Chapter 12

(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. 11) is a double firecock, as laid down in Her Majesty's 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) is a double firecock, as laid down at the British Museum.

This has a very good delivery, and is certain to be always tight, 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 the plug-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 fire happens 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 nearest firecock 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 or plugs, 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 it from 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.

APPENDIX.

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:--

INTERNATIONAL EXHIBITION, 1862.

SPECIAL JURY FOR FIRE-ENGINES.

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.

REPORT OF THE SPECIAL COMMITTEE OF CLASS VIII. ON FIRE-ENGINES.

_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 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 been laid, 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 accident throughout 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.

_Summary._

On the whole the Committee find as follows:--

Messrs. Merryweather and Son have produced, at a price of 700_l._, 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 deg. 230 gallons. 85 " 21 deg. 124 "

Messrs. Shand and Mason have produced an engine, at a cost of 650_l._, 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 deg. 250 gallons. 63 " 18 deg. 165 " 82 " 14 deg. 172 " 85 " 21 deg. 137 " 102 " 11 deg. 94 " 104 " 17 deg. 19 "

Messrs. Shand and Mason have also produced, at a price of 370_l._, 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 deg. 142 gallons. 63 " 18 deg. 133 " 82 " 14 deg. 56 " 85 " 21 deg. 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 without accident 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.

* * * * *

STEAM FIRE-ENGINE COMPETITION,

CRYSTAL PALACE, LONDON, 1863.

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 250_l._ for the best engine, and 100_l._ 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.

LARGE CLASS.

FIRST TRIAL.