Chapter 3

In the engraving, which is a sectional view, the cylinder of an air compressor is represented, on the end of which there is a ring containing delivery ports, through which the air from the cylinder is forced into a receiver or conducting pipe. This ring is provided with an inner flange or valve seat on which rests the delivery valve. These parts are similar to those seen in some of the air compressors in common use, and with this construction and arrangement one hundred pounds pressure to the square inch in the cylinder is required to open the valve against eighty pounds pressure in the receiver or in the conducting pipes.

A drum having an open end is connected with the cylinder head by inclined standards, and contains a piston connected with the valve by means of a rod that extends centrally through the cylinder head. On the outer end of this rod is screwed an adjusting nut, by means of which the piston may be adjusted. This rod is bored longitudinally, establishing communication between the compressor cylinder and the drum containing the piston.

It will be seen that the upper face of the piston is exposed so as to be subjected to atmospheric pressure only, and when the compressor is in operation a portion of the air in the compressor cylinder passes through the hollow rod into the space beneath the piston, and there exerts sufficient pressure, in combination with the pressure on the inner face of the valve, to open the valve against an equal pressure in the receiver or conducting pipes, so that when the pressure in the cylinder equals the pressure in the receivers the valve is opened and held in place until the piston in the cylinder starts on the return stroke, when the pressure under the piston is immediately relieved through the hollow rod and the main valve closes.

The space between the valve and its seat is made as shallow as possible, so that the space may be quickly filled and exhausted. The piston may be adjusted to regulate this space. This invention was recently patented by Messrs. Samuel B. Connor and Henry Dods, of Virginia City, Nevada.

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IMPROVED SAFETY VALVE.

In the annexed cut we have represented a steam safety valve, which is the invention of M. Schmidt, M. E., of Zurich, Switzerland. It consists of a lever terminating in two prongs, one of which extends downward and rests upon the cap, closing the top of the tube through which the steam escapes. The other prong extends upward and catches under a projection of the steam tube, and forms the fulcrum for the lever. The opposite end of this lever is provided with an adjustable screw pressing upon a plate that rests on the top of a spiral spring, which keeps the valve closed by pressing the outer end of the lever upward. As soon as the pressure of the steam overcomes the pressure of the spiral spring the valve will be raised, permitting the steam to escape. The apparatus is contained in a case having a central aperture for the escape of steam.

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RAISING SUNKEN VESSELS.

An experiment recently took place in the East India Dock Basin, Blackwall, London, by permission of Mr. J. L. du Plat Taylor, the secretary of the Dock Company, for the purpose of testing and illustrating the mode of raising sunken ships by means of the apparatus patented by Mr. William Atkinson, naval engineer, of Sheffield. The machinery employed consists of the necessary number and size, according to the power required, of oval or egg-shaped buoys constructed of sheet iron, having an internal valve of a simple and effective character. Captain Hales Dutton, the dock master, who assisted during the operations, had placed his small yacht at the inventor's service for the occasion. The vessel was moored in the basin, and a set of four buoys were attached to it, one on each side near the bow and the stern. Air was supplied from a pump on the quay by a pipe communicating with a small copper globe resting on the deck of the vessel, and from which place proceeded four other flexible tubes, one to each buoy, thus distributing the air to each one equally. The vessel being flooded and in a sinking condition, the buoys were attached and the valves opened; they rapidly filled with water, and the vessel immediately sank in about 30 feet. Upon the first attempt an air chamber in the stern had been lost sight of, causing the vessel to come up to the surface stern uppermost; this being rectified, the vessel was again sent to the bottom, and allowed to remain a short time to allow her to settle down. When the order was given to work the pump, the vessel was brought to the surface, perfectly level, in about three minutes. The apparatus used, although only models, and on a comparatively diminutive scale (the buoys measuring 3 feet 4 inches in height and 2 feet 6 inches in diameter), was estimated to be capable of lifting a weight of nearly 20 tons, and that it needed, as represented by the patentee, only a corresponding increase in the lifting power to deal successfully with vessels of any tonnage.

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NEW HAND POWER BAND SAW.

The engraving shows a new hand power band saw made by Frank & Co., of Buffalo, N. Y., and designed to be used in shops where there is no power and where a larger machine would be useless. It is calculated to meet the wants of a large class of mechanics, including carpenters and builders, cabinet makers, and wagon makers. It is capable of sawing stuff six inches thick, and has a clear space of thirty inches between the saw and the frame. The upper wheel is adjusted by a screw pressing against a rubber spring which compensates for the expansion and contraction of the saw.

