, Russell, & Co. Limited.
- SADDLES or seats, 224.
- Saddle or seat, adjustment of, 71, 72.
- or seat, sliding, 57, 71. or seat clip, 231. leather tightening arrangement for, 232.
- pin or pillar, 232.
- Safety bicycles, 6-10.
- addition for pneumatic tyres, 142, 143.
- Sand for polishing, 270.
- Scarf joints, 286.
- Scientific American on cycle me-chanics, 73-78.
- hints on japanning, 267-269. Scorcher drop handle-bar, 155. Scott, R., built-up pneumatic tyre, 124.
- built-up wedge-action pneumatic tyre, 126.
- Screw-cutting capstan lathe, 302,
- 3°3-
- Screwed cups or dises, 264, 265. Seat lug, 232.
- or saddle, sliding, 57; 71*
- Seats, see Saddles.
- Seddon, E. II., tyre with auxiliary tube, 124.
- Self-acting screw-cutting and sur-faAng treadle lathe, 303, 304. hub-turning lathe, 257.
- Self - adjusting automatic saddle, 230.
- Self-sealing pneumatic tyres, 138-
- 145-
- Semi-drop handle-bar, 154, 155. Serrated foot-rest, 244.
- Sextets, see Sextuplets.
- Sextuplets, 32.
- Shakespeare tandem, 27.
- Sharp, A., cycle frames, 87.
- Shaw, W. T., Boothroyd, J. W., and Sydenham, A., driving gear, 209.
- variable driving mechanism, 208, 209.
- built-up pneumatic tyres, 128, 129.
- Sheet métal cycle frames, 87. Silvertown pneumatic tyre, 129
- p.335 - vue 354/432
-
-
-
- 336
- INDKX.
- Simonds, George F., results of experinunts with bail bearings, 97, 98.
- Simonds, J. S., and French, J. T., see Beeston Pneumatic Tyre Company Limited.
- Simplex brake, 236.
- Simpson, W. S., chain gearing, 177-180.
- Singer détachablecrankbearing, 166. brake, 236.
- Singer & Company Limited goods carrier, 50, 51.
- modem improved“ Velociman” tricyle, 57, 58.
- bail steering and steering lock, 150-152.
- Singer, G., cycle frainework, 87. and Granger, W., bail bearing, 94-
- Single tube or hose-pipe pneumatic tyres, 121.
- tube or hose-pipe pneumatic tyres, repairs to, 309, 310. forks, liability of, to fracture, I59-
- driving tricycles, 203, 205. Sliding seats or saddles, 71.
- angular vice, 249-250.
- Small articles to nickel-plate, 274,
- 275-
- hand - power spoke - drilling machine, 301. hub-drilling machine, 256. Smart’s roller brake, 237.
- Smith, W. B., cycle frames, 86. Smith's flexible stecl mandrel, 289. built - up wire - fastened pneumatic tyre, 124.
- Sociable tricycles, 46.
- bicycles or dicycles, 32-34. Socket tube, inner, repair of, 287. bail head, to repair, 287, 288.
- Solid metallic rims, 107.
- rims or felloes, 16, 17, 107 112, 252-254. rubber tyres, 116. indiarubber tyres, repairs to, 308.
- Solution, indiarubber, 309. plating, 271. stripping, 275, 276.
- Spanners, adjustable, 244. Sparkbrook détachable brake lug, 235, 236. tricycle, 41, 42.
- Sparkbrook Manufacturers’ Company Limited roadster safety, 16-18.
- band brake, 235. racer, 22. lady’s safety, 25. hollow metallic rim or fe’loe, 16, 17, 109, 110. differential double tricycle axle, 207, 208.
- Spaulding cycle, distinctive features of, 163, 164.
- Spécial forks, r 59-Specification, Thomson’s, 316-320. Speedifier band, 139.
- Spence, R. J. Beat, double rimmed or felloed wheel, 12.
- Spence, see Hurrell and Spence. Spherical toothed gearing, 182-192, 197-200.
- Spinaway tricycles, 70.
- Split cône nut pedal pin, 218. Spokes, 112-115.
- butted, to head, 296, 297. wire, first invention of, 5. wood, 113.
- standard patterns of, 112. direct, 112.
- tangent or laced, 112-114. replacing, 293-300.
- p.336 - vue 355/432
-
-
-
- INDEX.
- 337
- Spokes, helical or undulating, 113. tightening or screwing up, 260,
- 300, 301.
- laced or tangent, securing at points of contact, 114, 115. Strain on, 115.
- screwing machine, hand-power,
- 301.
- grip and nipple key, 301. holes for, drilling of, 253, 254. Spoon brake, 233, 234.
- Spring chain or sprocket wheel,
- 193-
- cycle frames, 90-92. plates or clips for lyres, 244. wheels, 115. tyres, 117-119. handle-bars, 156.
- Sprocket or chain wheels, 163-194, 203.
- wheels, repairs to, 305-307. Squeegee mud-guard, 244.
- Stability of cycles, 61-78.
- Standard tyre, 124.
- “ Star ” safety bicycle, 9.
- Starley détachable link chain, 162. Starley, James, differential or bal-anced gear, 37, 204, 205.
- Starley Brothers gentleman’s tricycle, 39.
- roadster safety, 14, 15. lady’s safety, 24, 25.
- Statics, 62, 73, 74.
- Steel driving bands, 194.
- treatment of, for nickel-plating, _ 274.
- Steering, the, 147-160. heads, 147-153-locks, 28, 29, 148, 150-153. Step, cycle, 244.
- Sterne & Company Limited emery band machine, 249. emery grinder, 264.
- Stevens’ wood spokes, 113.
- Stoney, F. G. M., on bail bearings, 94-96.
- quadricycle, 5.
- Stoney, G. J. and G. G., power consumed in driving, 72, 73.
- Stoppers or plugs for fork ends,
- 158, 159-
- Stove, gas-heated enamelling, 266.
- Straight members, construction of cycle frames with, 289.
- Strain on bicycle spokes, 115.
- Strength of parts, 75, 76.
- Strengthener, fork, 159. tube, 248.
- Strickland, V. H., see Morris, G. L.
- Strickland’s telescopic adjustable frame, 71.
- Stripping and replating, 275, 276. bath, 275, 276.
- Stuart, Akroyd H., puncture-proof pneumatic tyre, 142, 143.
- Sulphuric acid, see Solution Strip-ping.
- Suspension wheel, first, 5-
- Swing, adjusting bottom bracket, I73-I75-
- chain adjustment, 175, 176.
- Swinging or adjustable handle-bar,
- 156.
- Sydenham, A., see Shaw, W. T., Boothroyd, and Sydenham.
- Tandem bicycles, 27-31.
- or triplet- swing adjusting bottom bracket, 173-175* tricycles, 43-46.
- Tangent spokes, 113-115.
- spokes, to replace, 113, 114, 229-301.
- Tank, plating, 271, 276.
- Tap, broken, to remove, 297, 298.
- Y
- p.337 - vue 356/432
-
-
-
- INDEX.
- 338
- Tarnishingof nickel-plated surfaces, 277.
- Taunton’s patent mandrel, 289, 290. Tayler, see Wallis-Tayler.
- Tayler, D. F., & Company Limited, spokes, 112.
- Taylor’s tricycle, 56, 57.
- Teeth, pivoting, 192.
- Telescopic adjustable frame, 71-Tension of wheel, to adjust, 260, 300.
- “Terminus” pneumatic tyre, 124. Terrell hydraulic brake, 237.
- Tests on friction of bail bearings, results of, 98.
- of helical tubes, 82-84. Tetracycles, see Quadricycles. Thomann & Buttner saddle, 228. Thomson, R. W., first pneumatic tyre, 119.
- Thomson’s spécification, 316-320. Three-wheeled cycles, see Tricycles. Tigbtening arrangement for saddle leathers, 232. ,
- Toe-clip for rubber pedal, 223. Toe-clips, 221-224.
- Tool for heading butted spokes, 296, 297.
- Townsend pedal pins, 218. pedals, 218. toe-clips, 221, 222.
- T-piece, handle-bar, 288.
- Traction on macadam roads, 77. Transmission of power by ordinary block chain, 178, 179.
- of power, Simpson cbain, 178, 181.
- Transparent gear cases, 243.
- Treadle lathe, 303, 304.
- Treatment of different metals for nickel-plating, 273-275.
- Trent sand for polishing, 270. Tricycle bottom bracket, 163.
- Tricycle swing chain adjustment, 175, 176.
- Tricycles, 30-46.
- adjustment of, 176. brakes for, 240. classification of, 36, 37. efficiency of, 68, 69. single driving, 203, 204. sociable, 46. steering of, 147. stability of, 37-39-tandem, 43-46.
- Triple head, 153.
- Tiiplet swing adjusting bottom bracket, 173-175-Triplets, 31.
- Trouvé, A., cycle framework, 85. Tube bending, 289-293. clamp, 279.
- damaged, removal of, 282, 284.
- strengthener or ferrule, 248. Tubes of large diameter, use of, in framework, 84.
- most useful sizes for repair work, 288. helical, 16, 81-84. helical, strength of, 82-84. steel, strength of, 75-81. jointing, by hydraulic pressure,
- 8S-
- Tubeless pneumatic tyres, 133-13S-Tucker, H. C., unicycle or monocycle, 55.
- Two sets of chain wheels and chain, employment of, 203.
- Tyred, double, wheel, 21.
- Tyres, 116-147.
- compression of, 74. spring plates or clips for, 244. repairs to, 307-315. inflators, 146, 147.
- Tyton handles or grips, 158.
- p.338 - vue 357/432
-
-
-
- INDEX.
- 339
- UNBREARABLE forks, 159, 160.
- toe-clip, 222.
- Undulating or helical spokes, 113. Unicycles, see Monocycles.
- United States, use of System of hydraulic jointing in, 85. Universal cycle jig, 250, 251. Unpuncturable pneumatic tyres,
- I38-I45-
- VAJORK’S foot-motor boat, 56-60.
- Valves, pneumatic, 120, 146, 147. joints between, and air tube, leakage at, 315. defective, leakage of, 315. Variable speed gear, 200.
- Varnish, coats of, in japanning, 269.
- priming, 268.
- Vat for plating, 271, 276.
- Velociman tricycle, 56-58. Velocipede Syndicate cam driving gear, 195.
- Velocipedes, hand-power, 55-58. ice, 58.
- Verdot, E.,& Cie. unbreakable fork, 159, 160.
- Verdot, E. P., see Verdot, E., & Cie.
- Vibration, 78.
- Vice, angular sliding, 249, 250. Victor toe-clip, 223.
- ALKER, F. H., leather pneumatic tyre, 145, 146. Wallis, J. see Otto, E. C. Wallis-Tayler roller hub, 105, 106. spring tyre, 117.
- Warwick built - up, wire - fastened pneumatic tyre, 124.
- Warwick, F. & E., plug for closing fork ends, 159.
- hollow metallic rim or felloe, 108.
- Warwick, John, goods carrier, 49,
- 5°-
- Water cycles, 58-60. motor, 58-60.
- Wear of balls in bail bearings, 96,
- 97-
- Wedge-action built-up tyres, 125-
- I33>.
- Wedging de vice grip pedals, 220, 221.
- Weights of bicycles, comparative,
- 11.
- distribution of, 73, 74.
- Welch, C. K.,built-upwire-attached pneumatic tyre, 121, 122.
- Welch v. Caswell, judgment on, 123. Welsh two-track bicycle, 36, 37. Westwood hollow metallic rim or felloe, 108.
- Westwood-Butler hollow metallic rim or felloe, 108.
- Wheel, double tyred and rimmed, 21.
- erector, factory, 260. load in cycles, 12, 13, 63-68. Wheels, 92-147, 157-260, 293-301, 307-320.
- adjustment of, thrown out, 282, 283.
- repairs to, 293-301.
- Whippet spring cycle frame, 91. White ground, enamel for, 269. Whitworth, see Rudge-Whitworth. Wilcox, Robert, on bicycle traction, 76, 7 7-
- Wilson, W. T., see Morris, G. L. Winton pedal, 224.
- Wire-attached built-up pneumatic tyres, 121-125.
- p.339 - vue 358/432
-
-
-
- 34°
- INDEX.
- Wire, plated, dress guards, 244. spokes, direct, 112. spokes, first invention of, 5. spokes, standard patterns of, 112.
- spokes, tangent or laced, 112-114.
- spokes, replacing, 293-300. spokes, tightening or screwing up, 260, 300, 301.
- Wood cycle frames, 87, 88. handle-bar, 153. japanning of, 267. mud-guards, 244. rims or felloes, m, 112. rim, to cernent tyre to, 309, 3ï°.
- spokes, 113.
- Woodley built-up pneumatic tyre, 124.
- Work, repair, most useful sizes of tubes for, 288.
- Wrenches, adjustable, 244.
- Wright, see Morgan & Wright. Wrought iron, to nickel-plate, 274.
- XT R AO RD IN AR Y ” safety
- bicycle, 7. wheel load of, 66.
- ZENITH pneumatic tyre, 125. Zimmy toe-clip, 223, 224.
- Printed ai The Darien Press, Edinburgh.
- p.340 - vue 359/432
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- This Newspaper has for its object the adéquate représentation of the industry in Horseless Vehicles.
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- THE WORK»’ MANAGERS’ IIIMMSOOK OF H«DERN RULES, TAREES, AND DATA. For Engineers, Millwrights, and Boiler-Makers ; Tool Makers, Machinists, and Métal Workers ; Iron and Brass Founders, &c. By W. S. Hutton, Civil and Mechanical Engineer. Fifth Edition, carefully Revised, with Additions. In one handsome volume, medium 8vo, price 15s., strongly bound. [Justpublished.
- “ The author treats every subject from the point of view of one who has collected workshop notes for application in workshop practice, rather than from the theoretical or literary aspect. The volume contains a great deal of that kind of information which is gained only by practical expérience, and is seldom written in books.”—Engineer.
- THE PRACTICAL EXGIXEER’S HAXDBOOK. Comprising a Treatise on Modem Engines and Boilers : Marine, Locomotive, and Stationary; and containing a large collection of Rules and Practical Data relating to recent Practice in Designing and Constructing ail kinds of Engines, Boilers, and other Engineering work. By Walter S. Hutton, Civil and Mechanical Engineer. With upwards of 370 Illustrations. Fifth Edition, Revised. Medium 8vo, nearly 500 pp., price 18s., strongly bound.
- [Just published.
- “We hâve kept it at hand for several weeks, referring to it as occasion arose, and we hâve not on a single occasion consulted its pages without finding the information of which we were in quest. ”—Athenæum.
- THE PRACTICAT MECHANICS’ WORKSHOP COMPANIOtf. Com-prising a great variety of the most useful Rules and Formulæ in Mechanical Science, with numerous Tables of Practical Data and Calculated Results for facilitating Mechanical Operations. By William Templeton. Seventeenth Edition, Revised, Modernised, and considerably Enlarged by Walter S. Hutton, C.E. Fcap. 8vo, nearly 500 pp., 6s., strongly bound for workshop or pocket wear and tear.
- “ In its modernised form Hutton’s ‘Templeton’ should hâve awide safè, for it contains much valu-able information which the mechanic will often find of use, and not a few tables and notes which he might look for in vain in other works. This modernised édition will be appreciated by ail who hâve learned to value the original éditions of ‘ Templeton.’ ”—English Mechanic.
- A HAXDBOOK OX THE STEAM EXGIXE, with especial reference to Small and Medium-sized Engines. For the use of Engine-Makers, Mechanical Draughtsmen, Engineering Students, and Users of Steam Power. By Herman Haeder, C.E. English Edition by H. H. P. Powles, A.M.I.C.E., M.I.M.E. With nearly 1,100Illustrations, cr. 8vo, 9s., cloth.
- “ This is an excellent book, and should be in the hands of ail who are interested in the construction and design of medium-sized stationary engines. ... A careful study of its contents and the arrangement of the sections leads to the conclusion that there is probably no other book like it in this country. The volume aims at showing the results of practical expérience, and it certainly may claim a complété achievement of this idea.”—Nature.
- OX GAS-ENGINES. With Appendix describing a Recent Engine with Tube Igniter. By T. M. Goodeve, M.A. Cr. 8vo, 2s.6d.,cloth. [Justpublished.
- M Like ail Mr Goodeve’s writings, the présent is no exception in point of general excellence. It is a valuable little volume/’—Mechanical World.
- LONDON : CROSBY L0CKW00D & SON, 7 Stationers’ Hall Court.
- p.2xr4 - vue 363/432
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- ADVERTISEMENTS.
- V
- Most Beautifully Illustrated with Photographs, Snapshots, and Sketches.
- Cbe Wbeelman
- AND
- MOTORCAR WEEKLY
- IS THE EIREST PEMY CYCLING PAPER PÏÏJBLISÏÏED.
- Full of Interesting and Amusing Matter.
- Ils contains :
- Racing Notes. —General Cycling News.—The Earliest News of the Latest Events.—“X Rays,” being Brilliant and Witty Paragraphs and Verses.—Spécial Theatrical Paragraphs and News.—Ample Trade Notes, giving the Latest Cycling Trade I nformation. —Also
- MOTORCAR SUPPLEMENT,
- Giving the Latest Account of ail Motorcar News of Interest to the Public and to the Trade.
- CONTEMPORARY OPINION.
- “ SPORTSMAN,” 23rd May 1896.
- ''''The Wheelman and Motorcar Weekly.—On and after to-day the Amateur WhecT man will be known by a new name, and, judging from the first issue of the new sériés, the Wheelman and Motorcar Weekly promises to develop into a very Smart journal. It is well printed, profusely illustrated, and contains much that is interesting to ail concerned in the cycle trade and the motorcar, which is likely to become the vehicle of the future. It is edited by that well-known sport, Mr H. Hewitt Griffin.”
- “WEST H AM HERALD,” 3oth May 1896.
- “ The Amateur Wheelman has been swallowed up in the Wheelman and Motorcar Weekly, a more ambitious venture, the first number of which has just made its appearance. Brightly written articles and notes and fetching illustrations hold out hopes of a successful Career for the paper. The Motorcar Supplément gives a great amount of interesting information about the ‘vehicle of the future.’ Some very quaint varieties of the motorcar are pictured in this supplément.”
- “WHEELING,” roth June 1896.
- “ We must congratulate our friend, Harry Hewitt Griffin, on the admirable manner in which he is turning out the Wheelman and Motorcar Weekly. The paper is not only well written and interesting, but is produced in a style that is most creditable to ail concerned.”
- “ LITERARY WORLD,” sth June 1896.
- “-With the issue of 23rd May, the Wheelman and Motorcar Weekly begins a new sériés, with a number of practical papers and paragraphs of interest to the wheeling section of the community.”
- “ALNWICK ÀND COUNTY GAZETTE,” 6th June i8g6.
- “ I am favoured with the first number of the Wheelman and Motorcar Weekly, which is splendidly illustrated, and deserves the success which its smartly-written articles will most surely bring it.”
- Editorial Offices : 152 Fleet St. Publishing Offices : 23 Paternoster Row.
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- p.2xr5 - vue 364/432
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- THE HUB is full of bright, up-to-date, interesting articles on Cycling in ail its phases. Every week there is an Interview with some man of note in the Cycling World, and every now and then, with a well-known lady cyclist.
- THE HUB appeals to every wheelman and wheelwoman in this country. Personal paragraphs about prominent cyclists are published every week, and everything that can possibly interest cyclists finds a place in the pages of THE HUB.
- THE HUB gives Illustrated Short Tours, indicating routes, with a full description of the roads, within riding distances of the large cities. Its artistic features receive spécial attention, and ail the best cycling artists are numbered among its contributors.
- THE HUB should be in the hands of every one who> rides a cycle for pleasure, health, or business.
- b
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- AUTHOR OF THE FOLLOWING WORKS, TO BE OBTAINED OF A NY BOOKSELLER
- Refrigerating and Ice-Making Machinery. Crown 8vo, 300 pages, 87 illustrations. Cloth, bevelled edges, post free, 7s. 6d.
- “ One of the best compilations on the subject. The description of the different refrigerating machines, and the principles on which they act, are described with an intelligent appréciation of the means and the end.”— — The Engineer.
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- ‘ ‘ A thoroughly useful work for ail engaged in the manufacture of sugar. It gives detailed descriptions of ail the machines and apparatus used in the various processes, and many practical hints which will be of great value to those in charge of them.”—South American Journal.
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- “ Mr Wallis-Tayler’s book is one which may be studied with advantage and profit by both the machinery owner and the attendant. . . . The
- hints the book contains may be the means of saving a good deal of time and trouble with machinery.”—The Machinery Market.
- Sanitary Arrangement of Dwelling Houses. Crown 8vo, 206 pages, 123 illustrations. Cloth, post free, 2s. 6d. “ This book will no doubt be largely read, and will, we venture to think, be of considérable service to the public.”—The Lancet.
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- CATALOGUE OF BOOICS
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- MECHAN1CAL ENGINEERING, etc.
- D. K. Clark’s Pocket-1>ook for Mechanical JEngineers.
- THE MECHANICAL ENGINEER’S POCKET-BOOK OF TABLES, FORMULÆ, RULES AND DATA. A Handy Book of Reference for Daily Use in Engineering Practice. By D. Kinnear Clark, M.Inst.C.E., Author of “ Railway Machinery,” “ Tramways,” &c. Third Edition, Re-vised. Small 8vo, 700 pages, 6s. bound in flexible leather cover, rounded corners.
- SüMMARY OF CONTENTS.
- Mathematical Tables.— Measurement of Surfaces and Solids.— English Weights and Measures.—French Metric Weights and Mea-sures. —Foreign Weights and Measures.—Moneys.—Specific Gravity, Weight and Volume.—Manufactured Metals.—Steel Pipes.—Bolts and Nuts.—Sundry Articles in Wrought and Cast Iron, Copper, Brass, Lead, Tin, Zinc.—Strength of Materials.—Strength of Timber.—Strength of Cast Iron.—Strength of Wrought Iron.—Strength of Steel.—Tensile Strength of Copper, Lead, etc.—Résistance of Stones and other Building Materials.—Riveted Joints in Boiler Plates.—Boiler Shells—Wirf. Ropes and Hemp Ropes.—Chains and Chain Cables.—Framing.—Hardness. of Metals, Alloys and Stones.—Labour of Animals.—Mechanical Prin-ciples.—Gravity and Fall of Bodies.—Accelerating and Retarding Forces.—Mill Gearing, Shafting, etc.—Transmission of Motive Power.— Heat.—Combustion : Fuels.—Warming, Ventilation, Cooking Stoves.— Steam.—Steam Engines and Boilers.—Railways —Tramways.—Steam Ships.—Pumping Steam Engines and Pumps.—CoalGas, Gas Engines, etc.— Air in Motion.—Compressed Air.—Hot Air Engines.—Water Power.— Speed of Cutting Tools.—Colours.—Electrical Engineering.
- *** Opinions of the Press.
- “ Mr. Clark manlfests what is an innate perception ot what is likely to be useful In a pocket* book, and he is really unrivalled in the art of condensation. Very frequently we fïnd the information on a given subject is supplied by giving a summary description of an experiment, and a state-ment of the results obtained. There is a very excellent steam table, occupying flve and-a-balf pages ; and there are rules given for several calculations, which rules cannot be found in other pocket-books, as, for example, that on page 497, for getting at the quantity of water in the sliape of priming in any k.town weight of steam. It is very difScult to hit upon any mechanical engineering subject concerning which this work supplies no information, and the excellent indexât the end adds to its utility. In one word, it is an exceedingly handy and efficient tooî, possessed of which the engineer will be saved many a wearisome calculation, or yet more wearisome hunt through various text-books and treatises. and, as such, we can heartily recommend it to our readers, who must not run away with the idea that Mr. Clark’s Pocket-book is only Molesworth in another form. On the contrary, each contains what is not to be found in the other ; and Mr. Clark takes more room and deals at more length with many subjects than Molesworth possibly could. ’
- The Engùieer.
- “ It would be found difficult to compress more matter within a similar compass, or produce a
- book of 65c pages which should be more compact or convenant for pocket reference. . . .
- Will be appreciated by mechnaical engineers of ail classes. ’—Practical hu^ineer,
- “ Just the kind of work that practical men require to hâve near to them."-English Mechanic,
- p.2x1 - vue 368/432
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- 2
- CSOSBY LOCKWOOD & SON'S CATALOGUE,
- MR. HUTTON'S PhACTICAL HANDBOOKS.
- Handbook for Works’ Managers.
- THE WORKS’ MANAGER’S HANDBOOK OP MODERN RULES, TABLES, AND DATA For Engineers, Millwrights, and Boileï Makers; Tool Makers, Machinists, and Meta) Workers; Iron and Brass Founders, &c By W. S. Hdttos, Civil and Mechanical Engineer, Author of “ The Practical Engineer’s Handbook.’' Fifth Edition, carefully Revised, with Ac dirions. In One bandsome Volume, medium Rvo, price i?s. strongly bound. [Just published.
- |&* The Author naving compiled Kules and Data for his own use m u. great variety of modem engineering mark, and having found his notes extremely useful, decided to publish thon—revised to date—believing tkat a practical work, suited to the Daily requirements of modern engineers, would be favourably received. In the Feurth Edition the First Section has been re-written and improved by the addition of numerous Illustrations and new matter relating to Steam Engines and Gas Engines. The Second Section has bser, enlarged and Illustrated, and through-cut the book a great number of emendations and alterations hâve been ruade, with the object of rendering the book more generally useful,
- V* Opinions of the Press.
- “ The aurnor ireats every subject trom the point oi view of one v/ho has collected workshop notes for application in worlcshor oracle, rather than from the theoretical or literary aspect. The volume contains a great deai oj mai nia a of information which is gained only by practical expérience, and is seldom vritten in books.”—Engineer.
- “The volume is an exceedingly useiuî one, brimtui with engineers' notes, memoranûa, and rules. and well worthy of being on every mechanical engineer’s bookshelf."—Mechanical World.
- “ The information is precisely that likely to be required in practice. . . . The work forms a désirable addition to the library not only of the works’ manager, but of anyone connected with general engineering.”'—Mining Journal.
- “A formidable mass of facts and figures, readily accessible through an elaborate index ’ . . . Sucb a volume will be found absoîutely necessary as a book of reference in ail sorts
- of ‘Works’ connected with the métal trades.”—Ryland's Iron Trades Circular.
- “ Brimful of useful information, stated in a concise torm, Mr. Hutton’s books hâve met a press, îng want among engineers The book musf prove extremely useful to every practical mao possessing a copy-’’—1 ’mrti, al Engineer
- 2ieu> M armai for Eractieal Engineers.
- THE PRACTICAL ENGINEER’S HAND-BOOK. Comprising a Treatise on Modern Engines and Boilers: Marine, Locomotive and Sta-tionary. And containing a large collection of Rules and Practica Data relating to recent Practice in Designing and Constructing ail kinds of Engines, Boilers, and otber Engineering work. The whole constitutmg a comprehensive Key to tbe Beard of Trade and other Examinations forCerti-ficates of Competency in Modern Mechanical Engineering. By Walter S, Hutton, Civil and Mechanical Engineer,Author of “ lbe Works’ Manat er’s Handbook for Engineers,” &c. With upwards of 370 Illustrations Fifth Edition, Revised, with Additions. Medium 8vo, neariy 500 pp . price t8s. Strongly bound \_Just published,
- This work ts aestgnea as a companton to the Author s “ Works’ Manager’s Hand-book.’’ It possesses many new and original features, and contains, like its predecessor, a quaniity of matter not originally intended for publication, but collected by the author for his own use in the construction of a great variety of Modern Engineering Work.
- The information ts given in a condensed and concise form, and is illustrated by upwards of 570 Woodcuts ; and comprises a quantity of tabulated matter of great value to ait éngaged in designing, constructing, or estimating for Engines, Boilers, and other Engineering Work.
- V Opinions of the Press.
- “ Ve hâve kept it at hand for severai weeks, referring to it as occasion arose, and wehave not on a smgie occasion consulted its pages withoutfinding the information of which we were in quest. ’ — âthenaura.
- “ A thorougmy gooa practical handboox, which no engineer can go through without leaming something that willbe of service to him.”—Marine Engineer.
- " An excellent book of reference for engineers. and a valuable text-book for students o! engineering.”—otcts.nan.
- “This valuable manual embodles the results and expérience of the leading authorities on mechanical engineering. ‘—Building Nerws.
- “ The author has collected together a surprising quantity of rules and practical data, and has snown much judgment in the sélections he has made. . . . There is no doubt that this book is one of the most useftil ofits kind published, and will be a very popular compendium.”—Engineer.
- “ A mass of information, set down in simple ianguage, and in such a form that it can be easily referred to at any rime. The matter is uniformly good and well chosen and is greatiy elucidated by the illustrations. The book wiü find its way on to most engineers' shelves, where it will rank as one of the most usetul books of reference.”—Practical Engineer.
- “ Full of useful information and should be found on the office sheif of ail practical engineer, ” —English Mechanie,
- p.2x2 - vue 369/432
-
-
-
- MECHANICAL ENGINEERING, etc.
- 3
- MR. HUTTON’S PRACTWAL H AN DBOOKS—continuai Practical Treatisc on Modem Steant-JBoilers.
- STEAM-B01LER CONSTRUCTION. A Practical Handbook
- for Engineers, Boiler-Makers, and Steam Users. Containing a large Collection of Rires and Data relating to Recent Practice in the Design, Construction, and Working of ail Kinds cf Stationaiy, Locomotive, and Marine Steam-Boilers. By Walter S. Hutton, Civil and Mechanical Engineer, Autbor of “The Works’ Manager’s Handbook,” “The Practica! Engineer’s Handbook," &c. With upwards of 300 Illustrations Second Edition. Medium 8vo, 18s. cloih.
- ISs* This work is issued in continuation of the Séries of Handbooks writtcn by the Autkor, viz ;—“The Works’ Manager’s Handbook’’ and “The Ppacti-cal Engineer’s Handbook,” which are so highly appreciated by Engineers for the practical nature of their information ; and is consequenily wntten in the same style as those works.
- The Autkor believes that the concentration, in a convenient form for easy référencé, of stick a large amount of thoroughly practical information on Steam-Boilers, will be of considérable service to those for whom it is intended, and he trusts the booh tnay be detrned worthy of as favourable a réception as has been accorded to its predecessors,
- *** Opinions of the Press,
- ‘‘Lvery detail, both în boiler design and management, is cîearly laid before the reader. The volume shows that boiler construction has been reduced to the condition of one of the most exact sciences ; and such a book is of the utmost value to the fin de siècle Engineer and Works Manager ”—Marine Engineer.
- “ There has long been room for a modem handbook on steam boilers ; there is not that roern now, because Mr. Hutton has filled it. It is a thoroughly practical book for those wbo are occu-pied in the construction, design sélection, or use of boilers ’ Engineer.
- “ The book is of so important and compréhensive a character that it must find its way into the libraries of everyone interested in boiler using or boiler manufacture if they wish to be thoroughly informed, We strongly recommend the book for the intrinsic value of its contents.”— Machinery Market.
- “ The value of this book can hardly be over-estimated The author’s rutes, formulée &c„ ate ail very fresh, and it is impossible to turn to the work and not find what you want. No practical engineer should be without it.”—Colliery Guardian
- Hutton,’s “ Modernisea Ternpleton
- THE PRACTICAL MECHANICS' WORKSHOP COM-
- PA N ION. Comprising a great variety of the most usefu] Ruîes and Formula* in Mechanical Science, withnumerous Tables of Practical Data and Calcu-lated Results for Facilitating Mechanical Operations. By William Temple-ton, Author oi “The Engineer’s Practical Assistant,” &c. &c. Seventeentb* Edition. Revised, Modernised, and considerably Enîarged by Walter S. Hutton, C.E., Àuthor of “The Works’ Manager’s Handbook,” “The Practical Engineer’s Handbook,” &c« Fcap 8vo, nearly 500 pp., with È? Plates and upwards of 250 Illustrative Diagrams. 6s.» strongly bound for workshop or pocket wear and tear.
- *** Opinions of the Press.
- ** In its modernisea torrn fiutton’s ‘ Ternpleton should hâve a wide saie, ror It contalns mut h* vaîuable information which the mechanic wil! otten find of use, and not a few tables and notes whicL he might look for în vain in other works. This modernised édition will be appreciated by ail wl o-hâve ieamed to value the original éditions of ‘ Ternpleton/ ’ —English Mechanic.
- “ It has met with great success in the engineering workshop, as we can testify ; and there t.ie a great many men who, in a great measure, owe iheir rise in life tothis little book.”- Building .
- “ This familiar text-book—well known to ail mechanics and engineers— is of essential service ta the every-day requirements of engineers, millwrights, and the various trades connected wîth engineering and building. The new modernised édition is worth îts weight in £old ’'— Jjuudzng News. (Second Notice.'
- “ This well-known and largeiy .used book contains information, brougnt up to date, of the sort so usefui to the foreman and draughtsman. So much fresh information has been introduced as to constitute it practicalb1 a new book It wtll be largeiy used in the office and workshop.”— Met'ha.nicat World.
- “ The publishers wisely entrusted the task of révision cf this popular, valuable, and usefui book to Mr. Hutton, than whom a more competent man they couid not hâve fo\md.,:—Iron.
- Templeton’s Knytneer’s attd Al actnm.st/s Assistant. THE ENGINEER’S, MILLV/RIGHT ’S, and MACHINIST'S PRACTICAL ASSISTANT. A collection of UsefalTables, Rules and Data. By William Tbmpleton. 7tb Edition, witb Additions. 1Smo.2s.6rf, clcth.
- %* Opinions of the Press.
- •* Occupîes a foremost place among books of this kind. A more suitafcie présent to an appren-tice to any of the mechanical trades couid not possibly be made.”—Building News.
- “ A deservediy popular work. It should bc in the ‘ drawer ’ of eveiy mecfcanic.”— English Mechanic.
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- CROSBY LOCKWOOD & SON'S CATALOGUE.
- Foley’s Office Référencé Book for Mechanical Engineers.
- THE MECHANICAL ENGINEER'S REFERENCE BOOK,
- for Machine and Boiler Construction. In Two Parts. Part I. General Engineering Data. Part II. Boiler Construction. With 51 Plates and numerous Illustrations. By Nelson Foley, M.I.N.A. Second Edition, Revised throughout and much Enlarged. Folio, £3 3s. net half-bound.
- SüMMARY OF CONTENTS. X.Ju$t pubUshed.
- PART I.
