British Industry in 1910.

Progress, Volume VI, Issue 5, 1 March 1911, Page 585

British Industry in 1910.

General. "The Times" Review. The reviews of the British engineering industries not only tell the story of a distinct revival of trade, but they point to the fact that the British manufacturer is keeping well abreast of the times in the important branches of manufacturing which form the basis of our wealth and strength as a nation. The article and reports show that our industries are in a soberly prosperous condition, and demonstrate beyond a doubt that England, following the excellent advice of His Majesty King George, has awakened, and is at the present moment awake and taking a very active part in all the great engineering achievements of the times. A perusal will dispel much of the nonsense we have grown accustomed to hear of the decline of British industry brought about by reason of the refusal of our m inufacturers to avail themselves of recent inventions and to adapt themselves to modern requirements. While here and there an industry has not fully recovered from the depression which has so long hung over our manufacturing districts, the great majority of trades report a sensible revival, with decidedly optimistic forecasts for the New Year. In not a few instances the revival has actually begun, and the order and contract books testify to the probability of a record year for 1911. Probably the most gratifying feature of our reports is the fact, which is emphasised by many of our correspondents, that Great Britain is retaining her strong position in foreign markets. There are numerous references to South America, South Africa, the Colonies, India, China, Japan, and not infrequently to the Continent. Wherever there is a neutral market— is, a non-manufacturing country where the high tariffs have not been formulated, as in the United States, Germany, and France, with a special view to keep out our productionsthe British manufacturer is able to hold his own. A correspondent points out that even in Cuba and Porto Rico, where American sugar machinery enjoys a preferential rate, planters look upon British machinery as the best and cheapest, and that important shipments have been made. On the West Coast of South America practically all the railway building is in the hands of the British. Representatives of the Governments of these countries have recently stated to a special correspondent of The Times that they prefer to deal with British engineers and contractors, for the reason that they have never had any trouble with themsomething that cannot be said of our American and German competitors. A few years ago in Bolivia the extension of the railway system was placed in the hands of Americans and one road was built. The work was not very satisfactory, and has subsequently been turned over to a British company, and all the new construction, including

several important branches, is now in the hands of the British. English engineers and contractors have at the present time nearly £20,000,000 worth of railway construction work in progress of completion in three of the West Coast South American Republics. It is unnecessary to mention the tremendous importance of Brazil and the Argentine as fields for the exports of British manufacture and engineering. There are many who believe that South Africa will soon be equally important, whilst China, when once fully aroused to the necessity of modern methods, bids fair to be an even more extensive field of operations. Travel where you may in these countries you will only find one opinion in relation to British goods, British * manufactured articles, and British engineering undertakings— that they are the Ikst in quality; that the work is uniformly well clone and, moreover, that it lasts. The engineers of other countries may do the work cheaper, but the British do it the best.

Particulars. In spite of unfavourable conditions, British shipyards have produced a large amount of new shipping in 1910. It is stated that 1,164 vessels of about 1,317,400 tons gross have been launched, as against 1102 vessels of 3,159,000 tons in 1909 and 1318 vessels of 1,033,000 tons in 1908, the British output in tonnage for 1910 being about 56 per cent, of the world's output of new ships. The German output has been 310 ships and not quite 218,000 tons. On December 31, 363 mercantile vessels were under construction in the United Kingdom, having an aggregate tonnage of 1,131,500 tons (gross), as against 331 vessels of 913,400 tons at the same date in 1909. Warships in hand in 1910 at the same date were 66 in number, with an aggregate displacement of 289,500 tons. The Two Largest Ships Afloat. A short time ago the "Olympic," of the White Star Line, was launched by Messrs. Harland and Wolff, and when her sister ship the "Titanic" follows they will be the two largest ships afloat. This distinction, however, is likely to be shortlived, as orders have been placed for two still larger Transatlantic steamships; one order has been given by the Hamburg-American Company to the Vulcan Shipbuilding Company, of Hamburg and Stettin, and another by the Cunard Company to Messrs. John Brown and Co., of Clydebank. Before the year 1911 is far advanced both these new vessels' will probably be laid down. The Iron and Steel Trades. Notwithstanding the fact that improvements have been noted in several directions in the iron and steel trades as compared with the preceding twelve months, the year 1910 was, speaking generally, disappointing. Higher prices were quoted for certain classes of material, but the optimistic views which prevailed during the earlier months of 1910 were not justified by subsequent events, while labour troubles threw a shadow which has only recently been dispelled. The output of pig iron, which amounted tc nearly five million tons in the first half of last year, and should be about double that figure for the twelve months, was well