The machine has a very complete device for raising, lowering, and adjusting the wheel, and all of the parts are made with a view to obtaining the best results in the simplest and most desirable way.

The machine is six feet wide and five feet high, and weighs 380 lb. The wheels are covered with pure rubber bands well cemented.

Further particulars may be obtained by addressing Messrs. Frank & Co., 176 Terrace street, Buffalo, N. Y.

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THE HARBOR OF MONTREAL.

A plan for the improvement of the harbor of Montreal, Canada, has been submitted to the City Board of Trade by James Shearer, a well known citizen. Mr. Shearer's plan is to divert the current of the St. Lawrence opposite the city into the channels between St. Helen's Island and the southern shore, and by having various obstructions removed from the channel, and running a dam, or "peninsula," as he calls it, built from Point St. Charles, in the west end of the city, to St. Helen's Island, midway in the river, thus stopping the current from running through the present main channel between the city and St. Helen's Island.

Among the practical advantages that will accrue to the city and harbor from the carrying out of this project, Mr. Shearer sets forth the following: The dam will prevent the shoring of ice opposite the city, and the consequent flooding of the Griffintown district, which is annually very destructive to property, and will make a still harbor, where vessels may lie during the winter. It is estimated that the construction of the dam, which would be 2,700 feet long and 900 feet broad, would raise the water two feet in the river and lower it ten feet in the harbor. This would give a head of twenty-five feet for mills, elevators, and factories, and the transportation of freight. The dam would afford a roadway across the river, upon the construction of a bridge from St. Helen's Island to St. Lambert, thus removing the necessity of a tunnel. The roadway could be utilized for a railway, a road for carriages and foot passengers. The estimated cost of the improvement is $7,000,000.

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APPARATUS FOR REMOVING ICE FROM RAILROADS.

The engraving shows an improved apparatus for removing snow and ice from railroads and streets by means of heat. The invention consists of a double furnace mounted on wheels, which are incased in the fire boxes of the furnace, so that in use the entire apparatus, including the wheels, will become highly heated, so that the snow and ice will not only be melted by radiant heat, but by the actual contact of the hot surfaces of the furnace and wheels. This apparatus was recently patented by the late E. H. Angamar, of New Orleans, La.

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ERICSSON'S NEW SUBMARINE GUN.

The protracted trials conducted on board the Destroyer to test its submarine gun terminated last week. Having, says the _Army and Navy Journal_, in a previous issue described this novel type of naval artillery, it will suffice to remind our readers that its caliber is 16 inches, length of bore 30 feet, and that it is placed at the bottom of the vessel, the muzzle passing through an opening formed in the wrought iron stem.

We have hitherto, in discussing the properties of the Destroyer, referred to its offensive weapon as a "torpedo," a term not altogether inappropriate while it was actuated by compressed air. But Capt. Ericsson having in the meantime wholly abolished compressed air in his new system of naval attack, substituting guns and gunpowder as the means of producing motive energy, it will be proper to adopt the constructor's term, _projectile_. It will not surprise those who are acquainted with the laws of hydrostatics and the enormous resistance offered to bodies moving swiftly through water, that the determination of the proper form of projectile for the submarine gun has demanded protracted experiments, commencing at the beginning of June and continued up to last week, as before stated. The greater portion of these experiments, it should be observed, has been carried out with a gun 30 feet long, 15 inches caliber--not a breech-loader, however, as in the Destroyer, but a muzzle-loader, suspended under the bottom of two wrecking scows, the gun being lifted above the water, after each shot, by shears and suitable tackle. The present projectile of the Destroyer is the result of the extended trials referred to; its length is 25 feet 6 inches, diameter 16 inches, and its weight 1,500 pounds, including 250 pounds of explosive materials. We are not at liberty at present to describe its form, but we may mention that the great length of the body and the absence of all internal machinery enable the constructor to carry the stated enormous quantity of explosive matter. With minimum charge of powder in the chamber of the gun, the speed attained by the projectile reaches 310 feet in the first three seconds.

The question may be asked, in view of these facts, whether the boasted costly steam ram is not superseded by the cheap aggressive system represented by the Destroyer. Evidently the most powerful of the English steam rams could not destroy an armored ship as effectually as the projectile from the submarine gun, the explosion of which is capable of shattering any naval structure.

