FOOTNOTES:

Memoranda of Experiments tried on the mains and service pipes of the Southwark Water Company, between 4 and 9A.M.of the 31st January, 1844. The wind blowing fresh from N.N.W.

The pressure at the water-works at Battersea was kept at 120 feet during the experiments, and every service pipe or other outlet was kept shut.

1st Experiment.—Six standcocks, with one length of 2-1/2 inches riveted leather hose 40 feet long, and one copper branch 4 feet to 5 feet long, with a jet 7/8 inch in diameter on each, were placed in six plugs on a main 7 inches diameter, in Union-street, between High-Street, Borough, and Gravel-lane, Southwark, at distances of about 120 yards apart. The water was brought from the head at Battersea, by 4250 yards of iron pipes 20 inches diameter, 550 yards of 15 inches diameter, and 500 yards of 9 inches diameter.

1st. One standcock was opened, which gave a jet of 50 feet in height, and delivered 100 gallons per minute.

With four lengths of hose the jet was 40 feet high, and the delivery 92 gallons per minute. When the branch and jet were taken off with one length of hose the delivery was 260 gallons per minute.

2nd. The second standcock was then opened, and the jet from the first was 45 feet high.

3rd. The third standcock was opened, and the jet from the first 40 feet high.

4th. The fourth standcock being opened, the first gave a jet of 35 feet high.

5th. The fifth being opened, the first gave a jet of 30 feet high.

6th. All the six being opened, the first gave a jet of 27 feet in height.

2nd Experiment.—Six standcocks were then put into plugs, on a main 9 inches diameter in Tooley-Street, the extreme distance being 450 yards, with hose and jets as in the first experiment. The water was brought from the head at Battersea by 4250 yards of iron pipes of 20 inches diameter, 1000 yards of 15 inches diameter, 1400 yards of 9 inches diameter. The weather was nearly the same, but the place of experiment was more protected from the wind than in Union-street.

1st. With one standcock open, a jet 60 feet in height was produced, and 107 gallons per minute were delivered.

2nd. The second standcock was then opened, and the difference in the first jet was barely perceptible.

3rd. Other two standcocks being opened, the first jet was reduced to 45 feet in height, and the delivery to 92 gallons per minute.

4th. All the six standcocks being opened, the first jet was further reduced to 40 feet high, and the delivery to 76 gallons per minute.

3rd Experiment.—Two standcocks, with hose, &c., as in the first experiment, were then put into a service-pipe, 4 inches diameter and 200 yards long, in Tooley-street, the service-pipe was connected with 200 yards of main 5 inches diameter, branching from the main of 9 inches diameter. The weather was still the same as at first, but the wind did not appear to affect the jets, owing to the buildings all round being so much higher than the jet.

1st. The standcock nearest the larger main was opened, and a jet of 40 feet high was produced, delivering 82 gallons per minute.

2nd. Both standcocks being opened, the first gave a jet of 31 feet, and delivered 68 gallons per minute.

3rd. The standcock farthest from the large main only being opened, gave a jet of 34 feet, and delivered 74 gallons per minute.

4th. Both standcocks being opened, the farthest one gave a jet of 23 feet, and delivered 58 gallons per minute.

When both these plugs were allowed to flow freely without hose, the water from that nearest the large main, rose about 18 inches, and the farther one about 1 inch above the plug-box.

Fig. 7. Common Fire-plug.Fig. 7. Common Fire-plug.

These and other experiments prove the necessity of placing the plugs on the mains, and not on the service pipes, where there are mains in the street.

The different modes of obtaining water from the mains or pipes are shown in the accompanying drawings.

(Fig. 7) is a section of a common plug when not in use.

Fig. 8. Fire-plug with canvas cistern.Fig. 8. Fire-plug with canvas cistern.

