1935-05-04 — Page 2

Page

•MAIL NEWS FROM CHINA

THE YENPING-LIENCHENG

HIGHWAY

The Fukien Provincial Govern- ment has decided to appropriate monthly a sum of $50,000 for the early completion of the Yenping- Liencheng Highway, in northern Fukien.

DIRECT TELEPHONE

SERVICE

Direct service on one section of the Foochaw-Changchow - Amoy long-distance telephone line-

Foochow between

provincial capital of Fukien, and Chuan- chow city, in southern Fukien.--

was officially operated on March 16. The entire line will be com- pleted by the end of March.

HIGHWAY CONSTRUCTION

IN KIANGSI

Highway construction has been making great strides in Kiangsi province since 1931. Information from the Provincial Department of Reconstruction reveals that whereas there were only 284 küla- meters of highways in 1931. new roads built during the past three years totalled 4287 kilometers.

TO SURVEY HIGHWAY

Plans, for the construction of the Kiangsu -Honan Interprovin- cial Highway linking up Hatchow with

beer: Chengchow having "completed, survey on the route

of the projected highway will be started immediately. A group of engineers and surveyors has ar- rived at Hsuchew from Nanking to work to work on the line,

SZECHUAN-HUPEH HIGHWAY

undar

orders Acting

from General China Kal-shek. Prest dent of the Military Affairs Com- mission. the Szechuan Provincial Highway Administration Bureau is hastening the survey of the Szechuan-Hupen Inter-Provincial Highway. Surveying parties are working overtime on the raute and it is expected that survey will be completed early in April,

when construction work wit be started immediately.

DOW

SHENSI-SZECHUAN-KANSU

· HIGHWAY

In order to facilitate the ban- dit-suppression operations in the North-west, the National Econo- mic Council has decided to take Immediate measures for the co struction of the Shensi-Szechuan and Kansu-Szechuan inter-pro-

ENGINEERING CONTRACTS

Messrs, Miller and Company. Limited, "London-road Foundry. Edinburgh, 7, have just completed an eight-roll machine calender stack, the total finished weight of which, is 133 tons 10 cwts. com- prising a 38-in. diameter, a 24-in. diameter and six 20-in diameter chilled cast-iron rolls, each 3101n. wide. With the exception of the 36-in bottom roll, all the others are bored 3 in. for steam heating. The machine in which the rolls. will, operate will have a capacity of 1,000 tons of finished paper per". week. These rolls and Ave others, having a total weight of 100 tons, have been made to the order of Messrs. Walmsley's (Bury, Limited, who are installing the machine for Messrs. Edward Lloyd, Limited. Kemsley Paper Mills, Sittingbourne, Kent.

Mesars. J. and E. Hall, Limited. Dartford Ironworks. Kent, have supplied and.Btted the refrigerat- ing plant on board the M8. Ma- noora, built by Messrs. A. Step- hen and Sons, Limited. This, which deals with a total space of 18,500 cub. ft, comprises two ver- tical enclosed-type twin-compres- sor CO2 machines, each driven by a directly-coupled 22.5-b.h.p./ electric motor made by Messrs. Bruce Feebles and Company,

Limited.

Messrs. Merryweather and Sons, Limited, Greenwich-road, Lon- don, 8.E.10, have been entrusted with the fire protection of the British Industries Fair at Olym pla and the White City, a service the Arm has carried out for sem veral years. Fully-equipped are stations have been installed, both at buns have been installed, both

and a notable exhibit at exch sec-. tion is the firm's'Xaust-Buds gee

vincial highways. It is estimated that the work will cost 'n total sum of $8.000.000, which will be partly appropriated from the proceeds from the ticket sales `of the State Lottery and partly be raised by the Council itself!

1934 STATISTICS

recent-

The following statistical figures regarding the length of high- ways constructed or surfaced in during the various provinces the year of 1934 were 13 released

the National by Council:- Kiangsu, Economic

kilometers, #30 trunk roads branch roads. 417 Kilometers; Cheklang.

trunk roads, 1.010 Kilometers, branch roads. 1,208 "Klometers; Aphul. trunk roads. 488 kilometers, 'branch roads, 280 Kilometers; Klangs!. trunk roads, branch 1.374 Kilometers; roads, 800 Kilometers: Hupeh.

roads.

