Chapter 5

The apparatus is represented in Fig. 2. It is based upon the simultaneous working of two pith-ball electrometers, combined with the synchronous running of two clock-work movements. At the two stations there were identical clocks for whose second hand there had been substituted a cardboard disk (Fig. 3), divided into twenty sectors. Each of these latter contained one figure, one letter, and a conventional word. Before each movable disk there was a screen, A (Fig. 2), containing an aperture through which only one sector could, be seen at a time. Finally, before each screen there was a pith-ball electrometer. The two electrometers were connected together by means of a conductor (C) passing under the earth, and which at either of its extremities could be put in communication with either an electric machine or the ground. A lever handle, J, interposed into the circuit a Volta's pistol, F, that served as a call.

When one of the operators desired to send a dispatch to the other he connected the conductor with the machine, and, setting the latter in operation, discharged his correspondent's pistol as a signal. The call effected, the first operator continued to revolve the machine so that the balls of pith should diverge in the two electrometers. At the same time the two clocks were set running. When the sender saw the word "attention" pass before the slit in the screen he quickly discharged the line, the balls of the two electrometers approached each other, and, if the two clocks agreed perfectly, the correspondent necessarily saw in the aperture in his screen the same word, "attention." If not, he moved the screen in consequence, and the operation was performed over until he could send, in his turn, the word "ready." Afterward, the sender transmitted in the same way one of the three words, "letters," "figures," "dictionary," in order to indicate whether he wished to transmit letters or figures, or whether the letters received, instead of being taken in their true sense, were to be referred to a conventional vocabulary got up in advance. It was after such preliminaries that the actual transmission of the dispatch was begun. The pith balls, which were kept constantly apart, approached each other at the moment the letter to be transmitted passed before the aperture in the screen.

Ronalds, in his researches, busied himself most with the construction of lines. He put up on the grounds near his dwelling an air line 8 miles long; and, to do so, stretched fine iron wire in zigzag fashion between two frames 18 meters apart. Each of these frames carried thirty-seven hooks, to which the wire was attached through the intermedium of silk cords. He laid, besides, a subterranean line of 525 feet at a depth of 4 feet. The wire was inclosed within thick glass tubes which were placed in a trough of dry wood, of 2 inch section, coated internally and externally with pitch. This trough was, moreover, filled full of pitch and closed with a cover of wood. Ronalds preferred these subterranean conductors to air lines. A portion of one of them that was laid by him at Hammersmith figured at the Exhibition of 1881, and is shown in Fig. 4.

Nearly at the epoch at which Ronalds was experimenting in England, a certain Harrisson Gray Dyar was also occupying himself with electrostatic telegraphy in America. According to letters published only in 1872 by American journals, Dyar constructed the first telegraph in America. This line, which was put up on Long Island, was of iron wire strung on poles carrying glass insulators, and, upon it, Dyar operated with static electricity. Causing the spark to act upon a movable disk covered with litmus paper, he produced by the discoloration of the latter dots and dashes that formed an alphabet.

These experiments, it seems, were so successful that Dyar and his relatives resolved to construct a line from New York to Philadelphia; but quarrels with his copartners, lawsuits, and other causes obliged him to leave for Rhode Island, and finally for France in 1831. He did not return to America till 1858.

Dyar, then, would seem to have been the first who combined an alphabet composed of dots and dashes. On this point, priority has been claimed by Swaim in a book that appeared at Philadelphia in 1829 under the title of _The Mural Diagraph_, and in a communication inserted in the _Comptes Rendus_ of the Academic des Sciences for Nov. 27, 1865.

In 1828, likewise, Victor Triboaillet de Saint Amand proposed to construct a telegraph line between Paris and Brussels. This line was to be a subterranean one, the wire being covered with gum shellac, then with silk, and finally with resin, and being last of all placed in glass tubes. A strong battery was to act at a distance upon an electroscope, and the dispatches were to be transmitted by the aid of a conventional vocabulary based upon the number of the electroscope's motions.

Finally, in 1844, Henry Highton took out a patent in England for a telegraph working through electricity of high tension, with the use of a single line wire. A paper unrolled regularly between two points, and each discharge made a small hole in it, But this hole was near one or the other of the points according as the line was positively or negatively charged. The combination of the holes thus traced upon two parallel lines permitted of the formation of an alphabet. This telegraph was tried successfully over a line ten miles long, on the London and Northwestern Railway.

We have followed electrostatic telegraphs up to an epoch at which telegraphy had already entered upon a more practical road, and it now remains for us to retrace our steps toward those apparatus that are based upon the use of the voltaic current.