(Fig. 8) is a section of the common plug, with a canvas dam or cistern over it, as used in London. The cistern is made of No. 1 canvas, 15 inches deep, extended at top and bottom by 5/8-inch round iron frames, a double stay is hinged on the top frame at each end. When the cistern is used the top frame is lifted up, and the stays put into the notches, in two pieces of hoop iron, fixed to the bottom frame. There is a circular opening 9 inches diameter in the canvas bottom, two circular rings of wash-leather, about 2 inches broad, are attached to the edges of the opening in the canvas,so as to contract it to 4 inches or 5 inches diameter; the plug being opened, the cistern is placed over it; the wash-leather is pressed down to the surface of the road by the water, and a tolerably water-tight cistern, with about 12 inches or 14 inches of water in it, is immediately obtained.

Fig. 9. Plug, with Standcock.Fig. 9. Plug, with Standcock.

(Fig. 9) is a plug with a standcock in it, to which hose may be attached.

(Fig. 10) is a common single firecock with a round water-way 2-1/2 inches diameter.

Fig. 10. Single Firecock.Fig. 10. Single Firecock.

(Fig. 11) is a double firecock, as laid down in Her Majesty's Dockyards.

Fig. 11. Double Firecock, used at the Royal Dockyards.Fig. 11. Double Firecock, used at the Royal Dockyards.

It will be observed, that the short piece of pipe between the main and this firecock is not curved to the current of the water, but merely opened a little; this is done with a view of increasing the supply by steam power, and as the steam engines are, in most cases, situated in a different direction from the tanks or reservoirs, therefore the curve that would have assisted the current in one direction would have retarded it in the other. It has been objected to these firecocks, that the opening does not run through the centre of the key, therefore only one side of the key covers the opening in the barrel, while in the common firecock both sides are covered.

Fig. 12. Double Firecock, used at the British Museum.Fig. 12. Double Firecock, used at the British Museum.

(Fig. 12) is a double firecock, as laid down at the British Museum.

This has a very good delivery, and is certain to be alwaystight, if well made, as the pressure of the water forces the key into the barrel; this also renders the cock somewhat difficult to be opened and shut, if the pressure be great; but as a lever of any length may be used, and the key, from its perpendicular position, may be loosened by a blow, this objection is in a great measure obviated.

In Figs. 10 and 11 the openings in the street are large enough to admit of the levers for opening the cock to be fixed, that no mistake may occur from the lever being mislaid; but with those at the British Museum, it was not thought necessary to have fixed levers, as a crow-bar, or anything that could be introduced into the eye of the spanner, would open them.

The plug and firecock have both certain advantages and disadvantages, which are now described.

The plug, with a canvas cistern, is the easiest mode of obtaining water; the plug-box being only the size of a paving-stone, is no annoyance in the street, and the water has only one angle to turn before it is delivered.

On the other hand, where the supply of water is limited, the plugs give but little command of it; there is, however, comparatively very small loss at a large fire in London from this cause, as it is very seldom that all the fire-engines can be supplied direct from the plugs, and those that arrive late must pick up the waste water as they best can, by using another description of canvas dam, or opening the street; but in enclosed premises, especially where the water is kept for the purpose of extinguishing fires, firecocks are much to be preferred. It is very difficult to insert the standcock into a plug if there is a considerable force of water, and if the paving has moved, it cannot be done without raising theplug-box; but this is, however, the easiest mode of using firecocks, and where there is a considerable pressure of water, if the watchmen or the police are supplied with a hose-reel and branch-pipe, they can, in enclosed premises, direct a jet on the fire while the engines are being prepared, and if they cannot reach the fire, they will have water ready for the engine when it arrives.

Inclosed premises are particularly mentioned, because the principal duty of the watchmen, in these cases, is to guard against fire, and their other duties being comparatively few, the men are not often changed, and they can be instructed thoroughly in the matter. With the general police of the metropolis it is quite different, their duties are so numerous and varied, that to add that of firemen to them would only be to confuse them.

Firecocks, if kept at 9 inches to 12 inches below the surface, are easily protected from frost, by stuffing the opening with straw.