- MeâSURES.—ClRCUMFERENCES AND Areas, &c., Squares, Cubes, Fourth Powers.—Square and Cube Roots.— Surface of Tubes—Reciprocals.— Logarithms.— Mensuration. — Spe-cific Gravities and Weights.— Work and Power.—Heat.— Combustion.—Expansion and Contraction. —Expansion of Gases.—Steam.— Static Forces.—Gravitation and Attraction.—Motion and Computation of Resulting Forces.—Accu-mulated Work.—Centre and Radius With DIAGRAMS for Valve-Gear, Suction Pipes, Screw Propelle:
- PA
- Treating of, Power of Boilers.— Useful Ratios.—Notes on Construction. — Cylindrical Boiler Shells. — Circular Furnaces. — Flat Plates.— Stays.—Girders,— Screws. — Hydraulic Tests. —
- of Gyration.—Moment of Inertia. —Centre of Oscillation.—Elec-tricity.—Strength of Materials. —Elasticity. — Test Sheets of Metals. — Friction. — Transmission of Power.—Flowof Liquids.—Flow of Gases.—Air Pumps, Surface Con-densers, &c.—Speed of Steamships.
- —PROPELLERS. — CUTTING TOOLS.—
- Flanges. — Copper Sheets and Tubes.—Screws, Nuts, Bolt Heads, &c.—Various Recipes and Miscel-
- LANEOUS MATTER.
- Belting and Ropes, Discharge and ;, and Copper Pipes.
- T II.
- Riveting.—Boiler Setting, Chim-neys, and Mountings.—Fuels, &c.— Examples of Boilers and Speeds of Steamships.—Nominal and Normal Horse Power.
- With DIAGRAMS for all Boiler Calculations and Drawings of many Varieties of Boilers.
- *** Opinions of the Press.
- “ The book is one which every mechanical engineer may, with advantage to hiinself add to his library.”—Industries.
- ** Mr. Foley is well fitted to compile such a work. . . . The diagrams are a great feature
- of the work. . . . Regarding the whole work, it may be very fairly stated that Mr. Foley has produced a volume which will undoubtedly fulfil the desire of the author and become indispensable to ali mechanical engineers.”—Marine Engineer.
- “ We hâve carefully examined this work, and pronounce it a most excellent reference book for the use of marine engineers.”—journal of American Society of Naval Engineers.
- •* A véritable monument of industry on the part of Mr. Foley, who has succeeded in producing what is simply invaluable to the engineering profession.”—Steamshit.
- Coal and Speed Tables.
- A POCKET BOOK OF COAL AND SPEED TABLES, for
- Engineers and Steam-users. By Nelson Foley, Author of “ The Mechanical
- Engineer’s Reference Book.” Pocket-size, 3s. 6d. cloth.
- “These tables are designed to meet the requirements of every-day use ; they are of suffi -•cient scope for most practicai purposes, and may be commended to engineers and users of steam.?’—/row.
- “ This pocket-book well merlts the attention of the practicai engineer. Mr. Foley has com-piled a very usetul set of tables, the information contained in which is frequently required by •engineess, coal consumers and users of steam.”—Iran and Coal Trades Revicw,
- Steam, Engine.
- T EXT-BOOK ON THE STEAM ENGINE. With a Supplément on Gas Engines, and Part II. on Heat Engines. By T. M. Goodeve, M.A., Barrister-at-Law, Professor of Mechanics at the Royal College of Science, London; Author of ‘‘The Principles of Mechanics,” ‘‘The Eléments of Mechanism," &c. Twelfth Edition, Enlarged. With numerous Illustrations. Crown 8vo, 6s. cloth.
- • Professor Goodeve has given us a treatise on the steam engine which will bear comp&rlson with anything written by Huxley or Maxwell, and we can award it no higher praise.”—Engineer.
- “ Mr. Goodeve’s text-book is a work of which every young engineer should possess himsell.’ —Mining Journal.
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- MECHANICAL ENGINEERING, etc.
- 5
- Gas Engines.
- ON GAS-ENGINES. With Appenciix describing a Recent Engine with Tube Igniter. By T. M, Goodeve, M.A. Crown 8vo, 2s. 6d, cîoth. [Just published.
- “ Like ali Mr. Goodeve's writings, the présent is no exception in point of general excellence» It îs a valuable little volume.”—Mechanical World.
- Steam Engine Design.
- A HANDBOOK ON 1 HE STEAM ENGINE, with especial
- Reference to Small and Medium-sized Engines. For the Use of Engine-Makers, Mechanical Draughtsmen, Engineering Students and Users of Steam Power. By Herman Haeder, C.E. English Edition, Re-edited by the Author from the Second Gerrnan Edition, and Transiated, with considérable Additions and Alterations, by'H. H. P. Powles, A.M.I.C.E., M.I.M.E. With nearly 1,100 Illustrations. Crown 8vo, gs. cloth.
- “ A perfect encyclopædia of the steam engine and its details, and one which must take a permanent place in Engbsh drawing-offices and workshops.”—A Foreman Paltern-maker.
- “ Thisis an excellent book, and should be in the hands of ail who are interested in the construction and design of medium-sized stationary engines. . .. A careful study of its contents and the arrangement ofthe sections leads to the conclusion that there is probably no other book like it in this country. The volume aims at showing the resuhs of practical expérience, and it certainly may claim a complété achievement of this idea.”—Nature.
- “ There can be no question as to its value. We cordially commend it to ail concerned in the design and construction of the steam engine.”—Mechanical World.
- Steam Boiter s.
- A TREATISE ON STEAM BOILERS : Their Strength, Coh-
- struction, and Economical Working, By Robert Wilson, C.E. Fîfth Editior. i2mo, 6s. cloth.
- “The best treatise that has ever been published on steam boilers.”—Engineer.
- “The author shows himself perfect master of his subject, and we heartily recommend ail em* ploylng steam power to possess themselves of the work.”—Ryland's Iron Trade Circular»
- Boiter Chimneys.
- BOILER AND FACTORY CHIMNEYS; TheirDraught-Power
- and Stability. With a Chapter ou Lightning Conductors. By Robert Wilson, A.I.C.E., Author of “A Treatise on Steam Boilers,” &c. Second Edition. Crown 8vo, 3$. 6d. cloth.
- “ A valuable contribution to the literature of scientific building."—The Builder.
- Boiter Making.
- THE BOILER-MAKER’S READY RECKONER S- ASSISTANT. With Examples of Practical Geometry and Templating, for the Use of Platers, Smiths and Riveters. By John Courtney, Edited by D. K. Clark, M.I.C.E. Third Edition, 480 pp., with i4oIllusts. Fcap. 8vo, 7s. half-bound. “No workman or apprentice should be without this book T—Iron Tiade Circular.
- Locomotive Engine Development.
- THE LOCOMOTIVE ENGINE AND ITS DEVELOPMENT.
- A Popular Treatise on the Graduai Improvements made in Railway Engines between 1803 and 1896. By Clement E. Stretton, C.E., Author of “ Safe Railway Working,” &c. Fifth Edition, Revised and Enlarged. With 120 Illustrations. Crown 8vo, 3s. 6d. cloth gilt. [Just pubhshed.
- “ Students of railway history and ail who are interested in the évolution of the modem locomotive will find much to attract and entertain in this volume.”—The Times.
- “ The author of this work is well known to the railway world, and no one probably has a better knowledge of the history and development of the locomotive. The volume before us Should be of value to ail connected with the railway System of this country ."—-Nature.
- Estimating for Engineering Work, dtc.
- ENGINEERING ESTIMATES, CO ST S AND ACCOUNTS ;
- A Guide to Commercial Engineering. With numerous Examples of Estimâtes and Costs of Millwright Work, Miscellaneous Productions, Steam Engines and Steam Boilers ; and a Section on the Préparation of Costs Accounts. By A General Manager. Demy 8vo, 12s. cloth.
- “ This is an excellent and very useful book, covering subject matter in constant réquisition to every factory and workshop. . . . The book is invaiuable, not only to the young engineer, but also to the estimate départaient of every works.”—Builder.
- “ We accord the work unqualified praise. The information isgiven in a plain, straightforward m armer, and bears throughout evidence of the intimate practical acquaintance of the author with every phase of commercial engineering."—Mechanical World.
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- CROSBY LOCKWOOD & SON'S CATALOGUE
- Fire Engineering.
- F IRES, FIRE-ENGINES, AND FIRE-BRIGA DES. With a History of Fire-Engines, their Construction, Use, and Management; Remarks on Fire-Proof Buildings, and the Préservation of Life from Fire ; Statistics of the Fire Appliances in English Towns ; Foreign Fire Systems ; Hints on Fire Brigades, &c. &c. By Charles F. T. Young, C.E With nutnerous Illustrations. 544 pp., demy 8vo, £1 4s. cloth.
- “ To those interested in the subject of fires and tire apparatus, we most heartiîy commend this book. It is the only English work we now hâve upon the subject.”— Engineering.
- Boilermakin g.
- PLATING AND BOILERMAKING : A Practical Handbook for Workshop Operations. By Joseph G. Horner, A.M.I.M.E. (Foreman Pattern-Maker), Author of “Pattern Making,’’ &c. 380 pages, wnh 338
- Illustrations. Crown 8vo, ys. 6d. cloth. I Just published.
- “ The latest production from the pen of this writer is characterised by that evidence of close acquaintance with workshop methods wliich will render the book exceedingly acceptable to the practical hand. We hâve 110 hésitation in commending the work as a serviceable and practical handbook 011 a subject which has not hitherto received much attention from those qualifiée! to deal with it in a satisfaciory manner.”—Mechanical World.
- Engineering Construction.
- PATTERN-MAKING : A Practical Treatise, embraeïng the Main
- Types of Engineering Construction, and including Gearing, both Hand and Machine made, Engine Work, Sheaves and Pulleys, Pipes and Columns, Screws, Machine Parts, Puinps and Cocks, the Moulding of Patterns in Loam and Greensand, &c., together with the methods of Estimating the weight of Castings; to which is added an Appendix of Tables for Workshop Reference. By Joseph G. Horner, A.M.I.M.E. (Foreman Pattern-Maker). Second Edition, thoroughly Revised and much Enlai ged. With upwards ot 450 Illustrations. Crown 8vOj ys. 6d. cloth. [Just published.
- “ A well-written technical guide, evidently written by a mari who understanas and nas prac-tised what he has written about. . . . We cordially recommend it to engineering’students, young journeymen, and others desirous of being initiated into the mysteries of pattern-making.”—Builder.
- “More than 450 illustrations help to explain the text, which is, however, aiways clear and ex-plicit, thus rendering the work an excellent vade ntecum for the apprentice who desires to bec ome master of his trade.”—English Méchante.
- Dictionary of Mechanical Engineering Ternis.
- LOCKWOOD’S DICTIONARY OF TERMS USED IN THE PRACTICE OF MECHANICAL ENGINEERING, embracing those current in the Drawing Office, Pattern Shop, Foundry, Fitting, Turning, Smith’s and Boiler Shops, &c. &c. Comprising upwards of 6,000 Définitions. Edited by Joseph G. Horner, A.M.I.M.E. (Foreman Pattern-Maker), Author of “ Pattern Making." Second Edition, Revised. Crown 8vo ys. 6d. cloth.
- “Just the sort of hanay dictionary required Dy the various trades engaged in mechanical engineering. The practicàl engineering pupil will find the book of great value m his studies, and every foreman engineer and mechanic should hâve a copy.”—Building Neaus.
- “Not mereiy a dictionary. Dut, ro a certain extent, also a ruosr valuable guide. It strikes us as a happy idea to combine with a définition of the phrase useful information on the subject of which it treats.”—Machir.ery Market. -
- Mill Gearing.
- TOOTHED GEARING : A Practical Handbook for Offices anâ Workshops. By Joseph G. Horner, A.M.I.M.E. (Foreman Pattern-Maker), Author of “Pattern Making,” &c. With 184 Illustrations. Crown 8vo, 6s. cloth. [Just published,
- Summary of Contents.
- Chap. I. Principles.—II. Formation of Tooth Profiles.—III. Proportions of Teeth.— (V. Methods of Making Tooth Forms.—V. Invo-lute Teeth.— VI. Some Spécial Tooth Forms.—VII. BevelWheels.
- — VIII. SCREW GEARS — IX. WORM Gears.—X. Helical Wheels.—XI.
- “ We must give the book our nnqualified praise for its thoroughness of treatment, and we can heartiîy recommend it to ail interested as the most practical book 011 the subject yet written.”— Mechanical World.
- Skew Bevels.—XII. Variable and other Gears.— XIII. Diametrical Pitch.—XI V. The Odontograph.— XV. Pattern Gears.—XVI. Machine Moulding Gears.—XVII. Machine Cut Gears.—XVIII. Proportion of Wheels.
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- MECHANICAL ENGINEERING, etc.
- 7
- Stone-working Machinery.
- STONE-WORKING MACHINERY, and the Rapid and Economi-cal Conversion o] Stone. With Hints on the Arrangement and Management of Stone Works. By M. Powis Bale, M.I.M.E. With Illusts. Crown Bvo, 9s*
- “The book should be la the hands of everv raason or student of stone-work.”—Collitry Guardian.
- “ A capital handbook for ail who manipulate stone for building or ornamental purposes.”— Machinerv Market-
- S*ump Construction and Management.
- PUMPS AND PUMPING : A Handbook for Pump Users. Being Notes on Sélection, Construction and Management. By M. Powis Bale, M.I.M.E., Author of “ Woodworking Machinery,” “ Saw Mills,” &c. Second Edition, Revised. Crown 8vo, 2s. 6d. cloth.
- “The matter is set forth as concisely as possible. In fact, condensation rather than diffuseners bas been the author’s aim throughout ; yet he does not seem to hâve omitted anything likely to be ®f use.”—Journal of Gas Lighting.
- “ Thoroughly practical and simply and clearly written.”—Glasgow Herald\
- Milliny Machinery, etc.
- MILLING MACHINES AND PROCESSES: A Practical
- Treatise on Shaping Metals by Rotary Cutters, includiüg Information on Makiag and Grinding the Cutters. By Paul N. Hasluck, Author of “ Lathe-work,’’ u Handybooks for Handicrafts,’’&c. With upwards of 300 Engrav-ings. including numerous Drawings by the Author. Large crown 8vo, 35a pages, 12s. 6d. cloth.
- “ A new departure in engineering literature. . . . We can recommend this work to ail dterested in miiling machines ; it is what it professes to be—a practical treatise.”—Engineer.
- “A capital and reliable book, which will no doubt be of considérable service, both to those who are already acquainted with the process as well as to those who contemplate its adoption.”
- industries
- Turning.
- LATHE-WORK : A Practical Treatise on tue Tools, Apphances, and. Processes employed in the Art of Turning, By Paul N. Hasluck. Fifth Edition, Revised and Enlarged Cr. 8vo, 5s. cloth.
- “ Written by a man who knows, not only how work ought to be done, but who also fenows how to do it, and how to convey his knowledge to others To ali-tumers this book would be valuable, —Engineering.
- “ We can safely recommend the work to young engineers. To the amateur lt will simply te valuabîe. To the student it will convey a great deal of useful information.”—Engineer.
- S crew- (Jutting.
- SCRE W THREADS : And Mettiods oj Producing Them. With
- Numerous Tables, and complété directions for using Screw-Cuîting Lathes. By Paul N. Hasluck, Author of “ Lathe-Work,” &c. With Seventy-four Illustrations. Third Edition, Revised and Enlarged. Waistcoat-pocket size, is 6d. cloth.
- “ Full of useful information, hints and practical crltlclsm. Taps, dles and screwing-tools gene-rally are illustrated and their action descrxbed.”—Mechanical IVorld.
- “ Ir is a complété compendium of ail the details of the screw cuttinglathe ; ln fact a multum en parvo on ail the subjects it treats upon.”—Carfienter and Builder.
- Srnith’s Tables for Méchantes, etc.
- TABLES, MEMORANDA, AND CALCULATED RESÜLTS, FOR MECHANICS, ENGINEERS, ARCHITECTS. BUILDERS, etc, Selected andArranged by Francis Smith. Sisth Edition, Revised, including Electrical Tables, Formulæ, and Memoranda. Waistcoat-pocket size, is. 6d. limp leather. [Just published.
- “ It would, perhaps, be as difficult to make a small pocket-book sélection ot noces aaa cormuiæ to suit ALL engineers as it would bu to make a universal medicine ; but Mr. Srnith’s waistcoat-pocket collection may be looked upon as a successful attempt.”—Engineer,
- “ The best example we hâve ever seen of 270 pages of useful matter pacRed lnto the dimensions of a card-case.”—Building News. "A veritaole pocket treasury of knowledge.”—Iron,
- French-English Glossary for Engineers, etc.
- A POCKET GLOSS A RY ofTECHNICAL TERMS: ENGLISH-FRENCH, FRENCH-ENGLISH ; with Tables snitable for the Architectural, Engineering, Manufacturing and Nautical Professions. By John James Fletcher, Engineer and Surveyor. Second Edition, Revised and Enlarged, 200 pp. Waistcoat-pocket size, 1 s. 6d, limp leather.
- “It is a very great advantage for rcaders and correspondents in France and England to hâve to large a number of the words relatir.g to engineering and manufacturera collected m a liliputian volume. The little book will be useful both to students and travellers.”—Architect.
- “ The glossary of terms is verv complété, and many of the tables are new and well arranged, We cordially commend the book.”—M.chanical World
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- 8
- CROSBY LOCKWOOD & SON’S CATALOGUE.
- £ ear-Iiooh of Engineering Formulée, àtc.
- THE ENGINEEti’S YEAR-BOOK FOR 1896. Comprising
- Formulæ, Rules, Tables, Data and Memoranda in Civil, Mechanical, Elec-trical, Marine and Mine Engineering. By H. R. Kempe, A.M. Inst.C.E., M.I.E.E., Technical Gfficer of the Engineer-in-Chiel’ s Office, General Po&t Office, London, Author of “A Handbook of Electrical Testing,” “The Electrical Engineer’s Pocket-Book,’’ &c. With 800 Illustrations, specially Engraved for the work. Crown 8vo, 670 pages, 8s. leather. [Just pubhshed. “ Represents an enormous quantity of work and forms a désirable book of reference.”—The Engineer.
- “ The book is distinctly in advance of most similar publications in this country.”—Engineering* “ This valuable and well-designed book of reference meets the demands oi ail descriptions ol engineers.”—Saturday Revtew.
- “Teems with up-to-date information in every branch of engineering and construction.'1— Building News.
- “The needs of the engineering profession could hardJy be supplied in a more admirable, complété and convenient form. To say that it more than sustains ali comparisons is praise of th® highest sort, ar d that may justly be said of it.”—Mining Jojirnal.
- “There is certainly rcom iot the new corner, which supplies explanations and directions, as well as formulæ and tables. It deserves to become one of the most successful of the technical annuals.”—Architect.
- “ Brings together with great skill ail the technical information which an engineer hasto use day by day. It is in every way admirably equipped, and is sure to prove successful.”—Scotsman.
- “ The up-to-dateness of Mr. Kempe’s compilation is a quality that will net be lost on the busy people for whom the work is intendeci.”—Gtasgow Herald.
- Portable Engines.
- THE PORTABLE ENGINE; ITS CONSTRUCTION AND
- MANAGEMENT. A Practical Manual for Owners and Users of Steam Engines generally. By William Dyson Wansbrough. With 90 Illustrations. Crown 8vo, 3s. 6d. cloth.
- “ This is a work of value to those who use steam machlnery. . . . Should be read by every-o:.e who has a steam engine, on a larm or elsewhere.”—Mark Lane Express.
- “ We cordially commend this work to buyers and owners oi steam engines, and to those who hâve to do with their construction or use.”— Timber Trades Journal.
- “ Such a general knowledge of the steam engine as Mr. Wansbrough fumishes to the readear should be acquired by ail intelligent owners and others wrho use the steam engine.”—Building News.
- “ An excellent text-book of this useful form of engine. ‘ The Hints to Purchasers ’ contain a good deal of commonsense and practical wisdom.”—English Mechanic.
- xron and Eteei.
- “ IRON AND STEEL ” : A Work for the Forge, Foundry, Factory,
- and Office. Containing ready, useful, and trustworthy Information for Iron-masters and their Stock-taktrs ; Managers of Bar, Rail, Plate, and Sheet Rolling Mills; Iron and Métal Founders ; lion Sbip and Bridge Builders ; Mechanical, Mining, and Consulting Engineers ; Architects, Coniractors, Builders, and Professional Draughtsmen. By Charles Hoare, Author ci “The Slide Rule,’’&c. Ninth Edition. 32mo. 6s. leather.
- “ For comprehensiveness the book has not its equal.”—Iron.
- “One of the best of the pocket books.”—English Mechanic.
- '* We cordially recommend this book to those engaged in conslderlng the details of ail kinds cf iron and Steel works.”—Naval Science.
- Elementary Meehanics.
- CONDENSED MECHANICS. A Sélection of Formulæ, Rules, Tables, and Data for the Use of Engineering Students, Science Classes, &c. In Accordance with the Requirements of the Science and Art Department. By W. G. Crawford Hughes, A.M.I.C.E. Crown 8vo, 2s 6d. cloth.
- “ The book is wTell fitted for those who are either confronted with practical problems in their work, or are preparing for examination and wish to refresh their knowledge by gomg through theij formulæ again.”—Marine Engineer.
- , “ It is well arranged, and meets the wants of those for whom it is intended.”—Railway News*
- Steam.
- THE SAFE USE O F STEAM. Containing Rules for Un-professional Steam-users. By an Engineer. Seventh Edition. Sewed, 6d. •* If steam-users would but learn this little book by heart, boiler explosions would bect me Isnsations by their rarity.”—English Mechanic.
- Warming.
- HEATING B Y HOT WATER; with Information and Suggestions on the best Methods of Heating Public, Private and Horticultural Buildings. By Walter Jones. Second Edition. With 96 Illustrations,. Crown 8vo, 2s. 6d. net.
- •• We confidently recommend ail lnterested ln heating by hot water to secure a copy of this valuable little treatise.”—The Plumber and Deccratot,
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- CIVIL ENGINEERING, SURVEYING, etc.
- 9
- CIVIL ENGINEERING, SURVEYING, etc.
- Light Railways.
- LIGHT RAILWAYS FOR THE UNITED K ING DOM,
- INDIA, AND THE COLONIES : A Practical Handbook setting forth the Principles on which Light Railways should be Constructed, Worked and Financed ; and detailing the cost of Construction, Equipment, Revenue^ and Working Expences of Local Railways already established in the above-mentioned Countries, and in Belgium, France, Switzerland, &c. ByJoHN Charles Mackay, F.G.S., A.M.Inst.C E. Illustrated with 40 Photographie Plates and other Diagrams. Medium 8vo, 15s. cloth. [Just publishedf,
- “Exactly wliat lias been iongwanted, and sure to hâve a wide sale."—Rail-way News,
- Water Supply and Water- Works.
- THE WATER SUPPLY O F TOWNS AND THE CONSTRUCTION OF WATER-IVORKS: A Practical Treatise for the Use oi Engineers and Students of Engineering, by W. K. Burton, A.M.Inst.C E., Professor of Sanitary Engineering in the Impérial University, Tokyo, Japan, and Consulting Engineer to the Tokyo Water-works. With an Appendix on The Effects of Earchquakes on Waterworks, by John Milne, F.R.S., Professer cf Mining in tne Impérial University of Japan. With nuinerous Plates and Illustrations. Super-royal 8vo, 25s. buckram. [Just published.
- “ The whole art of waterworks construction is dealt with in a clear and comprehensive fashion. in this handsome volume. . . . Mr. Burton’s practical treatise shows in ail its sections the fruit of independent study and individual expérience. It is largely based upon his own practice in the. branch of engineering' of which it treats, and with such a basis a treatise can scarceiy fail to be suggestive and useful.”—Saturday Remew.
- “ Professor Burton’s book is sure ot a warm welcome among engineers. It is written in clear and vigorous language and forms an exhaustive treatise on a branch of engineering the ciaims ot which it would be dirticult to over-estimate.”—Scotsman.
- “The subjects seem to us to be ably discussed, with a practical aim to meet the requirements of ail its probable readers. The volume is well got up, and the illustrations are excellent.”
- The Laiicet
- Water Supply of Cities and Towns.
- A COMPREHENSIVE TREATISE on the WATER-SUPPLY OF CITIES AND TOWNS. By William Humber, A-M.Inst.C.E., and M. Inst. M.E., Author of “ Cast and Wrought Iron Bridge Construction,” &c. &c. Illustrated with 50 Double Plates, 1 Single Plate, Coloured Frontispiece, and upwards ot 250 Woodcuts, and containing 400 pages of Text. Imp. 4to. £6 6s. elegantly and substantially half-bound in morocco.
- “The most systematic and valuable work upon water supply mtnerco proüuced. ln English or In any other language. . . . Mr. Humber s work is characterised almost throughout by an. exhaustiveness rnuch more distinctive of French and German than of English techmcal treatises. —Engineer.
- “ We can congratulate Mr. Humber on havlng been abie to glve so large an amount oi information on a subject so important as the water supply of cities and towns. The plates, fcity iu number, are mostiy drawings of executed works, ana alone would hâve commanded the attention of every engineer whose practice may lie in this branch of the profession.”—Builder,
- Water Supply.
- RURAL WATER SUPPLY : A Practical Handbook on the Supply of Water and Construction of WaierworKsfor smali Country Districts. By allan Greenwell, A.M.I.C.E., and W. T. Curry, A.M.I.C.E., F.G.S. With Illustrations. Crown 8vo, 5s. cloth. [Just published*
- “We conscientiously recommend it as a very useful book for those cono.err.ed in obtain-ing water for smali districts, giving a greac deal ot practical information in a smali ccmpass.”— Butlder.
- “The volume contains valuable inrorma ion upon ail matters connected «ûth water supply. ..
- • . It is full ot details on points which are contmuahy before waterworks’ enaineeis.”—fsature*
- Hydraulic Tables.
- HYDRAULIC TABLES, CO-EFFICIENTS, and FORMULÆ for finding the Discharge of Water from Orifices, Notches, Weirs, Pipes, and Rivers. By John Neville, Civil Engineer, M.R.I.A. Third Ed., caretully Revised, with considérable Additions. Nuinerous Illusts. Cr. 8vo, 14s. clotb.
- “ Alike valuable to students and engineers in practice ; its study will prevent the annoyance ot voidabie failures, and assist thein to seiect the readiest means of successfully carrying out any given work connected with hydraulic engineering."- Mining Journal.
- “ It is, of ail English books on the subject.the one nearest to completeness.”.—Architect.
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- CROSBY LOCK WOOD & SON'S CATALOGUE,
- Hydraulics.
- HYDRAULIC MANU AL. Consisting of Working Tables and Explanatory Text. Intended as a Guide in Hydraulic Calculations and Fieîd Operations. By Lowis D’A. Jackson, Author of “ Aid to Survey Practice,”
- “ Modem Metrology,*’ &c. Fourth Edition, Enlarged. Large cr. 8vo, 16s. cl.
- “ The author has had a wide expérience in hydraulic engineering and has been a careful observer of the facts which hâve corne under his notice, and frcm the great mass of materiai at his command he has constructed a manual which inay be acceptée! as a trustworthy guide to this feranch of the engineer’s profession. We can heartily recommend this volume to ail who desire to be acquainted with the latest development of this important subject.”—Engineering.
- “ The standard-work in this department of mechanics.”—Scotsman.
- “The most useful feature of this work is its freedom from wnat is superannuated, and its «thorough adoption cf recent experiments ; the text is, in fact, in great part a short account of the •great modem experiments."—Nature.
- Water Storage, Conveyance, and Utilisation.
- WATER ENGINEERING : A Practical Treatise on the Measure-ment, Storage, Conveyance, and Utilisation of Water for the Supply of Towns, for Mill Power, and for other Purposes. By Charles Slagg, A.M.Inst.C.E., Author of “ Sanitary Work in the Smaller Towns, and in Villages,*’ &c. Second Edition. With numerous Illustrations. Crown 8vo, 7s. 6d. cloth.
- “ As a small practical treatise on the water supplv ot towns, and on some applications of water-power, the work is in many respects excellent."—Engineering.
- “ The author has collated the results deduced from the experiments of the most eminent atuthorities, and has presented them in a compact and practical form, accompanied by very clear And detailed explanations. . . . The application of water as a motive power is treated very
- csrefully and exhaustively."—Builder.
- “For anyone who desires to begin the study of hydraulics with a considération of the practical applications of the science there is no better guide.”—Architecte
- JJrainage.
- ON THE DRAINAGE OF LAN DS, TOWNS, AND BUILDINGS. By G. D. Dempsey, C.E., Author of “ The Practical Railway En-gineer,” &c. Revised, with large Additions on Récent Practice in Drainage Engineering, by D. Kinnear Clark, M.Inst.C.E. Author of “Tramways: Their Construction and Working,” “A Manual of Rules, Tables, and Data for Mechanical Engineers,” &c. Third Edition. Small crown 8vo, 4s. 6d. cloth. llnst published.
- *' The new matter added to Mr. Dempsey's excellent work ls characterlsed by the comprehen-tive grasp and accuracy of detail for which the naine of Mr. D. K. Clark is a suflicient voucher.”— Athenœum.
- ** As a work on recent practice in drainage engineering, the book is to be commended to ali who are making that branch of engineering science their spécial study."—Iron.
- “ A comprehensive manual on drainage engineering, and a useful introduction to the studeat," -—Building News.
- Hiver Engineering.
- RIVER BARS: The Causes of their Formation, and their Treat-ment by “ Indttced Tidal Sœur; ” with a Description of the Successful Réduction by this Method of the Bar at Dublin. By I. J. Mann, Assist. Eng. to the Dublin Port and Docks Board. Royal 8vo, y s. 6d. cloth.
- We recommend ail interested in harbour works—and, indeed, those concerned in the 1m-proyements of rivers generally—to read Mr. Mann’s interesting work on the treatment of river fears."—Engimer. *
- Tramways and their Working.
- TRAMWAYS : THEIR CONSTRUCTION AND WORKING.
- Embracing a Comprehensive History of the System ; with an exhaustive Analysis of the various Modes of Traction, including Horse-Power, Steam, Cable Traction, Electric Traction, &c.; a Description of the Varietiesof Roll-ing Stock ; and ample Details of Cost and Working Expenses. New Edition, Thoroughly Revised, and Including the Progress recently made in Tramway Construction, &c. &c. By D. Kinnear Clark. M.Inst.C.E. With numerous Illustrations and Folding Plates. In One Volume, 8vo, 780 pages, price 28s., bound in buckram. [Just published.
- “ AU interested tn tramways must refer to ît, as ail railway engineers hâve turned to the author'* work 1 Railway Machinery.’”—Engineer.
- “ An exhaustive and practical work on tramways, ln which the history of this kind of locomotion, and a description and cost of the various modes of laying tramways, are to be found. — Building News.
- " The best form of rails, the best mode'of construction, and the best mechanical appllance are so fairly indicated in the work under review, that any engineer about to construct a tramway will be enabled at once to obtain the practical information which will be of most service to him.”— .tthenaum.
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- CIVIL ENGINEERING, SURVEYING, etc.
- ii
- Student’s Text-JBook on Surveying.
- PRACTICAL SURVEYING : A Text-Book for Stridents pre-pariug for Examination or for Survey-work in the Colonies. By George W. UsiL-L, A.M.I.C.E., Author of “The Statistics of the Water Supply of Great Britain.” With Four Lithographie Plates and upwards of 330 Illustrations. Fourth Edition, Revised, inciuding Tables of Naturai Sines, Tangents, Sécants, &c. Crown 8vo, ys. 6a. cioth ; or, on Thin Paper, bound in liinp leather, gilt edges, rounded corners, for pocket use, 12s. 6a.
- “The best forms of instruments are described as to their construction, uses and modes of employment, and there are innumerable hints on work and equipment such as the author, in his expérience as surveyor, draughtsman, and teacher, has found necessary, and which the student in his mexperience wiil find most serviceabie.”—Engineer.
- “,The latest treatisein the English language on surveying, and we hâve no nesitation in say-ing that the student will find it a better guide than any of its predecessors .... Deserves to be recognised as the first book whioh should be put in the hands oi a pupil of Civil Engineering, and every gentleman of éducation who sets out for the Colonies would find it well to hâve a copy.”—Architect.
- Survey Lractice.
- AID T O SURVEY PRACTICE, for Reference in Surveying, Leveh
- ling, and Setting-out ; and in Roule Surveys of Travellers by Land and Sea. With Tables, Illustrations, and Records. By Lowts D’A. Jackson, A.M.I.C.E., Author of “ Hydraulic Manual,” “Modem Metrology,’’ &c. Second Edition, Enlarged. Large Crown 8vo, 12s. 6d. cioth.
- “A valuable vade-mecum for the surveyor. We can recomment this book as containing an admirable supplément to the teachingof the accomplished surveyor.”— Athenezum.
- “ As a texc-uooK we snoula a a vise aii surveyors to place It tn their iibraries, and study well the matured instructions afforded in its pages.”—Colliery Guardian.
- “ The author brings to his work a fortunate union of theory and practical expérience which, aided bv a clear and lucid style of writing, renders the book a very useful one.”—Builder«
- Survey tny, Land and Clarine.
- LaND AND MARINE SUR VEYING, in Reference to the Préparation of Plans for Roads and Railways ; Canals, Rivers, Towns’ Water Supplies; Docks and Harbours. With Description and Use of Surveying Instruments. By W. D. Haskoll, C.E., Author of “ Bridge and Viaduct Construction,’’ &c. Second Edition, Revised, with Additions. Large cr. 8vo, 9s. cl. “ This book must prove of great value to the student. We hâve no hésitation in rç commend-ag it, feeling assured that it will more than repay a careful study.”—Methanical Woria.
- “ A most useiul and well arranged book. We can strongly recommeno it as a carefully-written and valuable text-book. It enjoys a well-deserved repute among surveyors ' —Builder.
- “ This volume cannot îail to prove of the utmost practical utility. it may be saiely recommended to ail students who aspire to become clean and expert surveyors.”—Mining journal
- Field-Boott for Fnyineers.
- THE ENGINEER’S, MINING SURVEYOR'S, AND CON-
- TRACTOR’S FIELD-BOOK. Consisting of a Sériés of Tables, with Rules, Explanations of Systems, and use of Théodolite for Traverse Surveying and Plotting the Work with minute accuracy by means of Straight Edge and Set Square only ; Levelling with the Théodolite, Casting-out and Reducing Levels to Datum, and Plotting Sections in the ordinary manner ; setting-out Curves with the Théodolite by Tangential Angles and Multiples, with Right and Left-hand Readings of the Instrument: Setting-out Curves without Théodolite, on the System of Tangential Angles by sets of Tangents and Off-sets ; and Earthwork Tables to 80 feet deep, calculated for every 6 inchês in depth. By W. D. Haskoll, C.E. Fourth Edition. Crown 8vo, 12s. cioth. “The book is very handy ; the separate tables of sines and tangents to every minute will make t useful for nianv other purposes, the genuîne traverse tables existing ail the same.”—Athenœum.