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Prof. Dolbear observes that if a galvanometer is placed between the terminals of a circuit of homogeneous iron wire and heat is applied, no electric effect will be observed; but if the structure of the wire is altered by alternate bending or twisting into a helix, then the galvanometer will indicate a current. The professor employs a helix connected with a battery, and surrounding a portion of the wire in circuit with the galvanometer. The current in the helix magnetizes the circuit wire inclosed, and the galvanometer exhibits the presence of electricity. The experiment helps to prove that magnetism is connected with some molecular change of the magnetized metal.

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ELECTRICAL TRANSMISSION AND STORAGE.

[Footnote: From a recent lecture in London before the Institute of Civil Engineers.]

By Dr. C. WILLIAM SIEMENS, F.R.S, Mem. Inst. C.E.

Dr. Siemens, in opening the discourse, adverted to the object the Council had in view in organizing these occasional lectures, which were not to be lectures upon general topics, but the outcome of such special study and practical experience as members of the Institution had exceptional opportunities of acquiring in the course of their professional occupation. The subject to be dealt with during the present session was that of electricity. Already telegraphy had been brought forward by Mr. W. H. Preece, and telephonic communication by Sir Frederick Bramwell.

Thus far electricity had been introduced as the swift and subtile agency by which signals were produced either by mechanical means or by the human voice, and flashed almost instantaneously to distances which were limited, with regard to the former, by restrictions imposed by the globe. To the speaker had been assigned the task of introducing to their notice electric energy in a different aspect. Although still giving evidence of swiftness and precision, the effects he should dwell upon were no longer such as could be perceived only through the most delicate instruments human ingenuity could contrive, but were capable of rivaling the steam engine, compressed air, and the hydraulic accumulator in the accomplishment of actual work.

In the early attempts at magneto electric machines, it was shown that, so long as their effect depended upon the oxidation of zinc in a battery, no commercially useful results could have been anticipated. The thermo-battery, the discovery of Seebeck in 1822, was alluded to as a means of converting heat into electric energy in the most direct manner; but this conversion could not be an entire one, because the second law of thermo-dynamics, which prevented the realization as mechanical force of more than one seventh part of the heat energy produced in combustion under the boiler, applied equally to the thermo-electric battery, in which the heat, conducted from the hot points of juncture to the cold, constituted a formidable loss. The electromotive force of each thermo-electric element did not exceed 0.036 of a volt, and 1,800 elements were therefore necessary to work an incandescence lamp.

A most useful application of the thermo-electric battery for measuring radiant heat, the thermo pile, was exhibited. By means of an ingenious modification of the electrical pyrometer, named the bolometer, valuable researches in measuring solar radiations had been made by Professor Langley.

Faraday's great discovery of magneto-induction was next noticed, and the original instrument by which he had elicited the first electric spark before the members of the Royal Institution in 1831, was shown in operation. It was proved that although the individual current produced by magnetoinduction was exceedingly small and momentary in action, it was capable of unlimited multiplication by mechanical arrangements of a simple kind, and that by such multiplication the powerful effects of the dynamo machine of the present day were built up. One of the means for accomplishing such multiplication was the Siemens armature of 1856. Another step of importance was that involved in the Pacinotti ring, known in its practical application as the machine of Gramme. A third step, that of the self exciting principle, was first communicated by Dr. Werner Siemens to the Berlin Academy, on the 17th of January, 1867, and by the lecturer to the Royal Society, on the 4th of the following month. This was read on the 14th of February, when the late Sir Charles Wheatstone also brought forward a paper embodying the same principle. The lecturer's machine, which was then exhibited, and which might be looked upon as the first of its kind, was shown in operation; it had done useful work for many years as a means of exciting steel magnets. A suggestion contained in Sir Charles Wheatstone's paper, that "a very remarkable increase of all the effects, accompanied by a diminution in the resistance of the machine, is observed when a cross wire is placed so as to divert a great portion of the current from the electro-magnet," had led the lecturer to an investigation read before the Royal Society on the 4th of March, 1880, in which it was shown that by augmenting the resistance upon the electro-magnets 100 fold, valuable effects could be realized, as illustrated graphically by means of a diagram. The most important of these results consisted in this, that the electromotive force produced in a "shunt-wound machine," as it was called, increased with the external resistance, whereby the great fluctuations formerly inseparable from electric arc lighting could be obviated, and thus, by the double means of exciting the electro-magnets, still greater uniformity of current was attainable.

