Steinheil, of Munich, at the request of Gauss, who could not give the time necessary, undertook to simplify and perfect the apparatus. His success has led him to be looked receiving electrical signals, we may refer to the outside upon as the founder of modern telegraphy, inasmuch as it connections, which consist, as we all well know of wires was during Ins experiments that he made the important and their supports. Messrs. Siemens, and also Messrs discovery that the earth might be used as part of the Latimer Clark and Muirhead, in the English section cu cuit of an electric current. Copies of the apparatus of well as Breguet in the French, and other exhibitors sh Uauss and Weber,and of Steinheil, are shown m the German telegraphic material. Of late years wooden poles for section After these specimens of pre-historic telegraphic supporting the wires have in many instances been ffiven apparatus, we come to the English exhibits, m which the up in favour of iron posts. The two English firms above l ostal I elegraph Department shows the early forms of mentioned have, we believe, been very successful in the Wheatstone and Cooks apparatus, side by side with the introduction of iron for telegraphic purposes in various modern instimments developed from those of ancient days, parts of the world. Iron lasts longer than wood, thus I le beauty of electricity, as Faraday said, “or of any involving less continuous and less expensive repairs In other torce is not that the power is mysterious and un- some countries, indeed, wood is almost out of the question expected, touching every sense at unawares in turn, but The district does not supply any suited for telegraphic that it is under law, and that the taught intellect can even purposes, and if it did the white ants or elephants might now go\ ern it largely. It was by a close and constant take a fancy to the posts for food, or as frictional exciters J;ff *he ,laws of electricity that the delicate instru- for the skim Siemens’ patent poffi is made in four parts to ments of to day veie evolved from the cumbrous instru- facilitate transport—(1) A dished or buckled foot-plate ment of these early experimenters According to Mr. W. of wrought iron, attached by four bolts to (2) a cast iron H. Pieece, F.R.S., the A L C instrument now used con- —to obviate the danger of rusting or rotting at the ground tains all the principles of Wheatstones first patents, line-tube, forming the lower portion of the poll into although the two instruments would hardly, by the casual which fits (3) a wrought welded conical tube, and into investigator, be looked upon as having aught m common, this is fixed (4) a short iron rod to act as a lightning dis-The instruments designed by Cook and Wheatstone were charger. A modification of this pole, in order to deduce those that really made electric teiegraphy practicable. In the labour of erection, is shown in the accompanying

I vptnw V i6    an exPenm®nt performed figure, in which, instead of the buckled base-plate, thl

by Professor Moncke, of Heidelberg, who probably obtained cast iron tubular base pile, patented by Le Grand and

nt!l r!!| ailSS’ Wh TSel r to give up lus Sutcliffe, is used. This pile is driven direct into the anatomical modelling, and turn his attention to telegraphy, earth, as shown in Fig. 8, where « indicates the hollow Cooke says that withm three weeks of his witnessing the pile, p the solid head of the pile, r the rammer with above-mentioned experiment his first telegraph of -the handle h. In some cases the base plate and cast galvanometer form was made He used six wires, forming iron socket are the only portions of iron used, a short • .lee cl*cu*ts v itli tin ee needles. The instrument patented wooden pole being fixed into the socket to carry the cross ]omt y by Cooke and W headstone, in 1837, had five needles arms or insulators for the wires.

aiianged a ertically on a dial, as shown by the Telegraph So far telegraph matters have claimed our attention, epaitment. Future instruments were designed with One of the interesting questions of the day, however, our needles, then two, then only one. The double or relates to secondary batteries. Of these M. Plante exhibits single needle instruments can be seen at almost any⁷ local a number as does also M. Faure, or rather the company

railway station in England. The department also shows the magnetic instruments of Wheatstone, and of Healy. Faraday, in 1858, speaking of this apparatus of Wheatstone’s, designed in 1840, said : “ In the first instruments powerful magnets were used, and keepers with heavy coils associated with them. When magnetic electricity was first discovered the signs were feeble, and the mind of the student was led to increase the results by increasing the force and size of the instruments. When the object was to obtain a current sufficient to give signals through long circuits, large apparatus were employed, but these involved the inconveniences of inertia and momentum ; the keeper was not set in motion at once, nor instantly stopped ; and if connected directly with the reading indexes, these circumstances caused an occasional uncertainty of action. Prepared by its previous education, the mind could perceive the disadvantages of these influences, and could proceed to their removal ; and now a small magnet is used to send sufficient currents through twelve, twenty, fifty, one hundred, or several hundred miles ; a keeper and helix is associated with it, which the hand can easily put in motion. . .” Henley’s original magnetic instrument, which we illustrate in Fig. 6, as a type of such instruments, was

FIG. 6.

FIG. 7.

'SHI

was

names are

m >11

THE PARIS ELECTRICAL EXHIBITION.

No. III.

A large number of exhibits relate to telegraphy, all the more interesting because as a wdiole they show the marvellous development that has taken place in this direction since the first practical conceptions of Schilling, and of Cooke and Wheatstone. Indeed, the system of visual signalling invented by the brothers Chappc is shown, ;is is many another piece of historic apparatus. Telegraph apparatus may well be considered under such divisions as (1) The ordinary sending and receiving apparatus ; (2) Telephonic apparatus ; (3) Batteries ; (4) The connections from office to office; (5) Cables. In our account of the exhibition, we shall arrange our remarks so as to keep in view these divisions, but shall make no attempt to discuss exhaustively at one time any single division. There may be system even in discursiveness. Then let us just glance at a few of the pre-historic relics of telegraphy, those ancient pieces of apparatus that contained the germ of the modern instrument. We have often wondered at the indefiniteness of books on the electric telegraph as regards the work of Schilling. Schaffher states that he tried while at St. Petersburg to ascertain wdiether Schilling had devised one or two systems, but could obtain no trustworthy information. L’Abbe Moigno speaks of one or two, and most of the English works mentioning the subject merely translate what Moigno says ; and altogether the subject has been so muddled, and the descriptions of the instruments so mixed, that we doubt if any ordinary person could tell exactly what Schilling did, and what he left undone. The Russian exhibit, however, sets the matter at rest, and shows that Baron Schilling, of Kanstadt (Cron-stadt), designed two distinct forms of telegraph, one having one magnetic needle, the other having six. The Russians, too, have set a notable example to exhibitors ; they were ready to time, and have provided a really explanatory catalogue of their exhibits. It will be necessary only to describe Schilling’s apparatus using one needle, as the other is merely a compound instrument. The apparatus consisted of a coil and a magnetic needle soldered to a copper thread and suspended by a filament of silk. At the end of the copper thread was a small plate of platinum dipping into a cup containing mercury, the platinum acting as a damper to the motions of the needle. To the copper thread were fastened two paper or cardboard discs, one white the other black. The motion of the needle, under the influence of the current through the coil, caused either the white or black disc to be presented to the observer, and a somewhat similar arrangement to that observed upon the ordinary single needle instrument allowed communication to be carried on. The other and more complicated instrument was to be worked by a keyboard with sixteen keys, each key making contact with the battery; the end of the wire of a coil was connected to two keys, and the apparatus so designed that the direction of the current through the coil depended upon the key moved. The six coils had twelve corresponding keys, the call signal required two more, and two were used for the return circuit. Of this inventor, Sabine says : “ He, however, unhappily died before carrying out his invention in practice.” These instruments are stated to have been invented in 1832, Schilling dying in 1837. In 1833, Gauss and Weber, the Gottingen physicists, carried out the idea of signalling by means of a single needle in a more complete form. Their telegraph consisted of a single magnetic needle surrounded by a coil, the needle, however, being moved by magneto-electricity instead of a galvanic current. This was, perhajis, the first practical application of Faraday’s discovery of magneto-electricity, about which experiment the well known lines were written :

“Around the magnet Faraday Was sure that Volta’s lightnings play,

But how to draw them from the wire ?

He took the lesson from the heart.

’Tis when we meet, ’tis when we part,

Breaks forth the electric fire.”

miiig

'/Y

largely used by the Magnetic Telegraph Company. As will be seen, it consisted of two compound bar magnets arranged parallel to each other with opposing polarities. Electro-magnets were placed at each end, connected at the back by a soft iron armature, each pair having a separate axle and finger key, so that by their motion the current generated in the coils would be communicated to the line wires L L. The axes were so adjusted as to bring the ends of the soft iron cores to about jEin. from the magnets. When the sending part of the apparatus is at rest, a spring S keeps the coils that the centre of one is before one pole of the magnet, and the other before the other pole. On moving the coils the induced current flows from one terminal through the indicating apparatus to earth, and from the other terminal through the line wire. The combinations of the movements of the two needles of the indicating apparatus constitutes the alphabet. The indicating portion consisted of a pair of small electro-magnetic coifs coupled together by an armature, the soft iron cores projecting beyond the cores, and terminating in semicircular horns of soft iron. The form of the coils and prolonged core is shown in Fig. 7.

Turning from the instruments devised for sending and

FIG. 8.

co

,.\r

WHI

m—• as ow

which has secured the Faure patents on the Continent. The Faure battery is said to be an improvement on that of M. Plante. It is made by taking a strip of lead, covering it uniformly with minium, then placing a strip of felt upon it, the covered lead is made up into a cell either cylindrical or, in order to retain the more uniform distribution of the minium, a rectangular shape. The records of the experiments carried out by Prof. Sir W. Thomson and Mr. J. T. Bottomley, F.R.S.E., and others are very interesting. These gentlemen are the consulting electrical engineers to the Belgian Company, La Force et la Lumiere, and report to the company that the loss of electricity in its passage through the battery depends upon the rate at which the charge is drawn off. The greater the rate the greater the loss. The loss of energy in communicating the charge may be as small as 10 per cent., and 15 per cent, in drawing it off, though in practice it may be convenient to be satisfied with a less perfect economy of energy. As regards the dynamical energy stored up in fifty cells of well-constructed Faure batteries, containing 1 ton of lead and minium, the report says, each cell being considered to be as well made as that tested, the amount stored in 50 elements, each containing 20 kilogrammes of lead and minium, when fully charged would be something more than 20-horse power hours, of which 16-horse power hours would be recoverable with good economy. Probably an actual duty or work performed on a machine of 6- horse power for two hours, or 3|--liorse power for four hours, could be obtained from the 50 cells. The report also contains results of experiments made on the Swan and Maxim lamps, thus :—Maxim’s lamps : With 42 cells obtained 68 candles per lamp = 225 per horse-power ; with 46 cells obtained 117 candles per lamp = 325 per horse-power ; with 52 cells obtained 189 candles per lamp — 450 per horse-power. Swan’s lamps : With 32 cells obtained 42 candles per lamp = 270 per liorse-power ; with 36 cells obtained 63 candles per lamp = 305 per horse-power ; with 42 cells obtained 102 candles per lamp = 390 per horsepower. These experiments were conducted by Sir W. Thomson and Mr. Bottomley, similar experiments being carried out by Messrs. Keith and Shoolbred. It is probable that something will be said of these secondary batteries at the meeting of the British Association now being held at York.

THE BRITISH ASSOCIATION AT YORK.

The meeting of the British Association in York, which began at York yesterday, originated in an idea of Mr. Joseph Wilkinson, the Town Clerk, who conceived that it would be appropriate for the Association to celebrate its fiftieth anniversary in the city in which it was born. He consulted the then Lord Mayor of York on the subject, who at first made objections, chiefly in regard to the problem of raising funds, but who afterwards warmly supported the proposition. Thus the ball was set rolling. The Council of the British Association at once fell in with the suggestion, giving the York authorities indirect information that they intended to accept the invitation a year or two before the rules of the organisation allowed them to do so officially. Mr. Pengelly especially affected by the proffer of hospitality. He said that it would be a case of the Association “going home to see mother.”

York, from its historical associations, is a particularly attractive place for an intellectual gathering of the kind now assembled within its walls. Remains of the Roman occupation are plentiful, especially in the museum grounds, where are the remains of a tower of Roman construction, and a part of the old Roman wall. Stone coffins of Roman make, dug up at different times, are there in abundance ; they were found near the old roads, it being the custom of those early conquerors of Britain to bury their dead alongside the highways. The ecclesiastical monuments in the city, from the minster downwards, are of rare architectural beauty, and of absorbing historical interest; and at times both Roman Emperors and English Kings made York their abiding place. The history of the city is tolerably complete from a.d. 79, when Agricola made it one of his chief military stations on his line of march to the north.

The Reception Room at the Guildhall opened at one o’clock on Monday, and soon after the opening of the doors a number of residents in the locality thronged in for tickets. The only visitors from a distance seen by us were Sir John Lubbock, Mr. J. W. L. Glaislier. and Mr. George Griffith of Harrow. Mr. Griffith is back again for this year only, as assistant-secretary, and all who know how well he has worked for the Association are glad to see him at the fifteeth anniversary meeting. On the Tuesday few visitors arrived until the afternoon, from which time until the opening meeting last night they poured in apace.

The opening meeting passed off quietly. A sounding board was suspended over the head of Sir John Lubbock, and was an aid in making his words audible in the somewhat lengthy hall of the Exhibition building. Several electric lamps illuminated the interior, and however successful their action on other occasions, on this one the effect was rather disappointing. They varied in power, one of them went out for several minutes, and then flashed up again, and the cold glare unmodified by coloured glass, produced effects not attractive from an artistic point of view. Out of doors they gave great satisfaction. At the close of Sir John Lubbock’s address, which was quietly received and attentively listened to, the Lord Mayor of York, Mr. Wm. Spottiswoode, and Dr. Tempest Anderson, made a few remarks, after which the meeting broke up.

At the meeting of the general committee yesterday, nothing but routine work was transacted, chiefly of a personal nature. The Report of the Council set forth particulars of changes to be made in the assistant-secretaryship. The Council propose that, in accordance with the regulations, the four retiring members shall be the following :—Mr. Easton, Mr. Newmarch, Professor Roscoe, and Mr. Warrington Smith. The Council recommend the re-election of the other ordinary members of Council, with the addition of the gentlemen whose distinguished by an    asterisk in the following list:—

Mr. F. A. Abel, C.B., F.R.S.; Professor W. G. Adams,

F.R.S.; Mr. J. F. Bateman, C.E., F.R.S.; Professor Cayley, F.R.S.; *Mr. Warren De la Rue, F.R.S.; Captain Sir F. J. Evans, C.B., F.R.S.; Mr. J. Evans, F.R.S.; Professor G.

C. Foster, F.R.S.; Mr. J. W. L. Glaisher, F.R.S.; *Mr. A. Ver-Harcourt, F.R.S.; *Mr. G. W. Hastings, M.P.; *Mr. J. C. Hawkshaw, F.G.S.; Mr. J. Hey wood, F.R.S.; Mr. W. Huggins, F.R.S.; Professor T. McK. Hughes, M.A.; Mr. J. Gwyn Jeffreys, F.R.S.; Professor A. Newton, F.R.S.; Mr. Pengelly, F.R.S.; Mr.

W. H. Perkin, F.R.S.; Gen. A. Pitt-Rivers, F.R.S.; “Professor

XD

Prestwich, F.R.S.; Lord Rayleigh, F.R.S.; Professor J. S. Bur-don Sanderson, F.R.S.; Dr. H. G. Sorby, F.R.S.; Gen. Sir H. E. L. Thuillier, C.S.I., F.R.S.

Captain Galton moved the adoption of the report, which was seconded by Mr. Griffith, and carried unanimously.

Professor A. W. Williamson, general treasurer, read the statement of accounts, which showed that there was brought forward at the Swansea meeting £503 5s. 5d., and the other items in the receipts were, for life compositions, £160 ; annual subscriptions, £473 ; associates’ tickets, £390 ; ladies’ tickets, £147 ; dividends on stock, £248 12s. 7d.; sale of publications, £141 0s. lid.; from the Mathematical Society for the use of rooms in Albemarle-street, £12 15s.; and a grant which had been paid in accordance with the vote of the General Committee, but which not being used, had been returned, £20—total, £2095 13s. lid. The disbursements included £476 3s. Id. for grants for researches, and there was a balance at the bankers of £88 18s. lOcl.

This was also passed unanimously.

The proceedings of the Mechanical Section began at twelve o’clock to-day, when Sir Wm. Armstrong delivered his presidential address, which will be found on another page.

THE HEATING POWER OF SOUTH DURHAM COAL.

Referring to our remarks in The Engineer of the 19tli nit., on the experiments made to test the power of coal as a pumping agent, we are norv able to give a little in detail some of the facts. The Stockton and Middlesbrough Water Board having advertised for tenders for coal for use at its pumping station, received a number of tenders in response, and of these they made sample trials. A report was furnished to the Board by the secretary as to the result of this, nine samples being submitted to the test. It will be seen that the table which we give below confirms in every particular, the abstract we presented the 19th ult., and it may be a valuable aid to the engineers of water companies and to others interested in the attempt to ascertain the power of coal for pumping purp It might be added that the tenders “I” and “E” those that were accepted by the Board, the former for six months’ supply at the rate of 70 tons weekly, and the latter for 50 tons weekly, for the two sets of engines of the Water Board. The chief determining quantities seem to have been the pounds of coal per horse-power per hour, or per 1000 gallons raised, and the percentage of slag or clinkers, coupled with the price of coal, which is, we believe, that of the price delivered on the sidings of the railway next to the works of the Water Board, on Teesside, near Darlington. The value of these same coals for other places would, of course, be modified by their relative distances therefrom. It may be added that this is the second of the series of trials that has been undertaken by the Water Board and officers. Below is the result :—-

on

uses.

were

Consulting Engineer, Newcastle ; and Mr. Hiscock, Engineer to the De Bay Propellor Company.

The weather was most unpropitious, the sea causing the De Bay to roll and pitch to such a degree as to destroy all hope of making a comparison between this and the previous run. However, the mean speed obtained in four runs over the mile was 10"5 knots, or "313 knots less than with the common screw, but with an indicated horse-power of rather more than 100 less than was used previously, and with a draught Sin. greater. The particulars are as follows :—

Length of ship ........

Breadth ............

Depth ............

Displacement..........

Gross carrying capacity

Cylinders............

Stroke..............

Horse-power, nominal......

Ordinary screw, diameter ..

,,    pitch......

De Bay propeller, diameter ,,    pitch

June 30th, ordinary screw.

Wind off land ; sea smooth.

Draught for., 9ft. 6in.; aft, lift. 6in.

Average revolutions, 74’30.

Indicated horse-power, 936.

Time : First run, 5 min. 17 sec.

,, Second run, 5 min. 47£ sec.

,, Third run. 5 min. 27 sec.

,, Fourth run, 5 min. 42 sec.

Speed: First runj, 1-356 knots.

,,    Second rim, 10‘36 knots.

,,    Third run, 1B009 knots.

,, Fourth run, 10'520- knots.

Mean, 10"S13.

250ft.

35ft. 4in. 23ft.

1610 tons. 2500 tons. 30in. &55in. 42in.

150

.. loft.

..    15ft. Oin.

..    13ft. Oin.

a full cargo for Cronstadt, left the river Tyne for a loaded trial over the measured mile. The weather, however, was too bad, and even had she made a run on the mile, the result would have been useless and unreliable, but when green seas began breaking over the forecastle head, all idea of a trial was abandoned, and the De Bay went on her voyage.

Although no reliable figures have been arrived at, owing to the severity of the weather, there is no doubt that the directors of the De Bay Propeller Company may be congratulated upon a success ; but as this is really only their second propeller, and as that propeller is so widely different from all others, it would be unreasonable to expect that they have hit upon the very best design, and arrangement of dimensions, at the first attempt. Certain defects have been already pointed out, and with an enterprise worthy of success, they have decided upon trying a new propeller on the return of the De Bay from Cronstadt, and continuing to alter designs until a propeller of the most satisfactory proportions is produced.

August 25th, De Bay propeller. Strong wind ; rough sea.

Draught for., 10ft. 2in.: aft, 12ft. 2in. Average revolutions, 66 "5.

Indicated horse-power, 82S.

Time: First run, 5 min. 57 sec.

,, Second run, 5 min. 27 sec.

,, Third run, 5 min. 59 sec.

,, Fourth run, 5 min. 32 sec. Speed: First run, 10’OS4 knots.

,, Second run, 11-009 knots.

,, Third run, 10-027 knots.

,, Fourth run, 10-843 knots. Mean, 10-490.

It will be seen at once from the above figures that the De Bay propeller is by no means as efficient as it would have been had the pitch been finer, and so permitted the engines to make their proper number of revolutions, and to develope their full power ; but at the same time we must call attention to the fact, that this propeller, defective as it clearly is in proportions, drove the ship with upwards of 100-horse power less at nearly the same speed    as with the common screw, that the ship    was

Sin. deeper    in the water    with    the    patent propeller,    and

finally that    the weather    was    very    heavy, taking all of

which into    consideration,    there    can    be little doubt    that

the De Bay propeller would have driven the ship under favourable conditions at from 1 to lj knots per hour more than the ordinary screw. On looking at the question from another point of view, the De Bay propeller is capable of driving a ship at the same speed with a much lower indicated power than that required by the common screw, and as a matter of course at a much reduced coal consumption. The propeller now fitted to the steamship De Bay is composed of two screws on the same centre line of shafting, which revolve in opposite directions, one a right-handed screw of three blades driven directly from the engines by means of a solid steel

SIR W. PALLISER AND THE WAR-OFFICE.

A.”

“E.”

“H.”

“F.”

“I.”

“B.”

“C.”

“G.”

“D.”

Sir William Palliser, since the conclusion of his recent experiments on the ultimate strength of his 7in. gun at Eritli, requested the Secretary of State for War to be allowed to furnish a gun for trial on the following grounds. He observed that the Erith gun had only 7-fin. of metal round the front of the forward charge, namely, 2-fin. of wrought iron and 4fin. of cast iron, which theoretically should only bear about 34 tons pressure per square inch. The gun in question, however, eventually yielded under pressures, registered as 44 -3 and 47 tons per square inch, at the sixth round, the charges of the fifth and sixth rounds having only differed in the fact that the front in the latter a shell instead of a shot, and the shot in the fifth round had been considerably set up, and had given other indications of great pressure. A gun of the thickness of the service 7in. gun might be made enormously strong, Sir W. Palliser suggests, with a theoretical total strength of perhaps 360 tons, as compared with 124 tons theoretical strength, or 164 tons actually exerted on the Erith gun. Sir W. Palliser proposed to make such a gun of wrought iron coils inside a casing of special cast steel, which would be applied in the form of a casing, with a bore of I7in. and a thickness of 7in., a proportion which he sidered would enable the whole of the metal to be simultaneously and fully strained. He asked permission to furnish a muzzleloading gun made on this principle, the wrought iron barrel to be made in the Gun Factories, and the steel casing supplied by Sir W. Palliser. He offered either to pay for the gun himself, or, on the other hand, to work in conjunction with the Gun Factories, in perfecting a gun on this principle, subject even to some modification if found desirable. He suggested that for the testing of the ultimate strength of a gun, the employment of a fixed charge of powder of gradually increasing violence might be preferable to double loading. To this Sir W. Palliser added a history of his 7in. converted gun, as well as stating his propositions in much more detail than is given above. To his proposition he received the following reply :—

was

con-

Description of coal.

Shildon : Morley Middridge r’gh. sm’ll. r’gh. sm’ll. r’gh. sm’U.

Shildon Lodge r’gli. smTl.

Eldon d’ble. scr’d. nuts.

East

Hetton

nuts.

Chilton OldEtherley d’ble. scr’d.    f

nuts. unscreened.

New Copley nuts.

Price per ton (for six months) ..'

02

p © 02 ©

CM co pu

02 ©

© pu

© ca

p co w ©

P CO 02 ©

sp-

© W

SP*

Gallons of water pumped to reservoirs

•    8,669,000

5,15S,000    4,421,000    4,118,000 : 4,S66,000    4,156,000    3,900,000    4,001,000    4,120,000

Length of trial ..