- “ Every person engaged in engineering field operations will estimate the importance of such a work and the amount of valuable tirne which willbe saved by reference to a set of reliable table* prepared with the accuracy and fuiness of those given in this volume.”—Railway News
- Levelling.
- A TREATISE ON THE PRINCIPLES AND PRACTICE O F
- LEVELLING. Showing its Application to purposes of Railway and Civil Engineering, in the Construction of Roads; with Mr.TELFORD’s Rulésfor the same. By Frederick W. Simms, F.G.S., M.Inst.C.E. Seventh Edition, with the addition of Law’s Practical Examples for Setting-out Railway Curves, and Trautwine’s Field Practice of Laying-out Circular Curves. With 7 Plates and numerous Woodcuts. 8vo, 8s. 6d. cioth. *** Trautwine on Curves may be had separate, 5s.
- The text-book on levelling in most of our engineering schools and colleges. . . . The
- publishers hâve rendered a substantial service to the profession, especially to the younger members. by bringing out the présent édition of Mr. Simms’s useful book Engineer.
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- 12
- CROSBY I.OCKWOOD &- SON’S CATALOGUE.
- Trigonometrical Surveying.
- AN OUTLINE OF THE METHOD OF CONDUCTING A
- TRIGONOMETRICAL SURVEY, for the Formation of Geographical and Topographical Maps and Plans, Military Reconnaissance, Levelling, é-c., witb Useful Problems, Formulæ, and Tables. By Lieut.-General Frome, R.E. Fourth Edition, Revisedandpartly Re-written by Major General Sir Charles Warren, G.C.M.G., R.E. Witb 19 Plates and 115 Woodcuts. Royal 8vo, 16s. cloth.
- “ The simple fact that a fourth édition has been called for 1s the best testl mony to lts merits No words of praise from us can strengthen the position so well and so steadily maintamed by this work. Sir Charles Warren has revised the entire work, and made such additions as were necessary to bring every portion of the contents up to the présent date.”—Broad Arrow.
- Curves, Tables for Setting-out.
- TABLES OF TANGENTIAL ANGLES AND MULTIPLES
- for Setting-out Curves from 5 to 200 Radius. By Alexander Beazeley, M.Inst.C.E. Fourth Edition, Printed on 48 Cards, and sold in a cloth box, waistcoat-pocket size, 3s. 6d.
- " Each table is printed on a small card, wMcîi, being placed on the théodolite, leaves the hand free to manipulate the instrument—no small advantage as regards the rapidity of work.”—Engineer.
- “ Very handy ; a man may know that ail his day’s work must fall on two of these cards, which he puts into his own card-case, and leaves the rest behind.”—Athenceum*
- Earthivork.
- HANDY GENERAL EARTHIVORK TABLES. Giving
- the Contents in Cublc Yards of Centre and Slopes of Cuttings and Embank-ments from 3 incbes to 80 feet in Depth or Hs-ight, for use with either 66 feet Chain or 100 feet Chain. By J. H. Watson Buck, M.Inst.C.E. On a Sheet mounted in cloth case, 3s. bd. [Just publisheâ.
- Earthwork.
- EARTHWORK TABLES. Showïng the Contents in Cubic
- Yards of Einbankments, Cuttings, &c., of Heights or Depths up to an average of 80 feet. By Joseph Broadbent, C.E., and Francis Campin, C.E. Crown 8vo, 5s. cloth.
- “ The way in which accuracy 1s attained, by a simple division of each cross section lnto threo éléments, two in which are constant and one variable, is ingenious.”—Athenœum.
- Earthwork, Measurernent of.
- A MANU AL ON EARTHWORK. By Alex. J. S. Graham, C.E. With numerous Diagrams. Second Edition. i8mo, 2s. bd. cloth.
- “Agréât amount of practical information, very admirably arranged, and available for rough eitlmates, as wellj as for the more exact calculations required in the engineer’s and contractor’a offices. ’—A rtizan*
- Tunnelling.
- PRACTICAL TUNNELLING. Explaining in detail the Setting-out of the works, Shaft-sinking and Heading-driving, Ranging the Lines and Levelling underground, Sub-Excavating, Timbering, and the Construction of the Brickwork of Tunnels, with the amount of Labour jrequired for, and the Cost of, the various portions of the work. By Frederick W. Simms, M.Inst. C.E. Fourth Edition, Revised and Furtlier Extended, including the Most Recent (1895) Exainples of Sub aqueous and other Tunnels, by D. Kinnear Clark, M.Inst. C.E. Impérial 8vo, witb 34 Folding Plates and other Illustrations, £2 2S. cloth. IJust published.
- •* The estimation in which Mr. Slmms's book on tunnelling has been held iur uvci cmrty years cannot be more truly expressed than in the words of the late Prof. Rankine :—‘The best source of information or the subject of tunnels is Mr.F.W. Simms’s work on Practical Tunnelling.’ "—Architect.
- “ It has been regarded from the first as a text-book of the subject. . . . Mr. Clark has added lmmensely to the value ot the book.”—Engineer.
- Tunnel Shafts.
- THE CONSTRUCTION O F LARGE TUNNEL SHAFTS: A
- Practical and Theoretical Essay. By J. H. Watson Buck, M. Inst.C.E., Résident Engineer, London and North-Western Railway. Illustrated with Folding Plates. Royal 8vo, 12s. cloth
- “ Many of the methods given areof extreme practical value to themason ; and the observation s on the form of arch, the rules for ordering the stone, and the construction of the templates will be lound of considérable use. We commend the book to the engineering profession.”—Building News “Willbe regarded by civil engineers as of the utmost value, and calculated to save much time and obviate many mis takes. ’ ’—Collier y Guardian*
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- CIVIL ENGINEERING, SUR VE Y ING, etc. 13
- Oblique Bridges.
- A PRACTICAL AND THEORETIC AL ESSAY ON OBLIQUE
- BRIDGES. With 13 large Plates. By the late George Watson Buck, M.l.C.E. Fourth Edition,revised by his Son, J. H. Watson Buck, M.l.C.E. ; and with the addition of Description to Diagrams for Facilitating the Construction of Oblique Bridges* bv W. H Barlow, M.l.C.E. Roy. 8vo, 13s, cl.
- '* The standard text-book for ail englneers regarding skew arches is Mr. Buck’s treatise, and it would be impossible to consult a bette-r."—Engineer.
- “Mr. Buck’s treatise is recognised as a standard text-book, and hls treatment has dlvested the fubject of many of the intricacies supposed to belong to it. As a guide to the engineer and archi-tect, on a confessedly difficult subject, Mr. Buck's work is unsurpassed."—Building News*
- Cast and Wrought Iron Bridge Construction.
- A COMPLETE AND PRACTICAL TREATISE ON CAST
- AND WROUGHT IRCN BRIDGE CONSTRUCTION, including Iron Foundations. In Three Parts—Theoretical, Practical, and Descriptive. By William Humber, A.M.Inst.C.E., and M.Inst. M.E. Third Edition, Re-vised and much improved, with 115 Double Plates (20 of which now first appear in this édition), and numerous Additions to the Text. In Two Vols., imp. 4to, £6 r6s. 6d. half-bound in morocco.
- * ' A very valuable contribution to the standard Üterature of civil engineering. In addition to ele nations, plans and sections, large scale details are given which very much enhance the instructive worth of those illustrations."—Civil Engineer and Architect's Journal.
- Iron Bridges.
- IRON BRIDGES OF MODERATE SPAN : Their Construc-tion and Erection. By Hamiuton Weldon Pendred, late Inspector of Ironwork to the Salford Corporation. With 40 Illustrations. 32mo, 2s. cloth, Students and engineers should obtain this book for constant and practical use.”—Coliiery Guardian.
- Oblique Arches.
- A PRACTICAL TREATISE ON THE CONSTRUCTION O F OBLIQUE ARCHES. ByJOHN Hart. Third Edition, with Plates. Impérial 8vo, 8s. cloth.
- Statics, Graphie and Analytic.
- GRAPHIC AND ANALYTIC STATICS, in their Practical Application to the Treatment of Stresses in Roofs, Selid Girders, Lattice, Bowstring and Suspension Bridges, Braced Iron Arches and Piers, and other Frameworks, By R. Hudson Graham, C.E. Containing Diagrams and Plates to Scale. With numerous Examples, many taken from existing Structures. Specially arranged for Class-work in Colleges and Universities. Second Edition, Re-vised and Enlarged. 8vo, 16s. cloth
- “Mr. Graham’s boolc will find a place wherever graphie and analytic statics areusedor studled." —Engineer.
- “The workls excellent from a practical point of view, and has evidentïy been prepared with much care. The directions for working are ample, and are illustrated by an abundance of well-selected examples. It isan excellent text-book for the practical draughtsman."—Athenaunt.
- Girders, Strength of.
- GRAPHIC TABLE FOR FACILITATING THE COMPUTATION OF THE WEIGHTS OF WROUGHT IRON AND STEEL GIRDERS, etc., for Parliamentary and other Estimâtes. By J. H. Watscn Buck, M.Inst.C.E. On a Sheet, 2s. 6d.
- Strains, Calculation of.
- A HANDY BOOK FOR THE CALCULATION OF STRAINS IN GIRDERS AND SIMILAR STRUCTURES, AND THEIR STRENGTH. Consisting of Formulas and Corresponding Diagrams, with numerous details for Practical Application, &c. By William Humber, A-M.Inst.C.E., &c. Fifth Edition. Crown 8vo, nearly ioo Woodcuts and 3 Plates, 7s. 6d. cloth, " The formulas are neatly expressed, and the diagrams good."—Atkenaicm.
- “ We heartily çommend this really handy boolc to our engineer and architect readers.”—Eng. <iish Méchante.
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- *4
- CROSBY LOCKWOOD &• SON’S CATALOGUE.
- Trustes.
- T RUSSES OF WOOD AND IRON. Practical Applications of
- Sciencein Determining theStresses, Breakïng Weights, Safe Loads, Scanilings, and Details of Construction, with Complété Working Drawings. By William Griffiths, Surveyor, Assistant Master, Tranmere School of Science and Art. Oblong 8vo, 4s. 6d. cloth.
- “ This handy little book enters so minutely tnto every detail connected with the <ÿinstruction o3 roof trusses. that no student need be ignorant of these matters.”—Practical Engineer.
- Stravns in Ironwortt.
- THE STR A INS ON STRUCTURES OF IRON WORK; with
- Practical Remarks on Iron Construction. By F. W. Sheilds, M.Inst,C.E» Second Edition, with 5 Plates. Royal 8vo, 5s. cloth.
- “ The student cannot find a better little book on this subject1'—Engineer.
- Earlow’sstrengthof Materials,enlarged by II uni,ber. A TREATISE ON THE STRENGTH OF MATERIALS ;
- with Ruies for Application in Architecture, the Construction of Suspension Bridges, Railways, &c. By Peter Barlow, F.R.S. A New Edition, Revised by his Sons, P. W. Barlow, F.R.S., and W. H. Barlow, F.R.S. ; to whicb are added, Experiments by Hodgkinson, Fairbairn, and Kirkaldy; and Formulas for Calculating Girders, &c. Arranged and Edited by Wm. Humeep., A-M. Inst.C.E. Demy 8vo, 400 pp., with iq large Plates and numerous Wood* cuts, 18s. cloth.
- “ Valuable aiike to the student, tyro, ana the experienced practitioner, It wlli aUvays rank in future, as it has hithertodone, as the standard treatise on that particular subject."—Engineir There is no greater authority than Barlow."—Building News “ As a scientific work of the first class. it deserves a foremost place on the bookslielves of every cIvH engineer and practical n^echamc."—English Mechanic.
- Cast Iron, and other Metals, tèbrength of.
- A PRACTICAL ESSAY ON THE STRENGTH OF CA ST IRON AND OTHER METALS. By Thomas Tredgold, C.E Fifth Edition, inr.luding Hodgkinson’s Experimental Researches. Svo. 12s. cloth
- Hailway WorJcing.
- SAFE RAILWAY WORKING. A Treatise on Railway Accidents: Their Cause and Prévention ; with a Description of Modem Appliance: and Systems. By Clement E. Stretton, C.E. With Illustrations and Coloured Plates. Tbird F.dition. Enlarged. Crown Svo, 3s. 6d.
- A book tor tue engineer, the directors, the managers ; and, In short, ail who wish tor information on railwav matters will find a perfect encyclopædia in ‘ Safe Railway Working.’ ’’—Railwa-Review.
- “ We commend the remarks on railway signalling to ail railway managers, especially where a uniform code and practice is advocated.’ —Herepath's Railway Journal.
- “The author may be congratulated on having collected, in a very ccnvenient form, mucfc valuable information on the principal questions affecting the safe working of railways.1'—Rail-\way Engineer
- jEIeat, Expansion by.
- EXPANSION OF STRUCTURES BY HEAT. By John Keily, C.E., late of the Indian Public Works and Victoriap Railway Depar* ments. Crown 8vo, 3s. 6d. cloth.
- SuMMARY OF CONTENTS.
- Section î. Formulas and Data. Section II: Métal Bars.
- Section III. Simple Frames.
- Section TV, Complex Frames and Plates.
- Section V. Thermal Conductivity.
- Section VI. Mechanical Force of Heat.
- Section VII. Work of Exfansion and Contraction Section VIII. Suspension Bridges. Section IX. Masonry Structures
- ‘ The aim the author has set before hira, viz., to show the effects of heat upnn metailic ami Other structures, is a laudable one, for this is a branch of physics upon which the engineer or arr.hï tect can find but little reliabie and comprehensive data in books.”—Builder.
- “ Whoever is concerned to know the effect of changes of température on such structures as suspension bridges and the like, could not do better than consult Mr. Keily’s valuable and hand» exposition of «'e geometrical principles involved in these changes."—Scotsman.
- FieJd Fortification.
- A TREATISE ON FIELD FORTIFICATION, THE ATT A CR OF FORTRESSES, MILITARŸ MINING. AND RECONNOITRING By Colonel I. S. Macaulay, late Professor of Fortification in the R.M.A., Woof-wich. Sixth Edition. Crown 8vo, with separate Atlas of 12 Plates, 12.L cloth
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- CIVIL ENGINEERING SURVEYING, etc.
- 15
- MR. HUMBER’S GREAT WORK ON MODERN ENGINEERING.
- Complété in Four Volumes, impérial 4to, prïce £12 12s., half-morocco. Each Volume sold separately as follows :—
- A RECORD OF THE PROGRESS OF MODERN ENGINEERING. First Sériés. Comprising Civil, Mechanical, Marine, Hydraulic, Railway, Bridge, and other Engineering Works, &c. By William Humber, A-M.Inst.C.E., &c. Imp. 4to, with 36 Double Plates, drawn to a large scale, Photographie Portrait of John Hawkshaw, C.E., F.R.S., &c., and copious descriptive Letterpress. Spécifications, &c., £3 3s. half-morocco.
- List of the Plates and Diagratns.
- Victoria Station and Roof, L. B. & S. C. R.
- (8 plates) ; Southport Pier (2 plates) ; Victoria Station and Roof, L. C. & D. and G. W. R. (6 plates); Roof ofCremome Music Hall; Bridge over G. N. Railway ; Roof of Station, Dutch Rhenish Rail (2 plates); Bridge over the
- “ Kandsomely lithographed and printed. It will jfind favour with many who desire to préserva In a permanent form copies of the plans and spécifications prepared for the guidance of the con fcractors for many important engineering works.”—Eng ineer.
- Thames, West London Extension Railway (s plates) ; Armour Plates : Suspension Bridge» Thames (4 plates); The Allen Engine; Sus» pension Bridge, Avon (3 plates) ; Underground Railway (3 plates).
- HUMBHR'S PROGRESS OF MODERN ENGINEERING. Second Sériés. Imp. 4to, with 36 Double Plates, Photographie Portrait o5 Robert Stephenson, C.E., M.P., F.R.S., &c., and copious descriptive Letterpress, Spécifications, &c., £3 3s. half-morocco.
- List of the Plates and Diagratns.
- BirRenftead Docks, Low Water Basin (15 plates); Charing Cross Station Roof, C. C.
- Railway (3 plates); Digswell Viaduct, Great Northern Railway; Robbery Wood Viaduct,
- Great Northern Railway ; Iron Permanent
- Way; Clydach Viaduct, Merthyr, Tredegar,
- and Abergavenny Railway; Ebbw Viaduct» Merthyr, Tredegar, and Abergavenny Ra& way; College Wood Viaduct, Comwall Rafe way ; Dublin Winter Palace Roof (3 plates) j Bridge over the Thames, L. C. & D. Railway (6 plates) ; Albert Harbour, Greenock (4 plates).
- ‘ Mr. Humber has done the profession good and true service, by the fine collection of examples he has here brought before the profession and the public.”—Practical Mechanic's Journal.
- HUM BER7 S PROGRESS OF MODERN ENGINEERING.
- Third Sériés. Imp. 4to, with 40 Double Plates, Photographie Portrait oî J. R. M‘Clean, late Près. Inst. C.E., and copious descriptive Letterpressi Spécifications, &c., £3 3s. half-morocco.
- List of the Plates and Diagratns.
- Main Drainage, metropolis.—North Side.—Map showing Interception of Sewers; Middle Level Sewer (2 plates) ; Outfall Sewer, Bridge over River Lea {3 plates) ; Outfall Sewer, Bridge over Marsh Lane, North Woolwich Railway, and Bow and Barking Railway Junc-tion ; Outfall Sewer, Bridge over Bow and Barking Railway (3 plates); Outfall Sewer, Bridge over East London Waterworks’ Feeder (2 plates) ; Outfall Sewer, Réservoir (2 plates) ; Outfall Sewer, Tumbling Bay and Outlet ; Out» falî Sewer, Penstocks. South Side.—Outfall Sewer, Bermondsey Branch (2 plates); Outfall “ The drawings hâve a constantly increasing sentations of the two great works carried out ' volume.”—Engineer,
- Sewer, Réservoir and Outlet (4 plates) ; Outfall Sewer, Filth Hoist ; Sections of Sewers (North and South Sides).
- Thames Embankment.—Section of River Wall ; Steamboat Pier, Westminster (2 plates); Landing Stairs between Charing Cross and Waterloo Bridges ; York Gâte (2 plates) ; Over-flow and Outlet at Savoy Street Sewer (3 plates) r Steamboat Pier, Waterloo Bridge (3 plates! ? Junction of Sewers, Plans and Sections » Gullies, Plans and Sections; Roliing Stock Granité and Iron Forts.
- v?.Iue, and whoever desires to possess clear repre-our Metropolitan Boaxd will obtain Mr. Humber’*
- HUMBER’S PROGRESS OF MODERN ENGINEERING.
- Fourth Sériés. Imp. 4to, with 36 Double Plates, Photographie Portrait of John Fowler, late Près. Inst, C.E., and copious descriptive Letterpress. Spécifications, &c., £3 3s. half-morocco.
- List of the Plaies and Diagmms,
- Abbey Mills jpumping Station, Main Drain-age, Metropolis (4 plates) ; Barrow Docks (5 plates); Manquis Viaduct, Santiago and Val-paraiso Railway (2 plates) ; Adam’s Locomotive St. Helen’s Canal Railway (2 plates) ; Cannon Street Station Roof, Charing Cross Railway (3 plates) ; Road Bridge overtlie River Moka (2 plates); Télégraphie Apparatus for
- Mesopotamia ; Viaduct over the River Wye, Midland Railway (3 plates) ; St. Germans Viaduct, Cornwall Railway (2 plates); Wrought-Iron Cylinder for Diving Bell ; Millwall Docks (6 plates) ; Milroy s Patent Excavator ; Métro» politan District Railway (6 plates); Harbour», Ports, and Breakwaters (3 plates).
- • We gladly welcome another year s issue of thls valuable publication from the able pen of Mr. Humber. The accuracy and general excellence of this work are well known, while its usefu.l nes's in giving the measurements and details oî some of the latest examplcs of engineering, as carried out by the most eminent men ir the profession, cannot be too highly prized,”—Artisan,
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- i6
- CROSBY LOCKWOOD 6- SON’S CATALOGUE.
- THE POPULAR WORKS OF MICHAEL REYNOLDS
- (“The Engine Driver’s Friend”).
- Locomotive-Engine Driving.
- LOCOMOTIVE-ENGINE DRIVING : A Practical Manml for
- Engineers in charge of Locomotive Engittes. By Michael Reynolds, Member ot the Society ot Engineers, fcrmerly Locomotive Inspector L. B. and S.C. R. Ninth Edition. Including a Key to the Locomotive Engine. With Illustrations and Portrait ot Author. Crown 8vo, 4s. 6d. clotn.
- “Mr. Reynolds has supplied a want, and has supplied it well. We can confidently recommend the book, not only to the practical driver, but to everyone who takes an interest in the performance Of locomotive engines.”—The Engineer.
- “ Mr. Reynolds has opened a new chapter in the Uterature of the day. Ot the practical utility of this admirable treatise, we hâve to speak in terms of warin commendation.”— Athenceum.
- “ Hvidentiy the work oi one wno knows his subject thoroughiy.”— Kail'way Service Crazette.
- “ Were the cautions and rules given in the book to become part of the every-day working of our engine-drivers, we might hâve fewer distressing accidents to deploxe.”—Sco£sman.
- Stationary Engine Driving.
- STATIONARY ENGINE DRIVING : A Practical Marnai for
- Engineers in charge of Stationary Engines. By Michael Reynolds. Fifth Edition. Enlarged. With Plates and Woodcuts. Crown 8vo, 4s. 6d. cloth.
- “The author is thoroughiy acquainted with his subjects, and his advice on the various points freated is clear and practical. . . . He has produced a manual which Is an exceedingly useful
- ©ne for the class for whom it is specially intended.”—Engineering.
- “ Our author leaves no stone unturned, He is determined that his readers shall not only know Comething about the stationary engine, but ail about it.”—Engineer.
- “An engineman who has mastered the contents of Mr.Reynolds’sbook wlll requlrebutlittle actua expérience with boilers and engines before he can be trusted to look after them.”—EnglishMechanic.
- The Engineerf Fireman, and Engine-Doy.
- THE MODEL LOCOMOTIVE ENGINEER, FIREMAN, and
- ENGINE-BOY. Comprising a Historical Notice of the Pioneer Locomotive Engines and their Inventors. By Michael Reynolds. Second Edition, with Revised Appendix. With numerous Illustrations and Portrait of George Stephensou. Crown 8vo, 4s. 6d. cloth. [Just published.
- “ From the technical knowledge of the author it will appeal to the railway man of to-day moro forcibly than anything written by Dr. Smiles. . . . The volume contains information of a tech-T«ical kind, and facts that every driver should be familiar with.”—English Mechanic.
- “ We should be glad to see this book in the possession of everyone in the kiagdom who has ever laid, or is to lay, hands on a locomotive engine. ’’—Iran.
- Continuons Railway Brakes.
- CONTINUONS RAILWAY BRAKES : A Practical Treatise on
- the several Systems in Use in the United Kingdom ; their Construction and Performance. With copious Illustrations and numerous Tables. By Michael Reynolds. Large crown 8vo, gs. cloth.
- “ A popular explanation of the different brakes. It will be of great assistance ln formlng public opinion, and will be studied with benefit by those who take an interest in the brake."—English
- “Written with suffident technical detail to enable the prlnclple and relative connection of the various parts of each particular brake to be readily grasped.”—Mechanical World.
- Engine-Driving Life.
- ENGINE-DRIVING LIFE : Stirring Adventures and Incidents in the Lives of Locomotive-Engine Drivers. By Michael Reynolds. Third and Cheaper Edition. Crown 8vo, is. 6d. cloth.
- “From first to last perfectly fascinating.. Wilkie Collins’s most thrilling conceptions are thrown a ato the shade by true incidents, endless in their variety, related in every page.”—North British Mail.
- “ Anyone who wishes to get a real insight into railway life cannot do better than read 4 Engine-Drlving Life’ for himself ; and if he once take it up he will find that the author’s enthusiasm an f real le ve of the engine-driving profession will carry him on till he has read every page,”—Saturday Review,
- Pocket Companion for Enginemen.
- THE ENGINEMAN’S POCKET COMPANION AND PRACTICAL EDUCATOR FOR ENGINEMEN, BOILER ATTENDANTS, AND MECHANICS. By Michael Reynolds. With Forty-five Illustrations and numerous Diagrams. Third Edition, Revised. Royal i8mo, 3s. 6d., strongly bound for pocket wear.
- This admirable work is well suited to accomplish Its object, being the honest workmanshlp of a competent engineer.”—Glasgow Herald.
- •1A most meritorious work, giving m a succinct and practical form ail the Information an englne-minder desirous of mastering the scientific principles of his daily calling would require."—The
- boon to those who are strlvlng to become efficient mechanics.”—Daily Chronicle.
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- MARINE ENGINEERING, NAVIGATION, etc.
- 17
- MARINE ENGINEERING, SHIPBUILDING, NAVIGATION, etc.
- Pocket-Book for Naval Architects and Shipbuilders, THE NAVAL ARCHITECT’S AND SHIPBUILDER’S POCKET-BOOKof Formules,Rules,and Tables,and MARINE ENGINEER’S AND SURVEYOR’S Handy Book of Référencé. By Clement Mackrow, Member of the Institution of Naval Architects, Naval Draughtsman. Sixth Edition, Revised. 700 pages, with upwards of 300 Illustrations. Fcap., 12s fid. stronglj bound in leather. [Just published.
- SüMMARY OF CONTENTS,
- SlGNS AND SYMBOLS, DECIMAL FRACTIONS.— Trigonometry. — Practical Geometry. — Mensuration. — Centres and Moments of Figures.—
- Moments of Inertia and Radii of Gyration. — Algebraical Expressions for Simpson’s Rules.—Me-chanical Principles. — Centre of Gravity.—Laws of Motion.—Displacement, Centre of Buoyancy.—
- Centre of Gravity of Skip’s Hull.
- —Stability Curves and Metacen-TRES.—SEA AND ShALLOW-WATER Waves.—Rolling of Ships.—Propulsion AND RESISTANCE OF VESSELS.
- —Speed Trials.—Sailing, Centre of Effort.—Distances down Rivers,
- Coast Lines.—Steering and Rud-ders of Vessels.—Launching Calculations and Velocities.—Weight of Material and Gear.—Gun Par-ticulars and Weight.—Standard Gauges.—Riveted J oints and Rivet-ing.—Strength and Tests of Materials. — Binding and Shearing Stresses,etc.—Strength ofShaft-ING, PlLLARS, WHEELS, ETC. — HY-
- draulic Data,etc.—Conic Sections,
- Catenarian Curves.—Mechanical Powers, Work.— Board of Trade Régulations for Boilers and En-gines.— Board of Trade Régulations for Ships.—Lloyd’s Rules
- “ In these days of advanced knowledge a work like this is of the greatest value. It contains a vast amount of information. We unhesitatingly say that it is the most valuable compilation for its spécifie purpose that has ever been printed. No naval architect, engineer, surveyor, or seaman, wopd or iron shipbuilder, can afford to be without this work. ”—-Nautù.al Magazine.
- “Should be used by ali who are engaged in the construction or designs of vessels. . . . Will Oe found to contain the most useful tables and formulæ required by shipbuilders, careîully collected from the best autliorities, and put together in a popular and simple form.”—Engineer.
- “The professional shipbuilder has now, in a convenient and accessible form, reliable data for solving many of the numerous problems that présent themselves in the course of his work.”—Iron.
- “ There is no doubt that a pocket-book of this description must be a necessitv in the ship-building trade. . . . The volume contains a mass of useful information clearly expressed and presented in a handy form.”—Marine Engineer.
- for Boilers.—Lloyd’s Weight of Chains.—Lloyd s Scantlings for Ships.—Data of Engines and Vessels. Ships’Fittings and Tests.— Seasoning Preserving Timber.— Measurement of Timber.—Alloys, Paints, Varnishes. — Data for Stowage. — Admiralty Transport Régulations.—Rules for Horse-power, Screw Propellers, etc.— Percentages for Butt Straps. etc. —Particulars of Yachts.—Masting and Rigging Vessels.—Distances of Foreign . Ports. — Tonnage Tables. — Vocabulary of French and English Terms. — English Weights and Measures.—Foreign Weights and Measures.—Décimal Equivalents. — Foreign Money.— Discount and Wage Tables.—Useful Numbers and Ready Reckoners —Tables of Circular Measures.— Tables of Areas of and Circum-
- FERENCES OF ClRCLES.—TABLES OP
- Areas of Segments of Circles.— Tables of Squares and Cubes and Roots of Numbers. — Tables of Logarithms of Numbers.— Tables of HyperbolicLogarithms.—Tables of Natural Sines, Tangents, etc.— Tables of Logarithmic Sines, Tangents, etc.
- Marine Engineering.
- MARINE ENGINES AND STEAM VESSELS (A Treatise on). By Robert Murray, C.E. Eighth Edition, thoroughly Revised, with considérable Additions by the Author and by George Carlisle, C.E., Senior Surveyor to the Board of Trade at Liverpool. i2mo, 5s, cloth boards.
- “ Well adapted to give the young steamship engineer or marine engine and boiier maker a general introduction into his practical wotVl'—Merhanical World.
- ‘ We feel sure that this thoroughly revised édition will cçntinue to be as popular in the future as it has been in the past, as, for its size, it contains more useful information than any similar treatise. " --Industries.
- “ As a compendious and useful guide to engmeers of our mercantile and royaf nat al services, we should say it cannot be surpassed.”—Building News.
- “ The information given is both sound and sensible, and well qualified to direct young sea-going hands on the straight road to the extra chief’s certificate. . . . Most useful to surveyors, (nspectors, draughtsmen, and young engineers."—Glasgow Herald.
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- iS
- CROSBY LOCKWOOD & SON'S CATALOGUE.
- English-French Dictionary of Sea Ternis.
- TECHNICAL DICTIONARY OF SEA TERMS, F H RASES AND WORDS USED IN THE ENGLISH & FRENCH LANGUAGES. (English-French, French-English). For the Use of Seamen, Engineers, Pilots, Ship-builders, Ship-owners and Ship-brokers. Compiled by W. PiRRiE,late of the African Steamship Company. Fcap. 8vo, 5s. cloth limp.
- [Just published.
- “ This volume will be highly appreciated by seamen, engineers, pilots, sliipbuilders and ship-owners. It will be found wonderfully accurate and complété.”—Scotsman.
- “ A very useful dictionary, which has long been wanted by French and English engineers, masters, officers and others.”—Shipping World.
- Eocket-Book for Marine Engineers.
- A POCKET-BOOK OF USEFUL TABLES AND FOR-MULÆ FOR MARINE ENGINEERS. By Frank Proctor, A.I.N.A, Third Edition. Royal 32100, leather, gilt edges, with strap, 4s.
- “We recommend it to our readers as going far to supply a long-felt want.”—Naval Science,
- “A most useful companion to ail marine engineers.”—United Service Gazette.
- Introduction to Marine Engineering.
- ELEMENTARY ENGINEERING : A Mayiual for Young Marine
- Engitieers and Apprent'.ces. In the Form of Questions and Answers on Metals, Alloys, Strength of Materials, Construction and Management ot Marine Engines and Boilers, Geometry, &c. &c. With an Appendix of Useful Tables. By John Sherren Brewek, Government Marine Surveyor, Hongkong. Tbird Edition. Small crown 8vo, is. 6d. cloth.
- “ Contains much valuable information for the class for whom it is intended, especially in the chapters on the management of boilers and engines.”—Nautical Magazine,
- “ A useful introduction to the more elaborate text-books.”—Scotsman.
- “ To a student who has the requisite desire and résolve to attain a thorough knowledge, Mr, Brewer offers decidedly useful help,”—Athenceum,
- Navigation.
- PRACTICAL NAVIGATION. Consisting of The Sailor’s
- Sea-Book, by James Greenwood and W. H. Rosser.; togefher with the requisite Mathematical and Nautical Tables for the Workingof the Problems, by Henry Law, C.E., and Professor J. R. Young. Illustrated. i2mo, 7s. strongly half-bound,
- Sailmaking.
- THE ART AND SCIENCE OF SAILMAKING. By Samuel
- B. Sadler, Practical Sailmaker, late in the employment of Messrs. Ratsey and Lapthorne, of Cowes and Gosport. With Plates and other Illustrations. Small 4-to, 12s. 6d. cloth.
- “ This work is very ably written, and is illustrated by diagrams and carefully worked calculations. The work should be in the hands of every sailmaker, whether employer or employed, as it cannot fail to assist them in the pursuit of their important avocations.”—Isle of Wight Herald.
- “This extremely practical work gives a complété éducation in ail the^branches of the manufacture cutting out, roping, seaming, and goring. It is copiously illustrated, and will fcrm a first-rate text-book.and guifeT—Portsmouth Times.
- “Theauthorof this work has rendered a distinct service to ail interested in the art of sailmaking. The subject of which he treats is a congenial one. Mr. Sadler is a practical sailmaker and has devoted years of careful observation and study to the subject ; and the results of the expérience thus gained he has set forth in the volume before us ."—Steamship.
- Chain Cables.
- CHAIN CABLES AND CHAINS. Comprising Sizes and Curves of Links, Studs, &c., Iron for Cables and Chains, Chain Cable and Chain Making, Forming and Welding Links, Strength of Cables and Chains, Certificates for Cables, Marking Cables, Prices of Chain Cables and Chains, Historical Notes, Acts of Parliament, Statutory Tests, Charges for Testing, List of Manufacturer of Cables, &c. &c. By Thomas W. Trailu, F.E.R.N., M.Inst. C.E., Engineer Surveyor in Chief, Board of Trade, Inspector of Chain Cable and Anchor Proving Establishments, and General Superin-♦endent, Lloyd’s Committee on Proving Establishments. With numerous Tables, Illustrations and Lithographie Drawings. Folio. {.2 2s. cloth,
- ‘ It contains a vast araount ol valuable information. Nothlng seems to be wantingto make it compléta and standard work of référencé on the subject.”—Nautical Magazine,
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- MINING AND METALLURGY.
- 19
- MINING AND METALLURGY.
- Mining Machinery.
- MACHINERY FOR METALLIFEROUS MINES : A Practical
- Treatise tor Mining Engineers, Metallurgists, and Managers ci Mines. By E. Henry Davies, M.E., F.G.S. Crown 8vo, 580 pp., with upwards of 300 Iîiustrations, 12s. èd. cloth, published.
- “ Mr. Davies, in this handsome volume, has done the advanced student and the manager of mines good service. Alxnost every kind of machinery in actual use is carefully described, and the woodcucs and plates are good.”—Atkenceum.