The conditions upon which the working of a well conceived dynamo machine must depend were next alluded to, and it was demonstrated that when losses by unnecessary wire resistance, by Foucault currents, and by induced currents in the rotating armature were avoided, as much as 90 per cent., or even more, of the power communicated to the machine was realized in the form of electric energy, and that _vice versa_ the reconversion of electric into mechanical energy could be accomplished with similarly small loss. Thus, by means of two machines at a moderate distance apart, nearly 80 per cent, of the power imparted to one machine could be again yielded in the mechanical form by the second, leaving out of consideration frictional losses, which latter need not be great, considering that a dynamo machine had only one moving part well balanced, and was acted upon along its entire circumference by propelling force. Jacobi had proved, many years ago, that the maximum efficiency of a magneto-electric engine was obtained when

e / E = w / W = ½

which law had been frequently construed, by Verdet (Theorie Mecanique de la Chaleur) and others, to mean that one-half was the maximum theoretical efficiency obtainable in electric transmission of power, and that one half of the current must be necessarily wasted or turned into heat. The lecturer could never be reconciled to a law necessitating such a waste of energy, and had maintained, without disputing the accuracy of Jacobi's law, that it had reference really to the condition of maximum work accomplished with a given machine, whereas its efficiency must be governed by the equation:

e / E = w / W = nearly 1

From this it followed that the maximum yield was obtained when two dynamo machines (of similar construction) rotated nearly at the same speed, but that under these conditions the amount of force transmitted was a minimum. Practically the best condition of working consisted in giving to the primary machine such proportions as to produce a current of the same magnitude, but of 50 per cent, greater electromotive force than the secondary; by adopting such an arrangement, as much as 50 per cent, of the power imparted to the primary could be practically received from the secondary machine at a distance of several miles. Professor Silvanus Thompson, in his recent Cantor Lectures, had shown an ingenious graphical method of proving these important fundamental laws.

The possibility of transmitting power electrically was so obvious that suggestions to that effect had been frequently made since the days of Volta, by Ritchie, Jacobi, Henry, Page, Hjorth, and others; but it was only in recent years that such transmission had been rendered practically feasible.

Just six years ago, when delivering his presidential address to the Iron and Steel Institute, the lecturer had ventured to suggest that "time will probably reveal to us effectual means of carrying power to great distances, but I cannot refrain from alluding to one which is, in my opinion, worthy of consideration, namely, the electrical conductor. Suppose water power to be employed to give motion to a dynamo-electrical machine, a very powerful electrical current will be the result, which may be carried to a great distance, through a large metallic conductor, and then be made to impart motion to electromagnetic engines, to ignite the carbon points of electric lamps, or to effect the separation of metals from their combinations. A copper rod 3 in. in diameter would be capable of transmitting 1,000 horse power a distance of say thirty miles, an amount sufficient to supply one-quarter of a million candle power, which would suffice to illuminate a moderately-sized town." This suggestion had been much criticised at the time, when it was still thought that electricity was incapable of being massed so as to deal with many horse power of effect, and the size of conductor he had proposed was also considered wholly inadequate. It would be interesting to test this early calculation by recent experience. Mr. Marcel Deprez had, it was well known, lately succeeded in transmitting as much as three horse power to a distance of 40 kilometers (25 miles) through a pair of ordinary telegraph wires of 4 millimeters in diameter. The results so obtained had been carefully noted by Mr. Tresca, and had been communicated a fortnight ago to the French Academy of Sciences. Taking the relative conductivity of iron wire employed by Deprez, and the 3 in. rod proposed by the lecturer, the amount of power that could be transmitted through the latter would be about 4,000 horse power. But Deprez had employed a motor-dynamo of 2,000 volts, and was contented with a yield of 32 per cent. only of the energy imparted to the primary machine, whereas he had calculated at the time upon an electromotive force of 200 volts, and upon a return of at least 40 per cent. of the energy imparted. In March, 1878, when delivering one of the Science Lectures at Glasgow, he said that a 2 in. rod could be made to accomplish the object proposed, because he had by that time conceived the possibility of employing a current of at least 500 volts. Sir William Thomson had at once accepted these views, and with the conceptive ingenuity peculiar to himself, had gone far beyond him, in showing before the Parliamentary Electric Light Committee of 1879, that through a copper wire of only ½ in. diameter, 21,000 horse power might be conveyed to a distance of 300 miles with a current of an intensity of 80,000 volts. The time might come when such a current could be dealt with, having a striking distance of about 12 ft. in air, but then, probably, a very practical law enunciated by Sir William Thomson would be infringed. This was to the effect that electricity was conveyed at the cheapest rate through a conductor, the cost of which was such that the annual interest upon the money expended equaled the annual expenditure for lost effect in the conductor in producing the power to be conveyed. It appeared that Mr. Deprez had not followed this law in making his recent installations.