Kilometers. 178 trunk branch roads, 300 Kilometers; and Hunan, trunk roads. 1,306 Kilometers. branch roads, 429 Kilometers.

RADIO STATION. AT SHANGCHOW

The Eurasia Aviation Corpora- tion is planning to erect a radio station at Shanchow. on the southern bank of the Yellow River, near the Honan-Shensi border, in order to report meteo- rological conditions for its air- lines to the North-west.

JL

CANTON-HANKOW RAIL- WAY PROGRESS

The Shiuchow-Chuchow section of the Canton-Hankow Railway coverers

distance ♫

of 406 kilometers. "Half of the en gineering work, including the opening of tunnels and pav- " ing of road-beds, has been com- pleted and train service on the Lohchang-Pingshek portion. in northern Kwangtung. will be started in May. Through traffic with the Kwangtung - Hunani Highway will also be simultane- ously inaugurated.

Pi

SHANGHAI-NANSIANG RAILWAY

The double-tracking of the Shanghai-Nanslarg section of the Nanking-Shanghal Railway is nearing completion and will be ready for service on April 1. --

NEW NANKING WHARF

Construction work on the rew Nanking wharf (at Halakwan) of the Tientsin-Pukow Railway is nearing completion,

4

SCOTTISH SHIPBUILDING

31

CONTRACTS

The Caledon Shipbuilding and Engineering Company, Limited, Dundee, have booked an order for a motor coaster for the Dundee, Perth and London Shipping Com- pany, Limited. This vessel, which will have a service speed of 10 knots, will be 175 ft. in.. length, and will be built to Liody's 100 A1 class. She will have a dead- weight carrying capacity of about 800 tons on a draught of 10 ft. This will be the first motorship to be added to the owners' fleet. The Admiralty, subject to the set- tlement of certain points of de- tali, have decided to place the order for the two coastal doops of the 1934 programme-H.M.S. Mallard and HMS. Puffin-with Messrs. Alexander Stephen and Sons, Limited, Linthouse, Glas- gow, who have at present on hand two destroyers of the 1933 pro- gramme. The two new sloops will have a speed of 20 knots, and will have a displacement of about 800 tons. The propelling machinery will develop 3,600 h.p., and while these vessels will have a smaller steaming radius, they will actual- ly have a Higher speed than the larger type of convoy sloops. The "Clyde has now received eight of the war vessels of the 1934 pro- gramme.-

nerator, which utilises the "ex- haust gases from motor vehicles In the production of foam for ex- tinguishing oll and petrol fres.

Messrs. The unbeam Motor Car Company, Limited, Moorfield Works, Wolverhampton, Informa us that Messrs. The [Rangoon Electric Tramway and Supply Company have placed an order for a fleet of 15 Sunbeam-British

..

HONG KONG DAILY PRESS, SATURDAY, MAY 1935.

ENGINEERING AND

NEW PROCESS

Making Liquid Coal

The proposal to mix gil with coal so as to obtain a colloidal fuel with a calorife value lying between those of the two con- stituents, which can be burned almost smokelessly and be more easily stored, seems to have been made as long ago as 1879. Such a fuel was produced most satis- factorily be grinding or pulveris- carbonaceous material ing the

In the oil, so that an intimate mechanical mixture was obtain- ed. A mixture of this kind was not, however, atable under vary. ing temperature conditions and. in order to overcome this defect, a fixative in the form of an oil- soluble soap, such as limerosin, was used. In this way stability was maintained for periods váry- ing from two to six months. The fixative, however, formed a gul- tinous coating on the walls of the storage compartment, to which the coal tended to adhere and produce inert weight. The coal also tended to separate from the oll during the passage of the mix- ture round bends and through valves. The use of fixatives was avoided by the employment of circulating pumps, but this na- that turally added to the cost must be debited to the colloidal fuel, and had other obvious.dis- advantages. Moreover, the draw- back of instability was not wholly overcome even in this way. More recently the Cunard Company introduced

A system of mixing which did not require the use of Axatives, but it was stated by Captain S. H. Dunlop in a paper read before the Institution of En- gineers and Shipbuilders in Scot-.. land, in November, 1833. that the product of this process caused aah and soot to accumulate in the furnaces. as well as on the tubes when the bollers were fired at the rates necessary in the Navy.