.... 17J hrs. j 25 hrs.

21 hrs.

19j Ill’s.

23 Th hrs.

19§ hrs.

1S| hrs.

19,1, hrs.

19J hrs.

Coals used

co P

5p

top

© P

£p

HAp

prH 6 © ©

E-i co

d<n

d£

op

0*0

T. c. q. 7 IS 1

©P

©P

cHco 6 © Eh ©

DHr-1

6

EH ⁰⁰

Surveyor-Geiieral’s Department, War-office, IStli July, 1881.

I am directed by tlie Secretary of State for War to acknowledge the receipt of your letter of the 22nd ultimo, in which you submit remarks relative to the recent trials of your 7in. rifle gun of 5 tons at Erith, and request permission to furnish a steel casing for a muzzle-loading gun, and that the barrel for it may be made in the Royal Gun Factories, in aecoi’d-auco with plans submitted by you on 21st May last; and further that tho trial of a gun composed of a casing and barrel as above may be sanctioned.

In reply, I am to acquaint you that Mr. Childers has carefully considered your request, but that he is not prepared to accede to it.

Iam, Sir,

Sir,

Lb. of coal used per 1000 gallons.’

lb.

5-2(55

lb.

4-19(5

lb.

4-7SS

lb.

4-773

lb.

4-603

lb.

4-264

lb.

4-5(55

lb.

5-059

lb.

4-465

Your obedient servant, John Adye,

Cost per 1000 gallons (coals only).;

d.

•1334

d.

•134S

d.

•136S

d.

•13SS

d.

•1501

d.

•1523

d.

•152S

d.

"1583

d.

1-654

fyeight of coal used per million T. c. q. lb. T. c. q. lb. gallons............ 2 7 0 1    1 17 1 24

to H to p GCp

°? to H3 to o

q. lb. T. c. q. lb. 2 13 i 2 1 0 11

s.°

op

CO

to P

©p

CCp

T. c. q. lb. T. c. q. lb. 2 5 0 19 1 19 3 13

Sir W. Palliser, C.B., M.P.,

21, Earl’s Court-square.

We have repeatedly expressed our conviction that under present circumstances it would be most desirable to give a full trial to all systems that have achieved any distinct success, and we regret that Sir W. Palliser’s request has not been complied with.

Lieutenant-General.

Cost per

Lb. of coal per liorse-power per hour..............

do.

s.

11    1-4

d.    I s.    d.

1 11 2-8

lb.

5-307

lb.

4-16

s.

d.

11 4-S

s. d. 11 6-S

s. d. ¹ s. d. 12 6-1

12 S-3

s. d. 12 S-8

s.

d.

13 2-3

s. d. 13 9-4

lb.

4-85

lb.

4-76

lb.

4-70

lb.

4-33

lb.

4-50

lb.

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It is worth the inquiry whether other water-pumping panies could not agree on a form of return to be used, so that the benefits of the experience of one might be added to that of another. That above should be of value to all waterpumping companies in the North of England, and more especially to South Durham, whence the bulk of the coals tested as above were extracted.

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THE STEAMSHIP HE BAY.

In the issue of The Engineer of July 22nd we reported some trials which had taken place with the steamship De Bay, fitted with an ordinary four-bladed propeller. The ship, as stated, is one of the best class of cargo steamers, built by Messrs. Palmer and Co., of Jarrow-on-Tyne, and has also been engined by them. Six steamers of a like class preceded the De Lay out of this yard, and in her construction the experience gained with all the others was turned to advantage, and so the ordinary four-bladed propeller applied to her was probably one of. the best screws it was possible to make. The first trials of the ship took place on June 30th, she being then in ballast, when a mean speed was attained of 10-813 knots per hour, with an indicated lioise-power of 936, and during most favourable weather. The De Bay was then loaded with close upon 2500 tons of cargo, and on the 11th of July under the same favourable circumstances of weather, she attained a mean speed of 9'44 knots, with an indicated horse-power of 836. At the conclusion of this trial she was dispatched to Cronstadt, and during the voyage she averaged a speed of nine knots good,’with a coal consumption equal to 14 tons per day. Immediately on her return to this country she was fitted with a De Bay "propeller, and the official trial trip took place August 25tli, off the mouth of the Tyne, and over the same measured mile previously . A large number of gentlemen interested in steam navigation were on board, amongst whom may be mentioned Mr. Capper, Managing Owner ; Mr. Edward Capper, Colonel the Hon. A. W. Wood, Chairman of th De Bay Propeller Company ; Mr. m iy Secretary De Bay Pro oiler Company ; Captain Fellowes, Lieutenant Ward, B.N., Lieutenant Watt, 11.X., Mr. Fol-kard, M.I.C.E., Mr. Menzies, Consulting Engineer, Newcastle ; Mr. George Palmer (Palmer and Co., Jarrow); Mr. Gibb, Mr. Farino,

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shaft; the other a left-handed screw, having only two blades, which is keyed on to a hollow phosphor bronze shaft, which is worked by means of bevel gearing. The blades of the forward screw on the hollow shaft surround or embrace those of the after screw, both acting as nearly as possible upon the same water, and giving a resultant thrust in a straight line with the keel. The gearing for driving the hollow shaft has always been to engineers the most objectionable feature, and, perhaps, the only objectionable one attaching to this propeller ; but Mr. His-cock has succeeded in designing for this ship a gearing to which no exception can be taken, and Messrs. Palmer and Co. have spared no trouble in its manufacture and fittings. It consists of three bevel steel wheels, the forward one on the main line of shafting, the intermediate on the starboard side, and the after wheel on the hollow shaft. The whole is mounted on a single bedplate, bolted to a seating provided on the top of the after ballast tank, and forms a compact and rigid arrangement, working easily and freely, with little noise, and is quite unaffected by the racing of the engines, though it was severely tested during the trials. Many of the engineers on board were even pleased to note how well this system of bevel wheels worked, than they would have been to have made a greater speed had the day been finer. The intermediate wheel has an adjustment, by means of which all slack and wear can be taken up, and all backlash prevented. It is practically divided into two wheels, the inner and the outer. The inner may be called the main wheel, with its arms and boss ; the outer wheel is a ring fitting over, and bolted to the back of the main wheel, and is adjustable by means of set screws in the body of the main wheel. The widths of both are proportioned so that the strength of their teeth is equal. The inner is geared with the forward, the outer with the after wheel, and the adjustment permits of these relative positions being reversed to bring fresh surfaces into contact—that is the opposite sides of the teeth. As wear takes place the outer wheel or ring can be gradually set round, producing, in this way, the same effect as thickening the teeth of an ordinary wheel, so that there is never more slack than at the first. The intermediate wheel has one more tooth than either of the others, effecting in this way a uniform working and wearing of all the teeth.

On Wednesday, August 31st, the De Bay having taken on board

The St. Gothard Pass.—Mr. John Glas Sandeman wrote to the Times from Brigue on the 3rd August :—“ The opening of the St. Gothard Railway seems likely to be considerably delayed by the falling in of loose soil beneath Andermatt, and much heavy engineering work still remains to be done between Bodio and Airolo, where the southern end of the tunnel enters the mountain. In the meantime the Swiss are making their rail at the expense of their coach roads, and travellers who have any regard for then-comfort will do well to avoid crossing the St. Gothard. As might be expected, the conveyance of heavy material for the construction of the railway has considerably cut up the road at both its extremities, but even over the pass itself, where this cause has not operated, the road is in a very indifferent state when compared with the roads over the Sillier, Albula, St. Bernardine, Maloja, and Splugen, the two latter being by far the finest in point of scenery and interest.”

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Swan’s Lamps at Earnock Colliery.—About 100 members of the Mining Institute of Scotland assembled at this colliery on August 11th, and minutely examined the Swan lamps—twenty-two in number—by which it is illuminated, together with the switches and other fittings. Most of the lamps shone steadily with a power of fifteen candles, giving all the light needed for the section of the. mine in which they were placed; but two, which had been extemporised for the inspection of the visitors at the most distant face— a quarter of a-mile beyond the rest—were noticeably deficient in strength. The fault was afterwards found to lie chiefly in the Swan lamps themselves, they, like many of those lately manufactured, being of an abnormally high resistance. Others were subsequently substituted with better results. This variability of quality in the lamps renders uniformity in illuminating power excessively difficult to attain, it being of little use to equalise tlie resistance of the various branches when the internal resistance of the lamps is so different. Mr. Alfred R. Bennett, the engineer in charge, has tried the plan of inserting the worst lamps in branches of specially low resistance with some success, and, later, of adding a resistance variable at will to each. branch. The latter device enables adjustment of considerable nicety to be effected, but is out of place in a coal-mine unless enclosed in an air-tight casing, although suitable for use in households and factories. It has, however, been provisionally adopted a,t Earnock. The visitors were photographed in the mine, and afterwards proceeded to the surface and inspected the steam engine and dynamo-machine. This machine, which is of the A Gramme type, is taxed to its utmost to feed so many lamps at such a distance, and must be replaced by a more powerful one before any extension of the lighting can take place. Mr. Gilchrist, the manager of the mine, then showed, by breaking a lighted Swan lamp in an explosive mixture, that no safety can be reckoned upon if a rupture of the vacuum globe occurs in the presence of fire-damp. The wisdom of enclosing the lamps in strong protecting cases, as has been done in lighting this mine, is therefore obvious. Some remarks were made on the subject of electrical lighting by Mr. A. Jamieson, of the Glasgow Mechanics’ Institute, and Mr. Bennett gave a detailed account of the fittings and apparatus used in illuminating the mine, and answered several questions put by mining engineers present,

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On the coast round Cape Commerell, British Columbia, are deposits of black sand which is found on examination a few inches below the surface to be full of specks of gold. A small quantity of the sand washed in a saucer displays numerous grains of pure gold in tiny scales, popularly called “float gold.” The existence of the gold has long been known, but the difficulty has been to find a means of successfully and economically extracting it. Several machines have been tried but without success. A new attempt is, however, to be made with a machine invented in San Francisco. The machine consists of six drawers or layers of plates covered with amalgam. Each plate has holes punched through it about Rn. in diameter. The gold-bearing sand is “dumped in” on the top plate, and water is turned on. The action of the water sets the sand in motion, and, with the gold, it passes through the holes. The sand falls from plate to plate-leaving behind it the loose, free gold, which attaches itself to the amalgam ; and by the time the sand has reached the sixth plate it is accompanied by very few grains of gold that have successively escaped attachment to the amalgam on the previous five plates. The process is simple, but is reported to be successful, and to more than pay expenses.

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RAILWAY MATTERS.

Proposals are stated to have been made by a French Company for the construction of a railway tunnel under the St. Lawrence.

The section of the Government Gums Railway between Hawker and Bcltana, South Australia, has been opened for traffic. The total length of the Gums line now open for traffic is 144 miles.

The Oldbury Railway Carriage Company has appointed Messrs.

G. Bailey Toms and Co., of 7a, Lawrence Pountney-hill, London, E.C., sole representatives in London for the transaction of its business.

The Great Northern Railway Company is about to make a novel experiment in lighting railway carriages. Messrs. R. E. Crompton and Co. have contracted with the company to fit up a train with the Swan incandescent lamps. The result of this experiment will be looked forward to with great interest.

On the 2Gth ult. an express train from York to London was running into Doncaster station at 12.45 p.m., when, it is alleged, the driver found that the vacuum brake did not act. He at once whistled to the guard to apply his brake, which was promptly done, but the train ran through the station at about 12 miles an hour, and into the siding, where it struck a truck and a couple of horse-boxes, all of which were destroyed. No passengers were injured.

The Minister of Public "Works has given orders for surveying a direct railway line from Naples to Rome, via Gaeta and Terracina, which was proposed in 1871 by Engineer Danise. The Naples correspondent of the Daily Neivs says, the metropolis could be reached by that route in three and a-lialf hours, while now double this time is employed. Strategical considerations will also have some weight in the matter, as the new line would give mutual support to the fortresses of Gaeta and Canua.

The Chief Engineer of the Canada-Pacific Railway, returning to "Winnipeg from a visit to the end of the survey, reports that the reconnaissance in the Rocky Mountains is completed with satisfactory results. The air line between Winnipeg and Portage la Prairie will be open for traffic on October 1st. The Syndicate of the Pacific Railway Company have come to an arrangement with a group of Montreal and New York bankers to float 10,000,000 dols. of bonds to be secured on the land grant, and bearing interest at 5 per cent. The Bank of Montreal has taken one-quarter of the entire loan. The company will establish a large manufactory of rolling stock at Hochelaga.

The desire for increased railway accommodation in Ceylon and official opposition to extension seem to be equally strong. There is no doubt that additional railways are much wanted, and though refused, strong hopes are still entertained amongst the traders and agriculturists that on Sir James Longden’s return to Ceylon about the middle of this month he will be able to announce that the objection on the part of the Secretary of State for the Colonies for the immediate commencement of railway extension to Hapu-tale has been overcome. The local papers have been very full of a scheme for constructing a light railway into Uva, failing the struction of a continuation of the present main line system, measure of temporary relief. There would, it is said, be a balance of £130,000 unexpended on the grants sanctioned for the present railway works, which might be applied towards this purpose, but it would be a great pity to cause a break of gauge with the narrow gauge lines of the kind proposed.

A report has been made to the Board of Trade by Major-General Hutchinson on an accident which occurred on Whit-Monday last, at Howtlr station, on the Great Northern Railway of Ireland, when a special train consisting of engine, tender, guard’s van (with guard), nine coaches, and guard’s van (with guard), leaving Dublin at 1.15 p.m., ran past Howth (terminal) station, and the engine, after running over a turntable, and through a wall 18in. thick (the latter 38 yards beyond the end of the platform), stopped in the road outside the wall with its buffer beam 12 yards beyond it, no couplings having given way, and, the rolling stock having sustained no damage of any consequence. The accident appears to have been due to want of judgment on the part of the driver, who kept on steam too long to enable him, with the means under his control, to stop his train. He had made a similar mistake at Raheny, where he had overrun the platform from 80 to 90 yards. The report concludes, “hadthe train been fitted witli continuous brakes under the driver’s control —not, under ordinary circumstances, allowed to be used when running into terminal stations—the accident would have been avoided, as the driver could, on finding that he had kept on his steam too far, have remedied his mistake by using the continuous brakes.”

The Government of the Colony of New Zealand has recently prepared a complete scale of railway servants’ pay, and the following summary of the scale has been sent to the Colonies and India by a correspondent, in reply to a question by a subscriber :— Stationmasters : Gtli class, £130 per annum ; 5tli, £140 ; 4tli, £150 ; 3rd, £175; 2nd, £200 ; 1st, £250. Guards, 1st class, get 9s. per day during the first year, 9s. Gd. in the second year, and 10s. after seven years’ service. Second-class guards and brakesmen : First year, 8s. per day ; second year, 8s. Gd. Drivers, shunters, signalmen, and storemen range, according to class, from 7s. to 10s. per day. Porters, 1st class, get 7s. first year, 7s. 6d. second year ; 2nd class, Cs. first, and 6s. Gd. second year. Labourers in the locomotive department receive 6s. per day ; fitters, turners, and other tradesmen get from 8s. to 10s. 6d.; while apprentices are paid from 8s. to 24s. per week, their pay increasing with each year of service. Cleaners get from 5s. to 7s.; firemen, 7s. 6d. to 9s.; enginemen, from 10s. to 12s.; and leading drivers, 13s.; gangers on the permanent way are paid from 8s. to 10s.; and sub-inspectors range from 11s. to 17s. Cadets on the clerical staff are paid, first year, ~°0 ! second, £60 ; third, £75 ; fourth, £90; fifth, £105. The clerical staff is classified as follows : 2nd class, £120 per annum, n¹o~nS a year to £160; 1st class, £170, rising £10 a year to .    ; special, £250 to £300. It must not be thought the above

journal remarks that employment can be easily obtained on the

Some extensive and important brake trials are in progress on the erman State Railways. The brake question has long been thorough examination by the German Government, and cently, m addition to numerous trains running ever since the kw!'• n ,ra¹e trials in 1877 on various lines, trains have been svSlyiJrei-ared’ fitted with the following six continuous brake .s’¹ fi® inventor or his representative being in each case called t ⁰ cei'tify in writing that the vehicles are supplied with the AVestirxri, miprovements Heberlein, Smith Hardy, Sanders, a no, m f v’ Steel M’Innes, and Carpenter. A series of trials on wav wiii° lul® ,n.ear Halensee Station, on the Berlin Girdle Rail-commissioiiPnfbably- commencc about the 29tli inst., before a subiect of mnfi enSuleers specially appointed to report on the trials will 1, lnuous brakes. The most practical portion of the s x trains w nHrerLC0,mmence immediately afterwards, when all and BreslaT, fn,bfiSent to;vork the express service between Berlin on the vehicles ul'f T fo,ur months. The ordinary hand brakes the special svstein oi? ^ Vlpinbe so as to ensure that in each case of any departure from this^iT10 USed₁₁f°¹' aU pUrp0SeS;the cause

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NOTES AND MEMORANDA.

Tin-plates were first made in Germany, probably in Bohemia, where tin was discovered in some quantity five hundred years ago, although the mines are now abandoned. The manufacture was introduced into England in 1070, but it was not till fifty years after that year that it was finally established. The English supply in those early days came from Hamburg, to which English makers now send annually 20,000 boxes, the whole English make reaching three millions of boxes, or 150,000 tons per annum. The discovery of sheet iron rolling in 1728, which turned out much superior plates to the continental ones, which were hammered, gave a great impulse to the English tin-plate trade.

The lakes created in the minds of glacialists are evidently looked upon as artificial productions by the Geneva correspondent of the Daily News, for lie sent a telegram to London on Sunday, headed, “ Natural Creation of a Lake in Switzerland.”—“ Switzerland has another lake. A huge mass of rock and earth fell the other day from a mountain side at Somnix in the Grisons, blocked up the course of the Jobel, an effluent of the Rhine, and converted the valley into a lake. The village of Surrbein, hard by, is in great danger.” The numerous landslips on a large and small scale in Switzerland during the past few years must have produced a good deal of scratching and grooving that will do for evidences of " scratching^ for those who want them.

An initial attempt to elucidate the ratio of the specific heat of liquid organic compounds to their composition has been made by Herr von Reis. It appears from his researches that the difference of the molecular heat of homologous compounds at 20 deg. boiling point, and from 20 deg. to 100 deg._, is very regular : in the former case it is S'O and in the latter 7'5. Alcohols form an exception, having a comparatively high specific heat; they give the differences 9 '7 and 8'5 respectively. Isomeric substances of similar composition liavetliG same molecular heat, while those of unlike composition have a different. In the tables which give carbon and hydrogen differences there are exceptions along with regularity. For a right development of the theory Herr von Reis feels that extended observation is necessary.

An entirely new induction.telephone receiver has been devised by Professor A. E. Dalbear, of Tufts College, Massachusetts. In form it resembles a watch telephone, but it consists only of an ebonite case enclosing two parallel metal diaphragms insulated from each other by the air and ebonite. The back plate is held round its rim and at its centre by a screw, and the front plate is free to vibrate before it. In the middle of the front plate is a small hole which is placed against the ear. The plates are connected in circuit with the line. The transmitter employed is a Reiss telephone, but with a carbon contact, and a vocal current passes through the primary of induction coil, which has its secondary in circuit with the line. The secondary currents after traversing the line, enter the fixed receiver plate, and set it into audible vibration.

Signor Mauri obtains an economical and most compact battery carbon, intimately united with the electrode, which is described in Riv. Sci. Inst. No. 11, as follows :—Finely-powdered graphite is mixed with an equal weight of sulphur (which should be free from carbonates), and the mixture is heated in an iron vessel until complete fusion of the sulphur. The temperature should not be raised beyond 200 deg. When the mass is fluid it is poured into a suitable metallic mould, and a thick copper wire, bent zigzag, is quickly inserted, a part being left projecting. The mass is let cool slowly: then it is easily drawn from the mould and is ready for use. These carbons have a conductivity practically equal to that of retort carbons, and are more lectro-negative, consequently better adapted for electro-motive force. Coke-powder cannot be substituted for graphite, because it has too little conducting power. By increasing the proportion of sulphur, the resistance, Nature says, may be increased at will and strong resistances may be thus easily prepared in place of resistance-coils of copper wire.

A WORK which will interest all engineers has been published in Berlin by Dr. Ernst Gerland entitled, Leibnizens und Huygens’ Briefivechsel mit Papin, nebst der Biographic Papin’s.” Gerland seems to have taken very great pains in collecting the scattered facts relating to Papin’s life and works, and he shows how very intimately Leibniz and Papin were connected in the invention of the first steam engine. Like many inventors in our own time and most of those in his days, Papin’s success went little further than his inventions. He reaped no benefit, and after a life of hard work died in England unnoticed. His last achievement, after having made a pumping engine capable of lifting water 70ft., and anticipated many of the improvements long subsequently made in steam engines, was to start for England with his family in a vessel he had constructed and fitted for propulsion by steam, but at Munden the boatmen’s guild asserted its privileges, and his boat was confiscated. Thus ruined, he pushed on to England, and worked here for some time, but apparently without success. He died in 1712.

An experienced painter thus described the best way of giving a good priming to constructive work :—“ To 1 gallon of raw oil I put 1 lb. of litharge, and shake three or four times a day. After a few days allow it to settle, and then strain.” He thus insures a thorough incorporation of the dryer and the oil, and frees the latter from any fattiness. The lead is mixed with equal parts of this oil and turpentine for the first coat, and these thoroughly incorporated by agitation. For the second coat two parts of turpentine to one of oil are used, to which is added a small portion of japan. Two coats carefully applied, evenly laid with sufficient intervals after each for thoroughly drying, secure the main points sought in a priming or filler. This, when puttied, sandpapered, and levelled down, is ready for a third coat of more body. For this ground lead reduced with turpentine and a small quantity of japan or gold size is recommended. Next follows a fourth coating, to which is usually added some permanent colour—for instance, oclire or umber, ground in equal parts of oil and japan. The colour used will be selected as well with reference to permanence as to the subsequent colour in which the work is to be finished. A coat of rough stuff to the hard wood is usually applied here, followed by a fifth coat of lead, thinned like the other with turpentine, to which is added a small quantity of japan. After being thoroughly sandpapered and worked down, it is ready for the colouring coats. The rationale of this process is that besides the litharge in the prepared oil, there is present in every coat the hard-drying japan, and every coat is made flat by excess of turpentine. This secures a hard-drying, thin, compact and permanent surface. This is necessary, because the outer coats, both of the colour and the ultimate finish, must be necessarily hard-drying. From the nature of the exposure to which coach and car work is subjected, it follows that the outer coat, which protects the colours and work beneath, should be varnish in some form.

MISCELLANEA.

VISITORS to the Paris Electrical Exhibition may hear the music and songs of the Opera and Theatre Frangais by means of telephones, which have been fitted up in special rooms. It is stated that the transfer is so perfect that though a mile separates the places the singing is heard in undiminished purity.

The steamer Harold, now lying in Dover Docks, has been specially fitted for the work of raising the wrecked German ironclad Grosser Kurf first, which lies in 90ft,. of water off Folkestone. She is provided with one of Gwynne’s centrifugal pumps, driven by engines of 30-horse power, and has, the Times says, a complete set of diving apparatus on board.

The German establishment of Messrs. Scliwartzkopf has received an order from the Spanish Government for one hundred fish torpedoes. Several of them will be tried during the next week at _ - The Chinese Government have also bought twenty fish torpedoes from this establishment, and it is said that the experiments made with these submarine machines have proved very successful.

Messrs. Caird and Purdie, the enterprising firm of shipbuilders who commenced operations at the Graving Dock Shipyard, Barrow, successfully launched an iron steamship, built by them for Messrs. Holman and Sons, London, and intended for the Baltic trade, on Saturday last. The vessel received the name of Raleigh from Miss Caird as she gracefully moved into the water. Her dimensions are 245ft. in length, 34ft. broad, depth of hold 17ft., tonnage 1100. Messrs. Westray, Copeland, and Co. will supply the engines. The company have at present three vessels on the stocks, and trade prospects are very good.