The advantage which the double firecocks have over the single ones, is merely the increased water-way, as a firecock 3-1/2 inches diameter could not be so easily opened or shut, as two cocks of 2-1/2 inches diameter.

One of the greatest objections to firecocks, is the very large openings required in the streets, the first cost and the repair of which are both considerable, besides their liability to accident. To take them to the footpath, increases the expenses and diminishes the supply of water, as it is generally done with a small pipe, and the number of angles is increased. In some instances, where firecocks have been put down on one side of the street, no less than four right angles have been made in the course of the water; and if the firehappens to be on the opposite side of the street from the firecock, the thoroughfare must be stopped. The expense also is no slight consideration, for if laid along with the water-pipes, each firecock, if properly laid, and the pit built round with cement, will cost eight or ten times as much as a plug.

London is, upon the whole (except in the warehouse districts), fairly supplied with water for the average description of fires, that is, where not more than five or six engines are required. When, however, it is necessary to work ten or twelve engines, there is very often a deficiency. In many of the warehouse districts the supply is very limited indeed, although it is there that the largest fires take place.

The water companies are generally willing to give any quantity of water, but they object to lay down large mains without any prospect of remuneration. The warehouse keepers decline to be at the expense of laying the pipes, and there the matter seems to rest. In most other places of importance, the water is under the management of the civic authorities, and they, of course, endeavour to obtain a good supply of water at fires in warehouse as well as in other districts.

In supplying fire-engines with water from firecocks, one or more lengths of hose are screwed on the firecock; the extreme end being put into the engine, the firecock is then opened and the water rushes in. When the water-pipes are large and the pressure considerable, two or even three engines may be supplied from the same firecock.

If the firecocks are all at too great a distance from the place on fire, to be reached by the supply of hose brought with the engine, the next resource is, to open the nearestfirecock above the level of the place where the water is required. By covering the eyes of drains, and stopping up any cross-water channels, the water may in this manner be conveyed along the street, from a very considerable distance. From the nature of the ground it does not always happen that the water will run directly from the nearest firecock, to the spot where it is required; acclivities, buildings, and many other causes, may prevent this; but in some of these cases a few lengths of the hose, attached to the firecock, may convey the water to a channel which will conduct it to the required point. Upon the arrival of the water, it ought to be dammed up, and the engine will lift it by suction out of the pool so formed.

If, however, from the nature of the ground, from the want of hose, or from other causes, it is found impracticable to convey the water by either of the above methods, the next best is, to conduct the water in hose as far as can be accomplished, and carry it the remainder of the distance in carts, buckets, or whatever else may be most convenient.

When carried in buckets it is of advantage to form a line of men from the water to the engine, each man covering five or six feet of ground. The buckets are then handed from one man to another, till they reach the two or three men who are stationed round the suction-tub or fire-engine to receive them. The buckets when emptied are returned by a different line of men (women or boys) stationed in the same manner as the former. If a sufficient number of hands cannot be had to return the buckets in this manner, any convenient number may be employed to carry them to the firecock, that they may be again filled. When a fire occurs where the water-pipes are unprovided with firecocks orplugs, the ground should be immediately opened, and the water-pipe cut. If it be of cast-iron, a large hammer may effect the purpose: on the water-pipe being broken, the suction-pipe of the engine is placed in the opening so made. If the pipe be of lead, the opening in the street should be made of sufficient length to admit of one end of it, when cut, being turned into the engine. If the supply of water by this means be so great as to occasion waste, it may be regulated by the nearest stopcock on the water-pipe, by driving a wooden plug into the end of a cast-iron pipe, or compressing the end of a leaden one.

The next plan I shall notice of supplying fire-engines is from drains, gutters, &c. In particular situations and wet weather considerable supplies of water from these and similar sources may be obtained. In the gutters all that is required is to dam them up; and, if there be no materials at hand for this purpose, the causeway must be dug up, till there is a sufficient depth of water for the suction-pipe of the engine.