Coal And Oll

11

PIONEER WORK

By Blacksmiths And

Engineers

on

At a meeting of the Newcomen Society, held at the Westminis- short ter Cafe, Holborn, four papers were read and discussed.

was Arst The

of these

Rhys "Shrinking-on," by Mr. Jenkins. Some of the operations of the smith, said Mr. Jenkins; as riveting and welding, go back

*In

o early times but it is a mistake to assume that they all do so. A consideration of what has been written off the subject of "shrink ing-on" shows that it is of com- The paratively modern origin.

started process seems to have with the millwrights at the be- ginning of the Nineleenth perhaps towards the end. of the Eighteenth Century, and Robert- son Buchanan appears to be the first writer to mention it. In his essay on the "Shafts of Mills," written in 1808, in dealing with wooden shafts fitted with cross- tailed gudgeons, he states that the ends of the shafts are hoop- ed and that "the hoops are driven on the ends of the shaft when warm and lay firm hold of the ends of the cross-talls." Oliver Evans, in his "Millwright's Guide" was somewhat more explicit; he says, "these bands being put on hot, become very tight as they after, cool." In 1812, or soon William Losh made cast-iron rall way wheels with the naves split and hooped "at each end with iron rings put on red hot," and he also later on applied tyres" to railway wheels while bot. How

this the soon after

plan was taken up by wheelwrights is not clear. Hoop tyres had been pro- posed at any rate as early as 1772, and to some extent they had come into use. A writer in 1819- said that they were not uncom— mon for ligh; vehicles, but that their use was on the decline.

Shrinking-On

It is not unt 1842 that the practice of shrinking-on is ac tualy described as in current use for the tyres of ad-vehicle wheels. The following year, 1843, John Frith of Shemeld patented a cast gun hooped at the rear with strong wrought iron or steel bands driven on while hot. The process of shrinking-on had by this time come into general "use. A brisk discussion followed the reading of Mr. Jenkins' paper, and it was put forward' that it seemed quite possible that the process u shrinking-on was actually practised at a much. earlier perica, although neither the term nor a description of the process had found its way into print,"

Another paper read during the evening was that by Mr. D. M. Henshaw, who described some of the work of Bryan Donkin and the made special reference to pantograph engraving machine' which he made a hundred years ago, and which is still in use by Messrs. The Bryan' Donkin Com- pany, at their works at Chester- feld.

Considerable interest, therefore, attaches to a process devised by Mr. S. L. Tyndham, and demon- strated at the works of Messrs. Wyndhams Liquid Coal Company, Limited. Cardin, on Wednesday, January 23, The quid Boal" used is a mixture of coal and oil in varying, percentages, though experience shows that the most suitable proportions for general use are 50 per cent

coal oil The and

50 per cent. coal employed during the de- monstration was, washed duf Ocean. Coal suppiled by Messrs. "Company, Limited. It had a gross calorific value of 14,360 B. Th.U. per lb., and was capable, of passing through an j-in, mesh. No preliminary grinding was em- ployed. This coal was mixed with an equal quantity of the fuel oil known as Persoleum, which has a calorific value of 19,373 B.Th.U. per lb., the calorific value of the resulting product being 16,886 B.THU. per lb. It was stated, however, that any bituminous coal with a low ash content is suitable for treatment, so that

Donkin was the pioneer of the 70 per cent, of the coals of Great

continuous paper-making ma- Britain are available, and also

chine in this country. The ma- that many well-known brands of

chine Mr. Henshaw described was fuel oll can be used, especially

originally made for cutting those having a viscosity of 50 sec.

strainer plates for paper-making machines, and the pantograph at 100 deg. F. (Redwood). No stabilisers or other substances are

was added to it or engraving pur- added, and it is claimed that the

poses and for cutting dies. It "liquid coal" produced is clean in

has been in use a very long time use and it stable for a minimum

for die-cutting and beautiful period of four months at normal

and accurate

is still being temperatures, or for as much "as

turned

its out with twelve months if stored in sealed

ald by a member of the staff, containers. It can also be pump-who has been with the Arm sixty 'ed at all temperatures from tree- zing point upwards, while owing to the fineness of the pulverisa- tion and the type of burner used, combustion of both the coal and oll is said to take place almost simultaneously, so that the ma ximum calorific value of the two components is utilised. The spe- cific of à 50/50 mixture is 1.09 and a ton occupies about 33.cub, ft.