above the average, and, indeed, the output was,the largest since the "boom" of 1907. Where Great Britain Leads. It is satisfactory, however, that in certain classes of manufacture Great Britain is maintaining her supremacy. The tinplate industry of South Wales has enjoyed a period oi prosperity which has required the erection of many new mills, and the present position recalls the days before high American tariffs were enacted. The canning industries still place reliance upon the British manufacturer. : In the production of high-speed steel Sheffield still maintains a pre-eminent position, and the past year witnessed a substantial demand for the best Sheffield tool and crucible steel, a preference displayed after attempts had been made to fulfil requirements elsewhere, and in spite of high tariffs the United States have been one of the best customers for these special Sheffield productions. The improvements made in the manufacture of these varieties of steels is a subject of general congratulation, and the successful attempts made to produce an even better class of material in tool steel capable of higher speeds and greater feeds explain the revival in the demand for British material of this class. Another branch of the manufacturing industry in which Great Britain is making headway is in the machine tool trade, a result largely due to the greater attention now paid to the requirements of users and to the production by certain firms of trustworthy low-priced machines which have met and overcome the competition of American manufacturers. Electrical Progress. Electrical science during 1910 has proceeded steadily, but the advance has been characterised chiefly by improvements in apparatus and machinery applied to industries and traction, with little to record respecting new phenomena. If there is a dearth of electrical discovery, there is also a decided increase in the extent to which scientific methods have been applied to perfect the designs of parts and details of electrical equipment. The year has thus revealed the general character of the results proceeding from the growth, during the last decade, of science teaching in the schools, of the extension of technical colleges, and of the increased facilities for research in the testing rooms and laboratories attached to industrial works and factories. The stereotyped technical course, with its carefully planned series of set experiments, is in fact producing useful testing-room manipulators, but the evidence of the year's product from the colleges in regard to original investigations suggests that the stereotyped course tends to stultify initiative in electrical research, that there is a limit to the number of discoveries which can be forced into existence by the multiplication of research laboratories, and that the future field of successful scientific research is to be looked for to an increasing extent in the industrial workshops of the world. Telegraphy and Telephony. Of the inventions that have appeared in 1910, one of the most remarkable is the telephone relay, which is due to Mr. S. G. Brown. In this instrument he makes use of the fact that the electrical resistance of ■a microscopic air-gap between two plati-

mini points, forming a miniature electric arc, is extremely sensitive to changes of length, of the second and higher orders of smallness. These changes are effected by the movements of a diaphragm, and he is thus able to magnify feeble telephonic currents. The proposal to extend the use of automatic telephone exchanges has been freely discussed, and the link between telegraphy and telephony has been strengthened by applying the telephone in many country offices for receiving and transmitting messages handed in as telegrams. The relative position of this country in facilities for telephony can be realised from the fact that the numbers of inhabitants to each telephone are now estimated to be—for Great Britain 77, for Germany 71, for France 202, for . Italy 625, and for Spain 955. The Gas and Oil Engine Industry. The year 1910 will rank as one of the most prosperous within the annals of the gas and oil engine industry. The volume of work had been falling from 1906 onwards, but the corner was turned in 1909, and in the past year there was an abundance of work. As regards gas engine design, the most interesting feature is the widespread adoption of governing by varying either the quality or quantity of the gaseous mixture in place of the hit-and-miss system of governing which was formerly prevalent in this country, and which persisted here long after Continental engineers had employed oilier methods. Improvements in oil engine design are moving, as might be expected, in the direction of the Diesel cycle, as being more economical in fuel consumption than any other type. Aeronautics. The year 1910 has been notable, as regards airmanship, for the development of the high-speed monoplane. By increasing engine power from 50 h.p. to 100 h.p. Hying speeds have been made to rise from 50 and 55 miles an hour to 65, 70, and even 75. Apart from their valor- in winning speed prizes, these increased rates of travel through the air have enabled airmen to combat higher winds. At the beginning of the year winds of a greater velocity than 10 or 15 m.p.h. could not be negotiated. Recently, however, many flights have been accomplished in winds of 20, 25, and even 30 m.p.h. Although the monoplane has swept the board, by reason of its velocity and power, in the majority of contests, and particularly in those for speed and highHying, the biplane has—by structural improvements affecting its weight-carrying capacity, its landing gear, and its general method of controlmore than held its own, notably for military purposes, for long-distance cross-country flying, and for the pleasure flights of amateurs. Military authorities have expressed their approval at the constructional feature of the biplane which permits a completely unimpeded view of the ground below from the pilot's scat—a privilege not enjoyed by the monopianist. The Industry. Industrially the year has seen many new factories opened. In this connection it is interesting to record that an expert estimate places the number of aeroplanes in the world at 3,000. One Franeh factory

has now an equipment to produce 800 machines a year. Government orders are having a stimulating effect upon the trade. Large numbers of skilled men are, in addition to work at the factories, employed at the many flying schools. An increasing amount of capital is being sunk in the industry. The military significance of airmanship, and the valuable prizes to be won in the current year, are largely responsible for this, as is also the belief that there is an important sporting future before the aeroplane. Finally, reference should be made to England's progress during the year. Both in the production of skilled airmen and in practical construction leeway is being rapidly made up. A trustworthy estimate places the number of manufacturers in England who are now interested in the production of aeroplanes, engines, and propellers at more than 20. The capital already invested in the new industry in this country is certainly much in excess of £IOO,OOO.