- “ From cover to cover the work exhibits ail the same characteristics wbich exci*e the confidence and attract the attention of the student as he peruses the nrst page. The work uiay sa'ely i>e recommended. By its publication the literature connected with the industry wili be enriclied, and the réputation of its author enhanced.”—Mining Journal.
- “ Mr. Davies has endeavoured to bring before his readers the best of everything in mndem oiining appliances. His work carries internai evidence of tht author’s impartiaiity, and this con-«titutes o.»e of the great merits of the book. Throughout his work the criticisms are based on his own or other reliable expérience.’ —Iron and Steel f rades' Journal.
- “The work deals with nearly every class of machinery or apparatus likely to be met with or cequired in connection with metalliferous rnining, and is one winch we hâve every confidence in cecommending.”—Practical Engineer.
- Metallif erous Minerais and Mining.
- A TREATISE ON METALLIFEROUS MIN ER ALS AND
- MINING. By D. C. Davies, F.G.S., Mining Engineer, &c.? Author oi 11Â Treatise on Slate and Slate Quarrying.” Fifth Edition, îhoroughly Revised and much Enlarged, by his Son, E. Henry Davies, M.E., F.G.S. With about 150 Illustrations. Crown 8vo, 12s. 6d. cloth.
- “Neither tne practical miner nor the general reader interested in mines canhave a betterbook for his companion and his guide.”—Mining Journal. [Mining World*
- “We are doing our readers a service in cafiing their attention to this valuable work.”
- “ A book tliat will uot only be useful to the geologist, the practical miner, and the metallurgist but also very interesting to the general public.”—Iron.
- “ As a histury of the présent state of mining throughout the world this book has a real value and it supplies an actual want.”—Athenceum.
- Earthy Minerais and Mining.
- A TREATISE ON EARTHY .& OTHER MINER A LS AND
- MINING. By D. C. Davies, F.G.S., Author of “Metalliferous Minerais,” &c. Third Edition, revised and Enlarged, by his Son, E. Henry Davies M.E., F.G.S. With about 100 Illustrations. Crown 8vo, 12s. 6d. cloth,
- " We lo Bot reciember to hâve met with any English work on mining matters that contains tsfee same amount of information packed in equally convenient form.”—Academy.
- “ We should be inclined to rank it as among the very best of the handy technlcal and trades manuals which hâve recently appeared.”—British Quarterly Revie-w.
- Metalliferous Mining in the United Kingdom.
- BRITISH MINING : A Treatise on the History.Discovery, Practical Development, and Future Prospects of Metalliferous Mines in the United Kingdom. By Robert Hunt, F.R.S., Editor of “ Ure’s Dictionary of Arts, Manufactures, and Mines,” &c, Upwards of 950 pp., with 230 Illustrations. Second Edition, Revised. Super-royal 8vo, £2 2s. cloth.
- “One of the most valuaPie works of reierence or modem rimes. Mr. Hunt, as Keeper oi Mlnlug Records of the United K.ingdom, has had opportunities for such a task not enjoyed by anyone else and has evidently raade the most ol them. . . . The language and style adopted are good. and the treatment of the various subjects laborious, conscienttous, and scientific.”—Engineering.
- “The book is, in fact, a treasure-house of statistical information on mining subjects, and we know ot no other work embod3ring so great a mass of ruatter of this kind. Were this the only •merit ot Mr. Hunt s volume, it would be sutficient to render it indispensable in the library of everyone interested in the development of the mining and metallurgical industries of this country. —Athenæutn.
- “ A mass ot mtormatlon not eisewhere availabie, and of the greatest value to those who may be Interested in our great minerai industries.”—Engineer.
- Underground Pumping Machinery.
- MINE DRAINAGE. Being a Complété and Practical Treatise on Direct-Acting Underground Steam Pumping Machinery, with a Description of a large number of the best known Engines, their General Utility and the Spécial Sphere of their Action, the Mode of their Application, and their merits compared with other formsof Pumping Machinery. By Stephen Michell 8vo, 15s. cloth.
- “Will be highly esteemed by coillery owners and lessees, mining engineers, and studfnts generally who require to be acquainted with the best means of securing the drainage of mines. It is a most valuable work. and stands almost alone in the literature of steam pumping machiner*.”— Colliery Guardian,
- ‘Much valuable Intormatioa is given, so that the book Is thoroughly wocthy of an extensive circulation amongst practical men and purchasers of machinery.”—Mining J ?urnai.
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- 20
- CROSBY L0CKIV00D & SON'S CATALOGUE.
- Prospecting for Gold and other Metals.
- THE PROSPECTOR’S HANDB00K: A Guide for the Pro-
- spector and Traveller in Search of Metal-Bearing or other Valuable Minerais By J. W. Anderson, M.A. (Camb.), F.R.G.S., Author of “Fiji and New Caledonia." Sixth Edition, thoroughly Revised and much Enlarged. Smali crown 8vo, 3s. 6d. cloth ; or, 4s. 6d. leather, pocket-book form, with tuck.
- \_Just published.
- “ Will supply a much felt want, especlally among Colonlsts, In whose way are so orten thrown many mineralogical specimens the value of which it is difficult to détermine.”—Engineer.
- "How to find commercial minerais, and how to identify them when they are found, are the teadlng points to which attention is directed. The author has managed to pack as much practical detail mto his pages as would supply material for a book three times its size.”—Mining Journal
- Mining Notes and Formulée.
- NOTES AND FORMULÆ FOR MINING ST U DENTS. By
- Tohn Herman Merivale, M.A., Certificated Colliery Manager, Professor of Mining in the Durham College of Science, Newcastle-upon-Tyne. Third Edition, Revised and Enlarged. Small crown 8vo, 25. 6d. cloth.
- “ Invaluable to anyone who is working up for an examination on mining subjects."—Iron and Coal Trades Review.
- “ The author has done hïs work ln an exceedingly creditable manner, and has produced a book that will be of service to students, and those who are practically engaged in mining operations. Engineer.
- MandybooJc for Miner s.
- THE MIN ER’S HANDBOOK : A Handy Book of Referenceon the Subjects of Minerai Deposits, Mining Operations, Ore Dressing, &c„ For the Use of Students and others interested in Mining matters. Compiled byJoHN Milne, F.R S., Professor of Mining in the Impérial University of Japan. Revised Edition. Fcap. 8vo, 75. 6d. leather. [Just published.
- “ Professor Milne’s handbook is sure to be received with favour by ail connected with mining» and will be extremely popular among students.”—Atheneeum.
- Miners’ and Metallurgists’ Pocket-Book.
- A POCKET-BOOK FOR MINERS AND METALLURGISTS.
- Comprising Rules, Formulæ, Tables, and Notes, for Use in Field and Office Work. By F. Danvers Power, F.G. S., M.E. Fcap. 8vo, gs. leather.
- “ This excellent book is an admirable example of its kind, and ought to find a large sale amongst English-speaking prospectors and mining engineers.”—Engineering.
- “ A useful vade-mecum containing a mass of rules, formulæ, tables, and various other informa* tion, necessary for daily eference.”—Iron.
- Minerai Surveying and Faluing.
- THE MINERAL SURVEYORAND VA LU ER’S COMPLETE
- GUIDE, comprising a Treatise on Improved Mining Surveying and the Valuation of Mining Properties, with New Traverse Tables. By Wm. Lintern. Third Edition, Enlarged. i2mo, 4s. cloth.
- A valuable and thoroughly trustworthy guide."—Iron and Coal Trades Review.
- Asbestos and its Uses.
- ASBESTOS : Its Properties, Occurrence, and Uses’ With sortie Account of the Mines of Italy and Canada. By Roe>ert H. Jones. With Eight Collotype Plates and other Illustrations. Crown 8vo, 12s. 6d. cloth.
- “ An interesting and invaluable work.”—Colliery Guardian.
- Iron, Metallurgy of.
- METALLURGY OF IRON. Containing History of Iron Manufacture, Methods of Assay, and Analyses of Iron Ores, Processes of Manufacture of Iron and Steel, &c. By H. Bauerman, F.G.S., A.R.S.M. With numerous Illustrations. Sixth Edition, Enlarged. i2mo, 5s. 6d. cloth.
- “ Carefully written, it has the merit of brevity and conciseness, as to less important points ; while ail material matters are very fully and thoroughly entered into.”—udandard.
- Slate Quarrying, &c.
- SLATE AND SLATE QUARRYING, Scientific, Practical end Commerciah By D. C. Davies, F.G.S., Mining Engineer, &c. With numerous Illustrations and Folding Plates. Third Edition, nmo, 3s. cloth. “Oneof the fcest and bcst-baîanced treatises on a spécial subjectthat we hâve met with.”— Engineer.
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- MINING AND METALLURGY.
- 21
- Colliery Management.
- THE COLLIERY MANAGER'S HANDBOOK : A Compréhensive Treatise on the Laying-out and Working of Collieries, Designed as a Book of Reference for Colliery Managers, and for the Use of Coal-Mining Students preparing for First-class Certificates. By Caleb Pamely, Mining Engineer and Surveyor; Member of the North of England Institute of Mining and Mechanical Engineers ; and Member of the South Wales Institute of Mining Engineers. With nearly 700 Plans, Diagrams, and other Illustrations. Third Edition, Revised and Eularged. Medium 8vo. about 900 pages. Price £1 5s. stronglv bound. [Jwsf published.
- SUMMARY OF CONTENTS,
- Geology. — Search for Coal.— Minéral Leases and other Holdings.—Shaft Sinking.—Fitting Up the Shaft and Surface Arrangements.—Steam Boilers and their Fittings.—Timbering and Walling. —Narrow Work and Methods of Working.—Underground Convey-ance.—Drainage.—The Gases met with in Mines ; Ventilation.—On the Friction of Air in Mines.—
- ThePriestman Oïl Engine; Petroleum and Natural Gas—Surveying and Planning.—Lighting ; Safety Lamps and Fire Damp Detectors.— Sundry and Incidental Operations
- AND APPLIANCES.—COLLIERY EXPLOSIONS.— Miscellaneous Questions AND AnSWERS.
- Appendix: Summasy of Report of H.M. Commissioners on Accidents in Mines.
- “There can be no doubt that it isthebest book on coal-mining.”—J. T. ROBSON, Esq., H.M.'s inspecter of Mines, South Wales District.
- “ Mr. Pamely’s work is eminently suited to the purpose for which it is intended—being clear, Interesting, exhaustive, rich in detail, and up to date, giving descriptions of the very latest machines in every department. ... A mining engineer could scarcely go wrong who followed this work.”—Colliery Guardian.
- “This is the most complété ‘ ail round* work on coal-mining published in the English fanguage. . . . No library of coal-mining books is complété without it.”—Colliery Engineer (Scranton, Pa., U.S. A.).
- “ Mr. Pamely’s work is in al! respects worthy of our admiration. No person in any responsible position connected with mines should be without a copy."—Westminster Revietw.
- Coal and Iron.
- THE COAL AND IRON INDUSTRIES OF THE UNITED
- KINGDOM. Comprising a Description of the Coal Fields, and of the Principal Seams of Coal, with Returns of their Produce and its Distribution, and Analyses of Spécial Varieties. Also an Account of the occurrence of Iron Ores in Veins or Seams ; Analyses of each Variety ; and a History ol the Rise and Progress of Pig Iron Manufacture. By Richard Meade, Assistant Keeper of Mining Records. With Maps. 8vo, £1 8s. cloth.
- ” The book is one which must find a place on the shelves of ail interested In coal and Iron production, and in the iron, Steel, and other metallurgical industries.”—Engineer.
- “ Of this book we may unreservedly say that it is the best of its class which we hâve ever met.
- . . . A book of reference which no one engaged in the iron or coal trades should omit from hli îibrary ”—Iron and Coal Trades Review.
- Coal Mining.
- COAL AND COAL MINING: A Rudimentary Treatise OH. By
- the late Sir Warington W. Smyth, M.A., F.R.S., Chief Inspectorof the Mines of the Crown. Seventh Edition, Revised and Enlarged. With numerous Illustrations. ïamo, 4s. cloth boards.
- ‘ As an outline is given of every known coal-field in this and other countries, as well as of th® principal methods of working, the book will doubtless Interest a very large nutnoer of readers.”— Mining Journal.
- Subterraneous Surveying.
- SUBTERRANEOUS SURVEYING, Elementary and Practical
- Treatise on, with and without the Magnetic Needle. By Thomas Fenwick, Surveyor of Mines, and Thomas Baker, C.E. Illust. ïamo, 3s. cloth boards.
- Granité Quarrying.
- GRANITES AND OUR GRANITE INDUSTRIES. By
- George F. Harris, F.G.S., Membre de la Société Belge de Géologie, Lee-turer on Economie Geology at the Birkbeck Institution, &c. With Illustrations. Crown 8vo, 2s. 6d. cloth.
- "A ciearly and well-written manual on the granité Industry." —Scotsman.
- “ An interesting work, which will be deservedly esteemed.”—Colliery Guardian.
- “ An exceedingly interesting and valuable monograph on a subject which has hitherto received mnaccountably little attention in the shape of systematic literary treatment. '—ScollisL Leader.
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- 22
- CROSBY LOCKWOOD â* SON’S CATALOGUE.
- Gold, Metallurgy of.
- THE METALLURGY OF GOLD: A Practïcal Treatise on the
- Metallurgical Treatment of Gold-bearing Ores. Inclurîing the Protestes of Concentration, Chlorination and Extraction by Cyanide, and the Assaymg, Melting, and Ketimng of Gold. By M. Eissler, Mining Engineer and Metallurgical Chemist, torni r Assistant Assayer of tbe U. S. Mint, San Francisco. Fourth Edition, Enlarged. With about 250 Illustrations and nnmerous Folding Plates and Working Drawings. 8vo. 16s. clotb published.
- “This book thoroughly deserves its title 0; a ‘ Practical Treatise.’ The whole prucess 01 gold mllling, from the breaking of the quartz to the assay of the bullion, is described in ciear and orderly narrative and with much, but not too much, fulness of detail.”—Saturday Revirzv.
- “ The work is a storehouse of information and valuable data, and we strongly recommend it to ail professional men engaged in the gold-mining industry.”—Mining Journal.
- Gold Extraction<
- THE CYANIDE PROCESS OF GOLD EXTRACTION : and
- its Practical Application on tbe Witwatersrand Gold Fields in South Africa. By M. Eissler, M.E., Mem Inst. Mining and Metallurgy, Author of “Tbe Metallurgy of Gold,” &c. With Diagrams and Working Drawings. Large Crown 8vo, 7s. 6ci. cloth. 'Just published.
- 44 This book is just what was needed to acquaint mining men with the actual working of a pro-cess which is not only the most popular, but is, as a general rule, the most successful for the extraction of gold from tailings.”—Mining Journal.
- 44 The work will prove invaluable to ail interested in gold mining, whether metallurgists or as investors.”—Chemical Hcws.
- Silver, Metallurgy of.
- THE METALLURGY OF SILVER: A Practical Treatise ou
- the Amalgamation, Roasting, and Lixiviation of Silver Ores. Including the Assaying, Melting and Refining, of Silver Bullion. By M. Eissler, Author of “The Metallurgy of Gold,’’ &c. Third Edition, With isr Illustrations. Crown 8vo, ios. 6d. cloth. published.
- A practical treatise, and a cechnical work which we are convinced will suppiy a long-telt want amongst practical men, and at the same time be of value to students and others indirectly connecte^ with the industries.”—Mining Journal.
- ** From first tolast the book is thoroughly sound and reliable.”—Colliery Guardian.
- “For chemists, practical mmers, assayers, and investors aiike, we do not know of any wo»3r on the subiect so handy and yet so comprehensive.”—Glasgow Herald,
- Lead, Metallurgy of.
- THE METALLURGY OF ARGENTIFEROUS LEAD: A
- Practical Treatise on the Smelting of Silver-Lead Ores and tbe Refining of Lead Bullion. Includiug Reports on varions bmelting Establishments and Descriptions of Modem Smelting Furnaces and Plants in Europe and America. By M. Eissler, M.E., Author of “Tbe Metallurgy of Gold,” &c. Crown 8vo, 400 pp., with 183 Illustrations, 12s. 6d. cloth.
- ** The numerous metallurgical processes, which are fully and extensively treated of, embrace ail the stages experienced in the passage of the lead from the various natural States to its issu» from the refinery as an article of commerce.”—Practical Engineer.
- “ The présent volume fully maintains the réputation of the author. Those who wish to obtai» a thorough insight into the présent State of this industry cannot do better than read this volume* and ail mining ehgineers cannot farl to find many useful hints and suggestions in it.”—Industries.
- 44 It is most carefully written and illustrated with capital drawings and diagrams. In fact, it is the work of an expert for experts, by whom it will be prized as an indispensable text-book.”— Bristol Mercury.
- Iron Mining.
- THE IRON ORES OF GREAT B RIT A IN AND IRELAND:
- Their Mode of Occurrence, Age, and Origin, and the Methods of Searching for and Working them, with ^ Notice of some of the Iron Ores of Spain. By J. D. Kendall, F G.S., Mining Eneineer. Crown 8vo, 16s. cloth.
- “ The author has a thorough practical knowiedge ol his subject, and has supplemented a care-ful study of the available literature by unpublished information derived from his own observations. The resuit is a very useful volume which cannot fail to be of value to ail interested in the iron industry of the country.”—Industries.
- “ Mr. Kendall is a great authority on this subject and writes from personal observation.*'— Colliery Guardian.
- 4‘ Mr. Kendall s book is thoroughly well done. In it there are the outlines of the histoiy of ore mining in every centre and there is everything tbat we want to know as to the character of the ores of each district, their commercial value and the cost of working them ”—Iron and Steei Trades Journal.
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- ELECTRIC1TY, ELECTRICAL ENGINEERING, etc. 23
- ELECTRICITY, ELECTRICAL ENGINEERING, ete. Dynamo Management.
- THE MANAGEMENT OF DYNAMOS: A Handybook of
- Theory and Practice for the Use of Mechanics, Engineers, Students and others in Charge of Dynamos. By G. W. Lummis Paterson. With mimerons Illustrations. Crown 8vo, 3s. 6d. clolh. [Just publühed.
- “ An example which deserves to be taken as a model by other authors. The subject is treated în a manner which any intelligent man who is fit to be entrusted with charge of an engine should be able to understand. It is a useful book to ail who make, tend or employ electric machinery.”— A rchitect.
- “A most satisfactory book from a practical point of view. We strongly commend it to the attention of every eîectrical engineering student.”—Daily Chronicle.
- Eîectrical Engineering.
- THE ELECTRICAL ENGINEER’S PQCKET-BOOK OF MODERN RULES, FORMULÆ, TABLES, AND DATA. By H. R. Kempe, M.Inst.E.E,, A.M.Inst.C.E., Tecbnical Officer, Postal Telegraphs, Author of “A Handbook of Eîectrical Testing,” &c. Second Edition, thoroughly Revised, with Additions. Royal 32mo, oblong, 5s. leather. *‘There is very little in the shape of formulæor data wiiicii the electrician is likely to want In a huiry which cannot be found in its pages.”—Practical Engineer.
- "A very useful book of reference for daily use in practical eîectrical engineering and its various applications to the industries of the présent day.”—Ircn.
- “ It is the best book of its kind.”—Eîectrical Engineer.
- "Well arranged and compact. The * Electricîü Engineer’s Pocket*Book ' is a good one.”— Electrician. [ Rcvie'W.
- “ Strongly recommended to those engaged in the various eîectrical industries.”—Eîectrical
- Electric Lighting.
- ELECTRIC LIGHT FITTING : A Handbook for Working
- Eîectrical Engineers, embodying Practical Notes on Installation Management. By John W. Urquhart, Electrician, Author of “ Electric Light,** &c. With numerous Illustrations. Second Edition, Revised, with Additionai Cbapters. Crown 8vo, 5s. cloth.
- " This volume deals with what may be termed the mechanics of electric lighting, and is addressed to men who are already engaged in the work or are training for it. The work traverses a great deal of ground, and may be read as a sequel to the same author’s useful work on ‘ Electric Light.’ ”—Electrician.
- “The book is well worth the perusal of the workmen for whom it is written.”—Eîectrical Revieiv.
- “ We hâve read this book with a good deal of pleasure. We believe that the book will be of use to practical workmen, who will not be alarmed by finding mathematical formulæ which they are unable to understand.”—Eîectrical Plant.
- Electrtc lAght.
- ELECTRIC LIGHT : Its Production and Use. Embodying Plain Directions for the Treatment of Dynamo-Electric Machines, Batteries, Accumulators, and Electric Lamps. By J- W. Urquhart, C.E., Author oi “ Electric Light Fitting,” “ Electroplating,” &c. Fifth Edition, carefully Revised. with Large Additions and 145 Illustrations. Crown 8vo, 7s. 6J. cloth. *• The whole ground of electric lighting is more or less covered and explained in a very cleav and concise manner.”—Eîectrical Retient.
- “ Contains a good deal of very interesbng information, espedally in the parts where the author gives dimensions and working costs.”—Eîectrical Engineer.
- * ‘ A miniature vade-mecum of the salient facts connected with the science of electric light* ing.”—Electrician.
- “ You cannot hâve a better book than * Electric Light.’ by Urquhart.”- Engineer.
- *' The book is by far the best that we hâve yet met with on the subject.”—Athenceum.
- Construction of Dynamos.
- DYNAMO CONSTRUCTION : A Practical Handbook for the Use
- of Engineer Constructors and Electricians-in-Charge. Embracing Framework Building, Field Magnet and Armature Winding and Grouping, Com-pounding. &c. With Examples of leading English, American, and Continental Dynamos and Motors. By J. W. Urquhart, Author of “Electric Light,” “ Electric Light Fitting," &c. Second Edition, Revised and En-larged. With 114 Illustrations. Crown 8vo, 7s. 6d. cloth. \Just published.
- “Mr. Urquhart’s book is the first one which deals with these matters in such a way that the engineering student can understand thera. The book is very readable, and the author leads his readers up to difficult subiects by reasonably simple X.es\s."—Engineering Review.
- “ The author deals with his subject in a style so popular as to make his volume a handbook of great practical value to enidneer constructors and electricians in charge. Scotsman.
- “ ‘ Dynamo Construction more than sustains the high character of the author’s préviens publications. It is sure to be widely read by the large and rapidly-increasing number of practical electricians."—Glasgow Herald.
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- 24
- CROSBY LOCKWOOD &- SON’S CATALOGUE.
- New Dictionary of Electricity.
- THE STANDARD ELECTRICAL DICTIONARY. A Popu-
- lar Dictionary of Words and Terms Used in the Practice of Electrical Engineering. Containing upwards of 3,000 Définitions. By T. O’Connor Sloane, A.M., Ph.D., Author of “The Arithmetic of Electricity,” &c. Crown 8vo, 630 pp., 350 Illustrations, ys. 6d. cloth, [Just published.
- “ The work has many attractive features in it, and is beyond doubt, a well put together ana useful publication. The amount of gmund covered may be gathered from the fact that in the index about 5,000 references will be found. The inclusion of such comparatively modem words as ‘ impedence,’ ‘réluctance,’ &c., shows that the author has desired to be up to date, and indeed there are other indications of carefulness of compilation. The work is one which does the author great crédit and it should prove of great value, especially to students.”—Electrical Review.
- Very complété and contains a large amount of useful information.”—Industries.
- “An encyclopædia of electrical science in the compass of a dictionary. The information given is sound and clear. The book is well printed, well iliustrated, and well up to date, and may be confidently recommended.”—Builder.
- “ The volume is excellently printed and iliustrated, and should form part of the library of every one who is connected with electrical matters.”—Hardware Trade Journal,
- Electric Lighting of Ships.
- ELECTRIC SHIP.LIGHTING : A Handbook on the Practical
- Fitting and Running of Ship’s Electrical Plant. For the Use of Shipowners and Builders, Marine Electricians, and Sea-going Engineers-in-Charge. By J. W, Urquhart, C.E. With 88 Illustrations. Crown 8vo, ys. 6U. cloth.
- “ The subject of ship electric lighting is one of vast importance in these days, and Mr. Urqu-hart is to be highly complimented for placing such a valuable work at the service of the practical marine electrician.”—The Steamship.
- “ Distinctly a book which of its kind stands almost alone, and for which there should be a demand.”—Electrical Review.
- Countrg House Electric Lighting.
- ELECTRIC LIGHT FOR COUNTRY HOUSES : A Practical
- Handbook on the Erection and Running of Small Installations, with par-ticulars of the Cost of Plant and Working. By J. H. Knight. Crown 8vo, is. wrapper. [Just published.
- Electric Lighting.
- THE ELEMENTARY PRINCIPLES OF ELECTRIC LIGHT-
- ING. By Alan A. Campbell Swinton, Associate I.E.E. Third Edition, Enlarged and Revised. With 16 Illustrations. Crown 8vo, 1 s. 6d. cloth.
- “ Anyone who desires a short and thoroughly clear exposition of the elementary princlples o electric-lighting cannot do better than read this little work.'—Brad/ord Observer.
- Dynamic Electricity.
- THE ELEMENTS O F DYNAMIC ELECTRICITY AND
- MAGNETISM. By Philip Atkinson, A.M., Ph.D., Author of “The Eléments of Electric Lighting,” &c. Cr. 8vo, with 120 Illustrations, 10s. 6d. cl.
- Electric Motors, Sc.
- THE ELECTRIC TRANSFORMATION OF POWER and its
- Application by the Electric Motor, including Electric Railway Construction. By P. Atkinson, A.M., Ph.D., Author of “ The Eléments of Electric Lighting,” &c. With 96 Illustrations. Crown 8vo, 7s. 6d. cloth. '
- Dynamo Construction.
- HOW TO MAKE A DYNAMO : A Practical Treatisefor Amateurs. Containing numerous Illustrations and Detailed Instructions for Construct-ing a Small Dynamo, to Produce the Electric Light. By Alfred Crofts. Fifth Edition, Revised and Enlarged. Crown 8vo, 2s. clotn.
- “The instructions given in this unpretentious little book are sufficiently clear and expliclt to enabîe any amateur mechanic possessed of average skill and the usual tools to be found in an amateur’s workshop, to build a practical dynamo machine.”—Electrician.
- Text Book of Electricity.
- THE STUDENTS TEXT-BOOK OF ELECTRICITY. By
- Henry M. Noad, F.R.S. 630 pages, with 470 Illustrations. Cheaper Edition. Crown 8vo, gj. cloth. [Just published.
- Electricity.
- A MANU AL OF ELECTRICITY : Including Galvanism, Mag. netism, Dia-Magnetism, Electro-Dynamics. By Henry M. Noad, Ph D., F.R.S Fourth Edition (1859). 8vo, £1 4s. cloth.
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- ARCHITECTURE, BUILDING, etc.
- 25
- ARCHITECTURE, BUILDING, etc.
- Building Construction.
- PRACTICAL BUILDING CONSTRUCTION : A Handbook
- for Students Preparing for Examinations, and a Book of Reference for Persons Engaged in Building;. By John P. Allen, Surveyor, Lecturer on Building Construction at the Durham College of Science, Newcastle. Medium 8vo, 450 pages, with i,oco Illustrations. 12s. 6d. cloth, [Just published.
- “ This volume is one of the most complété expositions of building construction we hâve seen. It contains ail that is necessary to préparé students for the varions examinations in building con-struction ."—Building News.
- “ The author dépends nearly_as much on his diagrams as on his type. The pages suggest the hand of a man of expérience in building operations—and the volume must be a blessing to many teachers as well as to students. ’—The Architect.
- “ The work is sure to prove a formidable rival to great and small competitors aîike, and bids fair to take a permanent place as a favourite students’ text-book. The large number of illustrations deserve particular mention for the great merit they possess for purposes of reference, in ex* actly corresponding to convenient scales.”—Jour. Inst. Brit. Archts.
- Masonry.
- PRACTICAL MASONRY : A Guide to the Art of Stone Cut-
- ting. Comprising the Construction, Setting-Oùt, and Working of Stairs, Circular Work, Arches, Niches, Dômes, Pendentives, Vaults, Tracery Windows, &c. For the Use of Students, Masons and other Workmen. By William R. Purchase, Building Inspector to the Town of Hove. Royal 8vo, 134 pages, including 50 Lithographie Plates (about 400 separate Diagrams), 7s. 6d. cloth. [Just published.
- “The illustrations are well thought nut and clear. The volume places within reacli of the pro-fessîonal mason many useful data for solving the problems which présent themselves day by day.’ —Glasgow Herald.
- The New Builder’s Brice Book, 1896.
- LOCKWOOD'S BUILDER’S PRICE BOOK FOR 1896. A
- Comprehensive Handbook of the Latest Prices and Data for Builders, Architects, Engineers, and Contractors. By Francis T. W. Miller, 800 closely-printed pages, crown 8vo, 4$. cloth.
- “ This book is a very useful one, and should find a place in every En^lish office connected with the building and engineering professions.”—Industries.
- “ An excellent book of reference.”—Architect.
- “ In its new and revised form this Price Book is what a work of this k*nd should be—comprehensive, reliable, well arranged, legibie, and well bound.”—British Architect.
- New London Building Act, 1894.
- THE LONDON BUILDING ACT, 1894; with the By-Laws
- and Régulations of the London County Council, and Introduction, Notes, Cases and Index. By Alex. J. David, B.A., LL.M. of the Inner Temple, Barrister-at-Law. Crown 8vo, 3s. 6d. cloth. [.Just published.
- “ To ail architects and district surveyors and builders, Mr. David’s manual will be welcome.”— Building News.
- “The volume will doubtless be eagerly consulted by the building fraternity.”—Illustrated Carpenter and Builder.
- CONCRETE: ITS NATURE AND USES. A Book for
- Architects, Builders, Contractors, and Clerks of Works. By George L. Sutcliffe, A.R.I.B.A. Crown 8vo, 7s. 6rf. cloth. [Just published.
- 41 The author treats a difficult subject in a lucid manner. The manual fills a long-felt gap. It caréful and exhaustive ; equally useful as a student’s guide and a architect’s book of reference.” —Journal of Royal Institution of British Architects.
- “ There is room for this new book, which wil! probably be for some time the standard work on the subject fora builder’s purpose.”—Glasgow Herald.
- “ A thoroughly useful and comprehensive work.”—British Architect.
- Mechanics for Architects.
- THE MECHANICS O F ARCHITECTURE : A Treatise on Applied Mechanics, especially Adapïed to the Use of Architects. Bv E. W. Tarn, M.A., Author of “ The Science of Building,” &c. Second Edition, Enlarged. Illust. with 125 Diagrams. Cr. 8vo, 7s. 6d. cloth. [Just published. ** The book is a very useful and heloful manual of architectural mechanics, and really contains sufficient to enable a careful and painstaking student to grasp the priuciples bearing upon the ma-jority of building problems. . . . Mr. Tarn has added, by this volume, to the debt of gratitude
- which is owing to him by architectural students for the many valuable works which he has pro-duced for their use."—The Builder.
- “The mechanics in the volume are really mechanics, and are harmoniously wrought in with the distinctive professional manner proper to the subject. —The Schoolmaster. h
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- CROSBY LOCKWOOD & SON’S CATALOGUE.
- Designing Buildings.
- THE DESIGN OF BUILDINGS : Being Elementary Notes
- on the Planning, Sanitation and Ornamentive Formation of Structures, based on Modem Practice. Illustrated with Mine Foiding Plates. By W. Wood-ley, Assistant Master, Metropolitan Drawing Classes, &c. 8vo, 6s. cloth.
- Sir IVm. (Jhambers’s Treatise on Civil Architecture. THE DECORATIVE PARI Ob CIVIL ARCHITECTURE. By Sir William Chambers, F.R.S. Witb Portrait, Illustrations, Notes, and ar Examination of Grecian Architecture, by Josefh Gwilt, F.S.A. Revised and Edited by W. H. Leeds. 66 Plates, 4to, 2is. cloth.
- Villa Architecture.
- A HANDY BOOK OF VILLA ARCHITECTURE : Being a
- Seriez of Designs for Villa Résidences in varions Styles. With Outline Spécifications and Estimâtes. By C. Wickes, Architect, Author of “The Spires and Towers of England,” &c 6t Plates, 4to, £i us, 6d. half-morocco. “ The whole oî the designs bear evidence of their being the work of an artistic architect, and they will prove very valuable and suggestive.”—Building" News.
- Tenet- Book f or Architect».
- THE ARCHITECT’S GUIDE: Being a Text-Book of Useful
- Information for Architects, Engineers, Surveyors, Contractors, Clerks of Works, &c. By F. Rogers. Third Edition. Crown 8vo, 3s. 6d, cloth,
- "As a text-book of useful information for architects, engineers, surveyors, &c., it would be hard to tind a handier or more complété iittle volume.”—Standard.
- Ldnear Perspective.
- ARCHITECTURAL PERSPECTIVE : The whole Course and Operations of the Draughtsman in Drawing a Large House in Linear Perspective. Illustrated by 4s Foiding Plates. By F. O. Ferguson. Second Edition, Enlarged. 8vo. 3s. 6d. boards. published.
- “ It is the most intelligible of the treatises on this ill treated subject that I hâve met with. ’— E. INGRESS BELL, Esq., in the R.I.B.A. Journal.
- Architectural Drawing.
- PRACTICAL RULES ON DRAWING,for the Oferative Builder
- and Young Student in Architecture. By G. Pyne. 14 Plates, 4to, 7s. 6d., bds„
- Vitruvius’ Architecture.
- THE ARCHITECTURE of MARCUS VITRUVIUS POLLIO. Translated by Joseph Gwilt, F.S.A., F.R.A.S. New Edition, Revised by the Translator, With 23 Plates. Fcap. 8vo, 5s. cloth.
- Designing, Measuring, and V aluing.
- THE STUDENT'S GUIDE to the PRACTICE of MEASURING AND VALUING ARTIFICERS' WORK. Containing Directions for taking Dimensions, Abstracting the same, and bringing the Quantifies inte Bill, with Tables of Constants for Valuation of Labour, and for the Calculation of Areas and Solidifies, Originally edited by Edward Dobson , Architect. With Additions by E. Wyndham Tarn, M.A. Sixtb Edition. With 8Plates and 63 Woodcuts. Crcwn 8vo, 7s. 6d. cloth “ This édition wil] be found the most complété treatise on the prineiples of measuring and valuing artificers’ work that has vet been oublished ”—Building News
- Pocket Kstimator and Technical (lui(le.
- THE POCKET TECHNICAL GUIDE, MEASURER, AND ESTIMATOR FOR BUILDERS AND SURVEYORS. Containing Tech* nical Directions for Measuring Work in ail the Building Trades, Complété Spécifications for Houses, Roads, and Drains, and an easy Method of Estimat-ing the parts cf a Building collectively. By A. C. Beaton. SeventhEdit, Waistcoat-pocket size, is. 6d. leather, gilt edges.