It had been intended to close the Polytechnic Institution finally on Saturday night, but the announcement that the company would be wound up and the building sold brought so many people to visit the old place during last week that it has been decided to continue the performances for another fortnight. The programme of entertainments which the directors have been enabled to offer, with the assistance of the several artistes who have given their services to the institution gratuitously, has been a varied one. From a paragraph in a notice issued by the directors it would seem that there is a possibility of the property being purchased and the institution, perhaps, with some changes, being carried on “ by a syndicate of wealthy and influential gentlemen ” as a place of popular science and harmless amusement.

It is estimated that over 150 binders are now at work in the harvest fields of Great Britain, Mr. Walter A. "Wood alone having eighty string binding machines at Long Sutton and elsewhere, all doing satisfactory work. On some farms the binder has worked through the whole harvest without giving five minutes’ trouble. At a trial on the 2Gth ult. by the Long Sutton Agricultural Society, Wood’s machine cut six acres of wheat in less than five hours, and did not miss tying a single sheaf, at the rate of one sheaf every two and a-half seconds, excepting at the time when the ball of twine ran short and was replaced by another. There was. unfortunately, no competition, but the judges, Mr. J. G. Hobson and Mr. George Skelton, awarded the prize to Mr. Wood for the great ingenuity and practical value of his machine.

The most flourishing branches connected with iron and steel are, according to Messrs. Bolling and Lowe’s Iron Trade Report, the shipbuilders and heavy engineering trades connected therewith. According to the most recent register at Lloyd’s, it appears that the number of steamers built in 1879 was, iron, 270, tonnage, 4G3,414 tons ; steel, 23, tonnage, 21,222 tons ; total, 484, GGG tons. In 1880, iron ships, 401, tonnage, 487,404 tons; steel ships, 30, tonnage, 38,164 tons ; total, 525,508 tons. In progress of building, 1st July, 1881, there were of iron, 550 ships of 900,000 tons ; and of steel, 50 ships of 120,000 tons; giving a total of 1,020,000 tons— an enormous increase upon last year’s operations, nearly doubling the figures in about six months. The number of steel boilers built was 1878-79, 220; 1879-80, 380; 1880-81, 500 ; and at the present moment there are 528 pairs of marine engines and boilers building of effective horse-power 500,000.

A shock of earthquake was experienced in the mining district of Teversal, in Nottinghamshire, about noon on the 26tli inst. In of the pits belonging to the Stanton Ironworks Company the miners were so alarmed at the shock and the accompanying noise, that, thinking an explosion had occurred, they rushed to the mouth of the pit. The shock seems to have been severe enough to loosen bricks in several places. To show how far, however, imagination may sometimes be called in to help one’s memory, it may be mentioned that it is stated of the station-master of the village of Fackley that while sitting in his house he was thrown from his seat by the shock, and a quantity of plaster was detached from the ceiling. It need hardly be said that the shock necessary to dethrone anyone fairly seated would be sufficient to ruin the whole neighbouring district. There was no explosion in the mines or other circumstance to account for the phenomena, and an upheaval of the floor of one of the pits indicated that the cause of disturbance was below the workings. One of the pits is 430 yards deep. The shock travelled in a north-west direction.

A proposal has been made to utilise the vast water supply of the extreme north of America by closing the northerly outlet of the valley of the Mackenzie River at the line of G8 deg., and thus storing up the water of 1,260,000 square miles, to which could be added the water of other large areas. A lake would be formed of about 2000 miles in length by 200 of average width, which would cover with one continuous surface the labyrinth of streams and valleys which now occupy the Mackenzie Yalley. It would be a never-failing feeder for the Mississippi, and would connect with Hudson Bay and the great lakes, and also with the interior of Alaska through the Yukon and its affiuents. The connection of the Upper Mississippi with Lake Mackenzie would be a comparatively easy matter, and a vast amount of navigable waterway would be added to this river. The formation of Lake Mackenzie would also contribute to the proposed ship canal from Cairo (Illinois) to the Gulf of St. Lawrence by the almost straight line which cuts the Wabash Yalley, the Lakes Erie and Ontario, and the Lower St. Lawrence. We do not know who makes the proposal, but the Times seriously reports it.

At the Durham University College of Physical Science, Newcastle-upon-Tyne, a series of lectures on mining and surveying during the session 1881-82 will be given as follows :—(1) Coal and Metal Mining : A course of lectures will be given on coal and metal mining, on Monday and Friday afternoons, at 4'15. _ The course will include expeditions to objects of mining interest in the neighbourhood of Newcastle. The first lecture will be given on Monday, October 10th, in the Chemical Lecture-room, and the course will terminate about the 10th June, 1882. lee, three guineas. (2) Certificated Managers : A class will be held at Newcastle to prepare candidates for the certificated managers examination, during the months of October, November and December, on Wednesday afternoons, at 5.15. (This hour is subject to

alteration, should a later one be found more convenient to students.)

The first lecture will be given on Wednesday, the 5tli of October, in the Geological Lecture-room. A similar class will be held at University College (The Castle), Durham, from January to June, 1882. Fee, for each class, one guinea. (3) Mine and Land Surveying : A joint course of lectures on surveying, including practice in the field, will be given by the professors of mathematics and mining, from January to June, 1882, on Friday afternoons, at two o’clock. The first lecture will be given on Friday, the 20th January, in the Mathematical Lecture-room. Fee, two guineas. For further information, apply personally or by letter to the secretary, Mr. Tlieo. Wood Bunning, at the college, or to the professor of mining, Mr. John H. Merivale, who will attend on Saturday afternoon, the 1st October, at three o’clock, in the geological lecture room of the college, to meet intending students,

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PUMPING ENGINE S.—S ALFORD SEWAGE WORKS.

ME. ARTHUR JACOR, C.E., SALFORD, ENGINEER.

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The pumping engines which are illustrated above and at page 170 are now being erected by the Corporation of Salford at their sewage outfall works, near Mode Wheel, Salford. Mr. Arthur Jacob, Memb. Inst. C.E., is engineer for the works, and the engines and pumps have been designed and constructed by Messrs. James Watt and Co., on a general specification, furnished by the engineer, of the requirements to be complied with. As the quantity of sewage and stormwater to he pumped will vary from a minimum dry weather discharge of 7500 gallons per minute, to a maximum, including a rainfall of -Jin. in twenty-four hours, of 21,000 gallons per minute, the power of the engines is intended to be applied in such a way that a single engine working at a speed of twelve revolutions will raise 7500 • gallons, whilst both engines working up to a speed of seventeen revolutions will deliver 21,000 gallons to the specified height of 43ft.

It will be seen from the drawings that the arrangement of the engines and pumps is somewhat novel. The machinery is arranged in duplicate, each set of cylinders, pumps, and gearing being perfectly separate and detached from the other. The engines are of the compound rotative type, the high and low-pressure cylinders being placed vertically above the pumps, which are also vertical in their arrangement. The stroke of the engines and pump plungers being the same, 6ft., the power is transferred directly from the pistons to the plungers by steel connecting rods and crossheads ; uniformity of motion is secured by a heavy fly-wheel of 12ft. diameter to each set of engines. The pumps are double-acting, the plungers being 28Jin. in diameter, sliding somewhat loosely in a cylinder which is open at both ends. Each pump has a separate suction and delivery air vessel, and the valves are hanging flap valves faced with leather secured by copper rivets. The condensers are of the surface type, and are placed outside the main building ; the effluent water or clarified sewage from the precipitating tanks being used, before escaping into the river Irwell, for producing condensation.

I lie pipes through which the clarified sewage is to pass are 2in. diameter, and are so attached to the casing that by taking off the end of the condenser they can be easily cleaned from any deposit which may form inside them, whilst the steam will circulate freely round them. The air pumps are attached to the sides of the main pumps, and are so arranged that the water from the hot well can be forced into the sump wells at a higher level than the sewage can reach even during the time that the river is in flood. On such occasions the surface water rises to two feet below the level of the engine house floor, and to guard against the machinery and boilers being flooded, the whole has been fixed at a height of several feet above the level of the land adjoining the river.

The engines are furnished with Porter’s governors, but a further provision has been made by the engineer to keep them under control by an automatic arrangement of floats and suitable gearing, by which steam is cut off when the sewage falls so low in the sumjs as to cause any risk of the pumps drawing air.

Steam is generated in four Lancashire boilers each 28ft. long and 7ft. diameter, and provided with five Galloway tubes in each flue. A Green’s economiser is employed for heating the feed-water, which is pumped from the sandstone substratum by a special pump provided for the purpose. It was in the first instance intended to employ river water for the boilers, hut during the excavation of the foundations and the subsoil

drainage of the site of the works, an abundant supply of good water has been found, which will render the employment of either the river water or the condensed water from the hot wells unnecessary.

The slide and expansion valves shown in the engraving above are cylindrical separate expansion valves ; and apparatus for cuttiDg off the steam at any portion of the stroke whilst the engine is in motion is fitted to each cylinder, and arranged so that steam may be cut off in the liigh-pressure cylinder as early as an eighth of the stroke if required. These valves are worked by excentrics on the fly-wheel shaft in the usual way.

The whole of the buildings, including the engine house, mixing houses, and the manager’s house and committee room, will be of a style in keeping with the excellent quality of the machinery. They are being constructed of stock brickwork with red sandstone dressings, and their general character and design will be such that they will compare favourably with some of the best works of the same class in England.

We purpose at a future date to give a detailed description of the Salford Sewage Works generally, which in their magnitude and completeness will reflect credit on all W'ho have had to do with their design and construction.

j 20 per cent. The tests are to be conducted by some person approved by the inspecting engineer, who will report the result of them. No iron is to be used which, in the opinion of the inspecting engi-er, falls short of the tests or other requirements of this specification. The expense of all tests must be borne by the contractor. The inspecting engineer for State railways is to have power to adopt any means he may think advisable in order to satisfy himself that the kinds of material stipulated for are actually used throughout the contract. The names of the makers from whom it is proposed to obtain the materials are to be submitted to the inspecting engineer for approval before the commencement of the work. Should the contractor proceed with any part of the work before receiving the approval of the inspecting engineer of the class and quality of the iron proposed to be used for the execution of the contract, and should the iron be subsequently found, in the opinion of the inspecting engineer, to fall short of the requirements of this specification, the whole of the work thus manufactured will be rejected.

Wheels.—The total diameter of the wheels at centre of tread is to be 3ft. 7in. The width between the wheels from back to back of flanges is to be 5ft. 3in.

Axles.—The axles are to be 5fin. diameter behind the wheel seats, and tapered to 4|in. one foot from the centre. The wheel seat is to be 5fin. diameter. The journals are to be 4in. in diameter. The axles are to be 4ft. llin. long between the wheel seats, and 8ft. l|in. long out to out. The journals are to be 9in. long. The axles are to be turned from the commencement of the parts passing through the bosses of the wheels to the ends, the journals being finished off bright. The ends of the journals are to be rounded to a radius of lin. The ends of the axles are to be cut off flush, and the centres for turning them are to be drilled This contract relates to the supply of wagon wheels and axles into the ends. f°L the Calcutta and South-Eastern Railway and Wurdah Coal    Tires.—The tires are to be bored out to the diameter proper for

Railway.    _    the wheel bodies. They are to be shrunk on the bodies at a tempera-

Tenders are to be delivered at the store department in the ture not exceeding that of a dull red heat. The tires should be India Oftice, Westminster, S.W., on Tuesday, 6th September, rolled to the exact specified dimensions of the finished wheel,

1881, before two p.m., after which hour no tender will be received, not to require turning either on the flange or side, but if not per-They are to be addressed to the Secretary of State for India in fectly true they must be turned to the specified dimensions. They Council, with the words, “Tender for Wheels and Axles, Broad must be turned on the whole surface of the tread, and be when Gauge,” on the left-hand corner of the envelope, and are to be finished 3Un. thick in the centre of the tread, and 5in. wide. One placed in a box provided for that purpose in the store department, tire out of each charge of the Bessemer or other apparatus in Following the general conditions of contract is a form of tender which the steel is melted is to be tested in the following manner:— for 245 wheels and axles, as described in the specification, abstract The tire being placed in a running position and resting on a solid of which is as follows :—    _    foundation, a weight of 20cwt. will be allowed to faff freely on the

The work required consists of 245 pairs of wheels, with axles fitted rim, from heights of 10ft. and upwards, until the deflection of the complete. The wheels and axles are shown at page 167. The axles tire amounts to one-sixth of its original diameter on the tread ; a are to be of the best double fagotted Yorkshire iron, made by the piece will then be cut and machined cold from the tire tested as Lowmoor Company, or by Messrs. Taylor Bros., of Leeds. The above, and be tested for tensile strength in a machine approved by tires are to be of the best kind of Bessemer or other steel, and the inspecting engineer. Should the tire show signs of cracking persons tendering are to send with their tender a fuff description when submitted °to the falling weight test, or should the piece of the processes, and of the name and nature of the materials submitted to a tensile test fail to stand a strain of 35 tons per which they propose to use, and, in the event of their tender being square inch of original section, the whole of the charge of the accepted, they will be required to. adhere strictly to the methods Bessemer or other apparatus from which the tested tire was taken and materials which they have named in it. The tires are to be shall be rejected, unless it shall appear, by further tests of the finished off in the rolls without welds. After the tires are rolled same charge, that the tire selected did not fairly represent the and while they are still red-hot they must be covered with a layer quality of the lot. To ensure the proper tires being tested dis-of ashes, sand, or other similar material, and allowed to cool very tinguishing marks must be placed on every ingot made from each slowly, or if preferred the tires may be subjected to a subsequent charge, and every tire when forged must bear the number of ingot annealing process. The wrought iron used for the bodies is to be from which it was taken ; 2 per cent, of the axles are to be tested best best Staffordshire, or other iron of similar quality in the by being bent cold over a 5in. bar, as shown on the drawing, and opinion of the inspecting engineer. It must be well and cleanly the journals at each end of the tested axles must be bent cold to a rolled, and must be free from scales, blisters, laminations, cracked right angle. If any of the axles tested show any sign of fracture, edges, defects and blemishes of every sort, and the name of the the lot from which the tested axles were taken will be rejected, maker must be rolled on every piece. It must be of such strength unless it shall appear that the fractures are due to accidental and quality that it shall be equal to a tensional strain of not less circumstances, in which case such additional number of axles from than 24 tons per square inch of section, and shall indicate a con- the same lot will be tested as may be considered necessary by the traction of the tested area at the point of fracture of not less than inspecting engineer.

C0NTKA0TS OPEN.

INDIAN STATE RAILWAYS—WHEELS AND AXLES FOR WAGONS, 5ft. Gin. GAUGE.

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Refrigerating Apparatus, H. D. Cogswell, S Francis

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of the steam engine, recommence the action with all the unutilised heat in an available form. But an engine upon this principle could only give an amount of irseful effect corresponding to the difference between the whole work done by the engine, and that very large portion of it expended in the operation of compression, and this difference viewed in relation to the necessary size of the engine, would be quite insignificant, and would, in fact, be wholly swallowed up in friction. Carnot did not intend to suggest a real engine, and his hypothesis therefore takes no cognisance of losses incident to the application of an actual fire to an actual boiler. His ideal engine is also supposed to be frictionless, and impervious to heat except at the point where heat has to be transmitted to the water, and there the condition of perfect conduction is assumed. In short an engine which would even approximately conform to the conditions of Carnot’s cycle is an impossibility, and a perfect steam engine is alike a phantom whether it be sought for in the cyclical process of Carnot, or under the condition of indefinite expansion. Practically we have to deal with a machine which, like all other machines, is subject to friction, and in expanding the steam we quickly andve at a point at which the reduced pressure on the piston is so little in excess of the friction of the machine, as to render the steam not worth retaining, and at this point we reject it. In figurative language we take the cream off the bowl and throw away the milk. We do save a little by heating the feed-water, but this gain is very small in comparison with the whole loss. What happens in the condenser is that all the remaining energy which has taken the form of internal work is reconverted into heat, but it is heat of so low a grade that we cannot apply it to the vaporisation of water. But although the heat is too low to vaporise water it is not too low to vaporise ether. If instead of condensing by the external application of water, we did so by the similar application of ether, as proposed and practised by M. du Trembley twenty-five years ago, the ether would be vaporised, and we should be able to start afresh with high tension which in its turn would be expanded until the frictional

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Wrought Iron Bodies.—The wrought iron wheel bodies are to be •3ft. 2in. in diameter outside, ll/in. in diameter across the boss, and Sin. wide along the axles. They are to be made out of Kirtley’s rolled spokes and rims, there being nine pairs of spokes in each body.. The rims and spokes are to be 3-'>in. wide when finished. The rims, are to be accurately turned to the dimensions figured on the drawing. The spokes are to be gin. thick next the rim, increasing to fin. at the boss. The spokes are to be solidly glutted up and welded at the junctions of the rims, and welded up into one mass at the.boss, with a circular plate of wrought iron solidly welded on each side so as to complete the boss to its proper size. The boss is to be well finished off on each side in dies under the steam hammer, and fullered out and cleaned up true between the spokes. It is then to be turned on each face and bored out to take the axle. Any wheel body showing a defective weld at either rim or boss when bored or turned will be rejected. The tires are to be secured to the rims by nine gin. steel screws tapped into both the rim and the tire. Great care must be taken in drilling the holes in the tires not to go deeper than the dimensions shown on the drawing. These holes must be tapped with a full thread within gin. from the bottom. In all cases the wheels are to require a pressure of GO tons to force them on the axles. No keys will be required. The wheels and axles are to be finished off in the best style of wheel-work, in exact accordance with bright steel gauges and templates, which must be prepared in triplicate to the satisfaction of the inspecting engineer before the work is begun, and which are to be considered the property of the Government of India. Each set of gauges and templates must be constructed in accordance with those shown on tire drawing, and must have neatly engraved on them the letters “ I. S. B.,” the number of contract, year of manufacture, and maker’s name, and they must be fitted into a polished mahogany box, which is again to be packed in a case for transmission to India. A sample pair of wheels, with axle fixed complete, is to be finished and approved by the inspecting engineer before the remainder of the order is proceeded with. The name of the manufacturer of the wheels and axles, and the letters “I. S. K.,” and the year of manufacture must be distinctly stamped spicuous part of every wheel body and axle, and the same on every tire, as near the inside edge as possible. The journals of the axles are to be carefully painted with three coats of white zinc paint or black varnish ; small pieces of wood accurately fitting the journals and projecting over the collars and up to the boss of the wheel arc then to be placed round them, and secured by bands of hoop iron. The rest of the work is to be painted with two coats of white zinc paint, so that the whole may be protected from corrosion during the voyage to India. All the parts, particularly the journals, must be perfectly clean and free from rust at the time the paint or varnish is applied. Every pair of wheels and axles is to have such descriptive and shipping marks painted on it as the inspecting engineer may require.

Drawings and Photographs.—The contractor is to supply, without charge, with his first delivery, seven sets of neatly-executed handmade tracings on cloth of the wheels and axles as made. The width of these tracings is not to exceed 25in., and they are to be delivered rolled up on a wooden roller, and not folded '

He is also to supply twelve unmounted photographs of the wheels and axles, not exceeding lOin. by 9in,

WHEELS AND AXLES FOB CABBIAGES AND WAGONS, METBE GAUGE.

The work required under the specification for these wheels consists of the supply and delivery in England of 1990 pairs of wheels, with axles fitted complete, the time and place of delivery of contract being the same as above. The wheels and axles are shown at page 167. The specification being almost the same as the preceding, it is not necessary to give it.

Wheels.—The total diameter of the wheels at centre of tread is to be 2ft. fin. The width between the wheels from back to back of flanges is to be 3ft. gin.

Axles.—The axles are to be 4in. diameter between the wheel seats. The wheel seat is to be 3jjin. diameter. The journals are to be 2fin. in diameter. The axles are to be 2ft. llggin. long between the wheel seats, and 5ft.    long out to out. The jour

nals are to be 6/gin. long. All tlie principal dimensions will be found in the drawings, page 1G7.

AXLE BOXES FOB WAGONS, oft. Gin. GAUGE.

The work required under this specification consists of the construction, supply, and delivery of 400 cast iron axle boxes complete, with gun-metal bearings and leather shields and washers, shown on drawing, page 167. Tenders to be sent in as above. The iron castings are to be sound and clean, and are to be made of a strong mixture of metal of such quality that bars 3ft. 3in. long, 2in. wide, and lin. deep, when placed edgeways on bearings 3ft. apart, will stand a weight of 30 cwt. suspended from the centre without breaking. Bars for making these tests must be cast before the commencement of and at such intervals throughout the contract as the inspecting engineer shall direct. These tests must be conducted on the contractor’s premises and at his expense. The bearings are to be of gun-metal, which is to be composed of eighty-eight parts of copper and twelve of tin, without other admixture, and must be cast into ingots of about 801b. weight, and re-melted before being run into the moulds. If any ingot is found to differ from this specification, or to show the presence of other metals or impurities, the lot of ingots from which it was selected will be rejected. The inspecting engineer will have one ingot in every 100 tested by a metallurgist selected by himself, the cost to be borne by the contractor. The cost of each analysis will not exceed £3 3s. The leather shields must be made of the best description of leather, and of a quality to be approved by the inspecting engineer.

Workmanship.—The whole of the fitting is to be done in the best possible manner. The spring seat and the top and side seats for the gun-metal bearing must be carefully cleaned out, and made perfectly flat. _ The axle guard guides must be clean and smooth back and side, and must be at right angles to the spring seat, and the face for the cover dressed true with chisel and file. The bolt holes in the cover and box must be bored, and the cover attached by bolts to the box. The oil hole in the lower oil chamber must be bored, tapped, and fitted with a wrought iron screw bolt, and leather washer. The cover is to be made of cast iron, with a leather washer to make a tight joint with the box. It must have oil hole drilled in it, which must be covered by a small neatly dressed wrought iron plate turning on a pin rivetted into the cover. The cover must be faced to suit the plate. The gun-metal bearing must be bored to the true diameter of the journal, the bored surface being finished up bright. It must also be dressed up true on top and sides, and well fitted into the axle box. The contractor is to provide an axle journal of the size shown on the draw-mg, finished bright, and fitted into a cast iron box frame of suitable construction to gauge all parts of the box as a whole. Other gauges. suitable to test the work in detail are to he made of sttel din. thick in accordance with the drawings.

AXLE BOXES FOB CABBIAGES AND WAGONS, METBE .    GAUGE.

The work required under this specification consists of the supply and delivery in England of 4320 axle boxes complete, with gun-metal bearings, leather shields, and washers, also 1100 spare gun-metal bearings for ditto, as shown on page 1G7.

The Explosion oe an Air Vessel at the Highgate Water-•' Urn explosion of the air vessel at the waterworks at Highgate lias again drawn attention to the possible danger of the air vessel system of getting the necessary pressure for forcing the water supply to buildings of high elevation, and to the relative merits of this system, and that of pumping against a head in a column, or tower, or with reservoirs on elevated grounds,

BRITISH ASSOCIATION.

SECTION G.—PBESIDENT’S ADDBESS.