Thomson-Houston 'electric trolley ommibus chassis. These are of the" Mr. 3A four-wheel type, and have been specially designed as 30-seater, single-deck, front- entrance vehicles with light- weight bodies, which will be pull in Rangoon.-

years.

The Pioneer

work

..

Photographs and dis grams of the machine, a well specimens of the work it does, were exhibited by Mr. Henshaw, who also described the rose en- gine, which has long been in use by the Donkin firm for turning the fine lines on the dies which produce the intricate patterns used as a background on bank noies and cheques. Donkin, who was elected FR8 in 1838.WAS

BUILDING

FRENCH TRAIN SERVICES

"Apart from the more or less experimental introduction of cez- tain very fast rail-motor, ber" 'vices, with which this article is not concerned, the most impor- tant improvements in the train services in France during 1934 have been those on the Paris- Orléans and Paris-Lyon-Méditer- ranée finex

The Paris-Orléans Company has been amalgamated with the Midi Company, and the "joint concern 13 now known as "P.O. Midi," are but the improved services confined to the lines which used to belong, to the P.O. The most important improvement is the acceleration of the south-bound Sud-Express between Paris and Bordeaux. This train is now timed to cover the 362 miles from Paris (Quai d'Orsay) to Bordeaux 55 355 minutes (5 hours minutes). The five stages of 764 miles to Les Aubrais (Orléans), 69 miles to St. Pierre-des-Corps.. (Tours). 62 miles to Poitiers, 70 milles to Angoulême, and 831 miles to Bordeaux, are timed, re- spectively, to be run in 76, 62. 62. 60, and 87 minutes. The stop at Les Aubrais is apparently intend- éd to last for a few seconds only, as the times of both arrival and departure are given

in

as 12.36.

The stop at St. Pierre lasts 6 minutes, while the electric 10- comotive is replaced by a steam locomotive. The other two stops are each of 1 minute..

The northbound Sud Express has not been accelerated; it covers the same stages as far as Les Aubrais in 34, 70, 60 and 72 minutes, with 1-minute stops at Angoulême and Poitiers, and 5 minutes at St. Pierre. There is a 17minute stop at Les Aubrals, Then 734 miles to Paris (Qual D'Austerlitz) are timed to be run in 82 minutes, and the Qual d'Orsay is reached 9 minutes later, 385 minutes from Bordeaux. Much time, frequently has to be made up in this direction:

On the PLM., the fastest train from Paris to Marseilles is this winter, timed to cover the 535) miles in 555 minutes (9 hours 15 (minutes), with five stops. The northbound train, which, like the northbound Sud Express, often has much time to make up. is

hours 35 given g

minutes from Marseilles to Paris.

Continued from Col. 7)

siderably. The estimated expen- renewals for 1935-30 diture on exceeds considerably that for the previous year, and this should be felt in an increased demand from this country. Turning to the home market, there has been a considerable improvement in the position of the rallway compan- tes. .Estimated traffic receipts in- creased by £6,035,000 compared with the previous year, but they were stall £8,000,000 below the 1931 level and £32,000,000 below that of 1939. The companies" programmes for 1935, however, reflect the improved position, and the London and North Eastern Raliway requires 88 new locomo fives, the Great Western 90, and the London Midland and Scottish 287., During the past few years practically all the new locomo- tives required by the railway have been constructed in the compan- les' own works, but this year the London Midland and Scottish has already ordered 170 locomotives from outside firms, and part of the requirements of the London and North Eastern Railway" are also to be put out to contract.- Engineering.

THE MARKETING. OF COAL

The first of a series of lectures on the marketing and salesman- ship of coat was delivered. re- cently at Swansea by Mr. W, R. Gordon, director of the Coal Utilisation Counell, Columbia House, Aldwych, London, WC.2 In the course of his lecture, Mr. Gordon stated that in the dis

a man of many activities, Attribution of coal new methods.

one time he turned his attention. to the canning of food, and the arm stui possess one of the tins of food supplied to Bir John Franklin on his last expedition to the Arctic and which was brought back to England by a subsequent expedition sent to search for hin.

were

is

being evolved to meet changes in the requirements of the consumer, Bags or card board containers, for example, had been introduced for the use of flat dwellers, The technical department of the Council was active in promoting the utilisa tion or coal.