- ** No builder. architect, surveyor. or valuer shouJd be without his * Beaton.1 "—Building News.
- Donaldson on Spécifications.
- THE HANDBOOK OF SPECIFICATIONS; or, Practical Guide to the Architect, Engineer, Surveyor, and Builder, in drawing up Spécifications and Contracts for Works and Constructions. Illustrated by Precedents of Buildings actually executed by eminent Architects and Engineers. By Professor T. L. Donaldson, P.R.I.B.A., &c. New Edition. 8vo. with upwards of 1.000 pages of T es. and 33 Plates. £1 11 s.6d. cloth. Valuable as a record, and more valuable still as a book of precedents. . . . Sufïice It to say that Donaldson’s ‘ Handbook of Spécifications ’ must be bought by ail architects.”—Builder.
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- ARCHITECTURE, BUILDING, etc.
- 27
- Bartholomew and Rogers’ Spécifications.
- SPECIFICATIONS FOR PRACTICAL ARCHITECTURE.
- A Guide to the Architect, Engineer, Surveyor, and Buildei. With an Essay on the Structure and Science of Modem Buildings. Upon the Basis of the Work by Alfred Bartholomew, thoroughly Revised, Corrected, and greatly added to by Frederick Rogers, Architect. Third Edition, Revised, witb Additions. With numerous Illustrations. Medium 8vo, 15s. cloth.
- “ The collection of spécifications prepared by Mr. Rogers on the basis of Bartholomew’s work is too well known to need any recommendation from us. lt is one of the books with which every young architect must be equippedArchitect.
- House Building and Repairing.
- THE HOUSE-O WN ER'S ESTIMATOR ; or, What will it Cost
- to Build, Alter, or Repair? A Price Book for Unprofessional People, as well as the Architectural Surveyor and Builder. By J. D. Simon. Editedby F. T. W. Miller, A.R.I.B.A. Fourth Edition. Crown 8vo, 3s. 6d. cloth.
- "In two years it wili repay its cost a nundred t lin es over.”—Field.
- Construction.
- THE SCIENCE OF BUILDING : An Elementary Treatise on the Principles of Construction. By E. Wyndham Tarn, M.A., Architect. Third Edition, Revised and Enlarged. With 59 Engravings. Fcap. 8vo, 4s. ch-A very valuable book, which we strongly recommend to ail students.”—Builder.
- Building ; Civil and Ecclesiastical.
- A BOOK ON BUILDING, Civil and Ecclesiastical, includmg
- Church Restoration ; with the Theory of Dômes and the Great Pyramid, &e» By Sir Edmond Beckett, Bart., LL.D., F.R.A.S. Fcap, 8vo, 5s. cloth.
- “ A book which is always amuslng and nearly always instructive.”—Times.
- House Building.
- DWELLING HOU SES, THE ERECTION OF. Illustrateà
- by a Perspective View, Plans, Elévations and Sections of a Pair of Serni-Detached, Villas, with the Spécification, Quantities and Estimâtes. By S. H. Brooks, Architect. Seventh Edition, thoroughly Revised. nmo, 2s. 6d. cloth. \\Just published-
- Sanitary Houses, etc.
- THE SANITARY ARRANGEMENT OF DWELLING-
- HOUSES : A Handbook for Householders and Owners of Houses. By A. J. Wallis-Tayler, A.M. Inst. C.E. With numerous Illustrations. Crown 8vo, 25. 6d. cloth. \_Just published.
- “ This book will be largely read ; it will be of considerab^ service to the public. It is well arranged, easily read, and for the most part devoid of technical ternis.”—Lancet.
- Ventilation of Buildings.
- VENTILATION. A Text Book to tke Practice of the Art of
- Ventilating Buildings. By W. P. Büchan, R.P. i2mo, 4s. cloth.
- “ Çontains a great amouot of usefui practical information, as thoroughly interesting as it is technically reliable.”—British Architect.
- The Art of Plunibing.
- PLUMBING. A Text Book to the Practice of the Art or Craft of
- the Plumber. By William Paton Buchan, R.P. Sixth Edition. 4s. cloth, •‘A text-book which may be safely put in the hands of every young plumber.”—Builder.
- Geometry for the Architect, Engineer, etc.
- PRACTICAL GEOMETRY, for the Architect, Engineer, and Mechanic. Giving Rules for the Délinéation and Application of varioua Geometrical Lines, Figures and Curves. By E. W. Tarn, M.A., Architect. 8vo, 9s. cloth.
- “ No book with the same objects in view has ever been published in which the cleamess of tha rules laid down and the iilustrative diagrams hâve been so satisfactory.”—Scotsman.
- The Science of Oeometry,
- THE GEOMETRY OF COMPASSES ; or, Problems Resolveâ
- by the ffiere Description of *Circles, and the use of Coloured Diagrams and Symbols. By Oliver Byrne. Cojoured Plates. Crown 8vo, 3s. 6d. cloth.
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- 28
- CROSBY LOCKWOOD & SON'S CATALOGUE.
- CARPENTRY, TIMBER, etc.
- Tredgold’s Carpentry, Revised & Enlarged by Tarn.
- THE ELEMENTA R Y PRINCIPLES OF CARPENTRY.
- A Treatise on the Pressure and Equilibrium of Timber Framing, the Résistance of Timber, and the Construction of Floors, Arches, Bridges, Roofs, Uniting Iron and Stone with Timber, &c. To which is added an Essay on the Nature and Properties of Timber, &c., with Descriptions of the kinds of Wood used in Building; also numerous Tables of the Scantlings of Timber for different purposes, the Spécifie Gravities of Materials, &c. By Thomas Tredgold, C.E. With an Appendix of Specimens of Various Roofs of Iron and Stone, Illustiated. Seventh Edition, thoroughly revised and considerably enlarged by E. Wyndham Tarn, M.A., Author of “The Science of Building,” &c. With 61 Plates, Portrait of the Author, and several Woodcuts, In One large Vol., 4to, prk.e £1 5s. cloth.
- “ Ought to be in every architect’s and every bullder's Ilbrary.”—Buüder.
- “ A work whose monumental excellence must commend it wherever skilful carpentry ts con-cemed. The author’s principles are rather confirmed than impaired by time* The additional plates are of great intrinsic value.”—Building News,
- Carpentry.
- CARPENTRY AND JOINERY. The Elementary Principles
- of Carpentry. Chïefly composed from the Standard Work of Thomas Tredgold, C.E. With Additions, and a Treatise on Joinery by E. W. Tarn, M.A. Fifth Edition, Revised and Extended. ïamo, 3s. 6d. cloth.
- *** Atlas of Thirty-five Plates to accompany and ihustrate the foregoing book. With Descriptive Letterpress. 4to, 6s. cloth.
- “ Thesetwo volumes form a complété treasury of carpentry and joinery, and should be in the fiands ot every carpenter and joiner in the empire.”—Iron.
- Woodivorking Machinery.
- WOODWORKING MACHINERY : Its Rise, Progress, and Construction. With Hints on the Management of Saw Mills and the Economi-cal Conversion of Timber. Illustrated with Examples of Recent Designs by leading English, French, and American Engineers. By M. Powis Râle, A.M.Inst.C.E., M.I.M.E, Second Edition, Revised, with large Additions. Large crown 8vo, 440 pp., 9s. cloth. {J'ust published.
- “ Mr. Baie is evidently an expert on the subject and he has collected so muen information that tlie book is all-suflicient for builders and others engaged in tlie conversion of timber.”—Architect.
- “The most comprehensive compendium of wood-working machinery w e hâve seen. The author is a thorough master of his subject.”—Building News,
- Saw Mills.
- SA W MILLS : Their Arrangement and Management, and the Economical Convei sion of Timber. (A Comi anion Volume to (t Woodwork-ïng Machinery/*) By M. Powis Bale. Crown 8vo, ios. 6d. cloth.
- “ The administration of a large sawmg establishment ts di >cussed. and the subject examined rom a financial standpoint. Hence the size, shape, order, and disposition of saw*mills and the like are gone into in detail, and the course of the timber is traced from its réception to its delivery Vi its converted State. We could not desire a more complété or practical treatise.”—Builder,
- Nicholson’s Carpentry.
- THE CARPENTER'S NEW GUIDE ; or, Book'of Lines for Car-penters comprising ail the Elementary Principles essential for acquiring a knowledge of Carpentry. Founded on the late Peter Nicholson’s Standard Work. New Edition, Revised by A. Ashpitel, F.S.A. With Practical Rules on Drawing, by G. Pynk. With 74 Plates, 4to, £1 is. cloth.
- CIRCULAR WORK IN CARPENTRY AND JOINERY: A
- Practical Treatise on Circular Work of Single and Double Curvature. By George Collings. With Diagrams. Second Edit. i2mo, 2s. 6d. cloth limp. “ An excellent example of what a book of this kind should be. Cheap ln prtee, clear in defini-tïon and practical in the examplesselected.”—Builder,
- Handrailing.
- HANDRAILING COMPLETE IN EIGHT LESSONS. On
- the Square-Cut System. By J. S. Goldthorp, Teacher of Geometry and Building Construction at the Halifax Mechanic’s Institute. With Eight Plates and over 150 Practical Exercises. 4to, 3s. f d. cloth.
- “ Likely to be of considérable value to joiners and-others who take a pride in good work, we heartily ccmmend it to teachers and students.”— Timber Trades Jour 1. al.
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- CARPENTRY, TI MB ER, etc.
- 29
- Handrailing and Stairbuilding.
- A PRACTICAL TREA'PISE ON HANDRAILING : Showing New and Simple Methods tor Finding the Pitch of the Plank, Drawing the Moulds, Bevelling, Jointing-up, and Squaring the Wreath. By George Collings. Second Edition, Revised and Enlarged, to which is added A Treatise on Stairbuilding. i2mo, 2s. 6d cloth limp.
- * * Will be found of practical utility in the execution of this d jfiicult branch of joînery.”—Buiider; “ Almost every difiicult phase of this somewhat intricate branch of joinery is elucidated by the aid of plates and explanatory letterpress.”—Fumiture Gazette,
- Timber Mer chant’s Compumon.
- THE TIMBER MERCHANT’S AND BUILDER’S COM-
- PANION. Containing New and Copious Tables of the Reduced Weight and Measurement of Deals and Battens, of ail sizes, from One to a Thousand Pièces, and the relative Price that each size bears per Lineal Foot to any given Price per Petersburg Standard Hundred ; the Price per Cube Foot of Square Timber to any given Price per Load of 50 Feet; the proportionate Value of Deals and Battens by the Standard, to Square Timber by the Load of 50 Feet; the readiest mode of ascertaining the Price cf Scantling per Lineal Foot of any size, to any given Figure per Cube Foot, &c. &c. By William Dowsing. Fourth Edition, Revised and Corrected. Cr. 8vo, 3s. cl,
- “ Everything is as concise and clear as it can possibly be made. There can be no doubt that every timber merchant and buiider ought to possess it.” —Hull Adverliser.
- “We are glad to see a fourth édition of these admirable tables, which for correctness and slmplicity of arrangement leave nothing to be desired.”—Timber Trades Journal.
- Practical Timber Merchant.
- THE PRACTICAL TIMBER MERCHANT. Being a Guide
- for the use of Building Contractors, Surveyors, Builders, &c., comprising useful Tables for ail purposes connected with the Timber Trade, Marks of Wood, Essay on the Strength of Timber, Remarks on the Growth of Timber, &c. By W. Richardson. Second Edi ion. Fcap. 8vo, 3s. 6d. cloth.
- “ This handy manual contains much valuable information for the use ot timber merchants, builders, foresters, and ail others connected with the growth, sale, and manufacture of timber.”— Journal of Forestry,
- Packing-Case Makers, Tables for.
- PACK1NG-CASE TABLES ; showing the number of Super-ficial Feet in Boxes or Packing-Cases, from six inches square and upwards. By W. Richardson, Timber Broker. Third Edition. Oblong 4to, 3s. 6d. cl.
- “ Invaluable labour-saving tables.”—Ironmonsper.
- “Will save much labour and calculation.”—Grocer.
- Superficial Measurement.
- THE TRADESMAN’S GUIDE TO SUPERFICIAL MEASUREMENT. Tables calculated from 1 to 200 inches in length, by 1 to 108 inches in breadth. For the use of Architects, Surveyors, Engineers, Timber Merchants, Builders, &c. By James Hawkings. Fourth Edition, Fcap., 3s. 6d. cloth.
- '* A useful collection of tables to facilitate rapid calculation of surfaces. The exact area of any surface of which the limits hâve been ascertainea can be instantly determined. The book will be found of the greatest utility to ail engaged in building operations.”—Scotsman.
- “ These tables will be found of great assistance to ail who require to make calculations in supe* ficial measurement.”—English Mechanic.
- Forestry.
- THE ELEMENTS OF FORESTRY. Designed to afford Information concerning the Planting and Care of Forest Trees for Ornament 01 Profit, with Suggestions upon the Création and Care of Woodlands. By F. B, Hough. Large crown 8vo, 10s. cloth.
- Timber Importer’s Guide.
- THE TIMBER IMPORTER ’S, TIMBER MERCHANT’S, AND BUILDER’S STANDARD GUIDE. By Richard E. Grandy. Comprising an Analysis of Deal Standards, Home and Foreign, with Comparative Values and Tabular Arrangements for fixing Net Landed Cost on Baltic and North American Deals, meluding ail intermediate Expenses, Freight, Insurance, &c. &c. Together with copious Information for the Retailer and Buiider. Third Edition, Revised. i2mo, 2s. cloth limp.
- " Everything it prétends to be : built up gradually, it leads one from a forest to a treenail and throws in, as a makeweight, a host of material concerning bricks, columns, cisterns, &c.’ —Eng.isJe Mechanic.
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- 3°
- CROSBY L0CKW00D & SON'S CATALOGUE,
- DECORATIVE ARTS, etc.
- Woods and Marbles (Imitation of),
- SCHOOL OF PAINT IN G FOR THE IMITATION OF WOODS
- AND MARBLES, as Taught and Practised by A. R. Van der Burg and P. Van der Burg, Directors of the Rotterdam Painting Institution. Royal folio, l8£ by 124 in., Illustrated with 24 full-size Coloured Plates; also 12 plain Plates, comprising 154 Figures. Second and Cheaper Edition. Price £1 iis. 6d.
- List of Plates,
- t. Varlous Tools required tor Wood Painting —a, 3. Walnut: Preliminary Stages of Graining And Finished Specimen — 4. T oois used for Marble Painting and Methoa of Manipulation— 6. St. Remi Marble: Earlier Operations and Finished Specimen—7. Methods of Sketching different Grains, Knots, <fcc.—8, 9. Ash: Pre-rainary Stages and Finished Specimen —to. Methods of Sketching Marble Grains—ri, 12. Breche Marble: Preliminary Stages of Working and Finished Specimen—13. Maple : Methods of Producing the different Grains—14,15. Bird's-eye Maple: Preliminary Stages and Finished Specimen—16. Methods of Sketching the different Species of White Marble—17, 18. White Marble: Preliminary Stages of Process and
- Finished Specimen—19. Mahogany : Speclmens of various Grains and Methods of Manipulation —20, 21. Mahogany: Earlier Stages and Finished Specimen—22,23,24. Sienna Marble: Varieties of Grain, Preliminary Stages and Finished Specimen—25, 26, 27. Juniper Wood : Methods of producing Grain, Scc.: Preliminary Stages and Finished Specimen—28, 29, 30. Vert de Mer Marble: Varieties of Grain and Methods of Working Unfinished and Finished Speci mens—31. 32. 33. Oak: Varieties of Grain, Tools Employed, and Methods of Manipulation, Preliminary Stages and Finished Specimen—34, 35; 36. Waulsort Marble: Varieties of Grain. Us finished and Finished Specimens
- “ Those wfto deslre to attain skill in the art of painting woods and marbles will find advantage ïn Consulting this book. . . . Some of the Working Men’s Clubs should give their young mec
- the opportunity to study It.”—Builder.
- “ A comprehensive guide to the art. The explanatlons of the processes, the manipulation and management of the colours, and the beautifully executed plates will not be the least valuable to the student who aims at making his work a faithful transcript of nature.”—Building News.
- Hanse Décoration.
- ELEMENTARY DECORATION. A Guide to the Simpler
- Forms of Everyday Art. Together with PRACTICAL HOUSE DECORATION. By James W. Facey. With numerous Illustrations. In One Vol., 5s. strongly half-bound
- House Painting, Graining, etc.
- HOUSE PAINTING, GRAINING, MARBLING, AND SIGB
- WRITING, A Pracdcal Manualof. By Ellis A. Davidson. Sixth Edition With Coloured Plates and Wood Engravings. i2mo, 6s. ciolh boards.
- “ A mass of information, o£ use to the amateur and of value to the practical man.”—hnglisk Mecha.nic.
- Decorators, Receipts for.
- THE DECORATOR’S ASSISTANT : A Modem Guide to Décorative Artists and Amateurs, Painters, Writers, Gilders, &c. Containing upwards of 600 Receipts, Rules and Instructions ; with a variety of Informa-tion for General Work connected with every Class of Interior and Exterior Décorations, &c. Sixth Edition. 152 pp., crown 8vo, is. in wrapper “ Full of receipts of value to decorators, painters, gilders, &c. The book contains the glst of arger treatises on colour and technical processes. It would be difficulî to meet with a work so fui of varied information on the painter’s art.”—Building News.
- Moyr Smith on Interior Décoration.
- ORNAMENTAL INTER 10 RS, A NOIENT AND MODERN
- By J. Moyr Smith. Super-royal 8vo, with 32 full-page Plates and numerous smaller Illustrations, handsomely bound in cloth, gilt top, price 18s.
- “The book is wel) illustrated and handsomely got up, and contains somt true critlcism and a good many good examples of décorative treatment. — The Builder,
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- DECORATIVE ARTS, etc,
- 31
- British and Foreign Mar blés.
- MARBLE DECORATION and the Terminology of British and Foreign Marbles. A Handbook for Students. By George H. Blagrove, Author of “ Shoring and its Application,” &c, With 28 Illustrations. Crown 8vo, 3$. 6d. cloth.
- “ This most useful and much wanted handbook should be in the hands of every architect and builder.”—Building World.
- ** A carefully and usefully written treatise ; the work is essentiaUy practical.”—Scotsman.
- Marble Working, etc.
- MARBLE AND MARBLE WORKERS : A Handbook for Architects, Artists, Masons, and Students. By Arthur Lee, Author of <! A Visit to Carrara,” “ The Working of Marble,” &c. Small crown 8vo, 2s. cloth. “ A really valuable addition to the technlcal literature of architects and masons.”—Building News. _________
- DELAMOTTE’S WORKS ON ILLUMINATION AND ALPHABETS.
- A PRIMER O F THE ART O F ILLUMINATION, for the Use of
- Begi'iners : with a Rudimentary Treatise on the Art, Practical Directions for its Exercise, and Examples taken from Illuminated MSS., printed in Gold and Colours. By F. Delamotte. New and Cheaper Edition. Small 4to, 6s. orna* mental boards.
- “The examples of anclent MSS. recommended to the student, which, with much good sens®, che author chooses from collections accessible to ail, are selected with iudgment and knowledge, as well as taste.”—Athe?uzum.
- ORNAMENTAL ALPHABETS, Ancient and Mediæval, from the Eighth Century, with Numerals; including Gothic, Church-Text, large and small, German, Italian, Arabesque, Initiais for Illumination, Monograms, Crosses, &c. &c., for the use of Architectural and Engineering Draughtsmen Missa' Painters, Masons, Décorative Painters, Lithographers, Engravers Carvers, &c. &c. Collected and Engraved by F. Delamotte, and printed in Colours. New and Cheaper Edition. Royal 8vo, oblong, 2s. 6d. ornamenta! boards.
- *' For those who insert enamelled sentences round giïded chaîlces, who blazon shop legenas ove* shop-doors, who letter church walis with pithy sentences from the Decalogue, this book wiÜ be us©* îuX.i,~-A tken<zu m.
- EXAMPLES O F MODERN ALPHABETS, Plain and Ornamental; including German, Old English, Saxon, Italie, Perspective, Greek, Hebrew, Court Hand, Engrossing, Tuscan, Riband, Gothic, Rustic, and Arabesque; with several Original Designs, and an Analysis of the Roman and Old English Alphabets, large and small, and Numerals, for the use of Draughtsmen, Sur-veyors, Masons, Décorative Painters, Lithographers, Engravers, Carvers, &c. Collected and Engraved by F. Delamotte, and printed in Colours. New and Cheaper Edition. Royal 8vo. oblong, 2s. 6d. ornamental boards.
- “ There is comprised ln it every possible sbape into which the letters of the alphabet and numerals can be formed, and the talent which has been expended in the conception of the various plain and ornamental letters is wonderful.”—Standard.
- MEDIÆVAL ALPHABETS AND INITIA LS FOR ILL U MI. NATORS. By F. G. Delamotte. Containing 2i Plates and Illuminated Title, printed in Gold and Colours, With an Introduction by J. Willis Brooks. Fourth and Cheaper Edition. Small 4to, 4s. ornamental boards.
- “ A volume in which the letters of the alphabet corne forth glorified ingilding andall the colours of the prism interwoven and intertwined and intermingled.”—Sun.
- THE EMBROIDERER’S BOOK OF DESIGN. Containing Initiais, Emblems, Cyphers, Monograms, Ornamental Borders, Ecclesiasticai Devices, Mediæval and Modem Alphabets, and National Emblems. Col-lected by F. Delamotte, and printed in Colours. Oblong royal 8vo, is. 6d. ornamental wrapper.
- “ The book will be of great assistance to ladies and young children who are endowed with the art of plving the needle in this most ornamental and useful pretty work.”—East Anglian Times.
- Wood Carving.
- INSTRUCTIONS IN WOOD-CARVING, for Amateurs; with Hints on Design. By A Lady. With Ten Plates. New and Cheaper Edition. Crown 8vo, 2s. in emblematic wrapper.
- 14 Thé handicraft of the wood-carver, so well as a book caa mpart it, may be learnt from • A Lady’s’ publication,”—Athenaum.
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- CROSBY LOCKWOOD & SON'S CATALOGUE.
- NATURAL SCIENCE, etc.
- The Ueavens and their Orîgin.
- THE VISIBLE UNIVERSE : Chapters on the Origin and
- Construction of the Heavens. By J. E. Gore, F.R.A.S. Illustrated by 6 Stellar Photographs and 12 Plates. 8vo, 16s. cloth.
- 44 A valuable and lucid summary of recent astronomical theory, rendered more valuable and attractive by a sériés of stellar photographs and other illustrations.”—The Times.
- “ In presenting a clear and concise account of the présent State of our knowledge, Mr. Gore has made a valuable addition to the literature of the subject.”—Nature.
- “ As interesting as a novel, and instructive withal ; the text being made still more kiminous by Stellar photographs and other illustrations. . . . A most valuable book.”—Manchester Examiner. “ One of the fmest works on astronomical science that has recently appeared in our language.”
- Leeds Mercury
- The Constellations.
- STAR GROUPS : A Studenfs Guide to the Constellations. By J. Ellard Gore, F.R.A.S., M.R.I.A., &c., Author of “ The Visible Universe,” 11 The Scenery of the Heavens.” With 30 Maps. Small ato, 5s. cloth, silvered. “A knowledge of the principal constellations risible in our latitudes may be easily acquired frotn the thirty maps and accompanying text contained in this work.”—Nature.
- 44 The volume contains thirty maps showing stars of the sixth magnitude—the usual naked-eye limit—and each is accompanied by a brief commentary, adapted to facilitate récognition and bring to notice objects of spécial interest. For the purpose of a preliminary survey of the 4 midnight pomp ' of the heavens, nothmg could be better than a set of délinéations averaging scarcely twenty square inches in area, and including nothing that cannot at once be identified.”—Saturday Review.
- 44 A very compact and handy guide to the constellations.”—Athenœum.
- Astronomical Terms.
- AN ASTRONOMICAL GLOSSARY ; or, Dictionary of Terms
- used in Astronomy. With Tables of Data and Lists of Remarkable and Interesting Celestial Objects. By J. Ellard Gore, F.R.A.S., Author of “ The Visible Universe,” &c. Small crown 8vo, 2s. 6d. cloth.
- “ A very useful little work for beginners in astronomy, and not to be despised by more ad-vanced students.”—The Times.
- “ Astronomers of ail kinds will be glad to hâve it for reference.”—Guardian.
- The Microscope.
- THE MICROSCOPE : Its Construction and Management, ïn-cluding Technique, Photo-micrography, and the Past and Future of the Microscope. By Dr. Henri van Heurck. Re-Ediled and Augmented from the Fourth French Edition, and Translated by Wynne E. Baxter, F.G.S. 400 pages, with upwards of 250 Woodcuts. Imp. 8vo, 18s. cloth.
- “ A translation of a well-known work, at once popular and comprehensive.”—Times.
- “ The translation is as felicitious as it is accurate.”—Nature.
- The Microscope.
- PHOTO-MICROGRAPHY. By Dr. H. van Heurck. Extracted
- from the above Work. Royal 8vo, with Illustrations, 1 s. sewed.
- Astronomy.
- ASTRONOMY. By the late Rev. Robert Main, F.R.S.
- Third Edition, Revised, by Wm. T. Lynn, B.A., F.R.A.S., i2mo, 2S. cloth.
- “ A sound and simple treatise, and a capital book for beginners.‘éCnoTvledgi.
- Kecent and Fossil Shells.
- A MANU AL OF THE MOLLUSCA : Being a Treatise on Recent and Fossil Shells. By S. P. Woodward, A.L.S., F.G.S. With an Appendix on Recent and Fossil Conchological Discoveries, by Ralph Tate, A.L.S., F.G.S. With 23 Plates and upwards of 300 Woodcuts. Reprint of Fourtb Edition, 1880. Crown 8vo, 7s. 6d. cloth.
- “ A most valuable storehouse of conchological and geological information.”—Science Gossip.
- Geology and Genesis.
- THE TW IN RECORDS OF CREATION ; or, Geology and Genesis : their Perfect Harmony and Wonderful Concord. By George W. Victor le Vaux. Fcap. 8vo, 5s. cloth.
- « A valuable contribution to the évidences of Révélation, and disposes very concluslvely of the arguments of those who would set God's Works against God s Word, No real difïiculty is shirked, and no sophistry is left unexposed. —The Rock.
- Geology.
- RUDIMENTARY TREATISE ON GEOLOGY, PHYSICAL AND HISTORICAL. With especial reference to the British sériés of Rocks. By R. Tate, F.G.S. With 250 Illustrations, nmo, 5s. cloth boards-.
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- NATURAL SCIENCE, etc.
- 33
- DR. LARDNER’S COURSE OF NATURAL PHILOSOPHY.
- HANDBOOK OF MECHANICS. Re-written and Enlarged by B. Loewy, F.R.A.S. Post 8vo, 6s. cloth.
- “Mr. Loewy bas carefully revised the book. and brougllt lt up to modem requîrements.”— Nature.
- HANDBOOK OF HYDROSTATICS &> PNEUMATICS. Enlarged by B. Loewy, F.R.A.S. Post 8vo, 5s. cloth.
- "For those ' who deslre to attain an accurate knowledge of physlcal science wlthoùt the prc-found methods of mathematical investigation,’ this work is well adapted.”—Chemical News.
- HANDBOOK OF HE AT. Edited and almost entirely Re-written by Benjamin Loewy, F.R.A.S., &c. Post 8vo. 6s. cloth.
- "The style is always clear and précisé, and conveys Instruction without leaving any cloudlness or lurking doubts behind.”—Engineering.
- HANDBOOK OF OPTICS. By Dr. Lardner. Edited by T. O.
- Harding, B.A. Post 8vo, 5s. cloth.
- “ Written by an able scientific writer and beautifully illustrated.”—Méchantes Magazine.
- HANDBOOK OF ELECTRICITY AND MAGNETISM. By Dr.
- Lardner. Edited by G. C. Foster, B.A. Post 8vo, 5s. cloth,
- " The book could not hâve been entrusled to anyone better calculated to preserve the terse and lucid style of Lardner.”—Popular Science Review,
- HANDBOOK OF ASTRONOMY. By Dr. Lardner. Fourth
- Edition by E. Dunkin, F.R.A.S. Post 8vo, 9s. 6d, cloth.
- " Probably no other book contains the same amount of information in so compendlous and well-arranged a form—certainly none at the price at which this is offered to the public.”—Athenaum.
- “We can do no other than pronounce this work a most valuable manual of astronomy, and we strongly recommend it to ail who wish to acquire a general—but at the same time correct—acquaint-ance with this sublime science.”—Quarterly Journal of Science.
- DR. LARD N ER’8 MUSEUM OF SCIENCE AND ART.
- THE MUSEUM OF SCIENCE AND ART. Edited Dy
- Dr. Lardner. With upwards of 1,200 Engravings on Wood. In 6 Double Volumes, £1 is. in a new and élégant cloth binding ; or handsomely bound in half-morocco, 31s. 6d.
- “ A cheap and interesting publication, alike lnforming and attractive. The papers combine (abjects of importance and great scientific knowledge, considérable inductive powers, and a popular style of treatment.”—Sfectator.
- The 1 Muséum of Science and Art ’ 1s the most valuable contribution that has ever been made to the Scientific Instruction of every class of society.”—Sir David Brewstbr, ln the Narth British Review.
- Séparait books formed from the above, fully Illustrated, suit able for Workmen's Libranes, Science Classes, etc.
- Comnion Things Explained. ; The Microscope. 2s. cloth. Popular Geology. 2s. 6d. cloth. Popular Physics. 2s. bd. cloth.
- Steam and its Uses. 2s. cloth. Popular Astronomy. 4s.6d.dotb. TheBeeand White Ants. 2s. cloth. The Electric Telegraph. is.
- Dr, Lardner’s School Handbooks,
- NATURAL PHILOSOPHY FOR SCHOOLS. Fcap. 8vo, 3s. 6d
- “ A very convenant class-book for junior students in private schools. —BritUh Quarterly. Review.
- ANIMAL PHYSIOLOGY FOR SCHOOLS. Fcap. 8vo, 3s. 6d.
- “ Clearly written, well arranged, and excellently illustrated.”—GardeneSs ChronicU.
- THE ELECTRIC TELEGRAPH. By Dr. Lardner. Re-
- vised by E. B. Bright, F.R.A.S. Fcap. 8vo, 2s. bd. cloth.
- “ One of the most readable books extant on the Electric Telegraph."—Rnglish Mechanic..
- D
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- CROSBY LOCKWOOD & SON’S CATALOGUE.
- CHEMICAL MANUFACTURES, CHEMISTRY.
- Réfrigérat iny, etc.
- REFRIGERATING AND ICE-MAKING MACHINERY : A Descriptive Treatise for the Use of Persons Employing Refrigerating and Ice-Making Installations, and others. By A. J. Wallis-Tayler, C.E. Assoc. Member Inst. C.E. With Illustrations. Crown 8vo, 7s. 6d. cloth.
- £Just published.
- “ Practical, explicit and profusely illustrated.”—Glasgow Herald,
- Chemistry for Engineers, etc.
- ENGINEERING CHEMISTRY : A Practical Treatise for the Use of Analytical Chemists, Engineers, Iron Masters, Iron Founders, Students, and others. Comprisinç Methods of Analysis and Valuation of the Principal Materials used in Engineering Work, with numerous Analyses, Examples, and Suggestions. By H. Joshua Phillips, F.I.C., F.C.S. formeriy Analytical and Consulting Chemist to the Great Eastern Railway. Second Edition, Revised and Enlarged. Crown 8vo, 400 pp., with Illustrations, ios. 6d. cloth. [Just published.
- •* In this work the author has rendered no small service to a numerous body of practical men. * . . The analytical methods may be pronounced most satisfactory, being as accurate as the •despatch requirea of engineering chemists permits.”—Chemical News.
- ** The book wîU be very useful to those who require a handy and concise résumé of approved methods of analysing and valuing metals, oils, fuels, &c. It is, in fact, a work for chemists, a guide to the routine of the engineering laboratory. . . . The book is full of good things. As a hand-book of technical analysis, it is very welcome,"—Builder.
- “ The analytical methods given are, as a whole, such as are likely to give rapid and trust-worthy results in experienced hands. There is much excellent descriptive matter in the workt the chapter on ‘ OUs and Lubrication ’ being specially noticeable in this respect.”—Engineer,
- Manufacture of Explosives.
- NITRO-EXPLOSIVES : A Practical Treatise concerning the Properties, Manufacture, and Analysis of Nitrated Substances; including the Fulminates, Smokeless Powders, and Celluloid. By P. Gerald Sanford, F.I.C., F.C.S. With numerous Illustrations. Crown 8vo, 9s. cloth.
- [Just published.
- “ Mr. Sanford goes steadily through the whole list of explosives commonly used. He names any given explosive, and tells us of what it is composed and how it is manufactured; The book is excellent throughout, and we heartily recommend it.”—The Engineer.
- Explosives and Rangerous Goods.
- DANGEROUS GOODS : Their Sources and Properties, Modes of Storage, and Transport. With Notes and Comments on Accidents aris-ing therefrom, together with the Government and Railway Classifications, Acts of Parliament, &c. A Guide for the use of Government and Railway Officiais, Steamship Owners, Insurance Companies and Manufacturers and users of Explosives and Dangerous Goods. By H. Joshua Phillips, F.I.C., F.C.S., Author of “ Engineering Chemistry, &c.” Crown 8vo, 350 pp., 9s. cloth. [Just published.
- Explosives.
- A HANDBOOK ON MODERN EXPLOSIVES. Being a
- Practical Treatise on the Manufacture and Application of Dynamite, Gun-Cotton, Nitro-Glycerine, and other Explosive Compounds. Including the Manufacture of Collodion-Cotton. By M. Eissler, Author of “ The Metal-lurgy of Gold,” &c. Crown 8vo, ios. 6d. cloth.
- “Useful not only to the miner, but also to officers of both services to whom blasting and the use of explosives generaily may at any time become a necessary auxiliary.”—Nature.
- “ A véritable mine of information on the subject of explosives employed for military, mining and blasting purposes.”—Army and N any Gazette.
- Alkali Trade, Manufacture of Salphuric Acid, etc. A MANU AL OF THE ALKALI TRADE, including the Manufacture of Sulphuric Acid, Sulphate of Soda, and Bleaching Powder. ByJOHN Lomas, Alkali Manufacturer, Newcastle-upon-Tyne and London. With 232 Illustrations and Working Drawings, and containing 390 pages of Text. Second Edition, with Additions. Super-royal 8vo, £1 10s. cloth.
- “This book is written by a manufacturer for manufacturers. The working details of the most appreved forms of apparatus are given, and these are accompanled by no less than 83a wood en* gravings, ail of which may be used for the purposes of construction. Every step in the manufacture is very fully described in this manual, and each improvement explained.”—Athenceum.