It should be borne in mind, also, that being protected by heavy inclined transverse armor, the Destroyer, attacking bows on, can defy ordnance of all calibers. Again, the carrier of the submarine gun, in addition to the swiftness of its projectile, can outrun ironclad ships.

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RECENT INVENTIONS.

Mr. Francis M. Osborn, of Port Chester, N. Y., has patented a covering for a horse that protects him from the weather and from chafing. The blanket has a band, also stays and straps, the use of which does away with the surcingle and affords a most efficient protection for the horse, and may be easily worn under harness in wet weather or at other times, when desirable.

A novel device, designed especially for containing boxes of cigars and protecting and displaying their contents, has been patented by Mr. Robert B. Dando, of Alta, Iowa. The invention consists of a case containing shelves, on which are fixed the covered cigar or other boxes, cords connecting the box lids and case doors, so that the opening of the case doors causes the box lids to open.

An improved bottle stopper has been patented by Mr. Andrew Walker, of Cincinnati, O. The invention consists in combining with the stopper caps connected by an intermediate spring.

Mr. James B. Law, of Darlington Court House, S. C., has patented an improved construction of buckle for fastening the ends of cotton and other bale bands; it consists in a buckle having a permanent seat for one end of the bale band, a central opening, into which the other end of the band is entered through an oblique channel, and a bar offsetting from the plane of the buckle, notched or recessed to prevent lateral movement of the band, and connecting the free ends of the buckle on each side of the oblique channel to strengthen the buckle.

An improved buckboard wagon has been patented by Mr. William Sanford, of Cohoes, N. Y. The invention consists in combining with the buckboards curved longitudinal springs placed beneath the buckboards, and curved cross springs connected at their ends with the buckboards by cap plates so as to increase the strength and elasticity of the wagon.

An improved vehicle wheel has been patented by Messrs. George W. Dudley and William J. Jones, of Waynesborough, Va. The main object of this invention is to form a wheel hub for vehicles in such manner that the wheel will yield sufficiently when undue and sudden strains or jars may come upon it to receive the force of the blow and shield the other portions of the vehicle from the destructive effects of such action, as well as to afford ease and comfort of motion to the occupant; and the improvement consists in securing the inner ends of the spokes to rim plates, to form a fixed and solid connection therewith, the rim plates being loosely secured to the butt flanges and box of the hub, so that it is free to move in a vertical plane, but prevented from moving laterally and limited in its vertical movement by an elastic packing interposed between the inner ends of the spokes and the hub box.

Mr. Francis G. Powers, of Moweaqua, Ill., has patented an improvement in the class of atmospheric clothes pounders, that is to say, pounders which are constructed with one or more chambers or cavities in which the air is alternately compressed and allowed to expand at each reciprocation.

An improved means for connecting the body of a baby carriage to the running gear has been patented by Mr. Charles M. Hubbard, of Columbus, Ohio. It consists in supporting the rear end by one or more coil springs, and hinging the front portion of the body to a pair of upturned supports rising from the front axle.

An improved ferrule for awl handles has been patented by Mr. Jules Steinmeyer, of St. Louis, Mo. The object of this invention is to prevent splitting of the handle, to secure both the ferrule and leather pad firmly in place, and to furnish a durable and serviceable awl handle.

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NEW TELEGRAPH INSULATOR.

The insulator represented in the annexed engraving was originally designed to meet the requirements of South American telegraph service, but it is equally well adapted to lines in other places. The main idea is to avoid breakage from expansion and contraction in a climate subject to sudden changes of temperature, and to avoid the mischief occasioned by a well known South American bird, the "hornero," by building nests of mud on the brackets and insulators. With this insulator these nests cannot cause a weather contact or earth; on the contrary, the nest rather improves the insulation. The sectional view, Fig 2, shows the construction of the insulator and the manner of fastening it to the cross arm or bracket. A rubber ring is placed between the upper end of the porcelain insulator and the cross arm, and another similar ring is placed between the head of the suspending screw and the bottom of the insulator. It will be noticed that with this construction the insulator cannot be broken by the contraction of the screw or by the swelling of the cross-piece. This insulator can be used on an iron bracket and in connection with either iron or wooden posts, and is in every way more secure than the insulators in common use. The first cost of these insulators compares favorably with the cheapest in market, while it is less liable to breakage, lasts longer, and gives better results. It has been patented in this country and in Europe.

Further information maybe obtained by addressing Mr. J. H. Bloomfield, Concordia, Entre Reos, Argentine Republic, South America.