The astonishing progress which has been made in the construction and application of machinery during the half century which has elapsed since the nativity of the British Association for the Advancement of Science, is a theme which I might with much complacency adopt in this address ; but instead of reviewing the past, and exulting in our successes, it will be more profitable to look to the future, and to dwell on our failures. It is but justice to say that by growing experience, by increased facilities of manufacture, and by the exercise of much skill and ingenuity, we have succeeded in multiplying and expanding the applications of our chief motor, the steam engine, to an extent that would have appeared incredible fifty years ago, but the gratulation inspired by this success is clouded by the reflection that the steam engine, even in its best form, remains to this day a most wasteful apparatus for converting the energy of heat into motive power. Our predecessors of that period had not the advantage of the knowledge which we possess of the true nature of heat, and the conditions and limits affecting its utilisation. In their time heat was almost universally regarded as a fluid which, under the name of caloric, was supposed to lie dormant in the insterstices of matter until forced out by chemical or mechanical means. Although Bacon, Newton, Cavendish, and Boyle all maintained that heat was only internal motion, and although Davy and Bumford not only held that view but proved its accuracy by experiment, yet the old notion of caloric continued to hold its ground, until in more recent times Joule, Meyer, Codling, and others put an end to all doubt on the subject, and established the all-important fact that heat is a mode of mbtion having, like any other kind of motion, its exact equivalent in terms of work. By their reasonings and experiments it has been definitely proved that the quantity of heat which raises the temperature of a pound of water 1 deg. Fah., has a mechanical value equal to lifting 772 lb. one foot high, and that conversely the descent of that weight from that height is capable of exactly reproducing the heat expended.

The mechanical theory of heat is now universally accepted, although a remnant of the old doctrine is displayed in the continued use of the misleading term “latent heat.” According to the new theory, heat is an internal motion of molecules capable of being communicated from the molecules of one body to those of another, the result of the imparted motion being either an increase of temperature or the performance of work. The work may be either external, as where heat, in expanding a gas, pushes away a resisting body, or it may be internal, as where heat pulls asunder the cohering particles of ice in the process of liquefaction, or it may be partly internal and partly external, as it is in the steam engine, where the first effect of the heat is to separate the particles of water into vapour, and the second to give motion to the piston. Internal as well as external work may be reconverted into heat, but until the reconversion takes place the heat which did the work does not exist as heat, and it is delusive to call it “ latent heat.” All heat problems are comprised under the three leading ideas of internal work, external work, and temperature, and no phraseology should be used that conflicts with those ideas.

The modern theory of heat has thrown new light upon the theory of the steam engine. We now know what is the mechanical value, in foot-pounds, of the heat evolved in the combustion of 1 lb. of coal. In practice we can determine how much of that heat is transmitted to the water in the boiler, and we are taught how to calculate the quantity which, in the process of vaporisation, takes the form of internal work. We can determine how much disappears in the engine in the shape of external work, including friction; and the remainder, with the exception of the trifling quantity saved in the feed water, we know to be lost. Taking a good condensing engine as an example, we may roughly say that, dividing the whole heat energy into ten equal parts, two escape by the chimney, one is lost by radiation and friction, six remain unused when the steam is discharged, and one only is realised in useful work. It may be fully admitted that the greater part of the aggregate loss is inevitable ; but are we to suppose that the resources of science, ingenuity, and skill, have been exhausted in the attainment of so miserable a result? Nothing but radical changes can be expected to produce any great mitigation of the present monstrous waste, and without presuming to say what measures are practicable and what are not, I will briefly point out the directions in which amelioration is theoretically possible, and shall afterwards advert to the question whether we may hope to evade the difficulties of the steam engine by resorting to electrical methods of obtaining power.

To begin with the loss which takes place in the application of heat to the boiler, why is it that we have to throw away at the very outset of our operations, twice as much heat as we succeed in utilising in the engine ? The answer is that in order to force a transmission of heat from the fire to the water in the boiler, a certain excess of temperature over that of the water must exist in the furnace and flues, and the whole of the heat below the required excess must pass away unused, except the trifling portion of it which disappears in the production of draught. Further, that since we cannot avoid admitting the nitrogen of the air along with the oxygen, we have to heat a large volume of neutral gas, which has no other effect than to rob the fire. Considering wliat efforts have been made to facilitate the transmission of the heat by augmenting the evaporative surface, and using thin tubes as flues, it is vain to expect any great result from further perseverance in that direction, and unless a method can be devised of burning the fuel inside instead of outside the apparatus, so as to use the heated gases conjointly with the steam as a working medium in the engine, a remedy appears to be hopeless. We already practice internal combustion in the gas engine, and it is clear that with gaseous fuel at all events, we could associate such a mode of combustion with the vaporisation of water. We may even regard a gun as an engine with an internally burnt fuel, and here I may remark that the action of heat in a gun is strictly analogous to that of heat in a steam engine. In both cases the heat is evolved from chemical combination, and the resulting pressures differ only in degree. The gun is the equivalent of the cylinder, axrd the shot of the piston, and the diagrams representing the pressure exerted in the two cases bear a close resemblance to each other. While the powder is burning in the gun we have a nearly uniform pressure, just as we have in the cylinder while the steam is entering, and in both cases the uniform pressure is followed by a diminishing pressure, represented by the usual curve of expansion. If in the steam engine we allowed the piston to be blown out, it would act as a projectile, and if in the gun we opposed mechanical resistance to the shot we might utilise the effect m a quieter form of motive power. But it is a remarkable fact that such is the richness of coal as a store of mechanical energy, that a pound of coal, even as used in the steam engine, produces a dynamic effect about five times greater than a pound of gunpowder burnt in a gun. I cannot, however, on this account encourage the idea that steam may be advantageously substituted for gunpowder in the practice of gunnery.

And now to turn from the fire which is the birth-place of the motive energy, let us follow it in the steam, to the condenser, where most of it finds a premature tomb. From the point at which expansion commences in the cylinder the temperature and pressure of the steam begin to run down, and if we could continue to expand indefinitely, the entire heat would be exhausted, and the energy previously expended in separating the water into st would be wholly given up in external effect; but this exhaustion would not be complete until the absolute zero of temperature was reached—viz. 461 deg. below the zero of Fahrenheit. I do not mean to say that an ideally perfect engine necessarily involves unlimited expansion, seeing that if instead of discharging the steam at the end of a given expansion, we made the engine itself do work in compressing it, we might under the conditions of Carnot’s reversible cycle, so justly celebrated as the foundation of the theory vapour,

limit was again reached. At that point the ether would have to bo condensed by the outward application of cold water and pumped back, in the liquid state, to act over again in a similar manner. This method of working was extensively tried in France when introduced by M. du Trembley and the results were sufficiently encouraging to justify a resumption of the trials at the present time, when they could be made under much more favourable conditions. There was no question as to the economy effected, but in the discussions which took place on the subject, it was contended that equally good results might be attained by improved applications of the steam, without resorting to an additional medium. The compound engine of the present day does in fact equal the efficiency of Du Trembley’s combined steam and ether engine, but there is no reason why the ether apparatus should not confer the same advantage on the modern engine, that attended its application to the older form. The objections to its use are purely of a practical nature and might very possibly yield to persevering efforts at removal.

I need scarcely notice the advantage to bo derived from increasing the initial pressure of the steam so as to widen the range of expansion by raising the upper limit of temperature instead of reducing the lower one. It must be remembered, however, that an increase of temperature is attended with the serious drawback of increasing the quantity of heat carried off by the gases from the fire, and also the loss by radiation, so that we have not so much to gain by increase of pressure as is commonly imagined. But even supposing the steam engine to be improved to the utmost extent that practical considerations give us reason to hope for, we should still have to adjudge it a wasteful, though a valuable servant. Nor does there appear to be any prospect of substituting with advantage any other form of thermo-dynamic engine, and thus we are led to inquire whether any other kind of energy is likely to serve us better than heat, for motive power. Most people, especially those who are least competent to judge, look to electricity as the coming panacea for all mechanical deficiency, and certainly the astonishing progress of electricity as applied to telegraphy, and to those marvellous instruments of recent invention which the British Post-office claims to include in its monopoly of the electric telegraph, as well as the wonderful advance which electricity has made as an illuminating agent, does tend to impress us with faith in its future greatness in tlie realm of motive power as well.

The difference between heat and electricity in their modes of mechanical action is very wide. Heat acts by expansion of volume, which we know to be a necessarily wasteful principle, while electricity operates by attraction and repulsion, and thus produces motion in a manner which is subject to no greater loss of effect than attends the motive action of gravity as exemplified in the ponderable application of falling water in hydraulic machines. If then could produce electricity with the same facility and economy as heat, the gain would be enormous, but this, as yet at least, we cannot do. At present by far the cheapest method of generating electricity is by the dynamic process. Instead of beginning with electricity to produce power, we begin with power to produce electricity. As a secondary motor, an electric engine may, and assuredly will, play an important part in future applications of power, but our present inquiry relates to a primary, and not a secondary, employment of electricity. Thus we are brought to the question, from what source, other than mechanical action, can we hope to obtain a supply of electricity sufficiently cheap and abundant to enable it to take the place of heat as a motive energy. It is commonly said that we know so little of the nature of electricity that it is impossible to set bounds to the means of obtaining it, but ignorance is at least as liable to mislead in the direction of exaggerated expectation, as in that of incredulity. It may be freely admitted that the nature of electricity is much less understood than that of heat, but we know that the two are very nearly allied. The doctrine that heat consists of internal motion of molecules may be accepted with almost absolute certainty of its truth. The old idea of heat being a separate entity is no longer held, except by those who prefer the fallacious evidence of their senses to the demonstrations of science. So also the idea of electricity having a separate existence from tangible matter must be discarded, and we are justified in concluding that it is merely a strained or tensional condition of the molecules of matter. Although electricity is more prone to pass into heat, than heat into electricity, yet we know that they are mutually convertible. In short, I need scarcely remind you that according to that magnificent generalisation of _ modern times, so pregnant with great consequences, and for which we are indebted to many illustrious investigators, we now know that heat, electricity, and mechanical action, are all equivalent and transposable forms of energy, of which motion is the essence.

To take a cursory view of our available sources of energy, we have, firstly, the direct heating power of the sun’s rays which as yet we have not succeeded in applying to motive purposes. Secondly, we have water power, wind power, and tidal power, all depending upon influences lying outside of our planet. And, thirdly, we have chemical attraction or affinity. Beyond these there is nothing worth naming. Of the radiant heat of the sun I shall have to speak hereafter, and bearing in mind that we are in search of electricity as a cause, and not an effect, of motive power, we may pass over the dynamical _ agencies comprised under the second head, and direct our attention to chemical affinity as the sole remaining source of energy available for our purpose. At present we derive motive power from chemical attraction through the medium of heat only, and the question is, can we with advantage draw upon the same source through the medium of electricity. The process by which we obtain our supply of heat from the exercise of affinity is that of combustion, in which the substances used consist, on the one hand, of those we call fuel, of which coal is the most important, and on the other, of oxygen, which we derive from the atmosphere. The oxygen has an immense advantage over every other available substance in being omnipresent and costless. The only money value involved is that of /lie

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LETTEES TO THE EDIT0K.

Sir,—In your issue of the 19tli inst. you say, in commenting on the experiments carried out at Blackburn in reference to the accident there, “Locomotive driving wheels, when running the reverse way, are not effective in stopping a train.” At the British Association meeting two years ago, during the discussion of Capt. Douglas Galton’s paper on “Brakes,” I described some experiments bearing on this, which I carried out with a small 4in. cylinder four-coupled locomotive, on a straight gradient of 1 in 25. A load was placed behind the engine just sufficient to force it slowly down the incline with the coupled wheels held skidded. Steam enough was then suddenly put on to drive the wheels the reverse way, the result being that the speed at once became considerably greater. When the rails were quite dry it was impossible to get the wheels reversed, but the experiment was tried many times, both with rails greasy and also thoroughly wet, the result being always the same.

Capt. Galton, in explaining the diminished holding power braked wheel when skidded, now universallv admitted, snr

results.

August 25tli.

i.-.

(Signed)

your valuable columns. London, August 2Gth.

Sir,—Your able article upon the Institution of Mechanical Engineers points to a decidedly weak point of long standing. The “washy” nature of the discussion was painfully apparent at the Newcastle meeting.

I think the following arrangement would enhance the value of (1) All papers brought before the Institution should

The Silent Member.

A Midland Driver.

Gold medals : Platt

fuel, and in using coal we employ the cheapest oxidisable substance to be found in nature. Moreover the weight of coal used in the combination is only about one-third of the weight of oxygen, so that we only pay upon one-fourtli of the whole material consumed. Thus we have conditions of the most favourable description for the production of energy, in the form of heat, and if we could only use the affinities of the same substances with equal facility to evolve electric energy instead of heat energy, there would be nothing more to desire ; but as yet there is no appearance of our being able to do this. According to our present practice we consume zinc, instead of coal, in the voltaic production of electricity, and not only is zinc 30 or 40 times dearer than coal, but it requires to be used in about six-fold larger quantity in order to develope an equal amount of energy. Some people are bold enough to say that with our present imperfect knowledge of electricity we have no right to condemn all plentiful substances, other than coal, as impracticable substitutes for metallic zinc, but it is manifest that we cannot get energy from affinity, where affinity has already been satisfied. The numerous bodies which constitute the mass of our globe, and which we call earths, are bodies in this inert condition. They have already, by the union of the two elements composing them, evolved the energy due to combination, and that energy has ages ago been dissipated in space in the form of heat, never again to be available to us. As well might we try to make fire with ashes as to use such bodies over again as sources of heat or electricity. To make them fit for our purpose we should first have to annul their state of combination, and this would require the expenditure o f more energy upon them than we could derive from their recombinat.'on. Water, being oxidised hydrogen, must be placed in the same category as the earths. In short, the only abundant substances in nature possessing strong unsatisfied affinities are those of organic origin, and in the absence of coal, which is the accumulated product of a past vegetation, our supply of such substances would be insignificant. This being the case, until a means be found of making the combination of coal with oxygen directly available for the development of electric energy, as it now is of heat energy, there seems to be no probability of our obtaining electricity from chemical action at such a cost as to supplant heat as a motive agent. But while still looking to heat as the fountain head of our power, we may very possibly learn to transmute it, economically, into the more available form of electricity. One method of transformation we already possess, and we have ever} reason to believe that there are others yet to be discovered. We know that when dissimilar metals are joined at opposite ends, and heated at one set of junctions while they are cooled at the other, part of the heat applied disappears in the process, and assumes the form of an electric current. Each couple of metals may be treated as the cell of a voltaic battery, and we may multiply them to any extent, and group them in series or in parallels, with the same results as are obtained by similar combinations of voltaic cells. The electricity so produced we term Thermo-electricity, and the apparatus by which the current is evolved is the thermo-electric battery. At present this apparatus is even more wasteful of heat than the steam engine; but considering the very recent origin of this branch of electrical science, and our extremely imperfect knowledge of the actions involved, we may reasonably regard the present thermoelectric battery as the infant condition of a discovery, which, if it follows the rule of all previous discoveries in electricity, only requires time to develope into great practical importance. Now, if we possessed an efficient apparatus of this description we could at apply it to the steam engine for the purpose of converting into electric energy the heat which now escapes with the rejected steam, and the gases from the fire. The vice of the steam engine lies in its inability to utilise heat of comparatively low grade, but if we could.use up the leavings of the steam engine by a supplemental machine acting on thermo-electric principles, the present excessive waste would be avoided. We may even anticipate that in the distant future a thermo-electric engine may not only be used as an auxiliary, but in complete substitution of the steam engine, But it is not alone in connection with a better utilisation of the heat of combustion that thermo-electricity bears so important an aspect, for it is only the want of an efficient apparatus for converting heat into electricity that prevents our using the direct heating action of the sun’s rays for motive power. In our climate, it is true, we shall never be able to depend upon sunshine for power, nor need repine on that account so long as we h a ve the preserved sunbeams which possess in the condensed and portable form of coal; but in regions more favoured with sun and less provided with coal, the case would be different. The actual power of the sun’s rays is enormous, being computed to be equal to melting a crust of ice 103ft. thick over the whole earth in a year. Within the tropics it would be a great deal more ; but a large deduction would everywhere have to be made for absorption of heat by the atmosphere. Taking all things into account, however, we shall not be far from the truth in assuming the solar heat, in that part of the world, to be capable of melting annually, at the surface of the ground, a layer of ice 85ft. thick. Nov/ let us see what this means in mechanical effect. To melt 1 lb. of ice requires 142'4 English units of heat, which, multiplied by 772, gives us 109,932 foot-pounds as the mechanical equivalent of the heat consumed in melting a pound of ice. Hence we find that the solar heat operating upon an area of one acre in the tropics, and competent to melt a layer of ice 85ft. thick in a year, would, if fully utilised, exert the amazing power of 4000 horses acting for nearly nine hours every day. In dealing with the sun’s energy we could afford to be wasteful. W aste of coal means waste of money,and premature exhaustion of coal beds, but the sun’s heat is poured upon the earth in endless profusion —endless at all events in a practical sense; for whatever anxiety we may feel as to the duration of coal, we need have none as to the duration of the sun. We have therefore only to consider whether we can divert to our use so much of the sun’s motive energy as will repay the cost of the necessary apparatus, and whenever such an apparatus is forthcoming, we may expect to bring into subjection a very considerable proportion of the 4000 invisible horses which science tells us are to be found within every acre of tropical ground. But whatever may be the future of electricity as a prime mover, either in a dominant or subordinate relation to heat, it is certain to be largely used for mechanical purposes in a secondary capacity, that is to say, as the offspring instead of the parent of motive po The most distinctive characteristic of electricity is that which express by the word “ current,” and this gives it great value in cases where power is required in a transmissible form. The term may be objected to as implying a motion of translation analogous to the flow of a liquid through a pipe, whereas the passage of electricity through a conductor must be regarded as a wave-like action communicated from particle to particle. In the case of a fluid current through a pipe the resistance to the flow increases as the square of the velocity, while in the case of an electric current the resistance through a given conductor is a constant proportion of the energy transmitted. So far, therefore, as resistance is concerned electricity has a great advantage over water for the transmission of power. The cost of the conductor will, however, be a grave consideration where the length is great, because its section must be increased in proportion to the length to keep the resistance the same. It must also be large enough in section to prevent heating which not only represents loss, but impairs conductivity. To work advantageously on this system, a high electromotive force must be used, and this will involve loss by imperfect insulation, increasing in amount with the length of the line. For these reasons there will be a limit to the distance to which electricity may be profitably conveyed, but within that limit there will be wide scope for its employment transmissively. Whenever the time , arrives for utilising the power of great waterfalls the transmission of power by electricity will become a system of vast importance. Even now small streams of water inconveniently situated for direct application may, by the adoption of this principle, be brought into useful operation. For locomotive purposes also we find the dynamo-electric principle to be available, as instanced in the very interesting example presented in Siemens s electric railway, which has already attained that degree of

which generally foreshadows an important future. It forms a combined fixed engine and locomotive system of traction, the fixed engine being the generator of the power, and the electric engine representing the locomotive. Steam power may both be transmitted and distributed by the intervention of electricity, but it will labour under great disadvantages when thus applied, until a thoroughly effective electric accumulator be provided, capable of giving out electric energy with almost unlimited rapidity. This will be especially the case where the power of the stream is required for electric lighting, which in summer, when the springs are low, will only be required during the brief hours of darkness, while in winter the longer nights will be met by a more abundant supply of water. Even the fitful power of wind, now so little used, will probably acquire new life when aided by a system which will not only collect, but equalise the variable and uncertain power exerted by the air.

In conclusion I may observe that we can scarcely sufficiently admire the profound investigations which have revealed to us the strict dynamical relation of heat and electricity to outward mechanical motion. Up to this time our knowledge of energy is almost confined to its inorganic aspect. Of its physiological action we remain in deep ignorance, and as we may expect to derive much valuable guidance from a knowledge of nature’s methods of dealing with energy in her wondrous mechanisms, it is to be hoped that future research will be directed to the elucidation of that branch of science which as yet has not even a name, but which I may provisionally term “Animal Energetics.”

[We do not hold ourselves responsible for the opinions of our correspondents.]

BRAKES V. REVERSED LOCOMOTIVE DRIVING WHEELS.

of a

-------- —.. .. nen skidded, now universally admitted, supposes

the comparatively rough surfaces of wheel and rail as gearing into one another, so long as rolling contact continues ; but when sliding commences the wheel begins to skip over the inequalities on the rail, the loss of bite being in proportion to the speed. This is sily proved by drawing a nail along a file; the greater the speed the less the resistance. Now when driving wheels are skidded, the sliding speed is that”of the train ; but when the motion of the wheel is reversed, the sliding speed is that of the train plus that of the reversed wheels, and therefore the adhesion is, according to Capt. Galton, proportionately reduced. This would appear to be borne out by the experiments described, and it therefore seems that a skidded driving wheel is undoubtedly better than a reversed one.

It may just be remarked that, if correct, this disposes of the theory that the diminished adhesion of a skidded wheel is owing to the polishing of the point of contact. It would be trespassing too much on your space to describe some further experiments made with a stationary wheel and a loose rail, the pull on which latter was measured by a dynamometer; suffice it to say that the above results were confirmed.

While on this subject I should like to mention a curious fact in connection with the slip of driving wheels, which I do not think is generally known, viz., tliat driving wheels sometimes gain ground by slipping instead of losing it. That is to say, a sort of “ negative slip” takes place, and the wheels make fewer revolutions than the distance travelled requires. Some of your correspondents can doubtless supply some information respecting this point, which I should be very glad to have, as I am about to carry out further experiments. This kind of slip may possibly be due to curves, the outer wheel on a curve slipping forward instead of the inner wheel slipping back, according to the weight on each wheel, which varies much with the speed and super-elevation. But in inquiring into these matters it is exceedingly difficult to get trustworthy

A. Percival Hetwood.

THE BUENOS AYRES EXHIBITION.

Sir,—I shall esteem it a favour if you will give publication to the following letter referring to the Buenos Ayres Exhibition.

Martin G. de Yanir, Acting Consul-General. Consulado General do la Republica Argentina,

19, Craven-street, Strand, London, August 19th.

(Translation.)

“Club Industrial, Proteccion alTrabajo,

“Buenos Ayres, 7th June, 1881.

“ Sir,—I have the honour of enclosing a copy of the decree by which the Argentine Government cedes the space known as ‘ Plaza Once de Setiembre ’ for the Machinery Department of the South American Continental and International Exhibition.

“This new site is much larger than the one we had before, and the interest manifested in the Exhibition in Europe, as well as in the other South American nations, makes us look for results beyond our first anticipations.

“The opening is fixed for the 15th February, 1882. We have, then, only eight months before us, and a great number of machine constructors have not yet indicated the nature of the machinery they intend exhibiting, or space required.

“ It is of great importance to act promptly, so that the machinery exhibits should represent, as perfectly as possible, the exact state of the actual international productions.

“ You will understand the urgent necessity of informing me, as accurately as possible, of the space required, as the committee over which I have the honour to preside rely absolutely on you to help it to bring the undertaking to a successful issue. The object you should endeavour to obtain is the remittance of new and perfected machines ; and as between this and the opening of the Exhibition new and important inventions may be produced, you are by authorised to receive, up to the 15th December, all requests for space made for this object, always being understood that the delivery should take place early in January.

“ I remain, Sir,

“Yours obediently,

“Enrique Urien.”

STEEL V. IRON FOR SHIPS.

Sir,—In your article in last week’s number of The Engineer, on the subject of a short paper I read at the late meeting of the Mechanical Engineers in Newcastle, there is an allusion which I think may possibly lead to a wrong conclusion as to the addition to dead-weight carrying capacity by building a vessel of steel. You say : “Now inasmuch as, under existing circumstances, steel ships can be built, say, 10 per cent, lighter than iron hulls, the ore ship would carry 10 per cent, more if built of steel than iron ’’—the inference being that the reduced weight of the hull would equal 10 per cent, of cargo carried. This would be an erroneous inference,

inasmuch as the cargo is generally very much heavier than the entire equipped weight of the vessel, and in an ore carrier of, say, 1800 tons or 1900 tons dead-weight capacity, the increased dead weight would probably not amount to more than from 3 per cent, to 5 per cent, upon the cargo, even if it amounted to 10 per cent, of the weight of the hull.    John Price.

Rose Villa, Jarrow-on-Tyne, Aug. 25th.

THE INSTITUTION OF MECHANICAL ENGINEERS.