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- CHEMICAL MANUFACTURES, CHEMISTRY, etc. 35
- The Blowpipe,
- THE BLOWPIPE IN CHEMISTRY, M1NERAL0GY, AND GEOLOGY. Containing ail known Methods of Anhydrous Analysis, many Working Examples, and Instructions for Making Apparatus. By Lieut.-Colonel W. A. Ross, R.A., F.G.S. With 120 Illustrations. Second Edition, Revised and Enlarged. Crown 8vo, 5s. cloth.
- "The student who goes through the course ot expérimentation here laid down will gain a better insight into inorganic chemistry and mineralogy than if he had ‘got up ' any of the Dest •text-books, and passed any number of examinations in their contents."— Chemical News,
- Commercial Chemical Analysis,
- THE COMMERCIAL HANDBOOK OF CHEMICAL ANALYSIS; or, Practical Instructions for the détermination of the Intrinsic or Commercial Value of Substances used in Manufactures, in Trades, and in the Arts. By A. Normandy. New Edition, by H.M. Noad.F.R.S. Crown 8vo, 12s. 6d. cloth.
- “ We strongly recommend this book to our readers as a guide, alike indispensable to the Jiousewife as to the pharmaceutical practitioner."—Medical Times.
- Dye-Wares and Colours,
- THE MAN U AL OF COLOURS AND DYE-WARES : Their Properties, Applications, Valuations, Impurities, and Sophistications. For the use of Dyers, Printers, Drysalters, Brokers, &c. By J. W. Slater. Second Edition, Revised and greatly Enlarged. Crown 8vo, 7s. 6d. cloth.
- ' ' A complété encyclopædia of the ntateria tinetoria, The information given respectlng eadk article is full and précisé, and the methods of deterroining their value are given with and are practical as well as valuable.”—Chemist and Druggist.
- Modem Brewing and Malting.
- A HANDYBOOK FOR BREWERS : Being a Practical Guide
- to the Art of Brewing and Malting. Embracing the Conclusions of Modem Research which bear upon the Practice of Brewing. By Herbert Edwards Wright, M.A. Crown 8vo, 530 pp., 12s. 6d. cloth.
- “ May be consulted with advantage by the student who is preparing himself for examinationa! tests, while the scientific brewer will nnd in it a résumé of ail the most important discoveries ot modem times. The work is written throughout in a clearand concise manner, and the author takes great care to discriminate between vague théories and well-established facts.”—Brewers' Journal “ We hâve great pleasure in recommending this handybook, and hâve no hésitation ln saying that it is one of the best—if not the best—which has yet been written on the subject (4 beer-brewing in this country, and it should hâve a place on the shelves of every brewer’s library.’1 — The Brewer’s Guardian,
- Analysis and Valuation of Fuels,
- FUELS: SOLID, LIQUID, AND GASEOUS, Their Analysis and Valuation. For the Use of Chemists and Engineers. By H. J. Phillips, F.C.S., formerly Analytical and Consulting Chemist to the Great Eastem Railway. Third Edition. Small crown 8vo, 2S. cloth.
- “ Ought to hâve its place in the laboratory of every metallurgical establishment, and whereve» fuel Is used on a large scaie."—Chemical News,
- “ Cannot fail to be of wide interest, especially at the présent time.”—Railway News.
- Figinents.
- THE ARTIST'S MANU AL OF PIGMENTS. Showing
- their Composition, Conditions of Permanency, Non-Permanency, and Adultérations; Eflects in Combination with Each Other and with Vehicles ; and the most Reliable Tests of Purity Together with the Science and Art Department’s Examination Questions on Painting. By H. C. St and âge. Second Edition. Crown 8vo, 2s. 6d. cloth.
- “This work is indeed multum-in-parvo, and we can, with good conscience, recommend It to ail who corne in contact with pigments, whether as makers, dealers or users.”—Chemical Revient
- Gauging. Tables and Bules for Revenue Offlcers.
- Brewers, etc.
- A POCKET BOOK OF MENSURATION AND GAUGING :
- Containing Tables, Rules and Memoranda for Revenue Officers, Brewers, Spirit Merchants, &c. By J. B. Mant (Inland Revenue). i8mo, 4s. leather. This handy and useful book is adapted to the requirements of the Inland Revenue Department, and will be a favourite book of reference.”—Civilian.
- " Should be in the hands of every practical brewer."—Brewers' Journal.
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- 36 CROSBY LOCKWOOD & SON’S CATALOGUE.
- INDUSTRIAL ARTS, TRADES, AND MANUFACTURES.
- Cotton Spinning.
- COTTON MANUFACTURE : A Manual of Practical Instruction in the Processes of Opening, Carding, Combing, Drawing, Doubling and Spinning of Cotton, the Methods of Dyeing, &c. For the Use of Opératives, Overlookers and Manufacturers. By John Lister, Technical In-structor, Pendleton. 8vo, 7s. 6d. cloth. Machinery.
- “ This invaluable volume is a distinct advance in the literature of cotton manufacture.”— __“It is thoroughly reliable, fulfilling nearly ail the requireme'nts desired.”—Glasgow Herald.
- JFlour Manufacture, Milting, etc.
- FLOUR MANUFACTURE : A Treatise on Milling Science
- and Practice. By Professor Friedrich Kick. Translated from the Second Enlarged and Revïsed Edition with Supplément. By H. H. P. Powlks, A.-M.Inst.C.E. Nearly 400 pp. Illustrated with 28 Folding Plates, and 167 Woodcuts. Royal 8vo, 25s. cloth.
- M This valuable work Is, and will remain, the standard authority on the science of milling. . . The miïler who has read and digested this work will hâve laid the foundation, so to speak, of a stic-Cessfui career ; he will hâve acquired a number of general principles which he can proceed to apply. In this handsome volume we at last hâve the accepted text-book of modem milling in good» Sound English, which has little, if any, trace of the German idiom.”—The Miller.
- Agglutinants.
- CEMENTS, FASTES, GLU ES AND GU MS : A Practical
- Guide to the Manufacture and Application of the various Agglutinants re** quired in the Building, Metal-Working, Wood-Working and Leather-Work-ing Trades, and for Workshop, Laboratory or Office Use. With upwards of 900 Recipes and Formulas. By H. C. Standage. Crown 8vo, 2s. cloth.
- ** We hâve pleasure in speakingf avourabîy of this volume. So far as we hâve had expérience*, which is not inconsiderable, this manual is trustworthy.”—Athenœum.
- ** As a révélation of what are considered trade secrets, this book will arouse an amount of curiosity among the large number of industries it touches.”—Daily Chronicle.
- Soap-making.
- THE ART OF SOAP-MAKING : A Practical Handbook of the
- Manufacture of Hard and Soft Soafis, Toilet Soafis, etc. By Alexander Watt, Fifth Edition, Revised, including Modem Candle-Making. Crown 8vo, 75.6^. cloth. [Just published.
- "The work will prove very useful, not merely to the technologica! student, but to the practical soap-boiler who wishes to understand the theory of his art.”—Chemical News.
- “Athoroughly practical treatise on an art which has almost no literature m our language. We congratulate the author on the success of his endeavour to fill a void in English technical litera-ture.”—Nature.
- Paper Making.
- PRACTICAL PAPER-MAKING : A Manual for Paper-makers and Owners and Managers of Paper-Mills. With Tables, Calculations, &c. By G. Clapperton, Paper-maker. With Illustrations of Fibres from Micro-Photographs. Crown 8vo, 5s. cloth. [Just published.
- " The author caters for the requireraents of responsible mill hands, apprentices, &c., whilst fcWs manual will be found of great service to students of technology, as well as to vétéran paper-makers and mill owners. The illustrations form an excellent feature.”—Paper Trade Review.
- We recommend everybody interested in the trade to get a copy of this thoroughly practical book.”—Paper Making.
- Paper Making.
- THE ART O F PAPER MAKING : A Practical Handbook of the Manufacture of Paper from Rags, Esparto, Straw, and other Fibrous Materials, Including the Manufacture of Pulp from Wood Fibre, with a Description or the Machinery and Appliances used. To which are added Details of Processes for Recovering Soda from Waste Liquors. By Alexander Watt, Author of “ The Art of Soap-Maklng” With Illusts. Crown 8vo. 7s. 6d. cloth.
- It may be regarded as the standard work on the subject. The book is full of valuable Information. The ‘ Art of Paper-making,' is in every respect a model of a text-book, either for a* technical class or for the private student.”—Paper and Printing Trades Journal.
- J~*eather Manufacture.
- THE ART OF LEATHER MANUFACTURE. Being a
- Practical Handbook, in which the Operations of Tanning, Currying, and Leather Dressing are fully Described, and the Principles of Tanning Ex-plained, and many Recent Processes Introduced ; as also the Methods for the Estimation of Tannin, and a Description of the Arts of Glue Boiling, Gut Dressing, &c. By Alexander Watt. Crown 8vo, 9s. cloth.
- M A sound, comprehenslve treatise on tanning and its accessoires. It Is an emlnently valuable> production, which redounds to the crédit of both author and publishers.”—Chemical Review,
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- INDUSTRIAL AND USEFUL ARTS.
- 37
- Watch Adjusting.
- THE WÀTCH ADJUSTER’S MANU AL: A Practical Guide for the Watch and Chronometer Adjuster in Making, Springing, Timing and Adjusting for Isochronism, Positions and Températures. By C. E. Fritts. 370 pages, with Illustrations, 8vo, 16s. cloth. [Just published.
- Horology.
- A TREATISE ON MODERN HOROLOGY, in Theory and Prac-tice. Translated from the French of Claudius Saunier, ex-Director oi the School of Horology at Maçon, by Julien Tripplin, F.R.A.S., Besançon Watch Manufacturer, and Edward Rigg, M.A., Assayer in the Royal Mmt. With 78 Woodcuts and 22 Coloured Copper Plates. Second Edition. Superroyal 8vo, £2 2s. cloth ; £2 10s. half-calf,
- “ There is no horological work in the English language at ail to be compared to tlils produc» •tlon of M. Saunier’s for cleamess and completeness. it is alike good as a guide for the stuaentand AS a reference for the experienced horologlst and skilled workman.”—Horological Journal.
- “ The latest, the xnost complété, and the most reliable of those literary productions to whlch continental watchmakers are indebted for the mechanical superiority over their English brethren —Infact, the Bookof Books, is M. Saunier’s ‘Treatisz.'"—Watchmaker% Jerveller andSilvtrsmiih. ft f/’li'iw/ï Trimn
- THE WATCHMAKER'S HANDBOOK. Intended as a Work-shop Companion for those engaged in Watchmaking and the Allied Mechanical Arts. Translated from the French of Claudius Saunier, and considéra-ably enlarged by Julien Tripplin, F.R.A.S., Vice-President of the Horological Institute, and Edward Rigg, M.A., Assayer in the Royal Mint. With numerous Woodcuts and 14 Copper Plates. Third Edition. Crown 8vo, 9s. cloth.
- “ Each part is truly a treatlse In Itself. The arrangement is good and the language Is clear and concise. It is an admirable guide for the young watchmaker."—Engineering.
- “ It is impossible to speak too highly of its excellence. It fulfils every requlrement In a hand-book intended for the use ot a workman. Should befound in every workshop."—JFa&rA and Çlockmaker.
- “ This book contains an immense number of practical details bearing on the daily occupation of a watchmaker.”—Watchmaker and Mctahvorker (Chicago).
- Watches and Timekeepers.
- A HISTORY O F WATCHES AND OTHER TIMEKEEPERS.
- By James F. Kendal, M.B.H.Inst. is. Gd, boards ; or 2s. 6d. cloth gilt.
- “Mr. Kendal’s book, for its size, is the best which has yet appeared on this subject in the English language."—Industries.
- “ Open the book where you may, there is interesting matter in it concerning the ingenlous devices of the ancient or modem horologer. The subject is treated in a liberal and entertaining spirit, as might be expected of a historian who is a master of the craft."—Saturday Review.
- SSlectrolysis of Gold, SUver, Copper, etc.
- ELECTRO-DEPOSITION : A Practical Treatise on the Electrolysis
- of Gold, Silver, Copper, Nickel, and other Metals and Alloys. With descriptions of Voltaic Batteries, Magnéto and Dynamo-Electric Machines, Thermopiles, and of the Materials and Processes used in every Department of the Art, and several Chapters on Electro-Metallurgy. By Alexander Watt, Author of “Electro-Metallurgy,” &c. Third Edition,Revised. Crown 8vo, 9s. cloth.
- “Eminently a book for the practical worker in eiectro-depositlon. It contains practical descriptions of methods, processes and materials as actually pursued and used in the workshop." —Enginetr.
- Electro-Metallurgy.
- ELECTRO-METALLURGY ; Practically Treated. By Alexander Watt, Author of “ Electro-Deposition,” &c Tenth Edition, including the most recent Processes. i2mo, 4s. cloth boards.
- "From this book both amateur and artisan may leam everything nccessaty for the successful prosecution of electroplating.”—/ro».
- Working in Gold.
- THE JEWELLER'S ASSISTANT IN THE ART OF WORKING IN GOLD : A Practical Treatise for Masters and Workmen, Compiled from the Expérience of Thirty Years’ Workshop Practice. By George E. Gee, Author of “The Goldsmith’s Handbook,” &c. Cr. 8vo, 7s. 6d. cloth.
- “ This manual of technical éducation is apparently destined to be a valuable auxiliary to a handicraft which is certainly capable of great improvement.’’— The Times.
- « Very useful in the workshop, as the knowledge is practical, having been acquired by long expérience, and ail the recipes and directions are guaranteed to be successful."—Jcweller and Metatworker.
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- 38 CROSBY LOCKWOOD & SON'S CATALOGUE.
- JElectroplating.
- ELECTROPLATING : A Practical Handbook on the Deposi-tion of Copper, Silver, Nickel, Gold, Aluminium, Brass, Platinum, &c. &c. With Descriptions of the Chemicals, Materials, Batteries, and Dynamo Machines used in the Art. By J.W.Urquhart.C.E. Third Edition. Cr.8vo.5s.
- •• An excellent work, giving the newest information.”—Horological Journal.
- EUectrotyping.
- ELECTROTYPING . The Reproduction and Multiplication ofPrinU ing Surf aces and Works of Art by the Electro-deposition of Metals. By J. W, Urquhart, C.E. Crown 8vo, 5s. cloth.
- M The book is thoroughly practical. The reader 1s, therefore, conducted through the leading laws ofelectricity, then through the metals used by electrotypers, the apparatus, and the depositing proeesses, up to the final préparation of the work.”—Art Journal,
- Goldsmiths’ Work.
- THE GOLDSMITH’S HANDBOOK. By George E. Gee,
- Jeweller, &c. Third Edition, considerably Enlarged. i2mo, 3s. 6d. cl. bds.
- •* A good, sound educator, which will be accepted as an authority.”—Horological Journal.
- Silversmiths9 Work.
- THE SILVERSMITWS HANDBOOK. By George E. Gee, Jeweller, &c. Second Edition, Revised. i2mo, 3s. 6d. cloth.
- '* The chief merit of the work is its practical character. . . Theworkers in the trade wil tpeedily discover its merits when they sit down to study it.”—English Méchante.
- *** The above two works together% strongly half-boundt price 7s.
- Sheet Métal Working.
- SHEET METAL WORKER’S INSTRUCTOR : Comprising
- a Sélection of Geometrical Problems and Practical Rules for Describing the Various Patterns Required by Zinc, Shéet-Iron, Copper, and Tin-Plate Workers. By Reuben Henry Warn, Practical Tin-Plate Worker. New Edition, Revised and greatly Enlarged by Joseph G. Horner, A.M.I.M.E., Author of “ Pattern Making,” &c. Crown 8vo, 254 pages, with 430 Illustrations. 7s. 6d., cloth. IJust published.
- Bread and Biscuit Baking.
- THE BREAD AND BISCUIT BAKER'S AND SUGAR-BOILER’S ASSISTANT. Including a large variety of Modem Recipes. By Robert Wells, Practical Baker. Crown 8vo, 2s. cloth.
- •• A large number of wrinkles for the ordinary cook, as well as the baker.”—Saturday Revient.
- Confectionery for Motels and liestaurants.
- THE PASTRYCOOK AND CONFECTIONER’S GUIDE.
- For Hotels, Restaurants and the Trade in general, adapted also for Family Use. By Robert Wells. Crown 8vo, 2s. cloth.
- M We cannot speak too highly of thts really excellent work. In these days of keen compétition Ottr readers cannot do better than purchase this book.”—Bakers' Tintes.
- Omamental Confectionery.
- ORNAMENTAL CONFECTIONERY : A Guide for Bakers,
- Confectionërs and Pastrycooks ; including a variety of Modem Recipes, and Remarks on Décorative and Coloured Work. With 12g Original Designs. By Robert Wells. Crown 8vo, cloth gilt, 5s.
- A valuable work, practical, and should be in the haatds of every baker and confectioner. The Illustrative designs are alone worth treble the amount charged for the whole work.”—Bakers’ Times.
- Flour Confectionery.
- THE MODERN FLOUR CONFECTIONER. Wholesale and Retail. Containing a large Collection of Recipes for Cheap Cakes, Biscuits, &c. With Remarks on the Ingrédients used in their Manufacture. By R. Wells. Crown 8vo, 2s. cloth.
- Laundry Work.
- LA U N DRY MANAGEMENT*. A Handbook for Use in Private
- and Public Laundries, Including Descriptive Accounts of Modem Machinery and Appliances for Laundry Work. Small crown 8vo, 2s. cloth.
- •* This book should certainly occupy an honoured place on the shelves of ail housekeepers who wish to keep themselves au courant of the newest appliances and methods.”—The Queen.
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- INDUSTRIAL AND USEFUL ARTS.
- 39
- HANDYBOOKS FOR HANDICRAFTS.
- By PAUL N. HASLUCK,
- Editor of “ Work” (New Sériés) ; Author of “Lathework," “Milling Machines,” &c.
- Crown 8vo, 144 pages, cloth, price 1 s. each.
- ISP These Handybooks hâve been written to supply information for Workmen, Students, and Amateurs in the several Handicrafts, on the actual Practice of the Workshop, and are intended to convey in platn language Technical, Knowledge of the several Crafts. Jn describing the processes employed, and the manipulation of material, workshop terms are used ; workshop practice is fully explained ; and the text is freely illustrated with drawings of modem tools, appliances, and Processes. _______________________
- THE METAL TURNER’S HANDYBOOK. A Practical Manual
- for Workers at the Foot-Lathe. With over 100 Illustrations. Price 1 s.
- “ The book wül be of service alike to the amateur and the artisan tumer. It displays thorough knowledge of the subject.”—Scotsman.
- THE WOOD TURNER’S HANDYBOOK. A Practical Manual for Workers at the Lathe. With over ioo Illustrations. Price is.
- "We recomnvsnd the book to young tumers and amateurs. A multitude of workmen hâve httherto sought in vain for a manual of this spécial industry.”—Mechanical World.
- THE WATCH JOB BER'S HANDYBOOK. A Practical Manual on Cleaning, Repairing, and Adjusting. With upwards of 100 Illustrations. Price is.
- “We strongly advise ail young persons connected with the watch trade to acquise and studj thls Inexpensive work."—Clerkentvell Chronicle.
- THE PATTERN MAKER'S HANDYBOOK. A Practical Manual on the Construction ot Patterns for Founders. With upwards of 100 Illustrations. Price is.
- •• A most valuable, if not indispensable, manual for the pattern maker.”—Knowledge.
- THE ME CH A N IC’S WORKSHOP HANDYBOOK. A Practical Manual on Mechanical Manipulation. Embracing Information on varions Handicraft Processes, with Useful Notes and Miscellaneous Memoranda. Comprising about 200 Subjects. Price is.
- ** A very clever and useful book, whim should be found în every workshop ; and it should Ctftalnly find a place in ail technical schools.”—Saturday Review.
- THE MODEL ENGINEER'S HANDYBOOK. A Practical Vanual on the Construction of Model Steam Engines. With upwards of 100 illustrations. Price is.
- *' Mr. Hasluck has produced a very good little book.”—Builder.
- THE CLOCK JOBBER'S HANDYBOOK. A Practical Manual on Cleaning, Repairing, and Adjusting. With upwards of 100 Illustrations. Price is.
- " It Is of inestimable service to those commencing the trade.”— Coventry Standard.
- THE CABINET WORKER’S HANDYBOOK: A Practical
- Manual on the Tools, Materials, Appliances, and Processes employed in Cabinet Work. With upwards of 100 Illustrations. Price is.
- “ Mr. Hasluck’s thoroughgoing little Handybook is amongst the most practical guides we hav. seul for beginners in cabinet-work.”—Saturday Revient.
- THE WOODWORKER'S HANDYBOOK OF MANUAL INSTRUCTION. Embracing Information on the Tools, Materials, Appliances and Processes employed in Woodworking. With 104 Illustrations. Price is.
- [_Just published,
- THE METALWORKER’S HANDYBOOK. With upwards of ioo Illustrations. _____________________________________ [/» préparation.
- *** Opinions of the Press.
- “ Written by a man who knows, not only how work ought to be done, but how to do it, and how to convey his knowledge to others.”—Engineering.
- *' Mr. Hasluck writes admirably, and gives complété instructions.”—Engineer.
- “Mi. Hasluck combines the expenence of a practical teacher with the manipulative skill and sclentific knowledge of processes of the trained mechanician, and the manuals are marveis of what can be produced at a popular price.”—Schoolmaster.
- ** Helpful to workmen of ail âges and degrees of expérience.”—Daily Chronicle*
- *• Practical, sensible, and remarkably cheap.”—Journal of Education*
- •' Concise, clear and practical.”—Saturday Review.
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- CROSBY LOCKWOOD & SON’S CATALOGUE.
- 4°
- COMMERCE, COUNTING-HOÜSE WORK, TABLES, ete.
- Commercial French.
- A NEW BOOK OF COMMERCIAL FRENCH: Grammar—
- Vocabulary — Correspondence — Commercial Documents — Geography — Arithmetic—Lexicon. By P. Carroué, Professor in the City High School J.—B. Say (Paris). Crown 8vo, 4s. 6d. cloth. \_just published.
- Commercial Education.
- LESSONS IN COMMERCE. By Professor R. Gambaro, of the Royal High Commercial School at Genoa. Edited and Revised by James Gault, Professor of Commerce and Commercial Law in King’s College, London. Second Edition, Revised. Crown 8vo, 3s. 64. cloth. [Just published. M The publishers of this work hâve rendered considérable service to the cause of commercial éducation by the opportune production of this volume. . . . The work is peculiarly acceptable to English readers and an admirable addition to existing class-books. In a phrase, we think the work attains its object in fumishing a brief account of those laws and customs of British trade with which the commercial man interested therein should be familiar.”—Chambcr of Commeroejoumal. “ An invaluable guide in the hands of those who are preparing for a commercial career.”
- Counting House•
- Foreign Commercial Correspondence.
- THE FOREIGN COMMERCIAL CORRESPONDENT : Being
- Aids to Commercial Correspondence in Five Languages—English, French, German, Italian, and Spanish, Bv Conrad E. Baker. Second Edition. Crown 8vo, 3s. 6d. cloth.
- ** Whoever wishes to correspond In ail the languages mentloned by Mr. Baker cannot do bettev than study this work, the matériels of which are excellent and conveniently arranged. They consist not of entire specimen letters but—what are far more useful—short passages, sentences, or phrases expressing the sarae general idea in various forms.”—Athetuzum.
- MA careful examination has convinced us that it is unusually complété, well arranged, and reliable. The book is a thoroughly good one.”—Schoolmasttr.
- Accounts for Manufacturer.
- FACTORY ACCOUNTS : Their Principles and Practice. A Handbook for Accountants and Manufacturera, with Appendices on the Nomenclature of Machine Details; the Income Tax Acts ; the Rating of Fac-tories ; Fire and Boiler Insurance; the Factory and Workshop Acts, &c., including also a Glossary of Terms and a large number of Specimen Rulings. By Emile Garcke and J. M. Fells. Fourth Edition, Revised and En-lai ged. Demy 8vo, 250 pages, 6s. strongly bound.
- *‘ A very lnterestmg description of the requlrements of Factory Accounts. . . . theprinciple of assimilation the Factory Accounts to the general commercial books ls one which we thoroughly agréé with.”—Accountants' Journal.
- “ Characterised by extreme thoroughness. There are few owners of factories who would not dérivé great benefit from the perusal of this most admirable work.”—Local Govemmcni Chroniclc.
- Modem Metrical Vnits and Systems.
- MODERN METROLOGY : A Manual of the Metrical Units and. Systems of the Présent Century. With an Appendix containing a proposed English System. By Lowis D’A. Jackson, A.M.Inst.C.E., Author of “Aid to Survey Practice,” &c. Large crown 8vo, 12s. 6d. cloth. .
- “ We recommend the work to ail interested in the practical reform of our weights and mea> sures.”—Nature.
- The Metric System and the British Standards.
- A SERIES OF METRIC TABLES, in which the British Stand-
- ard Measures and Weights are compared with those of the Metric System at présent in Use on the Continent. By C. H. Dowling, C.E. 8vo, ios. 64. strongly bound. "Mr. Dowling’s Tables are well put together as a ready-reckoner for the conversion of one System into the other.”—Athenaum.
- Jron Shiphuilders’ and Merchantsy Weight Tables.
- IRON-PLATE WEIGHT TABLES: For Iron Shiphuilders,
- Engineers, and Iron Merchants. Containing the Calculated Weights ol np-wards of 150,000 different sizes ot Iron Plates, from 1 foot by 6 in. by J in. to 10 feet by 5 feet by 1 in. Worked out on the basis of 40 lbs. to the square foot of Iron of 1 inch in thickness.- Carefuily compiled and thoroughly Revised by H. Burlinson and W. H. Simpson. Oblong 4to, 25s. half-bound.
- “This work will be found of great utility. The authors hâve had much practical expérience of what is wanting in making estimâtes; and the use of the book will save much time in making elaborate calculations.”—huglieh. Mechanic.
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- COMMERCE, COÜNTING-HOÜSE WORK, TABLES, etc. 41
- Chadwick’s Calculator for Numbers and Weights Vombined.
- THE NUMBER, WEIGHT, AND FRACTIONAL CALCULATOR. Containing upwards of 250,000 Separate Calculations, showing at a glance the value at 422 diflerent rates, ranging from xirth of a Penny to 20s. each, or per cwt., and £20 per ton, of any number of articles consecu-tively, from 1 to 470.—Any number of cwts., qrs., and lbs., from r cwt. to 470 .cwts.—Any number of tons, cwts., qrs., and lbs., from 1 to r,ooo tons. By William Chadwick, Public Accountant. Third Edition, Revised and Im-proved. 8vo,i8s., strongly bound for Office wear and tear.
- 13" Is adapted for the use of Accountants and Auditors, Railway Companies, Canal Companies, Skippers, Shipping Agents, General Carriers, etc. Ironfounders, Brassfounders, Métal Merchants, Iron Manufacturers, Ironmongers, Engineers, Machinists, Boiler Makers, Mülwtights, Roofing, Bridge and Girder Makers, Colliery Proprietors, etc. Timber Merchants, Builders, Contractors, Architects, Surveyors, Auctioneers, Valuers, Brokers, Mill Owners and Manufacturers, Mill Fvrnishers, Merchants, and General Wholesale Tradesmen. Also for the Apportionment of Mileage Charges for Railway Trafic.
- “ It is as easy of référencé for any answer or any number of answers as a dictionary, and the référencés are even more quickly made. For making up accounts or estimâtes the book must {)rove invaluabie to ali who hâve any considérable quantity of calculations involving price and «neasure in any combination to do."—Engiueer.
- Harben’s Compréhensive Weight Calculator.
- THE WEIGHT CALCULATOR. Being a Sériés of Tables
- upon a New and Comprehensive Plan, exhibiting at One Reference the exact Value of any Weight from r lb. to 15 tons, at 300 Progressive Rates, from id. to 168s. per cwt., and containing 186,000 Direct Answers, which, with their Combinations, consisting of a single addition (mostly to be performed at sight), will aflord an aggregate of ro,266,000 Answers ; the whoîe being calcu-lated and designed to ensure correctness and promote despatch. By Henry Harben, Accountant. Fifth Edition, carefully Corrected. Royal 8vo, £1 5s. strongly half-bound. [Just published.
- “ A practical and useful work of reference for men of business generally ; lt ls the best of the , tcind we hâve seen.”—Ironmonger.
- “Of priceless value to business men. It ls a necessary book In ali mercantile offices.”—Shef-Jiild Indépendant.
- Harben’s Comprehensive Discount Guide.
- THE DISCOUNT GUIDE. Comprising several Sériés of Tables for the use of Merchants, Manufacturers, Ironmongers, and others, by which may be ascertained the exact Profit arising from any mode of using Discounts, either in the Purchase or Sale of Goods, and the method of either Altering a Rate of Discount or Advancing a Price, so as to produce, by one operation, a sum that will réalisé any required profit after allowing one or more Discounts : to which are added Tables of Profit or Advance from if to 90 per cent., Tables of Discount from r| to g8f per cent., and Tables of Commission, &c., from $ to 10 per cent. By Henry Harben, Accountant. New Edition, Revised and Corrected, Demy 8vo, 544 pp., £1 5s. half-bound.
- A book such as this can only be appreclated by business men, to V nom the savfng of thne ooeans saving of money. We hâve the high authority of Professor J. R. Young that the tables throughout the work are constructed upon strîctly accurate principies. The work ls a model of typographical clearness, and must prove of great value to merchants, manufacturers, and general traders.”—British Trade Journal.
- New Wages Calculator.
- TABLES OF WAGES at 54, 52, 50 and 48 H ours per Week.
- Showing the Amounts of Wages from One-quarter-of-an-hour to Sixty-four hours in each case at Rates of Wages advancing by One Shilling from 4s. to 55s. per week. By Thos. Garbutt, Accountant. Square crown 8vo, 6s. half-bound. [Just published.
- Iron and Métal Trades’ Calculator.
- THE IRON AND METAL TRADES' COM PAN ION. For
- expeditiously ascertaining the Value of any Goods bought or sold by Weight, trom is. per cwt. to 112s. per cwt., and from one farthing per pound to one shilling per pound. By Thomas Downie. 396 pp., 9s. leathet.
- “ A most useful set of tables ; nothing like them before existed."—Building Néant.
- « Although speclally adapted to the Iron and métal trades, the tables will be found useful in -overy other business In which merchandise is bought and sold by weight.”—Rail-way News.
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- 42
- CROSBY LOCKWOOD &• SON'S CATALOGUE.
- “DIRECT CALCULATOR S/r
- By M. B. COTSWORTH, of Holgate, York.
- QUICKEST AND MOST ACCURATE MEANS OF CALCULATION KNOWN.
- ENSURE ACCURACY and SPEED WITH EASE, SAVE TIME and MONEY. Accounts may be charged out or checked by these means in about one third he time required by ordinary methods of calculation. These unrivalled “ Calculators ” haïe very clearand original contriYances for instantly flnding the exact answer, by its fixed position, without even sighting the top or side of the page. They are Yaried in arrangement to suit the spécial need of each particular trade.
- AU the leadtng firms nota use Calculators, even tahere they employ experts.
- N.B.—Indicator letters in brackets should be quoted.
- “RAILWAY & TRADERS’ CALCULATOR ” (R. & T.) ios. 6d.
- Including Scale of Charges for Small Parcels by Merchandise Trains.
- “ Direct Calculator”—the only Calculator published giving exact charge for Cwts., Qrs. and Lbs., together. “ Calculating Tables” for every id. rate to-ioos. per ton. “ Wages Calculator.” “Percentage Rates.” “ Grain, Flour, Ale, &c., Weight Calculators.”
- " DIRECT CALCULATOR (I R) ” including ail the above except “ Calculating Tables.” 7s.
- “ DIRECT CALCULATOR (A)” by %d., 2 s. each opening, exact
- pence to 40s. per ton. 5s.
- “ DIRECT CALCULATOR (B)” by 1 d., 4s. each opening, exact
- pence to 40s. per ton. 41. 6d.
- DIRECT CALCULATOR (C) ” by 1 d. (with Cwts. and Qrs. to
- nearest farthing), to 40s. per ton. 4s. 6d.
- " DIRECT CALCULATOR (Ds) ” by 1 d. gradations. (Single Tons to 50 Tons, then by fifties to 1,000 Tons, with Cwts. values below in exact pence payable, fractions of Jd. and upwards being counted as 1 d. 6s. 6d.
- " DIRECT CALCULATOR (D) ” has from 1,000 to 10,000 Tons in
- addition to the (Ds) Calculator. 7s. 6d.
- ••DIRECT CALCULATOR (Es) ” by id. gradations. (As (D) to-
- 1,000 Tons, with Cwts. and Qrs. values shown separately to the nearest farthing). 5s. 6d.
- “DIRECT CALCULATOR (E) ” has from 1,000 to 10,000Tons in addition to the (Es) Calculator. 6s. 6d.
- “DIRECT CALCULATOR (F)” by 1 d., 2s. each opening, exact
- pence to 40s. per ton. 4s. 6d.
- “ DIRECT CALCULATOR (G) ” by 1 d., 1 s. each opening; 6 in. by
- 9 in. Nearest \d. Indexed (G I) 3s. 6d. 2S. 6d.
- DIRECT CALCULATOR (H) ” by 1 d., is. each opening ; 6 in. by 9 in. To exact pence. Indexed (H I) 3s. 6d. 2s. 6d.
- DIRECT CALCULATOR {K)” Showing Values of Tons, Cwts. and Qrs. in even pence (fractions of 1 d. as i<i.), for the Retail Coal Trade. 4s. 6d.
- •« RAILWAY AND TIMBER T RADES MEASURER AND CALCULATOR (T)” (as prepared for the Railway Companies). The only book published giving true content of unequal sided and round timber by eighths-of an inch, quarter girth, Weights from Cubic Feet—Standards, Superficial Feet, and Stone to Weights—Running Feet from lengths of Deals— Standard Multipliers—Timber Measures—Customs Régulations, &c. 3s. 6d.
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- AGRICULTURE, FARMING, GARDENING, etc.
- 43
- AQUICULTURE, FARMING, GARDENING, etc.
- Dr. Fream’8 New Edition of “ The Standard Treatise on Agriculture.”
- THE COMPLETE GRAZIER, and FARMER'S and CATTLE-BREEDER’S ASSISTANT : A Compendium of Husbandry. Origïnally Written by William Youatt. Thirteenth Edition, entirely Re-written, Oonsiderably Eniarged, and brought up to the Présent Requirements of Agricultural Practice, by William Fream, LL.D., Steven Lecturer in the University of Edinburgh, Author of “The Eléments of Agriculture,” &c. Royal 8vo, 1,100 pp., with over 450 Illustrations. £1 us. 6d. strongly and handsomely bound.