When the water is to be drawn from drains or common sewers, great care should be taken not to damage them farther than is absolutely necessary.

If enough of cover be taken off to allow one man to enter easily, it will be quite sufficient for all necessary purposes. When the man inside the drain or common sewer has collected a proper supply of water by damming up the channel, the suction-pipe should be handed down to him, and the engine set to work.

Although it be true that foul water quenches fire, I will here observe, that the water from a common sewer should never be used, except when it is impossible to procure itfrom a purer source. For the purpose of procuring water to extinguish a fire, I had at one time occasion to open a common sewer, in which, with the usual impurities, the waste from a gas manufactory was intermixed, and the stench in the premises where the fire had been extinguished by this water, was for some time after very disagreeable.

If the water be obtained from a pond or river at a little distance, one engine may be stationed close to it, and that engine made to pump the water into another at work. If the water be conveyed in carts, an engine may be kept at the pond or river for the purpose of filling them. Of course this can only be done where there is a proper supply of engines.

In working from an open water, such as a gutter, drain, river, or pond, it is proper, in order to prevent sand or gravel being drawn into the engine, to sink an iron or wooden bucket, into which the suction-pipe of the engine should be placed. If nothing better can be had, a good wicker basket will be found useful.

It is of great advantage to have a number of carts, with butts upon them full of water, as it ensures a small supply to the engines the moment they arrive at the fire. This plan, however, entails a very considerable expense, as carters must be paid for taking them out on every alarm, besides giving prizes to the owners of the first and second horses, to ensure their coming in time.

FOOTNOTES:[F]At a fire which took place in one of the best streets in Edinburgh, and which began in the roof, the persons who rushed into the house on the first alarm being given, threw the greater part of the contents of the drawing-room and library, with several basketsful of china and glass, out of the windows; the fire injured nothing below the uppermost story.[G]The engines and their crews are distinguished by these colours.[H]The hose are made up in flat coils, with the male coupling-screw in the centre, and the female on the outside. When a length is to be laid out in any direction, it is set on its edge, and then run out in the required direction,—in this way no turns or twists can ever occur. When the hose is to be taken up, it is uncoupled, and then wound up, beginning at the end farthest from the engine or from the fire-cock (as the case may be): by this method all the water is pressed out.[I]In practising this exercise the men are in the habit of descending by the chains from the parapet of the North Bridge, Edinburgh, to the ground below: a height of 75 feet.[J]Mr. Braidwood used canvas jumping sheets on this principle with hand holes for a dozen men, in the ordinary service of the London Fire Brigade.[K]Now Shand, Mason, and Co.[L]This description applies to the most recently constructed fire-engines belonging to the Metropolitan Fire Brigade.[M]"Stuffing," a technical term need by leather-dressers or curriers.[N]The proportions are, 1 gallon neats-foot oil, 2 lbs. tallow, 1/4 lb. bees-wax, melted together, and laid while warm on the leather.[O]This description of the Edinburgh coupling-joints was written in 1830, and is inserted here to show how the present form of the well-known London Brigade hose-coupling was arrived at. The internal diameter was originally 2-3/8 inches, but Mr. Braidwood, when in London, found that he could increase it to 2-1/2 inches.[P]See engraving of portable cistern, page156.

[F]At a fire which took place in one of the best streets in Edinburgh, and which began in the roof, the persons who rushed into the house on the first alarm being given, threw the greater part of the contents of the drawing-room and library, with several basketsful of china and glass, out of the windows; the fire injured nothing below the uppermost story.

[G]The engines and their crews are distinguished by these colours.

[H]The hose are made up in flat coils, with the male coupling-screw in the centre, and the female on the outside. When a length is to be laid out in any direction, it is set on its edge, and then run out in the required direction,—in this way no turns or twists can ever occur. When the hose is to be taken up, it is uncoupled, and then wound up, beginning at the end farthest from the engine or from the fire-cock (as the case may be): by this method all the water is pressed out.