Silt,—As there is a question raised at the present time with regard to the benefits and privileges of the members of the Institution of Mechanical Engineers, I think it is just the time to bring forward one of their grievances in the public papers, as it is the only means of impressing upon the Council that something should be done with regard to the opening of the Institution library during the evenings.

No doubt you are aware that the Institution of Mechanical engineers has a first-class library of scientific and mathematical books ; but I am sorry to say that they are not in the reach of the members. In the first place the Institution closes its library at four o’clock during week days, except on Saturday, when it is two o’clock p.m. How, then, can members, who are engaged at their professional duties during the day, have an opportunity of consulting the books ? The only means of getting a book is by sending a messenger to the library and leaving a deposit of £2 ; then you are only allowed the book fourteen days, which is not long enough to study a highly scientific book.

What I should propose is that the library be kept open for two or three evenings a week until ten o’clock, p.m. Surely this would not be too much expense for the Institution, as it would only involve the keeping of an attendant during those few extra hours.

I trust the Council will take this matter up and fully consider it, and at the same time hope you will allow it full discussion in

A Member.

the debate

be printed in a pamphlet form, and sent to each member a fortnight or three weeks before the meeting takes place. (2) Members not being able to attend the meeting should have the privilege of expressing their views to the secretary in writing, to be afterwards published in the “Proceedings,”providing they are worth publication. (3) In order to save time, papers shordd “ be taken as read.”

Members wishing to take part in the discussion would have plenty of time to get thoroughly up in their subject; and the second suggestion, if carried out, would give the “silent member,” who is not accustomed to face an audience, the opportunity of making his views known. I hope some active member will take the matter up, and that before long we shall be relieved of the painful feeling of listening to hastily prepared language that often wanders away from the subject under discussion.

August 27th.

VACUUM BRAKES.

Sir,—I see in your last paper several bits about continuous brakes. Now, Sir, I have had a lot of experience with all kinds of brakes, and the thing is this—we drivers see that we are going to get into a lot of trouble with this one. Now, Sir, here is what I want to know : What is a man to do in a case like this? One of my mates, about ten days ago, had to run a very heavy train from St. Pancras to Leeds, equal to twenty-five coaches. They were fitted with the automatic vacuum brake. He finds he cannot get steam to work the train, because of his vacuum ejector blowing away in the smoke-box all the time, and damping his fire ; so what is he to do, but shut it off, and do without it ? Well, he ends by running past Normanton station, and is suspended for fourteen days. Now, Sir, if he had lost a lot of time with his train, he would have got into trouble just the same ; and we think it is very hard, Sir. We do not want a damper in our smoke-box ; for what with heavy trains and bad weather we are hard put to it at any time. So what is the use of the automatic vacuum, when it is shut offj and a bridge come down—as you mention in your last paper ? It is a regular nuisance, and no help to us. If it was not for our steam brake we should be very badly off; and this is not much good without you have got 120 lb. of steam.

Kentish Town, August 30th.

Messrs. W. H. and L. Collingbidge, of the City Press announce the completion and occupation of their new buildings 148 and 149, Aldersgate-street, which have been erected upon the site of the offices destroyed by fire in April of last year.

The Woollen Manufactures Exhibition at the Crystal Palace.-—The following prizes have been awarded the several exhibitors of machinery at this exhibition :—The gold medal of the Worshipful Company of Drapers to W. and J. Galloway and Sons, Manchester, for engine and shafting working the machinery in the exhibition. In Class 1—machinery—the grant of the Worshipful Company of Merchant Taylors for prize medals for machinery, has been applied as follows Brothers and Co., Limited, Oldham; John Tatham, Rochdale; George Hodgson, Bradford. Silver medals : Houghton, Knowles, and Co., Leeds; Hutchinson, Hollingworth, and Co., Limited, Dobcross, near Manchester; John Leeming and Son, Bradford; Asa Lees and Co., Limited, Oldham; John and William M‘Naught, Rochdale; John Petrie, jun., Rochdale; J. IT. Riley and Co., Bury, near Manchester; Leeming Webster, Batley Carr. Bronze medals: Aublet, Harry, and Co., London; Wilhelm Barfuss, Apolda, Thuringia; H. F. Baumann, Calw, Wurtemberg; Poly-dore Bevernage-Standring, Ghent; Biernatzki and Co., Hamburg; Burgon and Ball, Sheffield; E. Comely, Paris; Frister and Ross-mann, Berlin; James Heselwood, Leeds; John Ingham and Sons, Thornton, near Bradford; Kernpe and Co., Leeds, for washing machine; Korting Brothers, Manchester; J. Parkinson, Bradford; Scliirmer, Blau, and Co., Berlin; James Yates and Son, Cleck-heaton.

United States Government Examination of Gun Inventions.—By the Act making appropriations for “ fortifications and other works of defence, and for the armament thereof, for the fiscal year ending June 30, 1882, and for other purposes,” approved March 3, 1881, the President is authorised to select a board, to consist of one engineer officer, two ordnance officers, and two officers of artillery, whose duty it shall be to make examination of all inventions of heavy ordnance and improvements of heavy ordnance and projectiles that may be presented to them, including guns now being constructed or converted under direction of the Ordnance Bureau ; and said board shall make a detailed report to the Secretary of War, for transmission to Congress, of such examination, with such recommendation as to which inventions are worthy of actual test, and the estimated cost of such test, and the sum of 25,000 dols., or so much thereof as may be necessary, is hereby appropriated for such purpose. In conformity with this Act the War Department has issued an order for a board of officers to assemble at the Armoury Building, New York city, July 13, for the purpose of making examinations of all inventions referred to in the law, and making a detailed report with recommendations as to what inventions are worthy of actual test and the estimated cost of such test. The Chief of Ordnance, at Washington, will furnish the board with all the information on the subject in his possession, and all persons interested in such inventions are invited to submit to the board plans, specifications, and models, the mode of construction, cost, &c.

PUMPING ENGINES. — SALFORD SEWAGE WORKS.

ME. ARTHUR JACOB, C.E., SALFORD, ENGINEER. (For description see page 166.)

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Eanque.

BERLIN.—Asher and Co., 5, Unter den Linden.

VIENNA.—Messrs. Gerold and Co., Booksellers.

LEIPSIC.—A. Twietmeyer, Bookseller.

NEW YORK.—The Willmer and Rogers News Company, 31, Beekman-Street.

TO CORRESPONDENTS.

*** In order to avoid trouble and confusion, we find it necessary to inform correspondents that letters of inquiry addressed public, and intended for insertion in this column, must, in all cases, be accompanied by a large envelope legibly directed by the writer to himself, and bearing a Id. postage stamp, in order that answers received by us may be forwarded to their destination. No notice will be taken of communications which do not comply with these instructions.

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*** All letters intended for insertion in The Engineer, or containing questions, must be accompanied by the name and address of the writer, not necessarily for publication, but as a proof of good faith. No notice whatever will be taken of anonymous communications.

F. G. R.—You must say whether the wheels are of wood or of iron, and whether road 'wheels or gear wheels, and the general character of the loheels.

J. C.—All the work obtained from steam in expanding by means of ordinary engines would be lost in your rotary engine, and the practical difficulties connected with the employment of the very finely-chambered discs would be insurmountable. Rive minutes of dirty steam would render the engine powerless.

A Subscriber Since 1872.—If your machine is entirely different in important particulars your patent woidd probably be held good. If it is only an improvement on that you have made for a client, it probably would be held a colourable evasion. Having been engaged for a considerable time in perfecting an invention for a client, and having subsequently taken out a patent for a machine to perform the same work, unless the machine is entirely different you might find some difficulty in proving that the principle of the invent ion teas mot conveyed to you by your client.

AMERICAN LOCOMOTIVE HEAD-LIGHT LAMPS.

(To the Editor of The Engineer.)

Sir,—I shall feel much obliged if any of your readers can I can get lamps similar to those used for head-lights on j motives.

Guernsey, August 29th.    _

NON-FREEZING MIXTURE FOR HYDRAULIC PRESSES AND TOOLS.

(To the Editor of The Engineer.)

Sir,—Permit me to ask through your valuable columns what liquid that will not freeze is the best for a press, as, for instance, the hydraulic elevator or crane. Can anything be added to water for the purpose ? In my case it would be exposed, and pure water would freeze and not answer. I have been told that glycerine has been used with water, and that spirits of wine or whisky may also be used, but I should like to know what quantity of either of these is necessary, that freezing may not take place at, say, 12 deg. Fah.    Constant Reader.

Bradford, August 25th.    _

th;e expansion of iron.

(To the Editor of The Engineer.)

Sir,—Will you allow me through the medium of your columns to ask for some information on the following subject? I wish to know what will be the influence exerted by expansion and contraction in a piece of iron rolled from a pile composed of three or four different qualities of metal, each of them having, I presume, a distinct coefficient of expansion ; then, as each of them expands in a different ratio from its panion at any given temperature, will not each difference tend to break the welds in which the pile is composed and cause laminations in the iron ?

Leeds, August 27th.    L. J. B.

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DEATH.

On the 25th August, at 60, Palace-gardens-terrace, Kensington, aged 67, Mary Elizabeth, widow of Isambard Kingdom Brunel, Civil Engineer and eldest daughter of the late William Horsley. Mus. Bac.

THE ENGINEER.

SEPTEMBER 2, 1881.

ENGLISH AND FRENCH NAVIES.

Mr. Trevelyan drew a comparison between our own Navy and that of France on August 17th. Comparisons are proverbially odious. Nevertheless they are in some cases necessary, and our officials may he justified in making them in order to meet those which are often unfairly drawn by irresponsible lecturers or writers. Mr. Trevelyan states that we have twenty-seven modern ironclads, including coast defenders in commission and reserve, against thirteen French vessels of the same character. Of obsolete ironclads and coast defenders we have twenty and France twenty-three; nevertheless, throwing out of our category the Scorpion, A iper, and Vixen, our remaining seventeen ships of this class have 120,000 tons burden and 270 guns, against 106,000 tons and 170 guns of the French twenty-three vessels. In all, Mr. Trevelyan stated, France has thirty-six ironclads of every class, and England forty-seven, of wliich numbers only, ten French vessels are in commission and twenty-seven English. We, however, are only building ten ironclads, and the French seventeen. Speaking generally, then, Mr. Trevelyan considers that the superiority which we deem necessary to our security is fairly maintained, although it is desirable that we should increase our building operations. It is, however, felt to be undesirable that we should be drawn into competition with Italy in building monster ships, and the decision has been arrived at that two vessels of the Collingwood type, of 9000 tons, at a cost of .£500,000 each, should be preferred to one like the Duilio or the Italia of 14,000 tons, costing over £1,000,000. This may be taken as the key-note of our present views as to construction. The ships at present building are to be hastened forward. The Ajax, Agamemnon, Polyphemus, and Conqueror are to be shortly completed, and the Majestic, Colossus, and Collingwood are to be largely advanced during the year.

As to guns, the 27-ton guns of the French Navy are inferior to those carried on board the Thunderer and Dreadnought—38-ton guns. The Germans may have a few new type guns, but the ships of Chili and Japan are the only vessels which are really armed with the most modern ordnance. Mr. Trevelyan is anxious to point out, therefore, that although we are deficient in the power of our ordnance, as compared with a standard based on new arms now existing, yet none of the more powerful of our neighbours are in a better position. Elswick is gradually supplying us with new type breech-loading guns of 43 tons, lOin. guns of 26 tons, and 9in. guns of 18 tons, 8in. guns of 12 tons, as well as 6in. guns of 4 tons. This, we think, is a fair summary of the case of ships and their guns as put to us by Mr. Trevelyan, and we do not now speak of the question of torpedoes or machine guns, which together constitute a special branch of naval warfare. On this summary we would make a few observations.

As to the numbers of modern ironclad ships, we hardly know how the twenty-seven ships are made up. six first-class sea-going turret ships to all intents and purposes finished, namely, the Inflexible, Dreadnought, Thunderer, Devastation, Monarch, and Neptune. We have twelve first-class broadside vessels—Alexandra, Temeraire, Hercules, Sultan, Bellerophon, Swiftsure, Invincible, Iron Duke, Audacious, Triumph, Penelope, and Superb. Five protected ships—Shannon, Nelson, Northampton, Belleisle, and Orion. This would make twenty-three ; and the other four might be the Glatton, Hotspur, Bupert, and Prince Albert. Mr. Trevelyan, however, reckons the Inflexible as building, and we suppose that the Neptune, Belleisle, and Orion are also omitted, and the coast defenders, Gorgon, Cyclops, Hecate, and Hydra are included. This requires to be made clear, in order to understand what vessels constitute the ten which are “ building.” The Conqueror, we are told, will be “ all but completed ” this year. Anyone who has recently seen her at Chatham will not accept this in the sense in which the Inflexible is, we suppose, termed also “almost complete.” We fear this term must apply to a considerable period of the vessel’s growth.

On the subject of numbers, however, we have nothing to remark. There can be no question that at present our fleet is much stronger than that of France, and that in numbers, that of no other Power comes near to it. There is, however, one sentence that we regard as unfortunately misleading, namely, the comparison made between the number of guns carried by our coast defenders and second-rate broadside ships, as compared with those of France. Anyone unacquainted with the details of the question would surely suppose that Mr. Trevelyan had in the one case, where our numbers are less than those of France, incidentally mentioned the guns to show that even then our guns outnumber those of the French vessels. Surely they would experience rather a shock on finding that had such a comparison been made between other classes of vessels, it would be found that the French ships carry a larger weight of ordnance than our own. So much is this the case, that we regard it as a feature calling at present for special attention. We expect on the completion of the Conqueror, Ajax, Agamemnon, Colossus, and Majestic, to have eleven first-class turret sea-going ships. This class, including the Inflexible, constitute our strongest and hardest hitting group of ironclads—although we also have the twelve broadside vessels, and the protected vessels enumerated above. Against these the French have the barbette types, such as the Admiral Duperre, and other smaller barbette and broadside ships outnumbering our own broadside vessels. In short, our authorities have rather preferred the turret type, and the French the barbette or broadside for their heaviest ships respectively. We have our reasons, and unquestionably good ones, for our decision, but it is idle to shut our eyes to the fact that in weight and number of guns we compare badly with the French. Take the case of the Inflexible and Admiral Duperre. The Inflexible carries four 80-ton guns. The Admiral Duperre has four heavy guns—about 47 tons weight, we think—and fourteen light broadside guns. The same comparison will be found throughout. We have the heavier guns, and the French the greater numbers. It will be found, however, as we say, that per ton of ship the French carry a considerably greater weight of ordnance than ourselves, that weight being made up of a larger number of smaller pieces.

Until recently, we could claim the advantage that the lighter guns of the French were incapable of piercing-armour, while our turrets enabled our guns to act on both sides of the ship to a greater extent than the turntables of the barbette ships. In fact, we are far from advocating the barbette type. We neither defend the exposure of men, nor the employment of a ring of armour to cover a single gun when a moderate increase would enclose a pair. What we do say, however, is that the main artillery feature of the most modern types of English and French ships is that, ton for ton, the French carry a greater weight of ordnance and a number of guns out of all comparison with our own. We think that the House unintentionally received the opposite impression from Mr. Trevelyan’s speech. This is greatly to be regretted. In many positions the Inflexible, the largest man-of-war afloat, can only fire two guns. This is carrying to a great length the principle which Mr. Trevelyan in another case repudiates that of “ putting all our eggs in one basket.” Surely it is well to compare the principles of construction of our first-class ships with those of France—not the number of the guns carried by obsolete or exceptional types. We have admitted, however, that there existed sound reasons for preferring the turret system. Unfortunately the modern development of power in new type guns now seriously modifies the conditions of the question. Instead of our armour being any longer impregnable to guns of a second class, even the 9in. new type gun of 18 tons is capable of piercing the armour of any ship we possess, except the Inflexible. In support of this we would instance the fact that a Krupp gun of about this calibre and weight twice penetrated 20in. of iron at Meppen, the steel shells passing on uninjured for over 3000 yards. Such shells might not merely have cairied dead metal into our ships, they might have entered intact and burst in the interior, and it is obviously possible that such guns might be carried in the broadsides of French vessels, although we do not say that they are so mounted already. It appears to us most necessary then to obtain a corresponding advantage for our own sliips as far as feasible. We are urging it on the score of the increased powers of penetration of the lighter guns, but it is questionable whether the fact of a foreign Power in a measure dispensing with armour and exposing the men is not in itself a move which takes advantage of the peculiarity of our armament. Except with machine guns the Inflexible has no light pieces with which to fire at the detachments of the Admiral Duperre in the barbette towers, and she would even be wasting strength in firing her 80-ton projectiles at the thin broadsides. In fact, the meeting of these ships would illustrate the deficiency we indicate. Surely it must be felt that our turret ships are equipped too exclusively with the view of very heavy work. Their powers of offence against inferior adversaries would be enormously augmented by the addition of lighter new type guns. It would, perhaps, be absurd deliberately to send the Inflexible against anything very disproportionate to herself ; yet surely it would be occasionally convenient that she should have the power of firing something smaller that a 1700 lb. projectile. We believe, then, that means should be found to introduce new type medium guns, as far as practicable, into the armaments of our armour-clad vessels.

Most naval men, we think will consider that the smaller vessels, with powerful guns, may be preferable to monsters, and also they will approve of the swift unarmoured ships, carrying powerful guns, of which mention was made. We observe that fifteen knots is fixed as the speed. Do not the vessels recently made at Elswick for China, each carrying two long 25-ton breech-loading guns and four 40-pounders, besides field and machine guns, deserve attention'? These vessels are only 1400 tons, and have achieved sixteen knots speed. Finally, with regard to Mr. Trevelyan’s desire for arriving at the best gun that can be invented, we would endorse the wish expressed in the Times, for competition among all the best manufacturers, especially inviting Krupp for the reasons we have recently given.

RAILWAYS IN TIIE AUSTRALIAN

A federal Australia may perhaps never be realised, but with the great growth of at least three of the five colonies, the questions relating to intercommunication by railway suggest the urgent necessity for a federal railway commission. Some of the first duties of such a commission should be to take into consideration the important problems involved in these questions, and particularly the settlement or determination of the directions which should be taken by the great trunk lineswhich are under consideration by the colonies or have been commenced, and above all it should take into consideration the question of the gauge to be adopted by these railways, so as to secure as soon as possible a uniform gauge throughout all Australia. It is a most unfortunate thing for the welfare of, and the cheapest possible intercommunication between, the colonies, that the same gauge is only adopted in two colonies, namely Victoria and South Australia, where the 5ft. Sin. gauge is in use for the main lines. But in the latter colony the 3ft. 6in. gauge is adopted for branch and all new lines. In New South Wales the standard gauge of this country, America, and most of Europe has been adopted, while in Queensland the gauge is 3ft. Gin. So long as the colonies contained but a small and chiefly agricultural population, with no great necessity for frequent intercommunication, the gauge adopted was not, or has not been, a matter of pressing importance. The colonies are, however, rapidly growing in population, and the manufacturing, mining, and other industries other than farming or stockbreeding, are making such rapid strides that the construction of trunk railways is becoming one of the leading questions for the consideration of the respective colonial Governments. TV ith these the chief difficulty is the cost of construction, which is a matter of much weightier consideration with respect to railways that are to introduce populations to open up a country, than it is with railways which are to serve an already existing population needing the means of transpor t. For this reason almost all Australian railways have been made by, or have become Government property, no othei capitalist being able to afford to invest in undertakings, the direct value of which can only show itself m dividends after the lapse of years, though the indirect value to the

state may be great.    .

At the end of 1879 Victoria possessed 1125 miles of railway • New South Wales, 736 ; South Australia, 559; Queensland, 503 ; and Western Australia, / 2. In all the three first mentioned considerable additions have been made since the commencement of 1880, and New South Wales and Queensland are both pressing for great trans-continental lines. Both countries propose to construct these and other lines for opening up the country by Land grants

If uniformity of gauge is to be arrived at, the sooner it is commenced the better for the future of the colonial railway systems. It has been said that difference of gauge in large states having long railways is not a matter of very great importance or disadvantage for fi eight traffic, because the cost of transfer of freight from the wagons of one line to those of another is not so great as that of haulage of empties over long distances. It would, however, be a badly managed railway on which returned cars would not be used to a considerable extent in transporting local freights. The objection may hold in some countries, and for very long lines, but for places within a considerable, though comparatively short, distance of the junction of two different lines, the disadvantages of the break of gauge would be felt to the greatest degree. Transfer of freight would be, for instance, a costly addition to the tariff for goods sent ten or twenty miles from one colony into the next. Great as these disadvantages would be on the trunk lines connecting the colonies, they would be equally great and disastrous with respect to branch lines from the trunks in any one colony built on a narrow gauge merely to reduce the first cost. The success of such branch lines, which would in most districts be chiefly for the conveyance of agricultural produce, would depend almost entirely on the low cost of transport to seaboard. Yet it has been proposed to make these branch lines into virgin country on a cheap narrow gauge system. In Queensland alone the new lines could be made cheaply without break of gauge, but this does not hold for the other colonies, though the large mileage of railways on the

The political wisdom which has thrown together into one department the Poor Law administration of the country and the supervision of the laws relative to the public health, causes the annual report of the Local Government Board to present a singularly omnium gatherum aspect. Sickness and pauperism are supposed to be associated ; but other people are sick besides paupers. It is true that boards of guardians are the constituted sanitary authorities in rural districts; but in the urban districts there is no connection between the machinery of the Poor Law and that of the Town Councils and Local Boards of Health. In taking up the annual volume just issued, describing the work of the Local Government Board, we must, therefore, pass by a considerable number of pages relating to poor rates, vagrancy, emigration, questions of settlement, and the like, in order to arrive at that which more immediately concerns our readers.

It is interesting to learn that since August, 1871, when the Local Government Board was instituted, this department has sanctioned the raising of loans by sanitary authorities to the extent of nearly £22,000,000. To this must be added nearly £500,000 of loans sanctioned to be raised by joint boards, the whole of which, excepting £5000 for a hospital, was required for works of sewerage. In the full total there is included a sum of nearly £1,900,000 in respect of loans under the Artisans’ and Labourers’ Dwellings Improvement Act of 1875. But the report also specifies the extent to which borrowing powers exercisable without the sanction of the Local Government Board have been conferred upon sanitary authorities by Parliament during the last nine years. The amount thus authorised is nearly £32,000,000. This, again, is exclusive of sundry matters, such as the unascertained amounts required for the purchase of twenty-five gas and water undertakings. Among the borrowing powers conferred by Parliament last year, independently of the Local Government Board, are some which have reference to the electric light. For this purpose, Burton-upon-Trent took power to borrow £5000; Lancaster, the same ; Preston, £10,000 ; and Wigan, £20,000 ; the loan in each instance to be repaid in ten years. Huddersfield, in taking power to borrow £50,000 for the purchase of gasworks, obtained the option to expend £20,000 on the electric light, the sum so applied to be repaid in the usual period. But by far the greater part of the money authorised during the year to be raised by Local Acts was required for the purposes of water supply, and such has been the rule previously.

In the course of the year, 799 reports were forwarded to the Board by Medical Officers of Health belonging to rural districts, and 625 from similar officials in urban districts. Guided by the information contained in these reports, the Local Government Board communicated with a considerable number of the sanitary authorities, and in many instances advised them as to the steps which it would be desirable for them to adopt in order to secure the necessary improvements. But the Board make complaint, as follows : “ We still receive many reports which are little more than bare compilations of vital statistics, which show very imperfect appreciation of sanitary science, and which are easily recognisable as the production of medical practitioners, who find themselves under the necessity of writing an essay on a subject to which they have devoted no special study.” It is satisfactory to know that “the proportion of such reports is growing smaller year by year.”