- Extract from Publishers’ Advertisement.
- 11A treatise that made its original appearance m thefirst decade of the century, and that enters opon lts Thirteenth Edition before the century has run its course, has undoubtedly established its position as a work of permanent value. . . The phénoménal progress of the last dozen years in the Practice and Science of Farming has rendered it necessary, however, that the volume should be re-written,. . . . and for this undertaking the publishers were fortunate enough to secure the services of Dr. FREAM, whose high attainments in ali matters pertaining to agriculture hâve been so emphaticaüy recognised by the highest professional and official authorities. In carrying ont his éditorial duties, Dr. FREAM has been favoured with valuable contributions by Prof. J. Wortley Axe, Mr. E. Brown, Dr. Bernard dyer, Mr. w. J. malden, Mr. R. H. Rew, Prof. SHELDON, Mr. J. SINCLAIR, Mr. SANDERS SPENCER, and others.
- ** As regards the illustrations of the work, no pains hâve been spared to make them as représentative and characteristic as possible, so as to be practically useful to the Farmer and Grazier.”
- Summary of Contents, Book I. On the Varieties, Breed-
- ing, Rearing, Fattening, and Management of Cattle.
- Book II. On the Economy and Management of the Dairy.
- Book III. On the Breeding, Rearing, and Management of Horses.
- Book IV. On the Breeding, Rearing, and Fattening of Sheep.
- Book V. On the Breeding, Rearing, and Fattening of Swine.
- Book VI. On the Diseases of Live Stock.
- Book VII. On the Breeding, Rearing, and Management of Poultry, Book VIII. On Farm Offices and Implements of Husbandry.
- Book IX. On the Culture and Management of Grass Lands.
- Book X. On the Cultivation and Application of Grasses, Pulse, and Roots.
- Book XI. On Manures and their Application toGrass Land&Crops Book XII. Monthly Calendars of Farmwork.
- *** Opinions of the Press on the New Edition.
- “ Dr. Fream is to be congratulated on the successful attempt he has made to give us a work whlch will at once become the standard classic of the farm practice of the country. We believe that It will be found that it has no compeer among the many works at présent in existence. . . . The illustrations are admirable, while the frontispiece, which represents the well-known bull, New Year's Glft, bred by the Queen, is a work of art.”—The Times.
- The book must be recognised as occupying the proud position of the most exhaustive work of reference in the English language on the subject with which it deals.”—Atheneeum.
- “ The most comprehensive guide to modem farm practice that exists in the English language to-day. . . . The book is one that ought to be on every farm and in the library of every land-owner.”—Mark Lane Express.
- *' In point of exhaustiveness and accuracy the work will certainly hold a pre-eminent and unique position among books dealing with scientific agricultural practice. It is, in fact, an agricultural library of itself.”— North Eritish Agriculturist.
- M A compendium of authoritative and well-ordered knowledge on every conceivable branch of the work of the live stock farmer ; probably without an equal in this or any other country.”
- Yorkshire Post,
- Eritish Farm, Live Stock.
- FARM LIVE STOCK OF GREAT BRITAIN. By Robert
- Wallace, F.L.S., F.R.S.E., &c., Professor of Agriculture and Rural Eco-nomy in the University of Edinburgh. Third Edition, thoroughly Revised and considerably Eniarged. With over 120 Phototypes ofPrize Stock, Demy 8vo, 384 pp., with 79 Plates and Maps, 12s. 6d. cloth.
- “ A really complété wotk on the history, breeds, and management of the farm stock of Great Brltain, and one which is likely to find its way to the shelves of every country gentleman’s library.”—The Times.
- •• The latest édition of • Farm Live Stock of Great Britain ’ is a production to be proud of, and Its Issue not the least of the services which its author has rendered to agricultural science."
- Scottish Farmer.
- " The book is very attractive . . . and we can scarcely imagine the existence of a farmer who would not like to hâve a copy of this beautiful work ."—Mark Lane Express.
- •• A work which will long be regarded as a standard authority whenever a concise history and description of the breeds of live stock in the British Isles is required. '—Bel!’s Weekly Messenger.
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- 44
- CROSBY LOCKWOOD ô- SON’S CATALOGUE.
- Dairy Farming.
- B RITI SH DAIRY IN G. A Handy Volume on the Work of the Dairy-Farm. For the Use of Technical Instruction Classes, Students In Agricultural Colleges, and the Working Dairy-Farmer. By Prof. J. P. Sheldon, ate Spécial Commissioner of the Canadian Government, Author of “ Dairy Farming," &c. With numerous Illustrations. Crown 8vo, 2s. 6d. cloth.
- “ We confidently recommend it as a text-book on dairy farming.”—Agricultural Gazette.
- “ Probably the best half-crown manual on dairy work that has yet been produced.”—North Britisk Agriculturist.
- “ It is the soundest little work we hâve yet seen on the subject.”— The Tintes.
- H/Y4WI HTr/tiw/ï/
- MÏLK, CHEESE AND BUTTER: A Practîcal Handbook on their Properties and the Processes of their Production, including a Chapter on Cream and the Methods of its Séparation from Milk. By John Oliver, late Principal of the Western Dairy Institute, Berkeley. With Coloured Plates and 200 Illusts. Crown 8vo, 7S.64. cloth. \ Just publishcd. “ An exhaustive and masterly production. It may be cordially recommended to ali students and practitioners of dairy science.”—N.B. Agricultîirist.
- “ We strongly recommend this very comprehensive and carefuîly-written book to dairy-faxmers and students of dairying. It is a distinct acquisition to the library of the agriculturist.”—Agricultural Gazette.
- Agricultural Facts and Figures.
- NOTE-BOOK OF AGRICULTURAL FACTS AND FIGURES FOR FARMERS AND FARM STUDENTS. By Primrose McConnell, B.Sc. Fifth Edition. Royal 32020 roan, gilt edges, with band, 4$.
- ** Literally teems with information, and we can cordially recommend It to ail connected wttb agriculture."—North Britisk Agriculturist.
- Small Farming.
- SYSTEM AT IC SMALL FARMING; or, The Lessons of my
- Farm. Being an Introduction to Modem Farm Practice for Small Farmers. By R. Scott Burn. With numerous Illustrations, Crown 8vo, 6s. cloth.
- '* This is the completest book of its class we hâve seen, and one whicü every amateur fermée wlll read with pleasure and accept as a guide.”—Field.
- Modem Farming.
- OUTLINES OF MODERN FARMING. By R. Scott Burn.
- Soils, Manures, and Crops—Farming and Farming Bconomy—Cattle, Sheep, and Horses — Management of Dairy, Pigs, and Ponltry — Utilisation of Town-Sewage, Irrigation, &c. Sixth Edition. In One Vol., 1,250 pp., half-bound, profusely Illustrated, 12s.
- “ The aim of the author has been to make hts work at once comprehensive and trustwoithy and he has succeeded to a degree w'hich entitles him to much crédit.”—Moming Advertiser.
- Agricultural Engineering.
- FARM ENGINEERING, THE COMPLETE TEXT-BOOK OF.
- Comprisïng Draining and Embanking; Irrigation and Water Supply ; Farm Roads, Fences, and Gates ; Farm Buildings ; Barn Implements and Machines ; Field Implements and Machines ; Agricultural Surveying, &c. By Prof. John Scott. 1,150 pages, half-bound, with over 600 Illustrations, X2S.
- M Written with great care, as well as with knowledge and ability. The author has done his work well ; we hâve found him a very trustworthy guide wherever we hâve tested his statexnents. The volume will be of great value to agricultural students,”—Mark Lane Express.
- Agricultural Teact-Eoofc.
- THE FIELD S OF GREAT B RIT AIN : A Text-Book of
- Agriculture, adapted to the Syllabus of the Science and Art Department. For Elementary and Advanced Students. By Hugh Cléments (Board of Trade). Second Edition, Revised, with Additions. i8mo, 2$. 64. cloth.
- “A most comprehensive volume, giving a mass of information.”—Agricultural Economisé “ It is a long time since we hâve seen a book which has pleased us more, or which contaira Sich a vast and useful fund of knowledge.”—Educaticnal limes•
- Tables for Farmers, etc.
- TABLES, MEM OR A ND A, AND CALCULAT ED RESULTS
- for Farmers. Graziers, Agricultural Students, Surveyors, Land Agents, Auc-tioneers, etc. With a New System of Farm Book-keeping. By Sidney Francis. Third Edition, Revised. 272 pp., waistcoat-pocket size, is. 64. leather,
- “ Weighing less than 1 oz., and occupying no more space than a match box, It contains a mass of facts and calculations which has never before, in such handy form, been obtainable. Every operation on the farm is dealt with. The work inay be taken as thoroughly accurate, the whole of the tables having been revised by Dr. Fream. We cordially recommend it.”—BclVslVeekly Messenger
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- AGRICULTURE, FARMING, GARDENING, etc. 45
- Artiflcial Mcmures and Foods.
- FERTILISERS AND FEEDING STUFFS : Their Proper-
- ties and Uses. A Handbook for the Practical Farmer. By Bernard Dver, D.Sc. (Lond.) With the Text of the Fertilisers and Feeding Stuffs Act of 1893, the Régulations and Forms of the Board of Agriculture and Notes on the Act by A. J. David, B.A., LL.M., of the Inner Temple, Barrister-at-Law. Crown 8vo, 120 pages, is. cloth. [Just published.
- “ An excellent shillingsworth. Dr. Dyer has done farmers gocd service in placing at their disposai so much useful information in so intelligible a form.”—The Times.
- The Management of liées.
- BEES FOR PLEASURE AND PROFIT: A Guide to the
- Manipulation of Bees, the Production of Honey, and the General Management of the Apiary. By G. Gordon Samson, Crown 8vo, is, cloth.
- *• The intending bee-keeper will find exactly the kind of information required to enable him to make a successfui start with his hives. The author is a thoroughly competent teacher, and his book may be commended.”—Moming Post.
- Farm and Estate Book-keeping.
- BOOK-KEEPING FOR FARMERS & ESTATE 0 WN ERS.
- A Practical Treatise, presenting, in Three Plans, a System adapted for ail Classes ofFarms. By Johnson M.Woodman, Chartered Accountant. Second Edition, Revised. Crown 8vo, 3s. 6d. cloth boards ; or 2s. 6d. cloth limp.
- MThe volume is a capital study of a most important subject.”—Agricultural Gazette.
- The young farmer, land agent, and surveyor will find Mr. Woodman’s treatise more than repay its cost and study.'’—Building News.
- Farm Account Book.
- WOODMAN'S YEARLY FARM ACCOUNT BOOK. Giving
- a Weekly Labour Account and Diary, and showing the Income and Expen-diture under each Department of Crops, Live Stock, Dairy, &c. &c. With Valuation, Profit and Loss Account, and Balance Sheet at the end of the Year. By Johnson M. Woodman, Chartered Accountant, Author of “ Book-keeping for Farmers.” Folio, 7s. 6d. half bound. [culture.
- “ Contalns every requisite form for keeplng farm accounts readily and accurately.”—Agri-
- Farly Fruits, Flowers, and Vegetables.
- THE FORCING GARDEN ; or, How to Grow Early Fruits, Flowers, and Vegetables. With Plans and Estimâtes for Building Glass-houses, Pits, and Frames. By Samuel Wood. Crown 8vo, 3$.6d. cloth.
- M A good book, and fairly fills a place that was in some degree vacant. The book is written with great care, and contains a great deal of valuable teaching.”—Gardeners' Magazine,
- Good Gardening.
- A PLAIN GUIDE TO GOOD GARDENING ; or, Howto Grow
- Vegetables, Fruits, and Flowers. By S. Wood. Fourth Edition, with considérable Additions, &c., and numerous Illustrations. Crown 8vo, 3s. 6d. cl. •‘A very good book, and one to be highly recommended as a practical guide. The practical directions are excellent.”—Athenaum.
- M May be recommended to young gardeners, cottagers, and specially to amateurs, for the plein, simple, and trustworthy information it gives on common matters too often ^glaclert,'’— Gardeners' Chronicle.
- Gainful Gardening.
- MULTUM-IN-PARVO GARDENING; or, How to make One Acre of Land produce £620 a-year by the Cultivation of Fruits and Vegetables ; also, How to Grow Flowers in Three Giass Houses, so as to réalisé £176 per annum clear Profit. By Samuel Wood, Author of "Good Gardening," &c. Fifth and Cheaper Edition, Revised, with Additions. Crown 8vo, is. sewed. "We are bound to recommend it as not only suited to the case of the amateur and gentleman’s gardener, but to the market grower.”—Gardeners‘ Magazine.
- Gardening for Ladies.
- THE LADIES' MULTUM-IN-PARVO FLOWER GARDEN,
- and Amateurs’ Complété Guide. With Illusts. By S. Wood. Cr.8vo, 3s. 6d. cl.
- JBeceipts for Gardeners.
- GARDEN RECEIPTS. Edited by Charles W. Qüin, ïamo,
- is. 6d. cloth limp.
- Market, Gardening.
- MARKET AND KITCHEN GARDENING. By Contributors to “The Garden.” Compiled by C. W. Shaw, late Editor of “Gardening Illustrated.” i2mo 3s. 6d. cloth boards.
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- 46 CROSBY LOCKWOOD & SON'S CATALOGUE,
- AUCTIONEERING, VALÜING, LAND SÜRVEYING ESTATE AGENCY, ete.
- Auctioneer’s Assistant.
- THE APPRAISER, A UCTIONEER, BROKER, HOUSE AND ESTA TE AGENT AND VALUER’S POCKET ASSISTANT, for the Valua-tion for Purchase, Sale, or Renewal of Leases, Annuities and Reversions, and of property generally; with Prices for Inventories, &c. By John Wheelbr, Valuer, &c. Sixth Edition, Re-written and greatly extended by C. Norris, Surveyor, Valuer, &c. Royal 32mo, 5s. cloth.
- M A neat and concise book of référencé, containing an admirable and clearly-arranged list of prices for inventories, and a very practical guide to détermine the value of furniture,<fec.”—Standard* '* Contains a large quantity of varied and useful information as to the valuation for purchaso. sale, or renewal of leases, annuities and reversions, and of property generally, with prices foi Inventories, and a guide to détermine the value of interior fittings and otner effects.”—Buildcr*
- Auctioneertng.
- AUCTIONEERS : TH El R DUTIES AND LIA BILITIES.
- A Manual of Instruction and Counsel for the Young Auctioneer, By Robert Squibbs, Auctioneer. Second Edition, Revised and partiy Re-written. Demy 8vo, 12s. 6d. cloth.
- *** Opinions of the Press.
- ** The standard text-book on the topics of which it treats.”—Athenau-m.
- ** The work is one of general excellent character, and gives much information In a compen-dious and satisfactory form.”—Builder.
- “ May be recommended as giving a great deal of information on the law relating to auctioneers, in a very readable form.”—Law Journal.
- “ Auctioneers may be congratulated on having so pleasing a writer to minister to their spécial aeeds.”—Solicitors’ Journal.
- “Every auctioneer ought to possess a copy of this excellent work."—Ironmongtr.
- “ Of great value to the profession. . . . We readily welcome this book from the fact that It treats the subject in a manner somewhat new to the profession."—Estâtes Gazette.
- lnwood’s JEstate Tables.
- TABLES FOR THE PURCHASING OF ESTATES, Freehold,
- Copyhold,or Leasehold; Annuities, Advowscms, etc., and for the Renewing of Leases held under Cathédral Churches, Colleges, or other Corporate bodies for Terms of Years certain, and for Lives ; also for Valuing Reversionary Estâtes, Deterred Annuities, Next Présentations, &c. ; together witb Smart’s Five Tables of Compound Interest, and an Extension of the same to Lower and Intermediate Rates. By W. Inwood. 24th Edition, with considérable Additions, and new and valuable Tables of Logarithms for the more Difficnlt Computations of the Interest of Money, Discount, Annuities, &c., by M. Fedoe Thoman, of the Société Crédit Mobilier ot Paris. Crown 8vo, 8s. cloth.
- 11 Th ose interested in the purchase and sale of estâtes, and ln the adjustment of compensation cases, as well as in transactions in annuities, life insurances, &c„ will find the présent édition ot eminent service."—Engineering.
- “ ‘lnwood’s Tables’ still maintain a most enviable reputaton. The new issue hasbeenenrlched by arge additional contributions by M. Fedor Thoman, whose carefully arranged Tables cannât fait to be of the utmost utility.”—Mining journal.
- Agricultural Valuer’s Assistant.
- THE AGRICULTURAL VALUER’S ASSISTANT. A Prac-
- tical Handbook on the Valuation of Landed Estâtes ; including Rules and Data for Measuring and Estimating the Contents, Weights, and Values of Agricultural Produce and Timber, and the Values of Feeding Stufifs, Manures, and Labour ; with Forms of Tenant-Right-Valuations, Lists 01 Local Agricultural Customs, Scales of Compensation under the Agricultural Holdings Act, &c. &c. By Tom Bright, Agricultural Surveyor. Second Edition, much Enlarged. Crown 8vo, 5s. cloth.
- Full of tables and examples in connection with the valuation of tenant-right, estâtes, labonx, contents, and weights of timber, and farm produce of ali kinds."—Agricultural Gazette.
- " An eminently practical handbook, full of practical tables and data of undoubted interest value to surveyors and auctioneers in preparing valuations of ali kinds."—Farmer.
- Plantations and Underwoods.
- POLE PLANTATIONS AND UNDERWOODS: A Practical
- Handbook on Estimating the Cost of Forming, Renovating, Improving, and Grubbing Plantations and Underwoods, their Valuation for Purposes ot Transfer, Rental, Sale, or Assessment. By Tom Bright, Autbor of “The Agricultural Valuer s Assistant,’’ &c. Crown 8vo, 3s. 6 d. cloth.
- " To valuers, foresters and agents it will be a welcome aid."—Nortk British Agriculturist. “Well calculated to assist the valuer in the discharge of his duties, and of undoubted IntetMl and use both to surveyors and auctioneers in preparing valuations of ail kinds.''—Kent Hcrala.
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- AUCTIONEERING, VA LU IN G, LAND SURVEYING, etc. 47
- Hudson’s Land Valuer’s Pocket-Book.
- THE LAND VALUER’S BEST ASSISTANT: Being Tables
- on a very much Improved Plan, for Calculating the Value of Estâtes. With Tables for reducing Scotch, Irish, and Provincial Customary Acres to Statute Measure, &c. By R. Hudson, C.E. New Edition. Royal 32mo, 4s. leather. “ Of incalculable value to the country gentleman and professional man.”—Farmtrs' Journal,
- Elwart’s Land Improver’s Pocket-Book.
- THE LAND IMPROVER’S POCKET-B00 K O F FORMULÆ, TABLES, and MEMORANDA required in any Computation relating to the Permanent Improvement of Landed Property. By John Ewart, Survtsyor. Second Edition. Royal 32100, 4s. leather.
- Complété A gricultural Surveyor’s Pocket-Book. THE LAND VALUER’S AND LAND IMPROVER’S COMPLETE POCKET-BOOK. Being of the above Two Works bound together. Leather, with strap, 7$. 6d,
- House Property.
- HANDBOOK OF HOUSE PROPERTY. A Popular and Practi-cal Guide to the Purchase, Mortgage, Tenancy, and Compulsory Sale of Houses and Land, including the Law of Dilapidations and Fixture3 ; with Examples of ail kinds of Valuations, Useful Information on Building, and Suggestive Elucidations of Fine Art. By E. L. Tarbuck, Architect and Surveyor. Fifth Edition, Enlarged. i2tno, 5s. cloth.
- *' The advice Is thoroughly practical. ”—Laiv journal,
- u For ail who hâve dealings with house property, this is an indispensable guide.”—Décoration,
- " Carefully brought up to date, and much improved by the addition of a division on fine art. . . A weil-written and thoughtful work."—Land Agent's Record,
- LAW AND MISCELLANEOUS.
- Pocket-Book for Sanitary Officiais.
- THE HEALTH OFFICER’S POCKET-BOOK : A Guide to
- • Sanitary Practice and Law. For Medical Officers of Health, Sanitary In-spectors, Members of Sanitary Authorities, &c. By Edward F. Willoughby, M.D. (Lond.), &c., Author of “Hygiene and Public Health.11 Fcap. 8vo, 7s. 6d. cloth, red edges, rounded corners. ^ published.
- “ A mine of condensed information of a pertinent and useful kind on the various subjects of which it treats. The matter seems to hâve been carefully compiled and arranged for facility ol reference, and it is well illustrated by diagrams and woodeuts. The different subjects are succinctly but fully and scientifically dealt with.”—The Lancet.
- “ An excellent publication, dealing with the scientific, technîcal and legal matters connected with the duties of medical officers of health and sanitary inspectors. The work is replete with Information.”—Local Government Journal,
- MODERN ’jOURNALISM. A Handbook of Instruction and Counsel for the Young Journalist. By John B. Mackie, Fellow of the Insti-tute of Journalists. Crown 8vo, 2S. cloth. [Just published.
- ‘ This invaluable guide to joumalism is a work which ail aspirants to a journalistic career wiÙ read with advantage.”—Journalist.
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- GINEERS Engaged in Promoting Private Acts of Parliament and Provi-sional Orders, for the Authorization of Railways, Tramways, Gas and Water Works, &c. By L. Livingston Macassey, of the Middle Temple, Barrister-at-Law, M.Inst.C.E. 8vo, 25s. cloth.
- Law of Patents.
- PATENTS FOR INVENTIONS, AND HOW TO PROCURE THEM. Compiled for the Use of Inventors, Patentées and others. By G. G. M. Hardingham, Assoc.Mem.Inst.C.E., &c. Demy 8vo, is. 6d. cloih.
- Labour Disputes.
- CONCILIATION AND ARBITRATION IN LABOUR DISPUTES : A Historical Sketch and Brief Statement of the Présent Position of the Question at Home and Abroad. By J. S. Jeans, Author of “England’s Supremacy,” &c. Crown 8vo, 200 pp., 2s. 6d. cloth. [Just published,
- “Mr. Jeans is well qualified to write on this subject, both by his previous books and by his f- practical expérience as an arbitrator.”—The Times.
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- 48 CROSBY LOCKWOOD & SON'S CATALOGUE.
- A Complété Epitome of the Laws of this Country.
- EVERY MAN'S OWN LAWYER : A Handy-Book of the Principles of Law and Equity. With A CONCISE DICTIONARY OF LEGAL TERMS. By A Barrister. Thirty-third Edition, carefiilly Revised, and including New Acts of Parliament of 1895. Comprising the Summary Jurisdiction (Married Women) Act, 1895 (giving to Magistrates largely increased powers for the Protection of ill-used Wives), as well as new enactments comprised in the Factory and Woikshop A et, 1895 ; Law of Distress Amendment Act, 1895; Corrupt and Illégal Practices Act, 1895; Local Government Act, 1894 (establishing District and Parish Councils) ; Finance Act, 1894 (imposing the New Death Duties) ; Prévention of Cruelty ter Children Act, 1894; Married Women’s Property Act, 1893; Betting and Loans (Infants) Act, 1892; with many other Acts of recent years. Crown 8vo, 750 pp., price 6s. 8d. (saved at every consultation!) strongly bound in cloth.
- '«sf published.
- *** The Book will be found to comprise (amongst other matter)—
- THE RIGHTS AND WRONGS OF INDIVIDUALS—LANDLORD AND TENANT—VeNDORS AND PURCHASBRS—LEASES AND MORTGAGES—PRINCIPAL AND AGENT—PARTNERSHIP AND COMPANIES—MASTERS, SERVANTS, AND WOKKMEN-CONTRACTS AND AGREEMENTS —BORROWERS, LENDERS, AND SURETIES—SALE AND PURCHASE OF GOODS—CHEQUES,
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- 43* The object of this work is to enable those who consult it to help them-selves to the law ; and thereby to dispense, as far as possible, with professional assistance and advice. There are many wrongs and grievances which persons sub-tnit to from time to time through not knowing how or where to applyfor redress ; and many persons hâve as great a dread of a lawyer’s office as of a hon’s den. With this book at hand it is believed that many a Six-and-Eightpence may be saved ; many a wrong redressed; many a right reclaimed; many a law suit avoided ; and mâny an evil abated. The work has established itself as the standard legal adviser of ail classes, and has also mode a réputation for itself as a useful book of reference for lawyers residing at a distance from law librartes, who are glad to hâve at hand a work embodying recent decisions and enactments.
- •** Opinions of the Press.
- “ The amount of information squeezed into this volume is wonderful.” — Law Journal (Feb. 8, 189 ,.
- A complété code of English Law, written In plain language, which ail can understand. Should be in the hands of every business man, and ail who wish to abolish lawyers’ bills. . .
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- “ A complété digest of the most useful facts which constitute English law.”—Globe.
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- Bell s Life.
- Legal Guide for PawnbroJcers.
- THE LAW O F LOANS AND PLEDGES. With Statutes and a Digest of Cases. By H. C. Folkard, Esq., Barrister-at-Law. Fcap. 8vo, 3s. bd. cloth.
- The Law of Contracts.
- LABOUR CONTRACTS : A Popular Handbook on the Law
- of Contracts for Works and Services. By D. Gibbons. Fourth Edition, with Appendix of Statutes by T. F. Uttley, Solicitor. Fcap. 8vo, 3s. bd. cloth.
- The Factory Acts.
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- WEALE’S SERIES
- OF
- SCIENTIFIC ™ TECHNICAL
- WORKS.
- “ It is not too much to say that no books hâve ever proved more popular with or more nseful to young engineers and others than the excellent treatises comprised in Weale’s Sériés.”—Engineer.
- A liflu Cla&stfbît Xist.
- PAGE
- CIVIL ENGINEERING AND SURVEYING MINING AND METALLURGY .... MECHANICAL ENGINEERING .... NAVIGATION, SHIPBUILDING, ETC. .
- BOOKS OF REFERENCE AND
- 2 ARCHITECTURE AND BUILDING .
- 3 INDUSTRIAL AND USEFUL ARTS.
- 4 AGRICULTURE, GARDENING, ETC.
- 5 MATHEMATICS, ARITHMETIC, ETC.
- MISCELLANEOUS VOLUMES . . 14
- 6
- 9
- 10
- 12
- CROSBY LOCKWOOD AND SON,
- 7, STATIONERS’ HALL COURT, LONDON, E.C. 1897.
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- 2 WEÀLE’S SCIENTIFIC AND TECHNICAL SERIES.
- CIVIL ENGINEERING & SURVEYING.
- Civil Engineering.
- By Henry Law, M. Inst. C.E. Including a Treatise on Hydraulic Engineering by G. R. Burnell, M.I.C.E. Seventh Edition, revised, with Large Additions by D. K. Clark, M.I.C.E. . . . 6/6
- Pioneer Engineering :
- A Treatise on the Engineering Operations connected with the Seulement of Waste Lands in New Countries. By Edward Dobson, A.I.C.E. With numerous Plates. Second Edition ....... 4/6
- Iron Bridges of Moderato Span :
- Their Construction and Erection. By Hamilton W. Pendred. With 40 Illustrations ............ 2/0
- Iron (Application of) to the Construction of Bridges, Roofs, and other Works.
- By Francis Campin, C.E. Fourth Edition............2/6
- Constructional Iron and Steel Work,
- as applied to Public, Private, and Domestic Buildings. By Francis Campin, C.E.......................................3/6
- Tubular and other Iron Girder Bridges.
- Describing the Britannia and Conway Tubular Bridges. By G. Drysdale. Dempsey, C.E. Fourth Edition......................2/0
- Materials and Construction :
- A Theoretical and Practical Treatise on the Strains, Designing, and Erection of Works of Construction. By Francis Campin, C.E. . 3/0
- Sanitary Work in the Smaller Towns and in Villages.
- By Charles Slagg, Assoc. M. Inst. C.E. Second Edition . . 3/0
- Roads and Streets (The Construction of).
- In Two Parts : I. The Art of Constructing Common Roads, by H. Law, C.E., Revised by D. K. Clark, C.E. ; II. Recent Practice : Including Pavements of Wood, Asphalte, etc. By D. K. Clark, C.E. 4/6
- Gas Works (The Construction of),
- And the Manufacture and Distribution of Coal Gas. By S. Hughes, C.E. Re-written by William Richards, C.E. Eighth Edition . . 5/6
- Water Works
- For the Supply of Cities and Towns. With a Description of the Principal Geological Formations of England as influencing Supplies of Water. By Samuel Hughes, F.G.S., C.E. Enlarged Edition .... 4/0 The Power of Water,
- As applied to drive Flour Mills, and to give motion to Turbines and other Hydrostatic Engines. By Joseph Glynn, F.R. S. New Edition . 2/0
- Wells and Well-Sinking.
- By John Geo. Swindell, A.R.I.B.A., and G. R. Burnell, C.E. Revised Edition. With a New Appendix on the Qualifies of Water. Illustrated 2/0
- The Drainage of Lands, Towns, and Buildings.
- By G. D. Dempsey, C.E. Revised, with large Additions on Recent Practice, by D. K. Clark, M.I.C.E. Second Eition, corrected . 4/6
- Embanking Lands from the Sea.
- With Particulars of actual Embankments, &c. By John Wiggins . 2/0
- The Blasting and Quarrying of Stone,
- For Building and other Purposes. With Remarks on the Blowing up of Bridges. By Gen. Sir J. Burgoyne, K.C.B. . . . . .1/6
- Foundations and Concrète Works.
- With Practical Remarks on Footings, Planking, Sand, Concrète, Béton,. Pile-driving, Caissons, and Cofferdams. By E. Dobson, M.R.I.B.A. Seventh Edition ........... 1 /Q.
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- weale’s SCIENTIFIC AND TECHNICAL SERIES. 3
- Pneumatics,
- Including Acoustics and the Phenomena of Wind Currents? for the Use of Beginners. By Charles Tomlinson, F.R.S. Fourth Edition . 1/6
- Land and Engineering Surveying.
- For Students and Practical Use. By T. Baker, C.E. Fifteenth Edition, revised and corrected by J. R. Y&ung, formerly Professor of Mathematics, Belfast College. Illustrated with Plates and Diagrams . . . 2/0
- Mensuration and Measuring.
- For Students and Practical Use. With the Mensuration and Levelling of Land for the purposes of Modem Engineering. By T. Baker, C.E. New Edition by E. Nugent, C.E...................1/6
- MINING AND METALLURGY.
- Mineralogy,
- Rudiments of. By A. Ramsay, F.G.S. Third Edition, revised and enlarged. Woodcuts and Plates...........................3/6
- Coal and Goal Mining,
- A Rudimentary Treatise on. By the late Sir Warington W. Smyth, F.R.S. Seventh Edition, revised and enlarged............3/6
- Metallurgy of Iron.
- Containing Methods of Assay, Analyses of Iron Ores, Processes of Manufacture of Iron and Steel, &c. By H. Bauerman, F.G.S. With numerous Illustrations. Sixth Edition, revised and enlarged . . . -5/0
- The Minerai Surveyor and Yaluer’s Complété Guide.
- By W. Lintern. Third Edition, with an Appendix on Magnetic and Angular Surveying . . .................................3/6
- Slate and Slate Quarrying:
- Scientific, Practical, and Commercial. By D. C. Davies, F.G.S. With numerous Illustrations and Folding Plates. Third Edition . . 3/0
- A First Book of Mining and Quarrying,
- with the Sciences connected therewith, for Primary Schools and Self Instruction. By J. H. Collins, F.G.S. Second Edition . . -1/6
- Subterraneous Surveying,
- with and without the Magnetic Needle. By T. Fenwick and T. Baker, C.E. Illustrated ........... 2/6
- Mining Tools.
- Manual of. By William Morgans, Lecturer on Practical Mining at the Bristol School of Mines ......... 2/6
- Mining Tools, Atlas
- of Engravings to Illustrate the above, containing 235 Illustrations of Mining Tools, drawn to Scale. 4to. ............................4/6
- Physical Geology,
- Partly based on Major-General Portlock’s “ Rudiments of Geology.” By Ralph Tate, A.L. S., &c. Woodcuts...............2/0
- Historical Geology,
- Partly based on Major-General Portlock’s “ Rudiments.” By Ralph Tate, A.L.S., &c. Woodcuts.........................2/6
- Geology, Physical and Historical.
- Consisting of “ Physical Geology,” which’sets forth the Leading Principles of the Science ; and “ Historical Geology,” which treats of the Minerai and Organic Conditions of the Earth at each successive epoch. By Ralph Tate, F.G.S........................................4/6
- Electro-Metallurgy,
- Practically Treated. By Alexander Watt. Ninth Edition, enlarged and revised, including the most Recent Processes . . . -3/6
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- 4 WEALE’S SCIENTIFIC AND TECHNICAL SERIES.
- MECHANICAL ENGINEERING.
- The Workman’s Manual of Engineering Drawing.
- By John Maxton, Instructor in Engineering Drawing, Royal Naval College, Greenwich. Seventh Edition. 300 Plates and Diagrams . 3/6
- Fuels : Solid, Liquid, and Gaseous.
- Their Analysis and Valuation. For the Use of Chemists and Engineers. By H. J. Phillips, F.C.S., formerly Analytical and Consulting Chemist to the Great Eastern Railway. Second Edition, Revised . . . 2/0
- Fuel, Its Combustion and Economy.
- Consisting of an Abridgment of “ A Treatise on the Combustion of Coal and the Prévention of Smoke.” By C. W. Williams, A.I.C.E. With Extensive Additions by D. K. Clark, M. Inst. C.E. Third Edition . 3/6
- The Boilermaker’s Assistant
- in Drawing, Templating, and Calculating Boiler Work, &c. By J. Court-nev, Practical Boilermaker. Edited by D. K. Clark, C.E. . 2/0
- The Boiler-Maker’s Ready Reckoner,
- with Examples of Practical Geometry and Templating for the Use of Platers, Smiths, and Riveters. By John Courtney. Edited by D. K. Clark, M.I.C.E. Second Edition, revised, with Additions . . 4/0
- *** The last two Works in One Volume, half-bound, entitled “ The Boilermaker’s Ready-Reckoner and Assistant.” By J. Courtney and D. K. Clark. Price 7i.
- Steam Boilers :
- Their Construction and Management. By R. Armstrong, C.E. Ulustrated
- 1/6
- Steam and Machinery Management.
- A Guide to the Arrangement and Economical Management of Machinery. By M. Powis Bale, M. Inst. M.E............................2/6
- Steam and the Steam Engine,
- Stationary and Portable. Being an Extension of the Treatise on the Steam Engine of Mr. J. Sewell. By D. K. Clark, C.E. Third Edition 3/6
- The Steam Engine,
- A Treatise on the Mathematical Theory of, with Rules and Examples for Practical Men. By T. Baker, C.E.............1/6
- The Steam Engine.
