Washington sentinel. [volume] (Washington [D.C.]) 1853-1855, 1853-11-19
General SntfIIiaente.
ectional Floating Dock at Philadelphia.

SeCtlOnal FlOaUluS, DOCK at f.Huauelpl1as
Very general public curiosity has been mani
tested within few days past in reference 10 ope-
rations al the navy-yard preparatory 10 drawing
the steamer San Jacinto upon the marine railway
attached 10 the government sectional dock.
fortnight since the vessel in question wis raised
from the water, without the slightest jar or diff
Guilty, upon the " sections With view TO ia
cilitate desirable alterations required for the new
engines now in process OF construction by Mer-
rick g. Sons, il was finally, concluded TO have the
steamer drawn out entirely free from the dock,
and yesterday witnessed its successful transfer TO
terra frma. The sight was most interesting and
gratifying one, affording fine illustration OF the
triumph Of genius applied 10 mechanics. 10 the
unnitated spectators, the view OF the perform
ance was the more wonderful, from the natural
unwillingness 10 believe that the apparently sim
pie means presented TO the eye could accomplish
so stupendous piece Of work. II requires, in
fact, the utmost tension OF mans credulity TO
realize that an engine, no larger than morse In
actual bulk, could transport gigantic vessel over
200 feet i'm length and over 200 tons nett weight.
For the better information of our readers, we sub
Join an account of the performance, and descrip-
ton of the apparatus employed
This apparatus consists of two engines entirely
distino Wrhe one a hydraulic, the other the usual
steam-engine. The latter (Which in general APP
pearance, resembles somewhat locomotive) sup
plies motive power TO the former, being OF the
capacity of thirty horse, having two cylinders nj
teen-horse each working at right angles with each
other. As specimen of mechanism, IT IS beauti-
fully and deliberately finished, and its performance
was in every point satisfactory. The hydraulic
engine (Which is the Titanic wonder-worker) has
a cylinder not over nine feet in length, being bored
eight feet six inches to admit the ram as It is
STYLED, or forcing rod, which is east iron cyln-
drical column fifteen inches in diameter and eight
and half feet in length. The connexion between
the ship and the hydraulic power is effected by
means of cross-head in front of the hydraulic en-
CINE, and against which the ram works. To this
cross head cross-piece, are attached pair OF
heavy wrought iron hauling rods zone on each
side Of the engine,) running back and secured to
the head Of the cradle, or wooden platform, upon
which as bed, the vessel lies firmly fixed. The
power is applied by four hydraulic pumps, worked
from the steam engine0 which are placed on tank
located upon the top of the hydraulic cylinder
These pumps take water from the tank, and force
il through the aperture of only fee-eigh inch
diameter into the cylinder Immediately behind the
ram. This ram being acted upon by the enormous
pressure OF the water forced through so small an
orfce, is forced against the cross-head, which be-
ing free to move is thus impelled forward drag
gng of necessity the vessel attached to it. While
The power is being applied the hydraulic engine is
secured to the foundation timbers of the railway
by means of two heavy cast iron keys These
KEYS are relieved at the expiration OF the time re-
CURED to move the distance of eight feet, the
length Of the ram Then the process of 9 feeti,ag
is required, (which is the technical fern for haul
ing the engine ahead for new draw which is ac-
complshed by screw, running parallel with the
direction of the machine, and worked by pulley.
belt and gearing. As soon as ii has resumed its
new position, uhe same water previously employ
ed having been let back into the tank by means OF
a valve the process goes oyer again as before,
the vessel advancing eight feet each draw.
In Yesterdays trial the average time consumed
in hauling, feeting and adjusting each draw did
not exceed nine and half minutes and the whole
time employed in drawing the immense steamer
distance of tico hundred and tncenty feet was but
AZ working hours The hydraulic engine we have
been describing is from the shops Of Stillman, Al
len g. Co.. Novelty Works, New York. and was
the first application of the hydraulic principle 10
the purposes of marine railway. The pressure
which the engine is guaranteed TO bear Is 10Y
tons. Yesterday pressure OF l0O tons was all
that was required to start 200 tons, and after II
had been once put in motion the average pressure
carried was not over IS tons thus proving, con-
clusvely, that the capacity Of the engine is more
than ample to take up the Pennsylvania" with
all her armament and stores on board feat
greater than would be required by any vessel now
afoat Il establishes too, beyond question or
cayil, the immense superiority Of the sectional
dock over all others. For, by the simple and ex-
peditious process we have just detailed, vessel
is brought in few hours time upon the railway,
where repairs can be carried on apo' dry ground
with perfect comfort and security 10 all concerned
and with certain immunity from the noxious in
fuences naturally engendered in the Shiny basin
of any stone dock.
A more successful experiment than that of yes
,erday could not have been desired, the whole
having been accomplished without the slightest
accident or interruption OF any kind. Upon the
abilities of Mr.. W. c. Root, the talented dock
master Of the yard under whose immediate SUI
nerintendence the raising was effected, the affair
reflects the highest credit. Our city has reason TO
feel proud that our dry dock, which cost compare
lively little compared with the enormous expendi-
lures incurred at he Brooklyn yard, is capable of
doing all that any dock in the Union can, and far
more than its warmest friends predicted.
/. +
Practice Of Shoeing Horses.-Charles Per-
cival veterinary surgeon OF the royal artillery,
furnishes The following communication 10 one Oh
the Dublin papers:
have lately been devoting much attention TO
shoeing and fatter myself that the horses under
my,care are well shod.
The shoe found in use here was made con-
cave next 10 the foot, and fiat on the ground sur
face than which in my opinion, nothing could be
worse This shoe have had reversed, making
the latter as concave as the foot VIII possibly
admit Of leaving only sufficient room between the
shoe and the foot for the pricker 10 pass freely
rnnnd TO remove dirt &c. To the heels of the
shoe have given an inclined plane outwards on
the foot surface with three nails on the inside and
tour on the outside. The heels, instead of being
cut off straight, arc well sloped and about the
same thickness the toe. The shoe one-thlrd
as thick at the heel as the toe, recommended by
the late professor, the majority OF horses could not
travel in. There many pernlclous practices,
which smiths in general, if left to themselves fall
into VIZ
l. Mutilatng the frogs by improper cutting. |
have at length got my tarriers TO understand that
the oniy part Of the frog which requires cutting,
unless ragged, is the point, to prevent the sensi,
BILE frog being bruised between it and the coffin
bone.
Q. Infcting serious injury to the crust by an
improper use Of the rasp, but especially the
coarse side oft
3. In fitting the shoes, by cutting too much ont
of the crust at the toe to admit the clip. The shoe
is consequently set too far back, instead OF being
fitted full 10 the crust, and afterwards raspng
nway the crust making the foot. in fact to fiji the
shoe. instead of the shoe 10 fit the foot. This is a
faulty practice, and very seriously so, which
smiths in general are very apt TO fall into; one,
100, which renders the crust shelly, for that part
into which the nails driven from time TO time
is in this way rendered weak.
A. In turning shoes, smiths in general do not at.
lend sufficiently to bevellng slopng the edge oil
the shoe from tho foot 10 the ground surface,
which consider of great Importance, especially
if horses are given 10 cut or interfere in their
action,
S. Cutting the heels Of the shoe off straight