The fire pump is a Wilson's "Excelsior," with 10 inch steam cylinder and 8 inch water barrel. This powerful pump is in a special compartment of the fore hold, and will draw water from the bilge, sea, or either hold. A steam windlass and a double-handle winch are on deck as shown. On trial trip the engines of the Churchill indicated a maximum of 645.5 horse power, driving the vessel 10.495 knots per hour. The vessel is remarkable for diversity of uses, for heavy engine power in a small hull, and for general compactness of arrangement.--_Engineering_.
Mr. T.R. Cramton, who at the Southampton meeting of the British Association suggested a method of tunneling which, under certain conditions, seems of excellent promise, brought forward a suggestion at Southport for the construction of three-way tunnels. Now, the undoubted aim of all engineers is economy of construction and the securing of permanent advantages. Mr. Crampton maintains that the suggested system will give these, that three tunnels of, say, 17 ft. diameter, can be constructed cheaper than one of 30 ft. diameter. After describing Sir J. C. Hawkshaw's scheme for the ventilation of long tunnels, the three-way scheme was discussed. Three separate tunnels of 17 ft. diameter each, or 227 ft. area, are to be connected by large passages about midway of their length. These passages are without valves; in fact, free air passages. Between these midway connections and the ends, say again midway between, is formed a branch at right angles either above or below with separate openings from the branch into the other tunnels, such openings being provided with doors or valves quite clear of the main tunnel, any two of which may be closed, thus separating at this point the corresponding tunnels from the third. The branch is to be led to any convenient position where the exhustion apparatus can be placed. If two of the tunnels are left open to this branch, and the third one shut off from it by closing the doors, the vitiated air will be drawn from the two working tunnels, through the connecting branch, while fresh air will be partly sucked down the vertical shafts through their open ends and partly at the center tunnel, which is supplied by forcing air down the vertical shaft in communication with it, a stop or door being placed just outside of the bottom of the shaft so as to compel the air to flow to the center of the tunnel. It will be observed that no trains are running in this air tunnel so long as it is so used; there are similar doors for the working tunnel, but they are kept open, unless either of them is required to be made into an air tunnel, so that the passing trains run no risk of running into the doors. By means of the doors above mentioned, any one of the three tunnels can be used as a fresh-air tunnel, in which the men doing the repairs to the road would be clear of the traffic, while the other two are used for the traffic, as well as outlets for the mixed impure gas and air. If a breakdown of a train occurs in any one tunnel, that tunnel can at once be converted into a fresh-air one, while its traffic is transferred to the one previously used for air, thereby avoiding delay. The system described for splitting the air and drawing off the noxious gases is very similar to that described by Mr. Hawkshaw at Southampton. The valves and other details being added, to make the system applicable to three tunnels, it will be obvious that other modes of ventilation may be adopted. In order to reduce the number of men working in the tunnel it is proposed, if found practicable, not to adopt the ordinary ballast and cross sleepers, but to substitute the longitudinal timber system, the timbers to be secured to brickwork or concrete, forming a part of the tunnel lining, placing efficient elastic material between the foundation and longitudinals for their whole area, also between the rails and sleepers. An open drain is formed between the rails; by this plan any water accumulating flows over smooth surfaces through small channels into a drain, the tunnel on each side being dry. The saving of labor in repairs, if this system can be employed, is so evident that a large amount of money might be expended in endeavoring to discover a suitable elastic material for the purpose. There are data on many long viaducts sufficient to justify experiments being made on the subject, and it is not unreasonable to expect that suitable material may be met with. In very long tunnels nothing should be omitted tending to reduce the number of men working in them.