The result of all the machinery now at work for the benefit of the public health may be expected to show itself in the tables of mortality. It appears that the general death-rate of the country remained stationary from 1840 to 1870, but in the period 1871-80 it fell from 22⁻5 to 2 Do, a reduction equal to nearly 4-J per cent. It may be therefore estimated that about a quarter of a million of persons were saved from death in the decenniad 1871-80, who would have died if the death-rate had been the in the previous thirty years. It is further suggested that as we may reckon there were twelve cases of illness for every death, about three millions of persons, or more than one-ninth of the entire population, were saved from a sick bed by some influences at work in the past decade which -were not in operation previous^. It is argued that the case is even more favourable than this, seeing that the death-rate of rural distilcts is habitually lower than that of the urban localities, and that the population is concentrating itself more and more into towns, thus tending to increase the general death-rate, supposing other influences to remain as before. It is a remarkable fact that of the entire reduction of one in the death-rate, more than three-quarters comes under the head of “ the seven zymotic diseases and of these three-quarters nearly one-half is due to a diminution in the ravages of fever, “ the disease which more than any other shows itself in connection with such faults of drainage, of water supply, and of filth accumulation, as it is within the province of good sanitary administration to remove.” It is also satisfactory to notice that the fever death-rate has been falling pretty steadily, year by year, from ‘70 in 1871 to ‘32 last year. Thus it may be hoped that we are gaining something in the conflict with disease and death, and that the skill of the engineer co-operates with the functions of the sanitary staff. Pure water and effective drainage are doubtless grand aids to the healthfulness of a populous country.

If large towns are per se unfavourable to health, it must be especially important that care should be taken to secure good sanitary arrangements in the metropolis. Lieut.-Col. Bolton is cited as reporting favourably of the efforts made by the several metropolitan water companies to maintain and extend a proper supply of water in their respective districts, and it is noted with satisfaction that Naval Engineer Appointments.—The following appointments all the companies are now, up to a certain extent, giving a have been made at the admiralty : A. J. Durston, chief engineer, constant supply. But it is said that with respect to the

J-A-.Mqook; w. J. Mrfa, -quality” of the water the report is less satisfactory.

™s> *M.w?ver- aM»eqq° toy* «to» last year- from “the A. W. Gibbs, assistant-engineer, to the Orontes, vice Henry frequent heavy floods, which caused the water of the M’lntyre,    Thames and the Lea to be in a dirty and muddy condition

supremacy,

but supremacy of all Australia over other new countries depends on the progress of the colonies as a whole, and one important element towards this progress is and must be cheap and rapid intercolonial communication, against which break of gauge would form a most serious obstruction.

on a

We are not without some wonder how

to capitalists who will undertake the work. For similar purposes New South Wales has already alienated 16,357,000 acres of land out of a total of 208,000,000, leaving 191,643,000 still unalienated. Queensland contains 428,492,800 acres. Of this 3,442,389 acres have been alienated, and taking the estimated capital required for the new railways at £‘4,000,000, and reckoning the land worth 6s. 8d. per acre all round, 12,000,000 acres would have to be alienated to construct the line, leaving about 409,000,000 acres untouched. The chief railways proposed are a trans-continental line from Roma to Point Parke in the gulf of Carpentaria, and a grand trunk line to New South Wales. For the purpose of determining the direction of the former, Mr. R. Watson, M.I.C.E., commenced a preliminary survey in January, and in June handed in to the Government the last of a series of reports on the nature of the country, probable nature of the engineering work, quantity of timber, mineral districts passed through, and other matters of interest in forming a conclusion as to the feasibility of the project. His reports on some parts of the country are highly favourable, though rain falls seldom or irregularly in others, and water would be scarce until storage works—for which there are apparently great natural facilities in some districts—have been constructed. Timber, however, is not plentiful, and that required for sleepers would have to be purchased in considerable quantities, or metallic sleepers used instead, if these could be sufficiently cheaply made. In some districts this would be almost necessary as a protection from insect destructiveness. The Queensland Government looks very favourably upon the scheme for constructing this line, and it is supported by the South Australian Government; and the New South Wales Government also early this year advocated a speedy union, both as to railways and tariffs with New South Wales, this Government expecting that English private enterprise might be looked to to take the work up.

It will thus be seen that three colonies, all of which have plenty of land to spare, but little money, are desirous of opening up the whole of the Eastern half of Australia by a grand trunk line to the northern coast. The gauges of the existing lines in these three countries are, as we have said, 5ft. 3in., 4ft. 8jin., and 3ft. 6in., and a question of prime importance is how is this difference to be removed, and which of the gauges shall ultimately be the standard for all the colonies. It is not our purpose to enter into a discussion of the relative advantages of different gauges for such countries. This question has long ago been thrashed out to the satisfaction of every one, and however often it might be reopened, the arguments that could be brought forward could add nothing new to those used when the paper by Mr. W. T. Thornton, C.B., on the relative advantages of the 5ft. 6in., and the metre gauge for Indian State railways was discussed throughout seven evenings by the Institution of Civil _ Engineers in February and March, 1873. The question was also pretty fully discussed in the paper by Mr. R. C. Patterson, M.I.C.E., on the best methods of railway construction for the development of new countries, as illustrated by the railway systems of South Australia, read before the Institution in January, 1879. Our own views on the question have been pretty fully set forth in The Engineer of November 18th, 1870, and in other subsequent impressions. Even, however, had the question not been pretty fully discussed, it' would as respects the Australian colonies not be necessary to range over the whole subject of the relative advantages of different gauges, inasmuch as the question is very much narrowed by the existence of the lines already constructed. It is hardly a question as between the three different gauges, but rather one of which gauge could on the whole be. best retained when the value or extent of the existing lines which shall remain or be gradually converted is taken into consideration. If the Victorian lines are taken into consideration, then in view of the length of already constructed lines, the 5ft. 3in. gauge would have to be selected. On the other hand, Victoria is the smallest colony in area, and from north to south its lines would form a small portion of the great line to the north. The importance of the Victorian colony, however, demands that it shall be taken into account in arriving at a conclusion. Already its railways are double the extent of those of either South Australia or Queensland, and greater than those of New South Wales in the proportion of eleven to seven. There is undoubtedly a great future for the Australian railways, and the great disadvantages of break of gauge had better be admitted now than after some thousands of miles of new lines have been constructed.

3ft. Gin. gauge in South Australia will make it comparatively easy to effect communication between these two colonies, by gradually converting the 5ft. Sin. of South Australia. The many important questions which must at once occupy the thoughtful attention of the Governments of each of the Australian colonies cannot be discussed in the space of a single article, but attention may be usefully drawn to them, and we may hope soon to hear that something is being done towards arriving at a satisfactory solution of the difficulties which at present beset inter-colonial communication, by constructing railways of uniform gauge. Each of the Australian colonies vies with the other in the endeavour to reach industrial and commercial

THE WEST HARTLEPOOL IRONWORKS.

A remarkably chequered career has marked the largest of the rolling mills at West Hartlepool, which are now again in the market. It is about seventeen years since they were commenced small scale by a private firm, chiefly for the purpose of producing ship plates for use at the adjoining shipbuilding yard. Successful, they passed into the hands of a limited company, which extended them rapidly, and passed into liquidation in the dulness of fourteen years ago or so. After a very short idleness they were bought by a private firm, carried on successfully for five years, and the rail trade as a manufacture of magnitude introduced. Transference to a limited company seven years ago was followed by a collapse within a year, and since that time the rolling mills as a whole have been idle. The great bulk of the works had in their latest years of use been applied to the production of iron rails, and the collapse of that trade gave no hope of employment for them. Hence, when a year or two ago the works were offered for sale, though they had once been valued at over £150,000, they found no bidder even at £25,000. As the plate trade was brisk, and as the works could produce some 10,000 tons of plates yearly, it had been hoped that for that use, with the abundant market for shipbuilding iron they have in the shipyards near, work would have been recommenced, but this hope seems to have been given up for the present ; and thus the liquidators of the works, we are now informed, after conferences with the mortgagees, have had a valuation of the rolling mills, in connection with the West Hartlepool Ironworks,” on the “basis of breaking up prices.” On this basis they are now inviting tenders, far this decision may be accepted as another proof that the iron plate trade is about to give way to that of steel. Hitherto there has been, we believe, no steel vessel built at the two ports which north and south are nearest to these works, with two exceptions. One of those built at Middlesbrough was built with material from Scotland ; whilst for the steel vessel that was last year built at West Hartlepool, we believe plates were procured from Landore. Never has the production of the South Durham shipyards been so great as it has been this year, and the fact, whilst this is the case, and whilst during part of that time the production of plates was below the demand, that these large plate mills in the centre of that demand could not be sold at a low price, seems to indicate a want of confidence in both the iron rail and plate trade. The rolling mills, with the 111 puddling furnaces, rail and plate mills for the production of 50,000 tons of finished iron yearly, and the eight acres of land they are built on, are now for sale, “ on the basis,” we assume, “of breaking-up prices,” and with what some are led to consider their adaptability for conversion into a steel-plate mill, it will be curious to mark the result of the offer to sell by tender. It may be accepted now, after the decision of the liquidators, that the works are unlikely to be ever started again as iron-rolling mills ; and it is a matter of interest to learn whether locally the influences point, at this promising port, to the breaking up of the works with a view to reconstruction in a manner to fit them for what some believe will be the coming demand for steel.

BOILER INSPECTION AND THE LIABILITY ACT.

An ironmaster speaking, on Wednesday, in Wolverhampton, at the Annual General Meeting of the Midland Steam Boiler Inspection and Assurance Company, expressed his surprise that the increase of customers had not been larger than sixty-seven. He had expected, he said, that the passing of the Employers’ Liability Act would have driven in the owners of unassured boilers “ with a rush.” A director of the company responded with the unpleasant assurance that the board’s experience satisfied them that the effect of the Act upon some boiler owners had been to keep them from assuring. Such men assumed that if they received reports from the company’s inspectors pointing out defects, and did not attend to them, and an accident occurred, their liability would be enhanced. We cannot dispute the statement of this director, nor can we repress our amazement at it. If there be many such owners of steam boilers it is high time that the Government interfered and made independent inspection compulsory. No one having any experience of a well-managed boiler inspection company but should know that to secure the services of the inspectors upon the tariff of charges now usual is to save money. We are quite prepared to believe that it was stated at this same meeting by the owner of numerous assured boilers, the making of repairs early, directly the inspectors pointed them out, was the well-established “ stitch in time.” And similar testimony, Mr. Charles Cochrane, a director of the company, remarked that he had heard advanced at the last meeting of the Northern Board.

FORTH BRIDGE.

For some weeks past the soundings, borings, and other detailed studies necessary to enable the engineers to fix upon the best position for the great piers of the Forth Bridge, have been in active progress. It is understood that the whole of the engineers acting for the several railway companies interested in the undertaking—that is to say, Messrs. Harrison, Barlow, Fowler, and Baker—have, after independent investigation, unanimously arrived at the conclusion that the safest and most economical mode of crossing the Forth is by means of a continuous steel girder bridge of varying depth, and having two spans of from 1600ft. to 1700ft., and two shorter spans of from 600ft, to 700ft.

LITERATURE.

Tenth Annual Report of the Local Government Board. 18S0-1S81.

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quirements of the port of IpsAvich rapidly increased, and large steamers and sailing vessels had to be discharged at Butterman’s Bay, some six miles doAvn the river, and their cargoes brought up to IpsAvich by barges—a very tedious and Avasteful process.

In 1872 a discussion by the Dock Commissioners resulted in consulting Mr. F. J. Bateman. ItAvas not until July, 1876, that the Committee of Management brought forward a carefully-considered report, recommending the Commissioners to apply to Parliament for poAver to improve the dock. The Avorks resolved upon were—(1) a neAv entrance lock 300ft. long by 50ft. AAride,

* f£-“AL “»    SXH«.

the publication or use elsewhere by any person^₁vttho,“the“cMs'ent    «ie Stmvmarket navigation rendered accessible at all

and privity of the inventor, be deemed a publication or use so as t6 timeS °f the tlde> the embankment also forming a better means of prejudice the right of the inventor his executors administrators or access between the tivo sides of the river, and.providing a further assigns to lodge an application for a patent for the invention at means °f railway communication from the Griffin Wharf branch; anytime within eighteen months after the opening of the exhi- (3) making a new and direct channel of the new entrance lock, and bition,. nor invalidate any patent that may be granted for the deepening various parts of the river. Mr. Bateman, avIio had invention.    .    been before consulted, was the engineer, aided by the local know-

a. for tlie purposes of this section the expression industrial ledge of Mr. T. Miller, M.I.C.E., resident dock engineer. The Bill exhibition has the same meaning as in the Industrial Exhibitions authorising these Avorks Avas passed through Parliament in the „ '' JU, exPression international exhibition lias the same session of 1877, practically Avithout opposition. At present the meaning as in the Protection of Inventions Act 1870.    first part-the new entrance lock only-has been carried out,

leaving the other portions of the scheme, without Avhich the entrance lock cannot be fully utilised, to be carried out in the future. The contract for the neAv lock gates and opening and closing machinery, and the foundation for a SAving bridge across the entrance, Avas taken for £45,000 by Messrs. H. Lee and Son, of 5, Westminster-chambers, a firm of high reputation, and known in IpsAvich as the contractors to the Government for building Landguard Fort at the mouth of the OrAvell opposite Harwich, their Avorks at Ipswich being under the immediate management of Mr. Bispham. The work Avas begun by building a cofferdam across the river on north end of the proposed new lock. A

so as to overpower the filtering appliances. Dr. Frank land goes so far as to say that “ the water both of the Thames and the Lea is becoming year by year less suitable for domestic purposes.” But this may not mean much after all, for water may not be so good as it was, and still it may not be bad. Of course Dr. Frankland would have us believe that with the exception of the supply furnished by the Kent Company, the water distributed in London has always been more or less “ unfit for dietetic use.” But London is remarkably healthy despite the enormous aggregation of human beings which it contains, and it is difficult to understand how this can be the case if the water supply is so vitiated as Dr. Frankland asserts. It may be true that the “maximum pollution” of the Thames and the Lea greatly exceeds the standard laid down by the Rivers Pollution Commissioners ; but when Dr. Frankland quotes the Commissioners, he is really quoting himself, and what he calls “ pollution” is not exactly what the term signifies in popular parlance. Dr. Frankland scarcely maintains his accusation as to the growing impurity of the London water supply, when he acknowledges that, since 1876, there has been a reduction in the total combined nitrogen of the Thames water. This reduction, he says, “ is owing partly to the larger volume of water in the river, but chiefly to the greater length of time during which the water is stored by the companies before delivery.” It is quite right that a jealous watch should be kept over the London water supply, and that the companies should be pressed to use every possible means for improving the quality of the water ; but we cannot see that there is any real ground for that sweeping condemnation in which Dr. Frankland is accustomed to indulge. We suspect that a good many people who contemplate the London water supply with fear and trembling, gulp down very much worse water elsewhere without any misgiving. As to Dr. Frankland’s assertion that the river water grows yearly less pure, if this were for a moment taken seriously, it would form a curious comment on the fact that the Thames Conservators have just announced that nearly every town above Kichmond now ceases to pass sewage into the river.

According to the report of Mr. Stoneham, the Government auditor, the Metropolitan Water Companies have expended more than <£’12,600,000 on their undertakings, the outlay on new works last year being over a quarter of a million, while £2,250,000 went for maintenance of works, establishment expenses, dividends, interest, and incidental expenses. The dividend upon the ordinary capital, amounting to £9,000,000, ranged from Gi- to 10 per cent., in addition to which the West Middlesex Company made a payment on account of back dividends. We do not know how it may be explained, but the dividend paid by the New River Company seems to have been 11 per cent, Three of the companies—the East London, the Lambeth, and the Chelsea—only paid 6| per cent. Next to the New River and the West Middlesex, the Kent ranks highest, paying 9 per cent. Next year we may expect to how far the London Water Companies are likely to be disturbed in their present position. That is a question with which the report of the Local Government Board does not attempt to deal, and concerning which siderable amount of uncertainty may be supposed to prevail.

PATENT LAW REFORM.

{Continued from “page 119.]

V.—Amendment oe Specification.

23.—(1) An applicant for a patent or a patentee may prefer a written request, to the Commissioners for leave to amend his complete specification by way of explanation or disclaimer, stating reasons for his request.

(2)    The request shall be published by the Commissioners, and the applicant or patentee shall be heard in support thereof by Examiner, or the Commissioners, in the prescribed manner.

(3)    The request shall be granted by the Commissioners on their being satisfied that the amendment Avill not make the specification comprise an invention substantially larger than or substantially different from the invention originally claimed.

(4)    Any person giving notice within the prescribed time to the Commissioners of objection to the amendment on the ground that it Avould make the specification comprise an invention substantially larger than or substantially different from the invention originally claimed, shall be heard in support of his objection.

(5)    An amendment shall not be admissible in evidence in a proceeding for an infringement alleged to have taken place before .... amendment, nor in any proceeding pending at the time of request for leave to amend, except a proceeding for revocation of the patent.

(6)    Leave to amend shall be conclusive as to the right of the party to amend, except in case of fraud.

VI.—Prolongation oe Patent.

24.—(1) A patentee may within the prescribed time before the expiration of his patent apply to the Commissioners for a prolongation of its term :    °

(2)    The Commissioners shall publish notice of the application and of the time fixed for hearing it :

(3)    Any person interested (including a representative of the Crown if interested but not otherwise) may on giving the prescribed notice to the patentee appear at the hearing and oppose the application :

(4)    The decision of the Commissioners on the right (if challenged) of any person to appear, is final.

²q⁾:    (T) The Commissioners after hearing the case may refuse the

application,, or may order the prolongation of the term of the patent lor any period not exceeding eleven years, as they may see fit :

(2)    In determining the case the Commissioners shall have regard to all the circumstances, and in particular to the merit and utility of the invention, to the patentee’s expenditure of labour and money, and to the amount of his profits as patentee, considered in relation to the benefit derived by the public :

(3)    It shall not be competent for the Commissioners to impose any conditions in respect of an order for prolongation :

(4)    The order shall be endorsed on or annexed to the patent and the term of the patent shall be prolonged accordingly.

VII.—Stamp Duties.

26.—(1) There shall be paid to and for the use of the Croivn on the several instruments described in the third schedule to this Act the duties in that schedule mentioned and no others :

(2) Those duties shall be under the management of the Com-missioners of Inland Revenue, and shall be deemed stamp duties within the Stamp Duties Management Act, 1870, and other Acts relating to stamp duties, particularly those relating to forgery, tiaiululent cues and other offences in connection with stamp duties

(3) Any of the stamps may be adhesive if the Treasury think fit. VIII.—Crown.

27.—(1) A patent shall have to all intents the like effect as against her Majesty the Queen, her heirs and successors, as it has as against a subject:

(2)    But for purposes of the naval or military service of the Crown one of her Majesty’s principal Secretaries of State or the Lords Commissioners of the Admiralty may, by their officers, agents, contractors, or others, at any time after the application for the patent, use the invention on terms to be before or after the use thereof agreed on, with the approval of the Treasury, between some authorised representative of the Crown and the patentee, default of such agreement to be settled by the Commissioners after hearing the representative of the Crown and the patentee, if desirous respectively of being heard :

(3)    All expenses of the hearing shall be paid as part of the expenses of the Commissioners in the execution of this Act.

IX.—Assignments and Licences

28. —A patentee may assign his patent for England, or for Scotland, or for Ireland, as effectually as if the patent were originally granted to extend to England only or to Scotland only Ireland only.

29. —(1) On complaint and proof to the satisfaction of the Commissioners—

That by reason of default of the patentee to grant licences or otherwise, the reasonable requirements of the public with respect to his invention cannot be supplied ; or That any person is in possession of an improvement on the invention which he is prevented from working or using, by reason of the patentee refusing to grant him a licence on reasonable terms ;

Then and in either of such cases the Commissioners may, on the application of any person interested, order the patentee to grant licences on such terms as to amount of royalties, security for payment, leave to the patentee to use any imjirovement, and otherwise, as to them, having regard to the nature of the invention and to all the circumstances of the case, may appear just.

_ (2) On complaint and proof to the satisfaction of the Commissioners that a patentee has failed to comply with an order made under this section, the Commissioners may, if they think fit, after hearing the patentee, if desirous of being heard, either require him to give security for liis compliance, or may revoke his patent without prejudice to the rights of existing licences.

_ [(3) But the patentee may, if he thinks fit in lieu of granting licences pursuant to an order of the Commissioners, require any applicant for a licence to purchase all his rights under the patent at a price to be fixed in default of agreement by the Commissioners.]

X.—Registers oe Patents and Proprietors.

30. —There shall be kept at the Patent-office a book or books called the Register of Patents, wherein shall be recorded in chronological order all patents granted under this Act, the lodging of specifications, amendments of specifications, certificates of renewal, prolongations of patents, the expiration or revocation of patents, with the dates thereof respectively, and such other matters cerning patents as the Commissioners direct.

31. —(1) There shall be kept at the Patent-office a book or books called the Register of Proprietors, wherein shall be recorded any assignment of a patent or of any share or interest therein, and any licence under a patent and the expiiation thereof.

(2)    Until an entry of an assignment of a patent, or of any share or interest therein or an entry of a licence under a patent, is made m the Register of Proprietors, the original patentee should be deemed to be the sole proprietor of the patent, and not to have granted any licence.

(3)    An entry in the Register of Proprietors shall be proof of the assignment or licence or proprietorship, as therein expressed, until the contrary is proved.

32. —The Register of Patents and the Register of Proprietors or copies thereof respectively shall be open to public inspection, payment of a fee not exceeding Is., and subject to any regulati made by the Commissioners.

33. —(1) The High Court of Justice in England, or the judge thereof, may at the instance of any person deeming himself aggrieved by any entry made under colour of this Act in the Register of Patents or the Register of Proprietors, make such order for expunging or varying that entry, and with respect to the costs of the proceedings as the court or judge thinks fit:

(2) The entry should be expugned or varied accordingly.

XI.—Revocation oe Patents.

34. —The proceeding by scire facias to repeal a patent is hereby abolished.

3o._ (1) A patent may be revoked by the Commissioners on the petition of any person interested on any of the following grounds :—■ ia) That the invention is not new within the meaning of this

F) That the patentee is not the true inventor ;

(c) That the specification is insufficient or misleading :

(-) V here a patent, has been found invalid by the Commissioners m a proceeding for infringement, it shall, unless within the prescribed time the ground of invalidity is removed by amendment of the specification, be revoked by the Commissioners.

°6.—Where a patent for an invention obtained in fraud of the true inventor is revoked by the Commissioners on the petition of the true inventor, the Commissioners may if they see fit give the ti ue inventor his costs of the hearing as between solicitor and client.

XII.—Foreign Vessels.

37.— (1) A patent shall not prevent the use of an invention for the purposes of the navigation of a foreign vessel within the jurisdiction of any of her Majesty’s Courts in the United Kingdom, or flie use of an invention in a foreign vessel within that jurisdiction provided it is not used therein for or in connection with the manufacture or preparation of anything intended to be sold in or exported from the United Kingdom :

(2) But this section does not extend to vessels of any foreign State in whose territories British subjects do not enjoy equal benefits m respect of the subject-matter of this section.

used or sold by him in respect whereof he has not a patent, the name or any imitation of the name of any other person who has a patent in respect thereof, without the leave in writing of the patentee;

(b) If any person, on any such thing, not having been purchased from the patentee, or from some person who purchased it from or under the patentee, or not having had the license or consent in writing of the patentee, writes paints prints moulds casts carves engraves stamps or otherwise marks the word Patent or the words Letters Patent, or any words of the like kind or meaning, with a view of imitating or counterfeiting the stamp mark or other device of the patentee, or in any other manner imitates or counterfeits the stamp mark or other device of the patentee;

Every such person shall for every such offence be liable to a penalty not exceeding fifty pounds, to be recovered by action or other proceeding or information in the High Court of Justice, one-half thereof to be paid to the Treasury, for the use of the public, and the other to the person who sues.

