|
Main
- books.jibble.org
My Books
- IRC Hacks
Misc. Articles
- Meaning of Jibble
- M4 Su Doku
- Computer Scrapbooking
- Setting up Java
- Bootable Java
- Cookies in Java
- Dynamic Graphs
- Social Shakespeare
External Links
- Paul Mutton
- Jibble Photo Gallery
- Jibble Forums
- Google Landmarks
- Jibble Shop
- Free Books
- Intershot Ltd
|
books.jibble.org
Previous Page
| Next Page
Page 28
There is another advantage of having two motors, and that is that we
can use two driving axles instead of one, and we can go up grades with
almost double the facility that way, because the adhesion would be
double. These are the main advantages arising from the use of two or
more motors.
Mr. Mailloux asked if I would give my experience in regard to the
mechanical transmission between the motor and the car axle. I have
used almost everything that was known at the time, but in order to
give you a full and detailed account of the various modes of
transmission which I have used I should have to give you figures to
bear out certain experiments. I should only be able to do that in a
lecture of at least five hours' duration, so I hope that you will
kindly excuse me on that point.
With regard to the durability of plates, I have taken into
consideration fifteen hours a day. In regard to the application of
electrical brakes, I will say that that was one of the first ideas
that entered my head when I began to use electric motors, and other
people had that idea long before me. I have used an electric brake,
using the motor itself as a brake--that is, as the car runs down a
grade by momentum, it generates a current, but this current cannot be
used for recharging a battery. It is utter nonsense to talk about that
unless we have a steady grade four or five miles long. The advantages
are very small indeed, and the complications which would be introduced
by employing automatic cut-outs, governors, and so on, would
counterbalance anything that might be gained. As regards going up an
incline, of course stopping and starting again has to be done often,
and anybody who at any time works cars by electricity, whether they
have storage batteries or not, has to allow for sufficient motive
power to overcome all the difficulties that any line might present.
One of the great mistakes which some of the pioneers in this direction
made was that they did not put sufficient power upon the cars. You
always ought to put on the cars power capable of exerting perhaps 20
to 40 per cent. more than is necessary in the ordinary street service,
so that in case of the road being snowed up, or in the case of any
other accident which is liable to occur, you ought to have plenty of
power to get out of the scrape.
* * * * *
BRISTOL CATHEDRAL.
[Illustration: BRISTOL CATHEDRAL.]
An Augustinian monastery, founded by Robert Fitzhardinge in 1142, had
its church, of Norman architecture, to which additions were made in
the early English period. When Edmund Knowle was abbot, from 1306 to
1332, the Norman choir was replaced by that which now exists. His
successor, Abbot Snow, built the chapels on the south side of the
choir. Abbot Newland, between 1481 and 1515, enriched the transepts
with a groined roof and with ornamental work of the decorated Gothic
style, and erected the central tower. Abbot Elliott, who followed
Newland, removed the Norman nave and aisles, intending to rebuild
them; but this was prevented by his death in 1526 and by the
dissolution of the monastery a few years afterward; he completed,
however, the vaulting of the south transept. The church remained with
a nave, and otherwise incomplete, until the modern restorations; after
which, in 1877, it was reopened with a special service. Messrs. Pope &
Bindon, of Bristol, were the architects employed. The exterior, of
which we give an illustration, viewed from St. Augustine's Green, or
Upper College Green, is not very imposing; from the Lower Green there
is a good view of the central tower and the transept. The height of
the tower is but 127 ft. It is of perpendicular Gothic architecture,
but the piers supporting it are Norman. The interior presents many
features of interest. The clustered triple shafts of the piers in the
choir, with their capitals of graceful foliage, the lofty pointed
arches between them, and the groined vaulting, have much beauty. The
chancel is decorated with tracery of a peculiar pattern.
The Abbey of St. Augustine at Bristol was surrendered to King Henry
VIII. in 1538, and became, in 1542, the cathedral of the new Episcopal
see then created. The first Bishop of Bristol, Paul Bush, was deprived
of his see by Queen Mary, being a married clergyman and refusing to
part with his wife. Bishop Fletcher, in Queen Elizabeth's time,
afterward Bishop of Worcester and of London, was twice married, at
which this queen likewise expressed her displeasure. He was father of
Fletcher, the dramatic poet; and he is said to have been one of the
first English smokers of tobacco. Among noted Bishops of Bristol were
Bishop Lake, afterward of Chichester, and Bishop Trelawny (Sir
Jonathan Trelawny, Bart., of Cornwall), two of the "seven bishops";
imprisoned for disobeying an illegal order of James II. "And shall
Trelawny die? Then twenty thousand Cornishmen will know the reason
why." But the most eminent was Bishop Joseph Butler, the author of
"The Analogy of Natural and Revealed Religion" and of the "Sermons on
Human Nature." He was born at Wantage, in Berkshire, and was educated
as a Nonconformist. He was Bishop of Bristol from 1738 to 1750, when
he was translated to Durham. In 1836, the see of Bristol was joined
with that of Gloucester; and the Right Rev. Drs. J.H. Monk, O. Baring,
W. Thomson (now Archbishop of York), and C.J. Ellicott have been
Bishops of Gloucester and Bristol.--_Illustrated London News._
Previous Page
| Next Page
|
|