[I]In practising this exercise the men are in the habit of descending by the chains from the parapet of the North Bridge, Edinburgh, to the ground below: a height of 75 feet.

[J]Mr. Braidwood used canvas jumping sheets on this principle with hand holes for a dozen men, in the ordinary service of the London Fire Brigade.

[K]Now Shand, Mason, and Co.

[L]This description applies to the most recently constructed fire-engines belonging to the Metropolitan Fire Brigade.

[M]"Stuffing," a technical term need by leather-dressers or curriers.

[N]The proportions are, 1 gallon neats-foot oil, 2 lbs. tallow, 1/4 lb. bees-wax, melted together, and laid while warm on the leather.

[O]This description of the Edinburgh coupling-joints was written in 1830, and is inserted here to show how the present form of the well-known London Brigade hose-coupling was arrived at. The internal diameter was originally 2-3/8 inches, but Mr. Braidwood, when in London, found that he could increase it to 2-1/2 inches.

[P]See engraving of portable cistern, page156.

The following, on Steam Fire-engines and the Metropolitan Fire Brigade, is added as a supplement to Mr. Braidwood's account of the London Fire Brigade, and brings the information upon these subjects up to the present date (May, 1866):—

The steam fire-engine was first constructed in London, in 1830, before the formation of the London Fire Brigade, by Braithwaite, who made several engines, and exhibited them at various public trials, also at several fires, but without being able to bring them into general use.

The matter remained in abeyance till 1852, when the London Fire Brigade caused their large hand-worked floating fire-engine to be altered so as to be worked by steam. This engine having been originally made by Tilley, of London, the alterations were entrusted to Shand and Mason, his successors. In the same year the first American steam fire-engine was constructed in New York.

In 1855 the London Fire Brigade, stimulated by their first experiment, caused an entirely new self-propelling, floating steam fire-engine to be constructed. The experience gained by their first attempt at steam fire-engine making, enabled Shand and Mason to compete successfully in this matter, as their design was adopted after receiving the approval of the late Mr. Walker, Engineer, of Great George Street, London.

The re-introduction of land steam fire-engines into London was accomplished by Shand and Mason, who, in 1858, constructed their first; this engine, after several public trials, was in the same year sent to St. Petersburgh.

In 1859 the same firm constructed two land steam fire-engines, which they offered to the London Fire Brigade for hire or purchase, and in the following year (1860) the Fire Brigade took one on hire for one year. This experiment proved so successful, that in 1861 the committee purchased, from Shand and Mason, the fourth steam engine of their construction. This, with one of the two made in 1859, were the only land steam engines that were at work at the Great Tooley Street Fire of 1861.

In the beginning of 1862, Mr. Lee, of the firm of Lee and Larned, of New York, brought over a land steam fire-engine to be placed in the International Exhibition. This was worked in public at Hodges' Distillery on the 24th of March previous to the opening of the Exhibition.

Shand and Mason supplied the London Fire Brigade in April, 1862, with the eighth land steam fire-engine of their construction. Messrs. Merryweather and Sons, of London, placed their first land steam fire-engine in the International Exhibition of 1862, but this, like the ninth by Shand and Mason, was not in time for the opening, and consequently could not compete for a prize medal, which was awarded to Lee and Larned, of New York.

A public trial, however, took place before the jury of the Exhibition, of which the following is an account extracted verbatim from the jurors' published reports:—

J. F. Bateman, F.R.S.,London; Civil Engineer.Capt. Bent,London; Superintendent of Fire Arrangements in the Exhibition.W. M. Brown,London; Superintendent of Westminster Fire Brigade.Earl of Caithness,London.J. Hawkshaw,London; Civil Engineer.C. Jenny,Austria; Councillor of Mines in the Imperial Royal Academy of Mines at Schemnitz.P. Luuyt,France; Engineer to the Imperial Commissioners of Mines.J. E. McConnell,Wolverton; late Locomotive Superintendent of the London and North Western Railway.O. Pihl,Norway; Civil Engineer.W. M. Rankine,Glasgow; Professor of Mechanics in the University of Glasgow.Capt. Shaw,London; Superintendent of the London Fire Brigade.Duke of Sutherland,London.F. B. Taylor,United States; Mechanical Engineer.H. Thomas,Zollverein; Manufacturer.H. Tresca,France; Professor of Mechanics, President of the French Institute of Civil Engineers.