42.—If any person wilfully and corruptly lodges or causes to be lodged at the Patent-office any prescribed declaration knowing it to be untrue in any material particular, he shall be guilty of a misdemeanour.

IPSWICH DOCKS.—NEW ENTRANCE LOCK.

On Wednesday, the 27tli July, the town of Ipswich celebrated three events, i.e., the opening of a new lock to the large wet dock, a new museum, free library, and science and art schools, and a new post-office. Of these events we purpose to give a short account of the first only—though much might be said of the excellent geological and other collections in the museum, which are the finest in extent and arrangement of any local museum in the country—the new lock, as possessing some interesting features. A large number of local gentlemen, and others, including Mr. F. J. Bateman, C.E., the engineer of the new lock, the Right Hon. J. Chamberlain, the Mayor of Ipswich (Mr. A. Wrincli), steamed some way down the river Onvell in the Glen Rosa, chartered by the contractors, Messrs.

H. Lee and Son, turned round at the deep-water moorings near Harwich, and steamed back through the new lock. A few speeches were made by Mr. Bateman, who described the nature of the work, the chairman of the local dock board, Mr. G. Mason, who declared the lock open ; and by the Right Hon. J. Chamberlain, who congratulated the town on its progress. In order to understand clearly the advantages expected to accrue from this new and, for a town of the size of Ipswich, somewhat costly undertaking, it will be necessary to go back a few years, and take a cursory glance at the rise and progress of the port.

Before 1836 efforts had been made to improve the channel of the tidal estuary of the Orwell, at the head of which the old town of Ipswich is situated. At the beginning of the present century the river had so silted up that at low tide there was not sufficient water to navigate a boat, and vessels had often to wait many days before they could get up to the few wharves that then existed. Mr. W. Chapman, an eminent engineer of Newcastle, was consulted, and recommended either an improvement of the channel itself, or the construction of a sea lock at Down-ham Reach, about six miles below the town. The improvement of the channel was adopted., and an Act Avas passed in 1805 transferring the care of the river from the corporation to a body of Commissioners, £8000 being borrowed for the purpose. The channel was considerably improved and straightened. NotAA'ith-standing the still difficult navigation of the river, trade sufficiently increased to enable the Commissioners to pay off the debt, and to accumulate the considerable sum of £25,000.

An intelligent collector of customs at the port of Ipswich, Mr. W. Lane, suggested to some of the leading townspeople the advisability of constructing a wet dock and approaches the toAvn as possible. In January, 1836, a public meeting was held in the old Town Hall, and it was unanimously resolved to institute a public subscription for the purpose of defraying the expenses of a consulting engineer. Mr. H. R. Palmer, engineer, of London, was called in, and requested to prepare plans and estimates for providing a floating dock capable of admitting vessels of 300 tons burden. The plan of the engineer, Mr. Palmer, was to take advantage of a bend in the river close to the toAvn, and by banking up at both ends enclose a piece of Avater of thirty-three acres in extent, a short piece of canal called the “Neiv Cut,” Avas made to carry off the Avaters of the Gipping, and from this cut access Avas obtained to the Avet dock by means of gates at A, page 174, the entrance lock being 140ft. by 45ft., Avhich soon proved too small and in an inconvenient position. The total cost of these Avorks Avas £110,000. The foundation-stone of these Avorks Avas laid on June 26tli, 1839, amid great rejoicing, and in January, 1842, the gates Avere opened. The depth of the dock at spring tide being 17ft., at neaptides 14ft. Since the opening of these docks in 1842 little alteration has taken place, except dredging the upper part of the river channel, so that at present it is some 4ft. deeper than at the old lock cill. The re-

XIV.—Fraud. Offences.

39. —A patent, granted to the true inventor shall not be invalidated by an application in fraud of him, or by prorisional protection obtained thereon, or by any publication or use of the invention consequent on that fraudulent application.

40. —If any person makes or causes to be made a false entry in the Register of Patents or in the Register of Proprietors, or a Avriting falsely purporting to be a copy of an entry therein, or produces or tenders or causes to be produced or tendered in evidence any such Avriting knowing the entry or Avriting to be false, he shall be guilty of a misdemeanour.

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We are indebted to the kindness of Mr. Thos. Miller, the resident engineer to the Ipswich Dock Board, for much valuable information and the accompanying map. A word of praise

1922

2218

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is also due for the very faithful manner in which the"work j again were easy to buy at £3. Excellent hematites were not to be has been carried out by the contractors, Messrs. Lee and Sons. had at less money than they have recently commanded. Tredegar

No. 1 sold readily at £3 10s., and No. 3 forge was strong at £3 5s. Sales maintain their recent level, with a tendency to enlargement Common native pigs are remarkably strong, considering the price of Glasgow and Cleveland iron. Stocks of this quality have run down. At one smelting works a stock of 5000 tons has gone off since Christmas. It is no longer practicable to buy at £117s. Gd.; part cinder pigs cannot now be bought under £2. At this figure they were very firm to-day and yesterday, and were quoted from £2 2s. Gd. to £2 5s.

Coal is in more demand both at the furnace and at the forge, hut at the former it remains under the average. Household coal is selling freely this week.

Coke was freely offered on account of the gas companies at somewhat reduced prices.

An important engineering contract has come into the district this week. Mr. Samuel Woodall, of the Windmill Works, Dudley, has secured the order for the extension of Llandidno pier. The addition is to be 1000ft. in length, and as the structure is wholly of iron, the contract will need the employment of a great weight of girders, and pillars, and latticing, and the like. The erection of a new pavilion has also to be carried out, and the whole of the extensions are to be completed by next season.

The branches of the machinery trades that show an improvement include certain firms who supply machinery for use in the leather trades of Walsall and other centres. Such firms there are who inform me that, during the past few weeks, they have booked better orders than during the whole of several months previous. Messrs. W. Brownhill and Sons, engineers, of Walsall, call for mention as one of the firms who are in this happy position. The new engine-power is needed in much part by traders whose business has of late years steadily increased.

The Midland Steam Boiler Inspection and Assurance Company has made a profit on the year’s working of £1045 ; for the total income has been £4232, and the expenditure £3187. It has 1932 boilers assured, and 1337 inspected. The aggregate is an increase on last year by 67. Very few cases of accidents have occurred in the boilers under its care, and only about £218 has had to be paid as compensation. These facts came out at the general meeting of the company yesterday, in Wolverhampton, when it transpired in the report of Mr. E. B. Marten, the chief engineer, that through shortness of water mainly there had been about eight minor accidents to assured boilers.

The formation of a Chamber of Commerce for Walsall_ district has been suggested. The idea is being taken up with spirit, and its realisation may be expected at an early date.

The award of Major-General Hutchinson, the referee in the dispute between the North Staffordshire Bailway and the North Staffordshire Tramway Company, relative to the crossing of a canal bridge in Hanley and another in Stoke has now been made. It directs that the railway company shall rebuild the bridges, according to a mode specified by the referee, within seventy-five days. The company is to take over, at cost price, the girders already provided by the tramway company, and the latter corporation is to pay £650 towards the cost of the new bridges. The railway company is to be liable to a penalty of £10 per day if the time specified be exceeded, the fines to be deducted from the £650.

the Nasmyth steam hammer type ; the piles were driven into soft chalk, and the dam had to be strengthened by struts to enable it to withstand the outside water pressure ; a similar dam was constructed at the outer end of the lock to enclose the work from the river. Both dams proved to he thoroughly efficient as to strength, and were practically watertight. Great difficulties were met with in securing good foundations for the work on the chalk, which was found almost throughout at a few feet above the intended foundation level ; overlaying the chalk was a bed of gravel, which discharged large quantities of fresh water on all sides in addition to that yielded by the chalk springs, the quantity pumped per twenty-four hours amounting for many months to nearly five million gallons. The pump principally used to keep the work clear of this large quantity of water was one ©f Messrs. Gwynne’s centrifugal pumps with engine attached direct, the steam being supplied by a large portable engine boiler made by Messrs. Marshall, Sons and Co., Gainsborough.

The chalk was much comminuted, and became worked up literally into whitewash, too soft in places to bear the weight of the men working on it. On reaching the required depth this difficulty was overcome by covering the bottom, in the worst parts with bags of concrete, which pressed out the water and allowed the chalk to consolidate, the bags being used so as to prevent any of the cement being washed out of the concrete before it was properly set. At other parts clean gravel was used with a like good result. A firm foundation being thus procured, the walls and floor were carefully built up with concrete in mass faced with hard brick.

The masonry of the gate sills and hollow quoins is of Cornish granite, the other sills and the coping of Bramley Fall stone. At the top of the hollow quoins is a massive block of cast iron, well anchored back by the bolts imbedded in the solid concrete work, to receive the heel strap in which the gate turns. In addition to the present two pairs of gates, provision has been made for putting in a third pair closing in the opposite direction, against the river, for the purpose, in conjunction with the proposed embankment across the “New Cut,” of shutting out the abnormal high tides which occasionally flood the quays and some streets in the lower parts of the town. The gates are built of timber braced with iron straps, the three lower ribs and the heel and mitre posts are of greenheart, the remainder of Baltic fir covered below low-water level with creosoted planking ; the ribs are stiffened in two places with iron flitch plates. Two cast iron sluices faced with gun-metal are provided in each of the gates, opened and closed by screws worked by hand from the gangway on the top of gates. The gates themselves are worked by opening and closing chains and hand purchase crabs.

The first portion of the original scheme has thus been fully carried out; but as we remarked above, before the lock can be used to its greatest advantage, the channel of the river will have to be further deepened and straightened, and it is hoped that the increasing prosperity of the town may enable this to be done before long.

It may be of interest to quote a few figures to show the progress of the port of Ipswich during the last few years, the population of Ipswich being now over 50,000.

Years.

1875

1576

1577

1578

1879

1880

THE IRON, COAL, AND GENERAL TRADES OE BIRMINGHAM, WOLVERHAMPTON, AND OTHER DISTRICTS.

(From our own Correspondent.)

Business upon the Birmingham Iron Exchange to-day—Thursday —and on that at Wolverhampton yesterday, was less restricted than had been feared. The progress which had apparently set in three weeks ago was still under check, but the retrogression which last week’s experience had apparently foreboded has not appeared. The recent impetus is unexpended. Liverpool and other export merchants were in the market seeking to buy varied lots of finished iron, and they were not unprepared to give a little more money than they before offered ; but the proprietors of finished ironworks were no more prepared than when the earlier terms were offered to accept those which may be now secured. More money was demanded, and the orders were again withdrawn.

Neither, however, to-day nor yesterday was anything heard of the probability which had begun to be mooted of a rise in marked bars from the £7 now prevailing to the £7 10s., from which the current crucial price was reduced. Marked bars were slightly more plentiful than last week at the £7, the orders which a leading house had received not having been followed up by further purchases of heavy lots. Less strength was observable in bars of the £6 order. A few makers who had asked that price were to-day accepting £5 17s. 6d., and even £5 15s. per ton. Upon these terms agricultural implement firms and others showed a tendency to buy in advance of requirements. Makers took their orders when prompt delivery was specified, but declined to sell forward. Slit rods of suitable sections for chain harrows also sold better.

Hoops held their own at from £6 10s. up to £6 15s. and upwards, without any manifested anxiety by makers to secure new business. The sheet mills are generally busy, and supplying the requirements of the galvanisers, who keep in the receipt of heavy orders from South America, from India, the Cape, and from Australia. There has been a bi-monthly Australian mail this week, and some encouraging orders have come across. The prices at which at date of mail galvanised corrugated sheets of 26 w.g. were selling averaged, for best sorts, from £21 to £22; ordinary brands realised £20 10s. The same advices quoted fencing wire at £12 10s., £13, and £13 15s. for Nos. 6, 7, and 8 respectively.

The South American demand for iron and hardwares was never so conspicuous. Firms of factors largely engaged with leading markets in that part of the world have their warehouses and their offices open over time to keep the work under.

Common sheets, some to bo shipped black for use abroad, and others to meet the requirements of the braziers at home, were, in few instances, half-a-crown down on the week.

Angles and plates to be used up in the constructive yards at local engineers’ establishments are no less in request and are unaltered in price, though the margin of profit is very slight. Boiler-plates of good quality are in no greater demand, local boiler-making yards of repute being sadly in need of work.

Stamping sheets are comparatively quiet for home use, but on export account the turn-out is considerable. Old-fashioned concerns are unable to resist modern progress. A tin-plate works which, at Broadwater, near Kidderminster, once gave employment to a great number of hands, but at which only half-time has been run for some time past, has now been closed. Messrs. Hatton and Sons, the proprietors, are able at their works of more modern arrangement at Bilston to fulfil all the orders at less cost.

Pigs of high quality are in demand to complete mixtures by finished ironmakers who have plenty of work upon their books. Heavy stocks of all-mine pigs are held for a rise by wealthy firms, who decline to accept under £3 2s. 6d. per ton, and quote £3 5s. Less valuable sorts were bought to-day at £3 Is. 3d., and others

NOTES FROM LANCASHIRE (From our own Correspondent.)

Manchester.—Although most of the makers, both of pig and finished iron in this district, are kept busily employed with the orders already in hand, which will probably see them over the next couple of months, and consequently are firm in their ]wices, there is comparatively little new business coming in, and the general tone of the market, where it has to be tested by sellers in want of fresh orders, shows a tendency towatds weakness. To effect sales at present some concession has to be made to buyers, and here and

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there needy makers, who are not so well off for orders, have begun to quote lower prices.

There was but a dull market at Manchester on Tuesday, and pig iron met with very little inquiry; Lancashire makers, however, very firm, and for delivery into the Manchester district their quotations remain at 44s. for No. 4 forge, and 45s. for No. 3 foundry, less 24 per cent. Although at these figures extremely few new orders are coming in, offers made during the week at lower prices have been declined.

Any business doing in outside brands is still chiefly confined to Lincolnshire irons, which in some cases are being offered at under late rates, and are competing very keenly with the local makers. The average quotations for delivery equal to Manchester, however, remain at about 43s. Od. for forge, and 44s. 6d. for foundry, less 2J per cent. Derbyshire irons are offered at about Is. per ton above Lincolnshire, and g.m.b. Middlesbrough at 44s. lOd. per ton net cash delivered equal to Manchester; but in these there is practically little or nothing doing beyond an odd parcel now and then for special purposes.

Finished iron makers in this district are kept fully employed on the orders in hand, which, in most cases, will scarcely be run off for the next two months. The bulk of these, however, are for shipment, and the new inquiries now coming in are only limited in extent, whilst for home requirements the demand continues dull, with little indication of any material improvement. With works, however, at present full of orders, makers are very firm in their juices, and for delivery into the Manchester district quotations remain stiff at about £6 2s. 6d. for bars, £6 12s. 6d. to £6 15s. for hoops, and £7 15s. to £8 per ton for ordinary merchants sheets.

Tool makers generally are also busy, and in tools for marine engine work particularly there is considerable activity.

Engineers are kept moderately employed, although, as a rule, they are engaged on orders taken at very low prices. There is, however, here and there good work coming into the district, and one of the leading Manchester firms has just secured an order for a set of rolling mill engines of exceptionally large dimensions which are being constructed for an ironworks in France.

A pair of blowing engines for Bessemer plant, and probably the largest that have yet been made, having steam cylinders of 54in. diameter, and blowing cylinders of 72in. diameter, with a stroke of 6ft., have just been completed by Messrs. W. and J. Galloway and Co., of Manchester, for the Phoenix Ironworks, Sheffield, where they are at present being erected.

Several considerable orders for fire-proof iron work for mill construction have recently been given out to firms in this district. Some of the large new mills in Lancashire are still being built upon the old principle of cast iron columns and beams, but the lighter and at the same time stronger and more reliable class of work which is secured by the adoption of rolled iron joists or rivetted plate girders, although not quite so economical as far as price is concerned, is coming more into favour, and a considerable portion of the work recently given out has been either for rolled or rivetted girders.

In passing through one of the Manchester foundries this week— the Phillips Park-road Ironworks—I saw a very simple but effective method which has been adopted by the proprietor, Mr. Charles Ezard, for producing machine-pressed moulds for small ornamental castings by means of hydraulic pressure. The machine, which contains no working parts which can become clogged with sand or get out of order, consists of an hydraulic ram rising from the floor and carrying a table, upon which is placed the moulding box containing the pattern or set of patterns. The box is simply placed upon the table, the sand filled in, and a falling pressure-plate, which, when not in use, drops to the back of the machine, pulled over the box ; by the action of levers the hydraulic ram, which exerts a pressure of 5001b. to the square inch, is set in motion, and the box forced upwards against the pressure-plate. An evenly distributed and powerful pressure is thus secured over the whole surface of the mould, which is returned back again as the ram falls, and can then be removed, the whole operation being accomplished with surprising rapidity and ease. Mr. Ezard has ten of these machines erected in his works, and he is now engaged in the construction of a new design with turnover table, but this at present is only in the experimental stage, and not yet completed.

A good collection of boilers and other heating apparatus for greenhouses and vineries, exhibited at the Manchester International Horticultural Show this week, deserves a passing notice. The society’s medal for the best boiler practically and scientifically constructed was awarded to Joseph Bramham, of Liverpool, for his well known “ Allerton Priory ” boiler, the object of which is to secure as large a heating surface as possible with economy of fuel, bypassing the products of consumption from the fire-box, not only underneath the boiler, but in divided currents backwards and forwards through the boiler before being allowed to escape. Of the horizontal hooded tubular boilers there was a great variety, including a number of recent improvements, some, in fact, having been made specially for the show. Messrs. AY. Richardson and Co., of Darlington, exhibited one of these, so constructed that the fire is entirely surrounded by horizontal iron tubes arranged in such a form that the most direct and intense heat acts, not only upon the fubes, but also upon the saddle or hood portion of the boiler by •vhich they are enclosed, and for this improvement they were awarded a certificate of merit. The principle of introducing coils or tubes underneath the saddle was also shown in boilers exhibited by Benjamin Harlow, of Macclesfield, whilst in another horizontal saddle boiler, constructed of welded wrought iron, and exhibited by Messrs. Graham and Fleming, of Halifax, return flues are carried through the boiler with the addition of a couple of tubes running across the fire-box. A new upright tubular, consisting of a series of flat pipes, jointed together over circular pipes, forming the fire-bars, in the form of a triangle and surrounded by a hood,was shown by J. G. AVagstaff, of Dukinfield, and there were a number of other boilers, well known, which I need not mention.

Efforts are being made to secure an improvement in the railway communication between this district and Southport, and on Tuesday a conference of representatives from the local boards of Swinton and Pendlebury, Atherton, Tyldesley, AVesthoughton, and the Southport Town Council was held at Manchester with the view of carrying forward a joint scheme of railway communication. A line is suggested which, in addition to improving the accommodation with Southport, will also provide a shorter route to Lynn, which is the centre of the AYest Lancashire coalfield, and it lias been decided to prepare a case which w:ll be laid before the directors of the Lancashire and Yorkshire Railway Company.

The only noticeable change in the coal trade of this district is a slightly improved demand for the better classes of round coal for house-fire purposes ; but both these and the commoner sorts for iron-making and steam purposes are still plentiful in the market, and quite as low in price as ever. Engine classes of fuel, if anything, show a tendency towards weakness, and here and there slightly reduced prices are being quoted this month. The average pit prices are about as under :—Best coal, 8s. to 8s. 6d.; seconds, 6s. to 6s. 6d.; common coal, 5s. to 5s. 3d.; burgy, 4s. to 4s. 6d.; and slack, 3s. 3d. to 3s. fid. per ton.

Shipping continues rather dull, with steam coal delivered at Liverpool and Garston averaging about 6s. 6d. to 7s. per ton.

Barrow. There is a steady tone to report in connection with the various branches of the iron and steel trades in this district. During the week a steady trade has been done, and both Bessemer and forge qualities are in good request at the values quoted last week. The demand for steel is steady, and on foreign account some good consignments have lately changed hands.

Shipbuilders and engineers who are very fully employed have lately booked orders of some importance. There are, indeed, prospects that this industry wiil in the future take a more prominent position in connection with the district than up to the present. Railway rolling stock makers have a full budget of work in hand.

The half-yearly meeting of the Furness Railway Company was held at Barrow on Wednesday. Mr. B. AYadham, Mayor of Barrow, speaking of the prospects of the district, said :—There has been a scare and a certain amount of talk about the manufacture of Bessemer iron and steel on the east coast, and it had been held forward by pessimists as not only likely to ruin the Furness Railway, but also the iron ore proprietors of this distri«t. I have not the slightest apprehension on this point. I have always held that possessing the very best raw material for the manufacture of Bessemer iron and steel, and having as good communication by sea as any other part of the country, and looking forward to the great consumption of iron and steel in future by foreign countries, I think Furness in the future will be exceptionally well placed. We shall every year gain, and, as trade improves, other companies may be induced to come to this town of Barrow and erect steel and other works which will have the effect of increasing the dividend of the Furness Railway Company, and I trust my predictions will be proved accurate by the next half-yearly report, when I hope we shall have something more than 54 per cent. One eminent Sheffield firm has already started to erect works at Workington, owing to the proximity of large hematite deposits in this neighbourhood.

The Whitehaven Shipbuilding Company have six vessels in course of construction, and the directors report that they are experiencing a good demand. The company anticipate, with the advance of the steel age, to go in for steel shipbuilding.

The steamer Lismore was launched from the yard of the Barrow Shipbuilding Company on Thursday, the 25th ult. for Messrs. W. Johnstone and Co., of Liverpool. She is intended for the cattle trade, her dimensions being: Length, 37Gft. between perpendiculars; extreme breadth, 42ft.; depth of hold, 26ft.; indicated horse-power, 2550; and gross tonnage, 4040. She is registered of Barrow.

THE SHEFFIELD DISTRICT.

(From our own Correspondent.)

The makers of agricultural implements are closing a season which has been fairly good on the whole. Many farmers, in the hope of having an excellent harvest this season, gave orders out very freely. I am afraid that the hurricane which blew the wheat out of the ear, and the rains which have since followed and laid the crops, with the sprouting of those in the shock, will have dashed their expectations of a yield equal to the average. This reverse will re-act upon the agricultural implement makers next season.

The Rotherham, Masborough, and Hulme Coal Company, Limited, has closed its pits, the notices to the men and boys having expired on Saturday. The shareholders having resolved on liquidation, it is feared that the holders of ordinary stock will have very little in the way of dividend. The capital of the company is £100,000, with £20,000 debentures. Everything will depend, of course, upon what the colliery realises ; but it is expected that effort will in the first place be made to reconstruct the company. About 700 hands were employed at the pits. In the year of the coal famine this company paid no less than 80 per cent, in dividends.

The old-established manufacturers, Messrs. Marriott and Atkinson, steel and file manufacturers, &c., Fitzalan AYorks, have been adjudicated bankrupts. The liabilities are believed to be very heavy—some £70,000—and the assets are said to be considerable. A heavy business has been done for years. Of late, however, keen competition has unfavourably affected them. Mr. E. T. AYard, of the partners, has disappeared, this being the particular act of bankruptcy alleged against him.

At the meeting of the Derby Gas and Coke Company, on Saturday, the chairman expressed the opinion that the electric light not likely to displace gas-light, and he asked holders to wait until the electric light companies began to pay their 10 per cent, dividends before they threw their shares on the market. Hawksley, the company’s engineer, said that he considered the electric light absolutely inadaptable to the lighting of houses.

THE NORTH OF ENGLAND.

(From our own Correspondent.)