- By Dr. Lardner. Illustrated...............................1/6
- Locomotive Engines,
- By G. D. Dempsey, C.E. With large Additions treating of the Modem
- Locomotive, by D. K. Clark, M. Inst. C.E..................3/0
- Locomotive Engine-Driving.
- A Practical Manual for Engineers in charge of Locomotive Engines. By Michael Reynolds. Eighth Edition. 3$. 6d. limp ; cloth boards 4/6 Stationary Engine-Driving.
- A Practical Manual for Engineers in charge of Stationary Engines. By Michael Reynolds. Fourth Edition. 3L 6d. limp ; cloth boards. 4/6
- The Smithy and Forge.
- Including the Farrier’s Art and Coach Smithing. By W. J. E. Crâne. Second Edition, revised . . . . . . . . -2/6
- Modem Workshop Practice,
- As applied to Marine, Land, and Locomotive Engines, Floating Docks, Dredging Machines, Bridges, Ship-building, &c. By J. G. Winton. Fourth Edition, Ulustrated................................3/6
- Mechanical Engineering.
- Comprising Metallurgy, Moulding, Casting, Forging, Tools, Workshop Machinery, Mechanical Manipulation, Manufacture of the Steam Engine, &c. By Francis Campin, C.E. Third Edition .... 2/6 Details of Machinery.
- Comprising Instructions for the Execution of various Works in Iron in the Fitting-Shop, Foundry, and Boiler-Yard. By Francis Campin, C.E. 3/0
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- WEALE’s SCIENTIFIC AND TECHNICAL SERIES. 5
- Elementary Engineering:
- A Manual for Young Marine Engineers and Apprentices. In the Form of Questions and Answers on Metals, Alloys, Strength of Materials, &c. By J. S. Brewer. Second Edition..................2/0
- Power in Motion :
- Horse-power Motion, Toothed-Wheel Gearing, Long and Short Driving Bands, Angular Forces, &c. By James Armour, C.E. Third Edition 2/0
- Iron and Heat,
- Exhibiting the Principles concerned in the Construction of Iron Beams, Pillars, and Girders. By J. Armour, C.E.................2/6
- Practical Mechanism, *
- And Machine Tools. By T. Baker, C.E. With Remarks on Tools and Machinery, by J. Nasmyth, C.E...........................2/6
- Mechanics:
- Being a concise Exposition of the General Principles of Mechanical Science, and their Applications. By Charles Tomlinson, F.R.S. . .1/6
- Crânes (The Construction of),
- And other Machinery for Raising Heavy Bodies for the Erection of Buildings, &c. By Joseph Glynn, F.R.S........................1/6
- NAVIGATION, SHIPBUILDING, ETC.
- The Sailor’s Sea Book:
- A Rudimentary Treatise- on Navigation. By James Greenwood, B. A. With numerous Woodcuts and Coloured Plates. New and enlarged Edition. By W. H. Rosser...............................2/6
- Practical Navigation.
- Consisting of The Sailor’s Sea-Book, by James Greenwood and W. H. Rosser ; together with Mathematical and Nautical Tables for the Working of the Problems, by Henry Law, C.E., and Prof. J. R. Young. 770
- Navigation and Nautical Astronomy,
- In Theory and Practice. By Prof. J. R. Young. New Edition. 2/6
- Mathematical Tables,
- For Trigonometrical, Astronomical, and Nautical Calculations ; to which is prefixed a Treatise on Logarithms. By H. Law, C.E. Together with a Sériés of Tables for Navigation and Nautical Astronomy. By Professor J. R. Young. New Edition.............................4/0
- Masting, Mast-Making, and Rigging of Ships.
- Also Tables of Spars, Rigging, Blocks ; Chain, Wire, and Hemp Ropes, &c., relative to every class of vessels. By Robert Kipping, N.A. . 2/0
- Sails and Sail-Making.
- With Draughting, and the Centre of Effort of the Sails. By Robert Kipping, N.A...........................................2/6
- Marine Engines and Steam Vessels.
- By R. Murray, C.E. Eighth Edition, thoroughly Revised, with Additions by the Author and by George Carlisle, C.E. . . . 4/©
- Iron Ship-Building.
- With Practical Examples. By John Grantham. Fifth Edition . 4/0
- Naval Architecture :
- An Exposition of Elementary Principles. By James Peake . . 3/6
- Ships for Océan and River Service,
- Principles of the Construction of. By Hakon À. Sommerfeldt . 1 /6
- Atlas of Engravings
- To Illustrate the above. Twelve large folding Plates. Royal 4to, cloth 7/6
- The Forms of Ships and Boats.
- By W. Bland. Seventh Edition, revised, with numerous Illustrations and Models...........................................1 /6
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- 6 WEALE’S SCIENTIFIC AND TECHNICAL SERIES.
- ARCHITECTURE AND THE
- BUILDING ARTS.
- Constructional Iron and Steel Work,
- as applied to Public, Private, and Domestic Buildings. By Francis Campin, C.E..............................................3/6
- Building Estâtes :
- A Treatise on theJDevelopment, Sale, Purchase, and Management of Building Land. By F. Maitland. Second Edition, revised . . . 2/0
- The Science of Building :
- An Elementary Treatise on the Principles of Construction. By E. Wynd-ham Tarn, M.A. Lond. Third Edition, revised and enlarged . 3/6
- The Art of Building:
- General Principles of Construction, Strength, and Use of Materials, Working Drawings, Spécifications, &c. By Edward Dobson, M.R.I.B.A. . 2/0
- A Book on Building,
- Civil and Ecclesiastical. By Sir Edmund Beckett, Q.C. (Lord Grim-thorpe). Second Edition . ...............................4/6
- Dwelling-Houses (The Erection of),
- Illustrated by a Perspective View, Plans, and Sections of a Pair of Villas, with Spécification, Quantifies, and Estimâtes. By S. H. Brooks, Architect 2/6
- Cottage Building.
- By C. Bruce Allen. Eleventh Edition, with Chapter on Economie Cottages for Allotments, by E. E. Allen, C.E................2/0
- Acoustics in Relation to Architecture and Building:
- The Laws of Sound as applied to the Arrangement of Buildings. By Pro-fessor T. Roger Smith, F.R.I.B.A. New Edition, Revised . .1/6
- The Rudiments of Practical Bricklaying.
- General Principles of Bricklaying ; Arch Drawing, Cutting, and Setting ; Pointing ; Paving, Tiling, &c. By Adam Hammond. With 68 Woodcuts
- 1/6
- The Art of Practical Brick Cutting and Setting.
- By Adam Hammond. With 90 Engravings ..... 1 /6
- Brickwork :
- A Practical Treatise, embodying the General and Higher Principles of Bricklaying, Cutting and Setting ; with the Application of Geometry to Roof Tiling, &c. By F. Walker...................................1/6
- Bricks and Tiles,
- Rudimentary Treatise on the Manufacture of ; containing an Outline of the Principles of Brickmaking. By E. Dobson, M.R.I.B.A. Additions by C. Tomlinson, F.R.S. Illustrated . 3/0
- The Practical Brick and Tile Book.
- Comprising: Brick and Tile Making, by E. Dobson, A.I.C.E. ; Practical Bricklaying, by A. Hammond ; Brickwork, by F. Walker. 550 pp. with 270 Illustrations, strongly half-bound .... 6/0
- Carpentry and Joinery—
- The Elementary Principles of Carpentry. Chieflycomposedfrom the Standard Work of Thomas Tredgold, C. E With Additions, and Treatise on Joinery, by E. W. Tarn, M.A. Fifth Edition, Revised . . 3/6
- Carpentry and Joinery—Atlas
- Of 35 Plates to accompany and illustrate the foregoing book. With Descriptive Letterpress. 4to...............................6/0
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- WEALE’S SCIENTIFIC AND TECHNICAL SERIES. 7
- A Practical Treatise on Handrailing;
- Showing New and Simple Methods. By Geo. Collings. Second Edition. Revised, including a Treatise on Stairbuilding. With Plates . 2/6
- Circular Work in Carpentry and Joinery.
- A Practical Treatise on Circular Work of Single and Double Curvature. By George Collings. Second Edition.............2/6
- Roof Carpentry:
- Practical Lessons in the Framing of Wood Roofs. For the Use of Working Cârpenters. By Geo. Collings....................................2/0
- The Construction of Roofs of Wood and Iron;
- Deduced chiefly from the Works of Robison, Tredgold, and Humber. By E. Wyndham Tarn, M.A., Architect. Second Edition, revised . 1/6
- The Joints Made and Used by Builders.
- By Wyvill J. Christy, Architect. With 160 Woodcuts . . 3/0
- Shoring
- And Its Application : A Handbook for the Use of Students. By George H. Blagrove. With 31 Illustrations..............................1/6
- The Timber Importer’s, Timber Merchant’s, and Builder’s Standard Guide.
- By R. E. Grandy.................................................2/0
- Plumbing :
- A Text-Book to the Practice of the Art or Craft of the Plumber. With Chapters upon House Drainage and Ventilation. By Wm. Paton Buchan. Sixth Edition, revised and enlarged, with 380 Illustrations . . 3/6
- Ventilation :
- A Text Book to the Practice of the Art of Ventilating Buildings. By W. P. Buchan, R.P., Author of “ Plùmbing,” &c. With 170 Illustrations 3/6
- The Practical Plasterer:
- A Compendium ofPlain and Ornamental Plaster Work. ByW. Kjemp 2/0
- House Painting, Graining, Marbling, & Sign Writing,
- With a Course of Elementary Drawing, and a Collection of Useful Receipts. By Ellis A. Davidson. Sixth Edition. Coloured Plates . . 5/0
- *** The above, in cloth boards, strongly bound, 6s.
- A Grammar of Colouring,
- Applied to Décorative Painting and the Arts. By George Field. New Edition, enlarged, by Elus A. Davidson. With Coloured Plates . 3/0
- Elementary Décoration
- AsappliedtoDwellingHouses, &c. By James W. Facey. Illustrated 2/0
- Practical House Décoration.
- A Guide to the Art of Ornamental Painting, the Arrangement of Colours in Apartments, and the Principles of Décorative Design. By James W. Facey.
- 2/6
- *** The last two Works in One handsome Vol., half-bound, entitled “ House Décoration, Elementary and Practical,” price sx.
- Warming and Ventilation
- Of Domestic and Public Buildings, Mines, Lighthouses, Ships, &c. By
- Charles Tomlinson, F.R.S............................ 3/Ô
- Portland Cernent for Users.
- By Henry Faija, A.M. Inst. C.E. Third Edition, Corrected . 2/0
- lûmes, Cements, Mortars, Concrètes, Mastics, Plas-tering, &c.
- By G. R. Burnell, C.E. Thirteenth Edition . . . .1/6
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- 8 weâle’s sgientific AND TECHNICAL SERIES.
- Masonry and Stone-Cutting.
- The Principles of Masonic Projection and their application to Construction.
- . By Edward Dobson, M.R.I.B.A.................................2/6
- Arches, Piers, Buttresses, &c. :
- Experimental Essays on the Principles of Construction . By W. Bland.
- 1/6
- Quantities and Measurements,
- In Bricklayers', Masons’, Plasterers’, Plumbers’, Painters’, Paperhangers’, Gilders’, Smiths’, Carpenters’and Joiners’Work. By A. C. Beaton 1/6
- The Complété Measurer :
- Setting forth the Measurement of Boards, Glass, Timber and Stone. By R.
- Horton. Fifth Edition........................................4/0
- *** The above, strongly bûund in leather, price 5 s.
- Liight :
- An Introduction to the Science of Optics. Designed for the Use of Students of Architecture, Engineering, and other Applied Sciences. By E. Wynd-ham Tarn, M. A., Author of “ The Science of Building,” &c. . .1/6
- Hints to Young Architects.
- By George Wightwick, Architect. Fifth Edition, revised and enlarged by G. Huskisson Guillaume, Architect.........................3/6
- Architecture—Orders :
- The Orders and their Æsthetic Principles. By W. H. Leeds. Illustrated.
- 1/6
- Architecture—Styles :
- The History and Description of the Styles of Architecture of Various Countries, from the Earliest to the Présent Period. By T. Talbot Bury,
- F.R.I.B.A. Illustrated................................2/0
- *** Orders and Styles of Architecture, in One Vol., 3s. 6d.
- Architecture—Design :
- The Principles of Design in Architecture, as deducible from Nature and exemplified in the Works of the Greek and Gothic Architects. By Edw.
- Lacy Garbett, Architect. Illustrated..................2/6
- *** The threepreceding Works in One handsome Vol., half bound, entitled “Modern Architecture,"price 6s.
- Perspective for Beginners.
- . Adapted to Young Students and Amateurs in Architecture, Painting, &c. By George Pyne.........................................2/0
- Architectural Modelling in Paper.
- By T. A. Richardson. With Illustrations, engraved by (I. Jewitt 1/6
- Glass Staining, and the Art of Painting on Glass.
- From the German of Dr. Gessert and Emanuel Otto Fromberg. With an Appendix on The Art of Enamelling............2/6
- Yitruvius—The Architecture of.
- In Ten Books. Translated from the Latin by Joseph Gwilt, F.S.A.,
- F.R.A.S. With 23 Plates...............................5/0
- N.B.—This is the only Edition of Vitruviusprocurable at a moderateprice.
- Grecian Architecture,
- An Inquiry into the Principles of Beauty in. With an Historical View of the Rise and Progress of the Art in Greece. By the Earl of Aberdeen 1 jQ *** The tuoo prreceding Works in One.handsome Vol., half bound, entitled “ Ancient Architecture,” price 6s.
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- WEALE’S SCIENT1FI0 AND TECHNICAL SERIES. 9
- INDUSTRIAL AND USEFUL ARTS.
- Cements, Pastes, Glues, and Gums.
- A Practical Guide to the Manufacture and Application of the various Agglutinants required for Workshop, Laboratory, or Office Use. With upwards of 900 Recipes and Formuïæ. By H. C. Standage . 2/0
- Clocks and Watches, and Bells,
- A Rudimentary Treatise on. By Sir Edmond Beckett, Q.C. (Lord Grimthorpe). Seventh Edition.................................4/8
- The Goldsmith’s Handbook.
- Containing full Instructions in the Art of Alloying, Melting, Reducing, Colouring, Collecting and Refining, Recovery of Waste, Solders, Enamels, &c., &c. By George E. Gee. Third Edition, enlarged . . . 3/0
- The Silversmith’s Handbook,
- On the same plan as the Goldsmith’s Handbook. By George E. Gee. Second Edition, Revised ......... 3/0
- *** The last two Works, in One handsome Vol., half-bound, y s.
- The Hall-Mar king of Jewellery.
- Comprising an account of ail the different Assay Towns of the United Kingdom ; with the Stamps and Laws relating to the Standards and Hall-Marks at the various Assay Offices. By George E. Gee . . 3/0
- Practical Organ Building.
- By W. E. Dickson, M.A. Second Edition,Revised, with Additions 2/6
- Coach-Building :
- A Practical Treatise. By James W. BuRGESS. With 57 Illustrations 2/6
- The Brass Founder’s Manual:
- Instructions for Modelling, Pattern Making, Moulding, Turning, &c. By W. Graham .....................................2/0
- The Sheet-Metal Worker’s Guide.
- A Practical Handbook for Tinsmiths, Coppersmiths, Zincworkers, &c., with 46 Diagrams. By W. J. E. Crâne. Second Edition, revised . 1 /6
- Sewing Machinery:
- Its Construction, History, &c. With full Technical Directions for Adjust-ing, &c. By J. W. Urquhart, C.E................2/0
- Gas Fitting :
- A Practical Handbook. By John Black. Second Edition, Enlarged. With 130 Illustrations .......... 2/6
- Construction of Door Loeks.
- From the Papers of A. C. Hobbs. Edited by Charles Tomlinson, F.R. S. With a Note upon Iron Safes by Robert Mallet. Illustrated . 2/6
- The Model Locomotive Engineer, Fireman, and Engine-Boy.
- Comprising an Historical Notice of the Pioneer Locomotive Engines and their Inventors. By Michael Reynolds. Second Edition. With nunierous Illustrations, and Portrait of George Stephenson . . 3/6
- The Art of Letter Painting made Easy.
- By J. G. Badenoch. With 12 full-page Engravings of Examples . 1/6
- The Art of Boot and Shoemaking.
- Including Measurement, Last-fitting, Cutting-out, Closing and Making. By John Bedford Leno. With numerous Illustrations. Third Edition 2/0
- Mechanical Dentistry :
- A Practical Treatise on the Construction of the Various Kinds of Artificial Dentures. By Charles Hunter. Third Edition, revised . . 3/0
- Wood Engraving :
- A Practical and Easy Introduction to the Art. By W. N. Brown . 1 /6
- Laundry Management.
- A Handbook for Use in Private and Public Laundries. Including Accounts of Modem Machinery and Appliances. By the Editor of “ The Laundry Journal.” With numerous Illustrations. Second Edition . . 2/0
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- 10 WEALE’s SCIENTIFIC AND TECHNICAL SERIES.
- AGRICULTURE, GARDENING, ETC.
- Draining and Embanking :
- A Practical Treatise. By Prof. John Scott. With 68 Illustrations 1 /Q
- Irrigation and Water Supply:
- A Practical Treatise on Water Meadows, Sewage Irrigation, Warping, &c.; on the Construction of Wells, Ponds, Réservoirs, &c. By Prof. John Scott. With 34 Illustrations.................1/6
- Farm Roads, Fences, and Gates:
- A Practical Treatise on the Roads, Tramways, and Waterways of the Farm; the Principles of Enclosures; and the different kinds of Fences, Gates, and Stiles. By Prof. John Scott. With 75 Illustrations . 1 /6
- Farm Buildings :
- A Practical Treatise on the Buildings necessary for various kinds of Farms, their Arrangement and Construction, with Plans and Estimâtes. By Prof. John Scott. With 105 Illustrations...........2/0
- Barn Implements and Machines :
- Treating of the Application of Power and Machines used in the Threshing-barn, Stockyard, Dairy, &c. By Prof. J. Scott. With 123 Illustrations.
- 2/0
- Field Implements and Machines:
- With Principles and Details of Construction and Points of Excellence, their Management, &c. By Prof. John Scott. With 138 Illustrations 2/0
- Agricultural Surveying :
- A Treatise on Land Surveying, Levelling, and Setting-out ; with Directions for Valuing Estâtes. By Prof. J. Scott. With 62 Illustrations . 1 /6
- Farm Engineering.
- By Professer John Scott. Comprising the above Seven Volumes in One, 1,150 pages, and over 600 Illustrations. Half-bound . . . 12/0
- Outlines of Farm Management.
- Treating of the General Work of the Farm ; Stock ; Contract Work ; Labour, &c. By R. Scott Burn.................2/6
- Outlines of Landed Estâtes Management.
- Treating of the Varieties of Lands, Methods of Farming, Setting-out of Farms, Roads, Fences, Gates, Drainage, &c. By R. Scott Burn . 2/6
- *** The above Two Vols, in One, handsomely half-botmd, price Qs.
- Soils, Manures, and Crops.
- (Vol. I. Outlines of Modern Farming.) By R. Scott» Burn . 2/0
- Farming and Farming Economy.
- (Vol. II. Outlines of Modern Farming.) By R. Scott Burn 3/0
- Stock: Cattle, Sheep, and Horses.
- (Vol. III. Outlines of Modern Farming.) By R. Scott Burn 2/6
- Dairy, Pigs, and Poultry.
- (Vol. IV. Outlines of Modern Farming.) By R. Scott Burn 2/0
- Utilization of Sewage, Irrigation, and Déclamation of Waste Land.
- (Vol. V. Outlines of Modern Farming.) By R. Scott Burn . 2/6
- Outlines of Modern Farming.
- By R. Scott Burn. Consisting of the above Five Volumes in One, 1,250 pp., profusely Illustrated, half-bound . .... 12/0
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- weale’s scientific and technical seeies. 11
- Book-keeping for Farmers and B state Owners.
- A Practical Treatise, presenting, in Three Plans, a System adapted for ail classes of Farms. By J. M. Woodman. Third Edition, revised . 2/6
- Ready Reckoner for the Admeasurement of Land.
- By A. Arman. Third Edition, revised and extended by C. Norris 2/0
- Miller’s, Corn Merchant’s, and Farmer’s Ready Reckoner.
- Second Edition, revised, with a Price List of Modem Flour MillMachinery,
- by W. S. Hutton, C.E........................................2/0
- The Hay and Straw Measurer.
- New Tables for the Use of Auctioneers, Valuers, Farmers, Hay and Straw Dealers, &c. By John Steele..................... 2/0
- Méat Production.
- A Manual for Producers, Distributors, and Consumers of Butchers’ Méat. By John Ewart....................................2/6
- Sheep :
- The History, Structure, Economy, and Diseases of. By W. C. Spooner, M.R.V.S. Fifth Edition, with fine Engravings.....3/6
- Market and Kitchen Gardening.
- By C. W. Shaw, late Editor of “ Gardening Illustrated ” . . . 3/0
- Kitchen Gardening Made Easy.
- Showing the best means of Cultivating every known Vegetable and Herb, &c., with directions for management ail the year round. By George M. F. Glenny. Illustrated...............................1/6
- Cottage Gardening:
- Or Flowers, Fruits, and Vegetables for Small Gardens. By E. Hobday.
- 1/6
- Garden Receipts.
- Edited by Charles W. Quin..............................1/6
- Fruit Trees,
- The Scientific and Profitable Culture of. From the French of M. Du Breuil. Fourth Edition, carefulty Revised by George Glenny. With 187 Woodcuts . . . . . . ... . . . 3 6
- The Tree Planter and Plant Propagator :
- With numerous Illustrations of Grafting, Layering, Budding, Implements, Houses, Pits, & c. By Samuel Wood.................2/0
- The Tree Pruner :
- A Practical Manual on the Pruning of Fruit Trees, Shrubs, Çlimbers, and Flowering Plants. With numerous Illustrations. By Samuel Wood 1 jQ
- *** The above Two Vols, in One, handsomely half-bound, price 3^. 6d.
- The Art of Grafting and Budding.
- By Charles Baltet. With Illustrations .
- 2/6
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- 12 WEALE’S SCIENTIFIC AND TECHNICAL SERIES.
- MATHEMATICS, ARITHMETIC, ETC.
- Descriptive Geometry,
- An Elementary Treatise on ; with a Theory of Shadows and of Perspective, extracted from the French of G. Monge. To which is added a Description of the Principles and Practice of Isometrical Projection. By J. F. Heather, M.A. With 14 Plates..............................................2/0
- Practical Plane Geometry:
- Giving the Simplest Modes of Constructing Figures contained in one Plane and Geometrical Construction of the Ground. By J. F. Heather, M.A. With 215 Woodcuts .......... 2/0
- Analytical Geometry and Conic Sections,
- A Rudimentary Treatise on. By James Hann. A New Edition, re-written and enlarged by Professor J. R. Young .... 2/0
- Euclid (The Eléments of).
- With many Additional Propositions and Explanatory Notes ; to which is prefixed an Introductory Essay on Logic. By Henry Law, C.E. . 2/Ô
- *** S o/d also separately, viz :—
- Euclid. The First Three Books, By Henry Law, C.E. . . . 1 /S
- Euclid. Books 4, 5, 6, 11, 12. By Henry Law, C.E. . . -1/6
- Plane Trigonometry,
- The Eléments of. By James Hann...................................1/6
- Spherical Trigonometry,
- The Eléments of. By James Hann., Revised by Charles H. Dow-
- ling, C.E........................................................1/0
- *** Or with “ The Eléments of Plane Trigonometry,” in One Volume, zs. 6 d.
- Differential Calculus,
- Eléments of the. By W. S. B. Woolhouse, F.R.A.S., &c. . -1/6
- Intégral Calculus.
- By Homersham Cox, B.A..............................1/0
- Algebra,
- The Eléments of. By James Haddon, M.A. With Appendix, contain-ing Miscellaneous Investigations, and a collection of Problems . . 2/0
- A Key and Companion to the Above.
- An extensive repository of Solved Examples and Problems in Algebra. By J. R. Young.....................................1/6
- Commercial Book-keeping.
- With Commercial Phrases and Forms in English, French, Italian, and German. By James Haddon, M.A.......................1/6
- Arithmetic,
- A Rudimentary Treatise on. With full Explanations of its Theoretica) Principles, and numerous Examples for Practice. For the Use of Schook and for Self-Instruction. By J. R. Young, late Professor of Mathematics
- in Belfast College. Eleventh Edition..................1/6
- A Key to the Above.
- By J. R. Young........................................1/6
- Equational Arithmetic,
- Applied to Questions of Interest, Annuities, Life Assurance, and General Commerce ; with various Tables by which ail Calculations may be greatly facilitated. By W. Hipsley . . ...................2/0
- Arithmetic,
- Rudimentary, for the Use of Schools and Self-Instruction. By James Haddon, M.A. Revised by Abraham Arman . . . .1/6
- A Key to the Above.
- By A. Arman ... 1/6
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- WEALE’s SCIENTIFIC AND TECHNICAL SERIES. 13
- Mathematical Instruments :
- Their Construction, Adjustment, Testing, and Use concisely explained. By J. F. Heather, M.A., of the Royal Military Academy, Woolwich. Fourteenth Edition, Revised, with Additions, by A. T. Walmisley, M.I.C.E. Original Edition, in i vol., Illustrated .... 2/0 *** In or de ring the above, be care/ul to say "'Original Editionor give the number in the Sériés (32), to distinguish it from the Enlarged Edition in 3 vols. {Nos. 168-9-70).
- Drawing and Measuring Instruments.
- Including—I. Instruments employed in Geometrical and Mechanical Drawing, and in the Construction, Copying, and Measurement of Maps and Plans. II. Instruments used for the purposes of Accurate Measurement, and for Arithmetical Computations. By J. F. Heather, M.A. . 1/6
- Optical Instruments.
- Including (more especially) Télescopes, Microscopes, and Apparatus for producing copies of Maps and Plans by Photography. By J. F. Heather, M.A. Illustrated . . . . . . . . -1/6
- Surveying and Astronomical Instruments.
- Including—I. Instruments used for Determining the Geometrical Features of a portion of Ground. II. Instruments employed in Astronomical Observations. By J. F. Heather, M.A. Illustrated . . . -1/6
- *** The above ihree volumes Jorm an e n largement of the Authors original work, “ Mathematical Instruments : ” price is. (See No. 32 in the Sériés.)
- Mathematical Instruments :
- Their Construction, Adjustment, Testing and Use. Comprising Drawing, Measuring, Optical, Surveying, and Astronomical Instruments. By J. F. Heather, M.A. Enlarged Edition, for the most part entirely re-written. The Three Parts as above, in One ,thick Volume .... 4/6
- The Slide Rule, and How to Use It.
- Containing full, easy, and simple Instructions to perforai ail Business Calculations with unexampled rapidity and accuracy. By Charles Hoare, C.E. With a Slide Rule, in tuck of cover. Fifth Edition . . 2/6
- Logarithms.
- With Mathematical Tables for Trigonometrical, Astronomical, and Nautical Calculations. By Henry Law, C.E. Revised Edition. (Forming part of the above work.)..........................................3/0
- Compound Interest and Annuities (Theory of).
- With Tables of Logarithms for the more Difficult Computations of Interest, Discount, Annuities, &c., in ail their Applications and Uses for Mercantile and State Purposes. By Fedor Thoman, Paris. Fourth Edition . 4/0
- Mathematical Tables,
- For Trigonometrical, Astronomical, and Nautical Calculations ; to which is prefixed a Treatise on Logarithms. By H. Law, C.E. Together with a Sériés of Tables for Navigation and Nautical Astronomy. By Professor J. R. Young. New Edition...............................4/0
- Mathematics,
- As applied to the Constructive Arts. By Francis Campin, C.E., &c. Second Edition......................................3/0
- Astronomy.
- By the late Rev. Robert Main, F.R.S. Third Edition, revised and cor-rected to the Présent Time. By W. T. Lynn, F.R.A.S. . . . 2/0
- Statics and Dynamics,
- The Principles and Practice of. Embracing also a clear development of Hydrostatics, Hydrodynamics, and Central Forces. By T. Baker, C.E. Fourth Edition ................... 1 /6
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- 14 WEALE’s SCIENTJFIC AND TECHNICAL SERIES.
- BOOKS O F REFERENCE AND
- MISCELLANEOUS VOLUMES.
- A Dictionary of Painters, and Handbook for Picture Amateurs.
- Being a Guide for Visitors to Public and Private Picture Galleries, and for Art-Students, including Glossary of Terms, Sketch of Principal Schools of Painting, &c. By Philippe Daryl, B.A........2/6
- Painting Popularly Explained.
- By T. J. Gullick, Painter, and John Timbs, F.S.A. Including Fresco, Oil, Mosaic, Water Colour, Water-Glass, Tempera, Encaustic, Miniature, Painting on Ivory, Vellum, Pottery, Enamel, Glass, &c. Fifth Edition 5/0
- A Dictionary of Terms used in Architecture, Building, Engineering, Mining, Metallurgy, Archæ-ology, the Fine Arts, &c.
- By John Weale. Sixth Edition. Edited by Robt. Hunt, F.R.S. Numerous Illustrations.......................5/0
- Music :
- A Rudimentary and Practical Treatise. With numerous Examples. By Charles Child Spencer ...................... 2/6
- Pianoforte,
- The Art of Playing the. With numerous Exercises and Lessons. By Charles Child Spencer........................1/6
- The House Manager.
- Being a Guide to Housekeeping, Practical Cookery, Pickling and Preserv-ing, Household Work, Dairy Management, Cellarage of Wines, Home-brewing and Wine-making, Stable Economy, Gardening Operations, &c. By An Old Housekeeper........................3/6
- Manual of Domestic Medicine.
- By R. Gooding, M.D. Intended as a Family Guide in ail cases of
- Accident and Emergency. Third Edition, carefully revised . . 2/0
- Management of Health.
- A Manual of Home and Personal Hygiene. By Rev. James Baird 1 /O
- Natural Philosophy,
- For the Use of Beginners. By Charles Tomlinson, F.R.S. . .1/6
- The Electric Telegraph,
- Its History and Progress. With Descriptions of some of the Apparatus. By R. Sabine, C.E., F.S.A., &c...............3/0
- Handbook of Field Fortification.
- By Major W. W. Knollys, F.R.G.S. With 163 Woodcuts . . 3/0
- Logic,
- Pure and Applied. By S. H. Emmens. Third Edition . . .1/6
- Locke on the Human Understanding,
- Sélections from. With Notes by S. H. Emmens . . . .1/6
- The Compendious Calculator
- (Intuitive Calculations). Or Easy and Concise Methods of Performing the various Arithmetical Operations required in Commercial and Business Transactions ; together with Useful Tables, &c, By Daniel O’Gorman. Twenty-seventh Edition, carefully revised by C. Norris . . , 2/6
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- WEALE’S SCIENTIFIC AND ÏECHNICAL SERIES. 15
- Measures, Weights, and Moneys of ail Nations.
- With an Analysis of the Christian, Hebrew, and Mahometan Calendars. By W. S. B. Woolhouse, F.R.A.S., F.S.S. Seventh Edition . 2/6
- Grammar of the English Tongue,
- Spoken and Written. With an Introduction to the Study of Comparative Philology. By Hyde Clarke, D.C.L. Fifth Edition. . . .1/6
- Dictionary of the English Language,
- As Spoken and Written. Containing above 100,000 Words. By Hyde
- Clarke, D.C.L.........................................3/6
- Complète with the Grammar......................5/6
- Composition and Punctuation,
- Familiarly Explained for those who hâve neglected the Study of Grammar. By Justin Brenan. i8th Edition........................1/6
- French Grammar.
- With Complété and Concise Rules on the Genders of French Nouns. By G. L. Strauss, Ph.D...................................1/6
- French-English Dictionary.
- Comprising a large number of New Terms used in Engineering, Mining, &c. By Alfred Elwes...................................1/6
- English-French Dictionary.
- By Alfred Elwes.......................................2/0
- French Dictionary.
- The two Parts, as above, complété in One Vol. ..... 3/0 *** Or with the Grammar, 4/6-French and English Phrase Book.
- Containing Introductory Lessons, with Translations, Vocabularies of Words, Collection of Phrases, and Easy Familiar Dialogues .... 1/6
- German Grammar.
- Adapted for English Students, from Heyse’s Theoretical and Practical Grammar, by Dr. G. L. Strauss ....... 176
- German Triglot Dictionary.
- By N. E. S. A. Hamilton. Part I. German-French-English. Part II. English-German-French. Part III. French-German-English . . 3/0
- German Triglot Dictionary
- (As above). Together with German Grammar in One Volume . . 5/0
- Italian Grammar
- Arranged in Twenty Lessons, with Exercises. By Alfred Elwes . 1 /6
- Italian Triglot Dictionary,
- Wherein the Genders of ail the Italian and French Nouns are carefully noted down. By Alfred Elwes. Vol. 1. Italian-English-French . 2/6
- Italian Triglot Dictionary.
- By Alfred Elwes. Vol. 2. English-French-Italian
- Italian Triglot Dictionary.
- By Alfred Elwes. Vol. 3. French-Italian-English
- Italian Triglot Dictionary
- (As above). In One Vol.....................
- Spanish Grammar.
- In a Simple and Practical Form. With Exercises. By Alfred Elwes
- 2/6
- 2/6
- 7/6
- 1/6
- Spanish-English and English-Spanish Dictionary.
- Including a large number of Technical Terms used in Mining, Engineering, &c., with the proper Accents and the Gender of every Noun. By Alfred
- Elwes...........................................4/0
- Or with the Grammar, 6/0
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- 16 WEALE’S SCIENTIFIC AND TECHNICAL SERIES.
- Portuguese Grammar,
- In a Simple and Practical Form. With Exercises. By Alfred Elwes 1/6
- Portuguese-Engl ish and English - Portuguese Dic-tionary.
- Including a large number of Technical Terms used in Mining, Engineering, &c., with the proper Accents and the Gender of every Noun. By Alfred
- Elwes. Third Edition, revised.....................5/0
- *** Or with the Grammar, 7/0-
- Animal Physics,
- Handbook of. By Dionysius Lardner, D.C.L. With 520 Illustrations.
- In One Vol. (732 pages), cloth boards....................7/6
- *** Sold aise in Two Parts, as follows:—
- Animal Physics. By Dr. Lardner. Part I., Chapters I.—VII. 4/0 Animal Physics. By Dr. Lardner. Part II., Chapters VIII.—XVIII.
- 3/0
- ERADBURV, AGNEW, & CO. LD., PRINTERS, LONDON AND TONBRIDGE.
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