North Carolina standard. [volume] (Raleigh, N.C.) 1850-1852, 1851-05-28
THE GREAT EXHIBITION.

ventiOnS. even lnkifnGS OF
w o roind are NOT 10 he tested displayed at an
sxbibtion, but must first have been approved OF ny
he practical, and then the woriu hes's VI le ~
hundred ways. They do not wait lot an ,
-;~nt;6c insn.ctor whilst even The old are beyond
49, -nnnrahension or appreciation of the common
yi.iter. c-,, ,r tho
r;mo-rnovers Marine engines for screw ProPeiIeTs
form the most respectable muster There Is mere Oul
one small engine the oscillating principle tor pau
dIa-whees-an excellent specimen, no uouo'' "u'
onIv intended for river navigation. we eNPecteo 70
soc larre sde-lever engine, or some large direct
action engine in this, however, we nave been dlsaP
ncinted. The Belgans have come out even stronger
in the paddle-wheel line than We have Ihere Is a
Yood collection of locomotive engines; and IN ms
Class visiters will be able to examine infinitely all the
latest improvements and compare the builds OF diff
cent makers. The main object aimed at by the diff
rent exhibitors in this department seems to have
-,n TO attain high speed, without much regard 10
.eh,ness of weight, which ought not to be left out
,, consideration This principle is gradually gam
.cg ground in marine navigation Instead oil having
rye engines driving large paddle-wheelS' we see
small, compact engines, working screw ProPeiieiS
uL the screw has to work at a greater speed TO max"
up for the power of the paddle'whee; that 49, t'e
speed of the makes up for the power OF te
Enere are different towns throughout Inc N:i's
setting up water-works, and we find engineers duoP'
me huge Cornish engines for pumping the waterTeh-
i:iues consisting of heavy masses OF casl nel'' re-
curing extensive foundations, and everything CON
PASlO''NO'''
--oures Iafse outlay of capital. Why are not light
horizontal engines preferred to work at Eigh speed
We believe that such system Is not only less eN-
pensive in the first outlay, but VIII be iounu cheaper
in the long run.
A marine engine of 7OO-horse power, screw pro-
peller, built by Bouton and Watt, attracts attention.
There are four cylinders, two on each side OF the
shaft which works The screw these cylinders are SCI
horizontally, opposite each other, or at Tlght an
giles to the shaft, so that the two connecting rods oil
the cylinders opposite each other work one crank on
the shaft-he rods of the other set OF cylinders
work another crank at right ang es to 1t; between
these two cranks is third, which works two air
pumps. The whole presents a compact appearance;
the action is direct; all the main working parts lie on
one frame, strongly put together; the hand gear
which works the reversing lnks-that is, which re-
verses the engine-is beautiful pi ce OF simple
mechanism. The beauty of horizontal engines Is
that all the parts lie, as it were, on one bed plate
an engine of that kind admits of more simple and
perfect adjustment in all its parts. They have enc
defect, however, which increases in proportion to
their size this is, that the piston. bearing only one
side of the cylinder. will cause those paris 10 wear
OF course the evil increases IN proportion to the SIZE
of the engine. We were unable to ascertain wheti-
er any provision had been made to remedy the evil
in this case if not it is decidedly objection.
Edward Slaughter, of Bristol exhibits marine
inc of l0O-hose power, also fora scTew-propeer-
Here there two cylinders lying at an angle, which
WORK the shaft of the lying below by direct
action the pinon which the connecting rods join
and work together is fixed into round plate which
IS Keyed on the SndI[; Iney tIS NOIhS DSl-
ter than common crank. The principle OF con-
structon is BY no means simple. but the beautiful
details are well carried out; it is wonderful to
such of machinery occupy so little space. The
air-pumps worked by spur gear The ntToduc-
ton of spur gear in steam engine does not look
very mechanical; but perhaps, under the cIrcunsian-
ces, it was unavoidable, as the steam piston works
three to OF the air-pump.
marine engine is sent from Davenport, intended
for screw-propeller there are cylinders which
work on the principle as in the beam eng inc;
there Is variety of advantages intended 10 be derived
from the plan.
Penn exhibits some most eXquisitey finished
gines one, to which have already alluded, is of
twenty four-hoIse power the osciliaiing prn-
cpe, but does not appear TO have anything about
it. Penn has also brought some engines for
screw-propelng, of hiry-horss power each, called,
we believe trunk engines. Instead of having long
thin piston rod, he has tube which passes through
the top and bottom of the cylinder; the piston is fix
ed to 1t, and the connecting rod works joint halt
way down this tube. The tube has to be of sufficient
diameter to allow the connecting rod vi5rae there
cannot but be good deal OF friction through The
stufing boxes. Moreover, this tube will have to take
the strain produced on the connecting rod by the
crank; and this strain, we believe, from what
see al least, is resisted the suffing boxes which
Is bad. For condensing engines particularly, il Is
as well to have as few and small siuffiing boxes
as possible, on account of the admission of air into
the cylinders. The SOciete CockerW of Belgium en-
hIbt marine Of l50-horse power for paddle-wheeis.
The principle, though good, is rather old, and perhaps
obsolete. 1t consists of two osclating cylinders
working the crank. Some parts of it appeared TO
US rather weak and in point of workmanship Perhaps
1t would not be fair 10 compare it to Prnn's.
We now pass on 10 locomotives. We were aston /
ished to see engue built by Stephenson on Cramp-
tons principle. " expected see something more
original from that quarter Champions principle con-
ssts In placing the driving wheels behind the fire.
box, so that there may be large driving wheels with
out the axle interfering with the boiler and at the
same time place The boiler below. But hitherto the
cylinders have been OutSde In ic tbao
ders are outside, and drive shaft independent OF any
Wheels-there being at each end of the shaft crank
connected 10 the driving heels by outside rods (
when the drivIng-wheels are keyed on the driving
Sialt, Whatever Jos conclusions the drivinT- /
wheeis are subjected to will be communicated in a
certain extent. 10 the whole machinery in motion,
which Is injurious. Besides that IL renders The crank
H''d i!doie 70 fracture The crank shaft, being in
uePehueht OF Tie orlVng-W heels, remedies the evil
TO CREST extent. The plan is good, but not new
R. and w. Haw trhon exhibit "a locomotive in which
variety oil improvements carried on The first
IS an Improved plan for taking the pressure of the
steam OH The slide valves. The plan is GOOD hui
"hether II VIII answer not only be ascertained
ny experience. we can only say lhat so far as thew
nave been tIIed they have been found Is answer oer
'ecuy' New links are also introduced, intended to
SoPeIseoe those In general use, being more ,asiIv
oo'''ucteu ana more perfect In their action. Anoth-
eei Improvement Is In the compensation SPRINGS II
Is common to see in some locomotives the vfoLox
Is oil me leading and driving wheels connected 10 the
Gnu OF one beam of course this is done on each e;1
OF the engine each beam acts THROUGH the rnndr,nI
OF springs on tucrums; the leading ana driving, he'll
therefore, balance each other-that Is anv snddan'
eocH OF conclusion taking place. instead of heinz re-
S., o'I'y ny TWO wheels, will be distributed over
TOUT mus Tie engine will receive so severe ab
This is the principle adonted in H. - N''o"h'