After detailing the Trials of Hand-worked Fire-Engines, the Report states that,—

The Committee next proceeded to take the necessary steps for trying the steam fire-engines on the 1st of July, and, as before, invited the engine builders to a preliminary meeting, that they might receive full information as to the rules and regulations to be observed.

In compliance with this invitation, the following engine-makers attended a meeting on the 28th of June, viz:—

Mr. Lee, of the firm of Lee and Larned, Novelty Iron-works, New York.Messrs. Merryweather and Son.Messrs. Shand and Mason.

Mr. Lee, of the firm of Lee and Larned, Novelty Iron-works, New York.

Messrs. Merryweather and Son.

Messrs. Shand and Mason.

Mr. Lee declined to produce his steam fire-engine for trial, alleging various reasons for so doing, and though strongly urged, persisted in his resolution, and declined the contest.

Messrs. Merryweather and Son expressed themselves ready to produce their steam fire-engine on the appointed day.

Messrs. Shand and Mason informed the Committee that the engine which they had intended to work would not be ready owing to an accident, but requested permission to produce for trial two steam-engines made by them for the London Fire-Engine Establishment, although they were not in the Exhibition. All the arrangements having been made for trying several engines together, the Committee granted this request, as otherwise only one engine would have been present, and a complete table of results could therefore not have been obtained.

The Committee assembled in the appointed place at eight o'clock on the morning of the 1st of July, and found three engines present, viz., one of Messrs. Merryweather and Son and two of Messrs. Shand and Mason.

After the Committee had examined the boilers and machinery generally, the engine-makers filled their respective boilers with cold water from the river, and fires having beenlaid, the three were lighted at the same moment, and the makers were ordered to commence working into a tank at sixty feet distance as soon as they had attained a steam pressure of 100 lbs. to the square inch.

Messrs. Merryweather's engine attained the pressure named in 12 minutes 10 seconds, Messrs. Shand and Mason's large engine in 18 minutes 30 seconds, the small engine in about 30 minutes, some mismanagement having occurred which compelled them to draw the fire in the latter and light it a second time. Messrs. Merryweather's engine commenced working as arranged when the steam-gauge indicated a pressure of 100 lbs., and was 2 minutes and 50 seconds at work before water passed through the nose-pipe. Notwithstanding this very serious defect, this engine had poured 500 gallons of water into a tank 60 feet distant in 17 minutes and 15 seconds from the time at which the fire was lighted. After the difficulty of drawing the water had been surmounted, this engine worked well, and threw an admirable jet, losing 15 lbs. steam-pressure during the first trial. After three trials this engine became disabled; it was, however, repaired on the ground in about an hour and a half, and resumed work at the ninth trial, continuing to work well until the thirteenth, when it became again disabled, and was withdrawn by the maker, to the great regret of the Committee, who were thus left to continue the experiments with only two engines, both made by one firm.

Messrs. Shand and Mason's large engine was 18 minutes 30 seconds getting up steam to 100 lbs., and when started drew water instantly, losing during the first trial 5 lbs. of steam-pressure.

This engine was severely tested, and worked without accidentthroughout the day, the seventeenth trial lasting no less than 63 minutes, during which the steam and water were both kept to a pressure of 90 lbs. on the square inch throughout, working through a 1-3/8 inch nose-pipe.

At the eighteenth and last trial this engine threw a good vertical jet.

Messrs. Shand and Mason's small engine did not raise the steam to 100 lbs. in less than 30 minutes, owing, of course, partly to the mismanagement already mentioned, and partly to the nature of the boiler and fire-box, which, according to the makers' account, are not adapted for raising steam in the shortest possible time. After the engine got to work the steam-pressure was well sustained, and the engine continued working the entire day without accident, concluding in the evening by throwing a good vertical jet.

