Discoveries and Inventions of the Nineteenth Century

it. When the rails are so used they have, of course, to be insulated from the ground and laid with special electrical contact pieces joining their consecutive lengths, and all the carriage wheels have to be insulated, so that the currents shall flow only through the coils of the electro-motor. A railway on this system has 533been worked at Berlin for some time, and a short tramway on the same plan has lately been opened at Brighton. The Bessborough and Newry Electric Railway (Ireland) uses a single separate conductor three miles long, and the power is supplied at a very small cost from a dynamo station near the middle of the line, where water power is taken advantage of to drive a large turbine. Quite recently electric propulsion has been adopted on some of the short tunnel lines in London, and it is quite probable that ultimately the system will be adopted throughout the whole course of the underground railways, with the view of obtaining a purer and more agreeable atmosphere. Fig. 280i.—Poles with Single Arms for Suburban, Roads.—The Ontario Beach Railway, Rochester, N. Y. A very light electric railway has been designed, in which the cars run along rails attached to posts at such a height above the ground as may be 534required to make the line level, or with only slight gradients. The rails also serve as conductors. This is known as the telepherage system, and it is found to be well adapted for light loads in an undulating country. Fig. 280j.—The Glynde Telepherage Line, on the system of the late Fleeming Jenkin. The other plan which makes use of accumulators commends itself for application to ordinary tramway carriages, because no conductors are required along the line, and each car can move independently. The chief objection is the great weight of the accumulators and the space they occupy, although they are usually placed under the seats without much inconvenience. There are at present (January, 1890) six electric tramcars running in London, and the accumulator system would no doubt have been applied largely as the motive power for the ordinary street omnibus, but for the difficulty of controlling them under the momentum of the great mass of the accumulators, etc. The same objection lies against the use of the accumulators and motors for propelling tricycles, although such machines have really been used. But accidents such as occasionally happen to such vehicles would be attended with additional risks of injury from the acids of the secondary battery, etc. But there is one mode of using electric propulsion, that is free from every objection and, indeed, offers great advantages. Only two years ago the first electric boat on the Thames was tried experimentally between Richmond and Henley, and the result was entirely in favour of the electric over the steam launch. The Faure battery, or so-called “storage cells,” are arranged beneath the floor of the boat for most of its length in the smaller boats, and the electro-motor is directly coupled with the screw shaft. The electric launch has these advantages: perfect safety, freedom from dirt and smoke, no thumping or vibrating, no noise of steam discharge, or smell of hot oil, no engineer or stoker is required, and much larger space available for passengers. One of these electric launches, not going full speed, is able to travel sixty miles without having the accumulators recharged. A considerable number of these launches are already in use, and many more are in course of construction. They are made of all sizes, from the smallest to those that will carry quite a large 535company, and may be used for excursion parties on the river. The description of one of these last states that she is 65 feet in length, and 10 feet across the beam. She can carry sixty passengers, and twenty can dine in the saloon at one time. There are lavatories, pantries, dressing rooms, etc., and a brass railed upper deck, with an awning. At night this boat is lighted up with electric glow-lamps, the current for these also being supplied by the accumulators. The Electric Launch Company has stations with Gramme machines at work to charge cells ready to replace exhausted ones at several places, namely Hampton, Staines, Maidenhead, Boulter’s Lock, Henley, Reading and Oxford. There is every prospect of a general extension of the electric propulsion of boats, and visitors to the Electrical Exhibition at Edinburgh, in 1890, will find electric launches taking holiday makers as far as Linlithgow. The boats will be like those on the Thames, fitted with the Immisch motor. Some electricians are now sanguine enough to believe that even for large vessels electricity will yet be able to compete with steam in special cases. The modes of using electric propulsion that we have just noticed furnish a very interesting chain of conversions of one form of force into another, with a reversal of the order of transformation at a certain point. Let us begin with the carbonic acid gas that existed in the atmosphere of the carboniferous geological period. The solar emanations were absorbed, and used by the leaves of the plants to separate the two elements of the gas,—the plant retaining the one in its substance and returning the other to the air. The plant becomes coal; and ages afterwards the particles of the two separated elements are ready to re-unite and give out in the form of heat all the energy that was absorbed by their separation. This heat is in the steam-engine converted into the energy of mechanical power. This mechanical power is in the dynamo expended in moving copper wires through a magnetic field. Every schoolboy who has played with a common steel magnet—and what boy has not?