BRITISH LOCOMOTIVE

INDUSTRY

covered to about half that level by the end of 1934. This recovery" must be attributed partly to in- creased orders from the home. railways, who up till 1993 had placed very few orders outside heir own works," and partly to in- creased orders from abroad, which should be reflected in higher ex- ports during 1935,

The chief markets for locomo- tives of British manufacture in the `^ past have been the South Ameri- can countries and India. In: the former there was an improve- ment in receipts during 1934 in the local currencies, but exchange fluctuations resulted in a loss in many cases. Thus the Buenos Ayres Great Southam Radway

At the beginning of '1934° At was anticipated that a definite revival would take place in the locomotive industry during the year, and this proved to be the case in spite of a disappointing fall in exports. ·· Activity, however, remained very much below that af pre-depression years Accord ing to the Census of Production, the output of locomotives and parts by all arms in the mechan- ical engineering trades (Le.. apart from th

1away companies) amounted to £5,657,000 in 1930, The against £4,264,000 in 1924. increase between the two years was due almost entirely to the increased demand for main-line locomotives for export. In 1930, the value of exports correspond-recorded an exchange loss for the ing to the above production was year ended June 30, 1934, of €4,892,000 or 88 per cent. This £1,447,734, and the Central Arg- high degree of dependence entine Ralway £1,311,725. More- on the export

over, any large replacement pro- ex- plains the extremely low level of gramme is impossible an account activity of the locomotive indus-of the difficulty of obtaining suf-

Acent try throughout the depression.

exchange. "Re-...

Try

placement," however, cannot be deferred indefinitely; and lumay reasonably be expected that any improvement in the exchange alt- uation will be accompanied by large orders representing the ac- cumulated demand of two or three years.

982487

throughout the depression. comotives and parts by the rail- way companiles amounted to £5,399,000 in 1930 against £4,- 764,000 in 1934.

not

NO FIGURES Production figures are available for any year since 1930, nor are separate figures record- ed for employment in the locomo- tive industry, but there are in-. dications that the activity of the industry fell to about one-fifth of the 1928 level at the lowest point of the depression, but had re-

PORTI

EMERA

BEST

foreign

* RENEWAL PROGRAMME

In India also the renewal pro- gramme for 1933 was postponed on secount of low trafic.receipts, but there are signs that con- ditions are now improving con- (Continued on Col. 5)

AND

CRETE

GEMENT

EXERALCRETE

RAPID HARDENING PORTLAND CEMENT

IN PAPER BAGS OF 94LBS NETT

PRODUCT OF

GREENSLAND CEMENT CO.LTD.

EXCHANGE BUILDING. HONG KONG

THE TAIKOO DOCKYARD & ENGINEERING COMPANY OF HONGKONG, LIMITED.

BUILDERS OF ALL CLASSSES OF SHIPS. BUILDERS OF RECIPROCATING STEAM ENGINES. BUILDERS OF MARINE AND LAND BOILERS. BUILDERS OF TURBINE MACHINERY

Under License From Messrs. Parsons. BUILDERS OF DIESEL ENGINES

Under Special License From Messrs Sulzer Bros., Winterthur.

Licensed To Manufacture Lanz Perlit Iron, Specially Suitable

For Internal Combustion Engine Working Parts: --

DOCK & SLIPWAYS.

FOR DOCKING VERY LARGE, AS WELL AS SMALLER VESSEL:

ON ANY TIDES

ALL CLASSES OF SHIP, ENGINE AND BOILER

REPAIRS AND EXTENSIVE

WELDING, BOTH ELECTRICAL AND OXY- ACETYLENE SKILFULLY AND PROMPTLY

-CARRIED OUT. MA

BUTTERFIELD & SWIRE, Agents,

́HONG KONG, CHINA 4 JAPANA

TEL. ADDEEM: “TAILONDOUK," Hong Kong, TKIEPHONE: 30211.

Ezt Ora" OVER "PRETARE ANK