During the time occupied by the trials the direction of the wind was W.N.W. to W. by N., pressure 2-1/2 to 4-1/2 lbs. on the square foot. The barometer stood at 29.97 inches.

On the whole the Committee find as follows:—

Messrs. Merryweather and Son have produced, at a price of 700l., a steam fire-engine, weighing, according to the makers' account, 65 cwt., with jets and lamps, but without water, coal, suction-pipes, hose, or other gear, and capable, if no accidents occur, of throwing in an available stream the following average quantities of water per minute:—

Distance.Angle.Quantity.61 feet.10°230 gallons.85 "21°124 "

Messrs. Shand and Mason have produced an engine, at a cost of 650l., weighing, according to their statement, 55 cwt., with jets and lamps, but without water, coals, suction-pipes, hose, or other gear, and capable of throwing in an available stream the following average quantities of water per minute:—

Distance.Angle.Quantity.61 feet.10°250 gallons.63 "18°165 "82 "14°172 "85 "21°137 "102 "11°94 "104 "17°19 "

Messrs. Shand and Mason have also produced, at a price of 370l., an engine which, under the same conditions, weighs 35 cwt., and is capable of throwing in an available stream the following average quantities per minute:—

Distance.Angle.Quantity.61 feet.10°142 gallons.63 "18°133 "82 "14°56 "85 "21°27 "

The best performance during the five trials from which this last average was taken being forty-six gallons, and the lowest five gallons per minute.

At greater distances, in consequence of the wind, this engine could not deliver a stream, but continued working withoutaccident throughout the day, and concluded in the evening by throwing a good vertical jet.

SUTHERLAND,Chairman.E. M. SHAW,Hon. Sec.

Shand and Mason's tenth land steam fire-engine was supplied to the London Brigade in June, 1862, and their twelfth, in February, 1863, upon orders given on the 4th January, 1862. But as the Committee of the London Fire Brigade were now negotiating with Government to take the duty of extinguishing fires off their hands, no orders for steam-engines were given out by them after the above date.

Towards the close of 1862, several engineers and other gentlemen interested in the improvement of steam fire-engines, offered prizes to be awarded at competitive trials to take place in London. The following is the Committee's published account of these trials which were held in the grounds of the Crystal Palace Company on the 1st, 2nd, and 3rd July, 1863.

The Committee consisted of the following gentlemen, viz.:—

Chairman.

His Grace the Duke of Sutherland.

Members.

The Right Hon. the Earl Of Caithness.Lord Richard Grosvenor, M.P.J. G. Appold, Esq.J. T. Bateman, Esq.W. M'Browne, Esq.T. R. Crampton, Esq.W. M. Crossland, Esq.W. Fairbairn, Esq.T. Hawksley, Esq.J. E. McConnell, Esq.Henry Maudslay, Esq.J. Mathews, Esq.J. Nasmyth, Esq.J. Penn, Esq.William Smith, Esq.

Hon. Sec.

Captain E. M. Shaw.

The engines were divided into two classes, the large class consisting of those weighing over 30 cwts., and not exceeding 60 cwts. and the small class of those not exceeding 30 cwts.

The prizes offered were 250l.for the best engine, and 100l. for the second best, in each class.

The chief points to which the Committee directed their attention, in addition to the consideration of cost and weight, were those relating to the general efficiency of the machines as fire-engines, combining among other points of excellence—

Rapidity in raising and generating steam.Facility of drawing water.Volume thrown.Distance to which it can be projected with the least amount of loss.Simplicity, accessibility, and durability of parts.

Rapidity in raising and generating steam.

Facility of drawing water.

Volume thrown.

Distance to which it can be projected with the least amount of loss.

Simplicity, accessibility, and durability of parts.