Sir William Armstrong was probably first to take practical, advantage of these suggestions in lighting his house at Cragside during night time, and working his lathe and saw bench during the day, by power transmitted through a wire from a waterfall nearly a mile distant from his mansion. The lecturer had also accomplished the several objects of pumping water, cutting wood, hay, and swedes, of lighting his house, and of carrying on experiments in electro-horticulture from a common center of steam power. The results had been most satisfactory; the whole of the management had been in the hands of a gardener and of laborers, who were without previous knowledge of electricity, and the only repairs that had been found necessary were one renewal of the commutators and an occasional change of metallic contact brushes.

An interesting application of electric transmission to cranes, by Dr. Hopkinson, was shown in operation.

Among the numerous other applications of the electrical transmission of power, that to electrical railways, first exhibited by Dr. Werner Siemens, at the Berlin Exhibition of 1879, had created more than ordinary public attention. In it the current produced by the dynamo machine, fixed at a convenient station and driven by a steam engine or other motor, was conveyed to a dynamo placed upon the moving car, through a central rail supported upon insulating blocks of wood, the two working rails serving to convey the return current. The line was 900 yards long, of 2 ft gauge, and the moving car served its purpose of carrying twenty visitors through the exhibition each trip. The success of this experiment soon led to the laying of the Lichterfelde line, in which both rails were placed upon insulating sleepers, so that the one served for the conveyance of the current from the power station to the moving car, and the other for completing the return circuit. This line had a gauge of 3 ft. 3 in., was 2,500 yards in length, and was worked by two dynamo machines, developing an aggregate current of 9,000 watts, equal to 12 horse power. It had now been in constant operation since May 16, 1881, and had never failed in accomplishing its daily traffic. A line half a kilometer in length, but of 4 ft. 8½ in. gauge was established by the lecturer at Paris in connection with the Electric Exhibition of 1881. In this case, two suspended conductors in the form of hollow tubes with a longitudinal slit were adopted, the contact being made by metallic bolts drawn through these slit tubes, and connected with the dynamo machine on the moving car by copper ropes passing through the roof. On this line 95,000 passengers were conveyed within the short period of seven weeks.

An electric tramway, six miles in length, had just been completed, connecting Portrush with Bush Mills, in the north of Ireland, in the installation of which the lecturer was aided by Mr. Traill, as engineer of the company by Mr. Alexander Siemens, and by Dr. E. Hopkinson, representing his firm. In this instance the two rails, 3 ft. apart, were not insulated from the ground, but were joined electrically by means of copper staples and formed the return circuit, the current being conveyed to the car through a T iron placed upon short standards, and insulated by means of insulate caps. For the present the power was produced by a steam engine at Portrush, giving motion to a shunt-wound dynamo of 15,000 watts=20 horse power, but arrangements were in progress to utilize a waterfall of ample power near Bush Mills, by means of three turbines of 40 horse power each, now in course of erection. The working speed of this line was restricted by the Board of Trade to ten miles an hour, which was readily obtained, although the gradients of the line were decidedly unfavorable, including an incline of two miles in length at a gradient of 1 in 38. It was intended to extend the line six miles beyond Bush Mills, in order to join it at Dervock station with the north of Ireland narrow gauge railway system.

The electric system of propulsion was, in the lecturer's opinion, sufficiently advanced to assure practical success under suitable circumstances--such as for suburban tramways, elevated lines, and above all lines through tunnels; such as the Metropolitan and District Railways. The advantages were that the weight, of the engine, so destructive of power and of the plant itself in starting and stopping, would be saved, and that perfect immunity from products of combustion would be insured The experience at Lichterfelde, at Paris, and another electric line of 765 yards in length, and 2 ft. 2 in. gauge, worked in connection with the Zaukerode Colliery since October, 1882, were extremely favorable to this mode of propulsion. The lecturer however did not advocate its prospective application in competition with the locomotive engine for main lines of railway. For tramways within populous districts, the insulated conductor involved a serious difficulty. It would be more advantageous under these circumstances to resort to secondary batteries, forming a store of electrical energy carried under the seats of the car itself, and working a dynamo machine connected with the moving wheels by means of belts and chains.