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BUSINESS COLLEGES.

PACKARD'S BUSINESS COLLEGE.

There are two very general prejudices against the class of schools known as business colleges. One is that their chief aim--next to lining the pockets of their proprietors--is to turn out candidates for petty clerkships, when the country is already overrun with young men whose main ambition is to stand at a desk and "keep books." The other is that the practical outcome of these institutions is a swarm of conceited flourishers with the pen, who, because they have copied a set or two of model account books and learned to imitate more or less cleverly certain illegibly artistic writing copies, imagine themselves competent for any business post, and worthy of a much higher salary than any merely practical accountant who has never been to a business college or attempted the art of fancy penmanship as exhibited in spread eagles and impossible swans.

As a rule popular prejudices are not wholly unfounded in reason; and we should not feel disposed to make an exception in this case. When the demand arose for a more practical schooling than the old fashioned schools afforded, no end of writing masters, utterly ignorant of actual business life and methods, hastened to set up ill managed writing schools which they dubbed "business colleges," and by dint of advertising succeeded in calling in a multitude of aspirants for clerkships. In view of the speedy discomfiture of the deluded graduates of such schools when brought face to face with actual business affairs, and the disgust of their employers who had engaged them on the strength of their alleged business training, one is not so much surprised that prejudice against business colleges still prevails in many quarters, as that the relatively few genuine institutions should have been able to gain any creditable footing at all.

The single fact that they have overcome the opprobrium cast upon their name by quacks, so far as to maintain themselves in useful prosperity, winning a permanent and honorable place among the progressive educational institutions of the day, is proof enough that they have a mission to fulfill and are fulfilling it. This, however, is not simply, as many suppose, in training young men and young women to be skilled accountants--a calling of no mean scope and importance in itself--but more particularly in furnishing young people, destined for all sorts of callings, with that practical knowledge of business affairs which every man or woman of means has constant need of in every-day life. Thus the true business college performs a twofold function. As a technical school it trains its students for a specific occupation, that of the accountant; at the same time it supplements the education not only of the intending merchant, but equally of the mechanic, the man of leisure, the manufacturer, the farmer, the professional man--in short, of any one who expects to mix with or play any considerable part in the affairs of men. The mechanic who aspires to be the master of a successful shop of his own, or foreman or manager in the factory of another, will have constant need of the business habits and the knowledge of business methods and operations which a properly conducted business school will give him. The same is true of the manufacturer, whose complicated, and it may be extensive, business relations with the producers and dealers who supply him with raw material, with the workmen who convert such material into finished wares, with the merchants or agents who market the products of his factory, all require his oversight and direction. Indeed, whoever aspires to something better than a hand-to-mouth struggle with poverty, whether as mechanic, farmer, professional man, or what not, must of necessity be to some degree a business man; and in every position in life business training and a practical knowledge of financial affairs are potent factors in securing success.

How different, for example, would have been the history of our great inventors had they all possessed that knowledge of business affairs which would have enabled them to put their inventions in a business like way before the world, or before the capitalists whose assistance they wished to invoke. The history of invention is full of illustrations of men who have starved with valuable patents standing in their names--patents which have proved the basis of large fortunes to those who were competent to develop the wealth that was in them. How often, too, do we see capable and ingenious and skillful mechanics confined through life to a small shop, or to a subordinate position in a large shop, solely through their inability to manage the affairs of a larger business. On the other hand, it is no uncommon thing to see what might be a profitable business--which has been fairly thrust upon a lucky inventor or manufacturer by the urgency of popular needs--fail disastrously through ignorance of business methods and inability to conduct properly the larger affairs which fell to the owner's hand.

Of course a business training is not the only condition of success in life. Many have it and fail; others begin without it and succeed, gaining a working knowledge of business affairs through the exigencies of their own increasing business needs. Nevertheless, in whatever line in life a man's course may fall, a practical business training will be no hinderance to him, while the lack of it may be a serious hinderance. The school of experience is by no means to be despised. To many it is the only school available. But unhappily its teachings are apt to come too late, and often they are fatally expensive. Whoever can attain the needed knowledge in a quicker and cheaper way will obviously do well so to obtain it; and the supplying of such practical knowledge, and the training which may largely take the place of experience in actual business, is the proper function of the true business college.

Our purpose in this writing, however, was not so much to enlarge upon the utility of business colleges, properly so called, as to describe the practical working of a representative institution, choosing for the purpose Packard's Business College in this city.