Delivering 1000 gallons into a tank at a true distance of 67 feet, and 27° from the horizon. Depth from which water was drawn, 4 feet 6 inches. The water in the boiler being cold when the signal was given to commence, each engine commencing to work on attaining steam pressure of 100lb. to the square inch.

No.Maker.Weight.Time ofraisingSteam to100lbs.Time offillingTank.TotalTime.T. c. q. lbs.' "' "' "1Easton & Amos,London2 18 3 1213 146 1619 302Merryweather &Son, London2 18 0 810 259 4220 73Shand & Mason,London2 17 1 010 5112 1923 104Butt and Co.,United States2 14 0 416 306 4823 185Roberts, London1 19 1 411 4020 2432 4Nichols (Manhattan)United States2 10 1 4} Did not work.Gray & Son,London1 18 1 4} Did not work.

Merryweather and Sonbegan to work at 100 lbs., fell directly to 40 lbs., and continued so throughout; stopped and steam rose to 130 lbs.

Shand and Mason—Suction-pipe choked; left off working about 2 minutes.

Delivering 1000 gallons into tank at same distance commencing with full steam.

No.Name.Steam atBeginning.SteamduringWork.Time offillingTank.' "1Shand & Mason1003 02Butt & Co.1003 33Merryweather & Son1453 74Roberts8012 30

Roberts did not fill the tank.

Delivering into large tank at a horizontal distance of 40 feet, a vertical height of 40 feet, a true distance of 56 feet, and at an angle of 45 degrees from the horizon, the depth from which water was drawn being 16 feet 4 inches.

Key:A — No. of Deliveries Open.B — Length of Hose.C — Average Steam Pressure.D — Average Water Pressure.E — No. of Gallons Delivered.

No.Name.Time.ABSize ofNozzle.CDETime ofRaisingSteam.hr. m. s.1Merryweather& Son1 24 5524401-1/2918916,08610' 32"to80lbs.2Shand& Mason2 0 024401-1/2 &1-3/8966212,91711' 21"to120lbs.3Roberts2 0 014201-1/475759,93611' 20"to80lbs.4Butt & Co.0 46 5024401-1/278788,28014' 10"to45lbs.5Easton && Amos1 32 3524401-3/898413,03612' 30"to90lbs.6Nichols(Manhattan)0 4 5524201-1/2——None.13' 09"to45lbs.

Merryweather and Son—Fire lighted at 4h. 1m. 55s.; gauge moved at 4h. 8m. 20s.; engine started at 4h. 12m. 27s.; water drawn in about 10 revolutions; pumps not primed, valve box leaked slightly, and engine worked satisfactorily in every respect.

Shand and Mason—Fire lighted at 11h. 25m. 46s.; gauge moved at 11h. 32m. 53s.; engine started at 11h. 37m. 7s.; pump primed at 11h. 45m. 48s.; drew water at 11h. 47m.; water first through the nozzle at 11h. 48m. 59s.; in hood at 11h. 49m. 19s.; shifted nozzle (3-1/4m. delay); high wind.

Roberts—Fire lighted at 11h. 17m.; engine, started at 11h. 28m. 20s.

Butt and Co.—Fire lighted at 5h. 55m. 10s.; started engine at 6h. 9m. 20s.; repeatedly stopped from slide valves not acting, and stopped entirely at 6h. 46m., from cylinder cover breaking.

Easton and Amos—Fire lighted at 2h. 2m. 35s.; gauge moved 2h. 10m.; started engine at 2h. 15m. 5s.; pumps primed, worked till 2h. 54m. 5s.; stopped to shift plungers; went to work again, and stopped entirely at 3h. 35m. 10s., from two fire bars falling out.

Nichols(Manhattan)—Fire lighted at 10h. 51m. 14s.; gauge moved at 10h. 59m. 20s.; drew water directly; steam up to 140lbs. at 11h. 8m. 45s.; stopped two minutes; started again; made a few revolutions, and fly-wheel broke.

Vertical Jet against Tower.

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