—knows that the space immediately round the magnet is the seat of strange attractive and repulsive force, for he has felt their pulls and pushes on pieces of iron or steel. This mysterious space is the magnetic field, and although a person would not be able to perceive that mechanical force is expended when he moves a single copper ring across such a field, he will readily become conscious of the fact when he moves a number at once that form a closed circuit; and he should not omit the opportunity of feeling this for himself if he is allowed to turn the handle of such a machine as that represented in Figs. 275 or 277. The mechanical power is absorbed in the dynamo because the movement induces an electric current that would of itself produce motion in the machine in the opposite direction. However, the electricity induced by magnetism and motion is made to pass through the Faure cell or accumulator, when it does chemical work by separating oxide of lead from sulphuric acid, leaving these substances in a position to unite together again, when this action produces a reverse current of electricity through an external metal circuit. The coils of the electro-motor form this circuit; the electricity induces magnetism, and the magnetism gives rise to visible motion and mechanical power. From what has been already said, it will be obvious that a pair of covered copper wires connecting a dynamo with an electro-motor becomes a very convenient means of carrying power from one place to another. There are situations in which shafts, belts, or any other mechanical expedients are troublesome or impossible to use for this 536purpose. For instance, a dynamo working at the mouth of a tunnel or coal-pit may be made to drive any machinery within with nothing between but the motionless wires. Or a single dynamo will supply moderate power to a number of small workshops, provided each has an electro-motor, with no other connection than a pair of copper wires. This arrangement is found very advantageous for light work and where power is required occasionally, as in watch-making, the manufacture of philosophical instruments, etc. Such moderate power is occasionally in demand also in private houses, to drive sewing machines, lathes, etc.; and it is obtainable from the same source as the current for lighting. Private installations for lighting purposes usually have a dynamo driven by a gas engine, and working into a set of accumulators. It seems not a little remarkable that if the gas were burnt in the ordinary way instead of being used in the gas engine, it would give only a fraction of the amount of the light it causes to be given out by the electric light lamps. But at the present time, houses and business premises are supplied with electricity by companies who carry electric mains through the streets. In England these electric mains, which are thick insulated copper wires, are inclosed in iron pipes and laid beneath the pavement, like the gas mains. In the United States, where electric illumination is much used, the conductors have been usually carried overhead like telegraph wires, but not a few fatal accidents have occurred from these conductors falling into the streets. There is no reason to doubt but that in a short time it will be as common for households to draw upon such electric mains for their supply of light and power as it now is to draw gas and water from common mains. The electric supply companies have central stations in suitable positions, where very large and powerful dynamos are regularly driven by steam power. These stations are provided with appliances for measuring the currents and for duly controlling the energy sent out. What will appear very extraordinary when we remember that electricity is in itself unknown, is that the quantity supplied to each house or establishment can be actually measured, and is paid for by meter as in the case of gas. As already said (page 498) electricity can only be measured by its effects, and it is the chemical effect which it is found convenient to use for the purpose we are speaking of. The plan is simply this: two plates of zinc dip into a solution of sulphate of zinc, and from the one to the other there is sent through the solution one-thousandth part of the current to be measured. While the current passes, zinc is deposited on the plate towards which the current goes in the solution, and if this plate is periodically weighed this furnishes the measure of the total current. But how is just one-thousandth of the whole current taken off from the rest and made to circulate through the measuring apparatus? This is very easily done by taking advantage of the law of derived circuits, which for our present purpose may be stated thus: when a current of electricity finds two different circuits along which it can pass, it will divide and circulate through both of them, but the greater part will pass through the circuit of less resistance (if there be any inequality), and by adjusting the resistances of the circuits we can divide the current between the two partial or derived circuits in any required proportions. Electric resistances, it may be mentioned, depend upon the length, section, and nature of the conductor, and are very easily measured and adjusted. While the method just explained serves very well to measure the quantity of electricity that has passed through a conductor in a given period, 537provided that the current has always been in the same direction, it will be sufficiently obvious that it would fail altogether in the case of alternating currents. And, in fact, even in the case supposed this mode of measurement does not take account of the real energy set in motion. A reference to page 498, where the differences of electric currents are mentioned that are commonly spoken of—tension and quantity—will show that electric effects depend upon more than the quantity of electricity passing. Forms of apparatus have been devised for recording the total energy supplied; but their construction and principles are too complex to be here explained. In some cases high tension currents are required, in others it is quantity and not tension that is sought for; and