Thebe is little to be said in favour of the Cleveland pig iron market held at Middlesbrough on Tuesday last—at least from the producers’ point of view. The tone was decidedly fiat, and little business was done. The resolute attitude which had for some time been noticeable on the part of the smelters in resisting any fall below 37s. at last broke down, and 36s. fid. has now become sellers’ price. Buyers, however, have reduced their ideas to 36s. 6d. Everything seems pointing in the direction which these latter would naturally wish. The expected heavy accumulation of stock during the month of August, the moderate shipments, and the depressing effect of the bad weather on trade in general, and on agriculture in particular, all these things make consumers and merchants on the look out for a further fall. AYarrants are quite a drug in the market. It is said they have been offered at 37s., or only 3d. above makers’iron, and without finding buyers. This is a remarkable change since eight or ten months since, when they were only with difficulty to be had at Is. 3d. to Is. 6d. premium. Connal’s Middlesbrough store contains 186,437 tons, or 169 tons more than last week. At Glasgow they hold 576,826 tons. Shipments from the 2nd to the 29th ult. inclusive, amount to 77,116 tons, or an average of 3213 tons per ^working day. The total for the month will probably be about 84,000 tons. The cry for reduction of output has again been somewhat revived. This time it rather takes the form of proposing to turn a certain munber of furnaces from Cleveland on to hematite ore than to put them out of blast altogether. Indeed, the gradual increase of the production of hematite pig from Spanish ores, in the Cleveland district, is very remarkable. There are now thirty furnaces so employed. A certain portion of the production is of forge quality, and this is available at a comparatively cheap rate for the finished iron makers. These latter can now afford to use a mixture of hematite and Cleveland, which greatly improves their quality. They can thus compete in higher qualities much more easily than formerly, when hematite of necessity came from Cumberland, and they can thus turn out a better article at a lower price. Sliip-plates were quoted on Tuesday at £6, bars and angles at £5 12s. Gd., and puddle bars at £3 15s., all at maker’s works, Middlesbrough, and subject to 24 per cent, discount for cash.

The coal trade is reported steady, and even somewhat buoyant, on account of a considerable export trade which has sprung up.

Preparations are being made for the visit of some 200 members of the British Association from York to the Cleveland district on the 8th proximo. They are to be conducted round the Eston Steel AArorks, and taken to see the salt boring at Port Clarence. Afterwards they will be entertained at dinner at the Zetland Hotel, Saltburn.

Messrs. Bolckow, Vaughan and Co. have now got four converters at work on basic steel, and are making 2000 tons per week. It is said the steel is very good, but very soft.

The strike at Sunderland among the platers’ helpers continues, to the great detriment of the shipbuilding and other trades of the port. All overtures for a settlement seem to be resisted by the helpers, who can only see the matter from their own narrow point of view. Among other works which have suffered greatly are the AYear Rolling Mills Company—formerly Oswald and Co.—which depended almost entirely on the Sunderland shipbuilders for orders. Indeed they mainly belong to their leading customers, who thus have learned bitter experience of the difficulty of making iron at present prices.

The meeting of creditors of the Bishop Auckland Ironworks is called for the 6th. If all is true which is reported of this case, the suspension of the proprietor was only rendered necessary by the extraordinary and unreasonable conduct of one of his creditors.

The most profound sympathy is felt for him by all who know the circumstances of the case.

NOTES FROM SCOTLAND.

(From our own Correspondent.)

The iron trade continues active in the home department, there being a steady consumption of crude iron in the manufacturing works; but the pig iron department is, if possible, duller than before. AYarrants have been well held this season by the outside public, who have kept to their holdings with marvellous tenacity in the face of a gradually falling market. This week, however, there has been some disposition to sell, brought about in some measure by the rise in the rate of discount. The consequence has been a more pronounced drop in the value of warrants, which are expected to decline still further unless the foreign trade should materially improve. The furnaces that were put out at Gartslierrie ten days ago are again in blast, and there are altogether 119 blowing, as compared with eighty-two at the same date last year. The explanation of the latter figure being so small is that in August last year the ironmasters combined to extinguish a large proportion of the furnaces, with the object of terminating a strike of miners. The latter struck for advanced wages at a time when it was apparent to all who cared to inquire that the state of the trade would not warrant the concession being made. The action of the ironmasters was successful, and on the close of the strike the furnaces were gradually relighted. In some respects the pig iron trade is in a worse position than it was at this time last year. For example, the shipments of pigs for the present year to date are 112,000 tons less than in the corresponding period of last year, while the stocks in the warrant stores are 113,000 tons larger. The foreign demand is not satisfactory, and the shipments are being interfered with by the increased charges made for freights; while in Canada and the United States Scotch pig iron is difficult to sell. Upwards of 2000 tons have been added in the course of the week to the stock in Messrs. Connal and Co.’s stores, which now amounts to 560,000 tons.

A large business was done in the warrant market on Monday at a decline of about 5d. per ton. In the forenoon the quotations were 46s. to 45s. 8d. cash, and 54s. lOd. one month, the afternoon figures being 45s. Sd. to 45s. Old. cash and 45s. fild. to 45s. lOjd. one month. On Tuesday the market was irregular, business taking place at 45s. fi.jd. to 45s. 10id. and 45s. fid. cash and 45s. lid. to 46s. and 45s. lOJd. one month. The warrant market was depressed on AYednesday, with quotations down to 45s. 6d. cash. To-day—Thursday—the feeling was slightly firmer with business up to 45s. lOd. cash, and 45s. lid. one month.

The quotations of makers’ iron are again a shade easier this week. Gartsherrie, No. 1, f.o.b. at Glasgow, is quoted at 54s.; No. 3, 48s.; Coltness, 55s. 6d. and 48s.; Langloan, 56s.; Sum-merlee, 54s. and 56s. Gd.; Calder, 54s. and 48s.; Carnbroe, 50s. 6d. and 46s.; Clyde, 49s. Gd. and 45s. 6d.; Monkland, 47s. and 44s.; Quarter, 47s. and 44s.; Govan, at Broomielaw, 47s. and 44s.; Shotts, at Leith, 56s. and 48s. 6d.; Carron, at Grangemouth, 52s. 6d.—specially selected, 56s.—and 51s. 6d.; Kinneil, at Bo’ness, 47s. and 45s; Glengarnock, at Ardrossan, 50s. 6d. and 46s. 6d.; Eglinton, 46s. 6d. and 43s. Gd.; Dalmellington, 47s. and 44s. The shipments of pig iron from Scotch ports during the past week were 11,239 tons, as compared with 10,965 in the preceding week, and 13,530 in the corresponding week of 1880.

The malleable trade is still well employed, there being a good demand for bar iron and boiler plates, and fair inquiry for ship plates, which is likely to be improved by the reception of some new shipbuilding contracts. Angles and bars are quoted at £5 17s. 6d. per ton; ship plates, £6 12s. 6d.; and boiler plates, £6 17s. 6d.; steel ship plates, £10; angles, £9; and boiler plates, £10 10s.

Messrs. AATlliam Baird and Co., the well-known ironmasters, are engaged carrying but certain experiments in connection with their blast furnaces at Gartsherrie, by which they hope to inter-sept the gas that passes off in waste from the furnaces, and extraet the ammonia it contains, so that this product, which is now lost, may be utilised.

There is a gratifying continuance of activity in the coal trade, the inland demand being good for the season, and the shipments large. From Glasgow 16,000 tons were despatched, and from the other Scotch ports upwards of 40,000 tons. Prices are firm, main coals f.o.b. being quoted at 6s. to 6s. 3d. per ton; ell, 6s. 3d. to 6s. 9d.; splint, 6s. 9d. to 7s.; and stoam, 7s. to 8s.

At the annual meeting of the Omoa and Cleland Iron and Coal Company, Limited, held in Glasgow a few days ago, Mr. M’Killep, one of the directors, stated that of the six or seven bad years that had been experienced, perhaps the last was the worst of them all, so far as excessive competition and low prices were concerned. Notwithstanding the unprofitable trade, the output of coal all over the country had been greatly in excess of that for any previous year, and this had resulted in a competitioia which was almost ruinous.

Speaking at a miners’meeting inFifeshire, Mr. Macdonald, M.P., has given it as his opinion that the trade is improving. In Fife and Clackmannan prices of coals, he said, had risen 6d. per ton, while wages had continued stationary ; but Mr. Macdonald has written a letter condemning the constitution of the new Miners’ Union, and advising the men to have nothing to do with it.

During the past month 18 vessels, with an aggregate tonnage of 32,000 tons, have been launched from the Clyde shipbuilding yards, compared with 17 vessels of 16,300 tons in the corresponding month of last year.

WALES AND ADJOINING COUNTIES.

(From our own Correspondent.)

The Dowlais Colliery management have again had to lament the occurrence of an explosion in one of their collieries. This occurred on Monday evening in one of the Cwmbargoed pits. It appears that a collier named Davies went in to a part of the pit where gas had accumulated, and having a naked candle in his hand the gas ignited, killing the poor fellow, and injuring four others ; fortunately, these worked at some distance away, and thus the force of the explosion was in part destroyed before reaching them.

The coal trade of AYales continues in excellent form. Quantity and prices sustained in all parts of the district.^ Cardiff total last week was 106,021 tons; Newport total, 27,975; Swansea, 12,000 tons. The iron trade is also in a fairly good state. Iron is steady, ordinary bars are quoted at £5 5s. per ton f.o.b.; marked fetch £6 to £6 2s. 6d.; rails, £5 7s. Gd. to £5 10s.; steel rails also maintain the quotation which has been sustained for some period.

Great efforts have been made to get an advance on Bilbao ore, but the market is too well stocked, and ironmasters too well provided.

I am glad to note the speedy starting of neighbourhood of Merthyr under most favourable circumstances I shall give fuller particulars next week.    .

Old rails are in requirement, especially the double-headed ones, and holders of stock will find little difficulty in getting rid at a

small advance on the quotations of last week. _

Pitwood is getting scarce, and prices advancing. I his will be good news for France and Ireland. Buyers are paying a little more attention to quality of late, and low prices and inferior commodities have not the attraction they have had.

The rising of the barometer after a long period of depression directs the attention of colliery managers to the warnings which

lU There¹ ated rumours current that Glanyrafon, Midland, and Glwen, near Swansea, Rhiwderin, near Newport, are about to be started in the tin-plate. There is not much change of late in the trade, but prospects may be considered as looking up slightly. The shipments of iron rails to America are on the increase, and there is a fair prospect of improved business this coming autumn and winter over the last.

-<P

'CD

21tli August, 1881.

30S0. Joint for Bracelets, &c., J. E. Beaver and T. Terry, Birmingham.

3681. Generating Gas, T. Hogben, London.

3652.    Measuring Liquids, AAr. Healey.—(JF. Hunt, U.S.)

3653.    AVinding Gear, J. Craven, AVakefield.

3684. Driving Gear, AAt. G. Hammon, Coventry.

Buttons, G. Phillips, Clehonger.

3656.    Surfaces of Sheet Metal, A. N. Hopkins, Birmingham, and G. Hatton, Kidderminster.

3657.    Slide Valves, C. de Lucia, Naples.

36SS. Sewing Machines, A. AVatkins, London.

3689.    Bolts, A. H. Windsor, Brentwood.

3690.    Drying Machines, AV. A. Gibbs, Chingford.

3691.    Aerial Navigation, A. L. Blackman, U.S.

3692.    Polishing Jewellery, E. Jesty, Yeovil.

3693.    Fluid Meters, H. C. van de P. Ahrbecker and IT. E. J. Hamkens, London.

3694.    Safety Gear, J. Musgrave and A. AValsh, Bolton.

3695.    Basting Meat, J. Lacey, London.

3696.    Electro-magnetic Clocks, C. Shepherd, London.

3697.    Bicycle Lamp, G. R. Goodsall and J. O. Read, Birmingham.

on.

26th August, 1881

3723.    Knitted Fabrics, F. Caldwell, Loughborough.

3724.    Ships, A. M. AV. Samson, Northolt.

3725.    Refrigerating Apparatus, Id. Cogswell, U.S.

3726.    Combing Machines, E. de Pass.—(/. Imbs, Paris.)

3727.    Registering Number of Passengers, A. Horne and T. Sigley, Liverpool.

3728.    Ozone, E. Hagen.—(L. and A. Brin, Paris.)

3729.    Range Finders, F. Charteris, London:

3730.    Spinning Yarns, J. Barbour & A. Combe, Belfast

3731.    Transmitting Signals, A. St. George, London 3>faris)mCAlEngraving> A’M- Clark.—(A. Michaud,

3733. StartingA7EHiCLES,E.Brydges.—(I.Helm,Berlin.) 3'34. Fishing Nets, R. Balderston.—(A. Bonamv France.)    'n

3735. Spinning Machinery, F. Ripley and T A Brigg, Bradford.

communication from G.

3725.

Patents Sealed.

(List of Letters Patent which passed the Great Seal on the 26th August, 1881.)

835. Carrying Milk, E. J. Gaskell and AAr. T. Jackson, Wirrall.—2S77/ February, 1881.

S48. Sewing Machinery, H. II. Lake, London.—2877/ February, 1881.

S73. Removing Oil from Tin, T. II. Morgan, Swansea.

—    1st March, 1SS1.

893. Sizing Machines, T. Singleton, Over Darwen.— 2nd March, 1SS1.

S97. Safety Guards for Locomotives, &c., A. M.

Clark, London.—2nd March, 1881.

898. Pumps for Salting Meat, AV. AVriglit, Plymouth. —2nd March, 1881.

903. Tannic Black, AV. G. Gard and T. H. Cobley, Dunstable.—2nd March, 18S1.

912. Conversion of WIndow Sashes, R. Adams, London.—3rd March, 1SS1.

921. Shaving Leather, A. M. Clark, London.—3rd March, 1881.

953. Brakes for Carriages, E. G. Brewer, London.—

—    bth March, 1881.

972. Tricycles, C. G. Hawkins, Forest Gate.—7th March, 1881.

977. Electric Lighting Apparatus, E. de Pass, London.—8th March, 1881.

989. Fastenings for Bracelets, &c., E. F. Griffin, Birmingham.—3th March, 1SS1.

1012. Furnaces, B. R. Huntley, West Hartlepool.—9th March, 1881.

1014. Portable Railways, A. Dunlop, Glasgow.—9th March, 1881.

1045.    Arranging Parts of Flues, G. Love, Lanchester. —1177/ March, 1SS1.

1046.    Hydraulic Apparatus for Punching, &c., J. MacLellan Blair, Glasgow.—11th March, 1S81.

1242. Breech-loading Fire-arms, H. A. A. Thorn,-London.—1st March, 1881.

1345. Lamps for Railway Carriages, A. E. Ragg, Bebington.—26th March, 1881.

1512. Spectacles, W, Lake, London.—6th April, 1SS1. 2127. Life-preserving Garment, F. W. Brewster, London.—16/7/ May, 1881.

2459. Axle Pulleys, F. Ryland, AVest Bromwich.— 4 th:June, 1881.

2645. Gas Engines, C. W. Pinkney, Smethwick.—17th June, 1881.

(List of Letters Patent which passed the[Great Seal on the 30th August, 1S81.)

529. Perforating Bricks, B. C. D. Greenhill, Puriton. —3th February, 1SS1.

855. Working Railway Signals, J. C. Brush, Dublin. —1st March, 1881.

861. Hanging Doors, AV. Morgan-Brown, London.— 1st March, 1881.

863. Calculating Instrument, J. B. Fearnlcy, Castleford.—1st March, 1881.

1780. Distilling Apparatus, L. S. Lcdcrer, London. 865. Safety Lamps, AV. P. Thompson, London.—1st ■—A com. from C. Paulmann.— 25th April, 1881.    March, 1881.

1784. Grinding Rags, AV. Knowles, Heckmondwike.— 877. Gas-light Apparatus, AV. R. Lake, London.—1st 25th April, 1881.    March, 1881.

1810. Combination Garment, AV. R. I.ake, London.— 879. Electric-light Signalling, A. Shippey, London.

A communication from A. Peschel.—26th April, 1SS1.    —1st March, 1881.

1816. Valves _and Taps, T. G. Messenger, Lough- 884. Governor for Marine Engines, J. G. Tongue, n oV?27th April, 1881.    London.—2nd March, 1SS1.

ISIS. Regulating the Flow of Gas, P. AV. Clark, 888. Drying AVoven Fabrics, J. Smith, Renfrew, N.B Westminster.—-27th April, 1881.    —2nd March, 1881.

IS^l. Looms for AVeaving, F. S. AVitliam, Nelson, near 904. Looms for AVeaving, J. Hollingworth, Dobcross. ,o^n'vey--2lt\rApril’ 18SL    -2nd March, 1881.

18_3. Irinting Machines, E. P. Kelly, London.—27th 905. Direct-acting Engines, C. T. Wordsworth, Leeds.

18SL r,    ,    —2nd March, 1881.

¹ Manchcsto³ 2^tJVA.S°l ^Ealicoes> AV. Clayton, 900. Stoves, G. L. Shorland, Manchester.—3rd March,

1S26. Galvanic Soles, G. AV. von Nawrocki, Berlin.—    90S. Rolling Mills, L. A. Groth, London.—3rd

i c^0m₁?UmlCat₁\?nTfr^ A. Wienand.-27t/i April, 1881. March, 1881.

132/. drills, W. L. Wise, Westminster.—A communi- 922. Galvanising Iron, J. Elmore, London.—3rd . Gatl°? from A. Derome.-27/7/ April, 1881.    March, 1881.

132J. -Nails J. L. Howard, Newport, Mon.—2777/    935. Tram Rails, E. Thompson and S. Tomkins,

zCj J-ool.    London.—4tJi ■ March 1SS1.

1844. Filtering Chemical Solutions, H. E. Newton, 941. Delivering Tickets, M. Bebro, Kilburn.—ith Lond°n.-Com. from D. Monnier.—28t/i April, 1881.    March, 1881.

¹⁸⁴⁵\    for CRA.VATS, J. Hinks, T. Hooper, 949. Lifting Carriages, P. Bell, Fakenham.—5th

a“d F. R’ Baker’ Birmingham.—2877/ April, 1881.    March, 1881.

1S28t;i lprfi°1881ING FmES’ J- K’ J’ Foster> Bolton.— 954. Paving Blocks, J. Taylor, London.—5th March,

lSyO. lMPREGNAMNG Water with Carbonic Acid Gas, 979. Displaying Clothing in Shops, F. Mcllvenna, * ?®tcr’ Bolton.—„8t/i April, 1881.    Liverpool.—3th March, 1SS1.

I800. Lime Kilns, E. Crosland, Arnside, near Miln- 9S7. AVatch Keys, F. A. Walton, Birmingham.—8th thorpe.—29th April, 1881.    March 1881

1885. Electric Telephones, AV. Main, Brooklyn, U.S. 1011. Spinning Yarns, A. Combe, Belfast.—9t/t March, —Znd May, lool.    1881.

12th May, 1881.

2176. Extraction of Glycerine, AV. R. Lake, London. —Com. from P. Depoully & L. Droux.— lS77i May, 1881.

2276. Kitchen Ranges, J. McIntyre Shaw, Glasgow.— —2ith May, 1881)

264S. AVorking Moving-object Targets, AV. B. Blaikie, Edinburgh.—1777/ June, 1881.

3131. Shoes for Horses, AV. R. Lake, London.—A com. from J. A. Burden.—13th July, 1S81.

3150. Drying Apparatus, AV. R. Lake, London.—A communication from C. G. Till.—19/7t July, 1881.

3317. Vehicles, AV. Jeans, Christchurch.—30f7/ July, 1881.

r^§H||a

THE PATENT JOURNAL.

Condensed from the Journal of the Commissioners of Patents.

*** It has come to our notice that some applicants of the Patent-office Sales Department, for Polent Specifications, have caused much unnecessary trouble o,nd annoyance both to themselves and to the Patent-office officials by giving the number of the page of The Engineer at •which the Specification they require is referred to, insitad of giving the proper number of the Specification. The mistake has been made by looking at The Engineer Index and giving the numbers there found, which only refer to pages, in place of turning to those pages and hnding the numbers of the Specification.

Applications for Letters Patent.

*** When patents have been “ communicated ” the name and. address of the communicating party are printed in italics.

23rd August, 1SS1.

3659.    Locomotive Engines, W. Morgan-Brown.—(F. M. Stevens and J. H. Pearson, U.S.)

3660.    Drying Apparatus, W. Morgan-Brown.—(C. II. Hersey and F. C. Hersey, Boston, U.S.)

3661.    Valve Stem Supports, AV. Morgan-Brown.—(G. II. Richards, Boston, U.S.)

3662.    Controlling Feed-water, M. Benson.—(S. C. Salisbury, New York.)

3663.    Eire-bar, J. G. Galley, Forcst-gatc, Essex.

3661. Pictures, P. M. Justice.—!/. Deice, Canada.) 3665. Steam Boilers, J. de Ar. Galwey, Warrington. 3066. Steam Pipes, AV. D. and S. Priestman, Kingston-

npon-Hull.

3667.    Drilling Rocks, AV. R. Lake.—{L. Tracy, U.S.)

3668.    Electric Lighting,AV. Lake.—(T. Connolly, U.S.)

3669.    Pocket-books, <fcc., AV. Lake.—(/. Meaker, U.S.)

3670.    Cooling Air, AV. Lake.—(/. <0 0. Burnham, U.S.)

3671.    Printing Machines, J. H. Young and R. Paterson, Glasgow.

3072. Fuses, A. and J. Hunter, Glasgow.

3673. Singeing Fabrics, J. AValton, CoUyhurst.

3(i74. Locomotives, C. Abel.—(A. Bslrade, France.)

3675.    Sorting Seeds, K. H. Sander, Leipzig, Germany.

3676.    Valves, J. Smith, jun., and S. Johnson, London.

3677.    Registering Fares, J. N. Maskelyno, London.

3678.    Polishing Spoons, E. Lay & S. Martin, London.

3679.    Electric Light Regulators, S. Pitt.—(£. J. Burrell, U.S.)

25th August, 1881.

3698.    Tuyeres, C. J. Brock.—{II. Walker, U.S.)

3699.    Hem-stitching Machines, J. Sefton, Belfast.

3700.    Exhibiting Drawings, J. Cooper, Nottingham.

3701.    Bending Rails, J. Johnson.—(L. Vojacek, Prague.)

3702.    Carts, O. C. Alty, Blackburn.

3703.    Securing Rails in Chairs, T. Matthews, London.

3704.    Crushing Gold Ore, J. M. Stuart, Loud

3705.    Refining Paraffine AVax, O. Herrlich.—(H. Ujehly, Vienna.)

3706.    Chain Barrel, J. Lynn, Sunderland.

3707.    AVater-closet Apparatus, AAC Lak{Hartford Sanitary Plumbing Company,Incorporated, U.S.)

370S. Formation of Floors, A. McLeod, Shrewsbury.

3709.    Flyers in Spinning, T. A. Duncan, Otley.

3710.    Joining Boards, E. E. Lemmon, Stratford.

3711.    Electric Lamps, F. Engel.—(C. Muller, Hamburg.)

3712.    Ammonia, C. D. Abel.—(F. Ticincli, Paris.)

713. Baths, C. D. Douglas, London.

3714.    Furnaces, &c., T. Barrow, ltock Ferry,

3715.    Gas Engines, H. AArilllams, Southport.

3716.    Pitch Chains, J. I. AYarman, Coventry.

3717.    Cotton Cloths, J. AVinter &T. Ivers, Farnworth.

3718.    Sizing, &c., J. AVolff, Manchester.

3719.    Ruling Machines, J. AAretter.—(B. Blackball, Toronto, Canada.)

3720.    Stoppering Bottles, AV. R. Lake.—(P. Carmien, Paris.)

3721.    Rope Stoppers, T. Edmond, Plymouth.

3722.    Tree Pots, I. Glazebrook, Birmingham.

27th August, 1881.

3736.    Gasholders for Lamps, H. Toy, Birmingham

3737.    Ramming Apparatus, H. Knoblauch.-(E

Detnech, Berlin.)    ' ’

3738.    Heating, E. Haskell and J. Bayley, London. 3730. Railway Brakes, J. Pilbrow, Tiuibridcre Wells

3740.    Tanning Hides, G. L. Loversidge, Rochdale *' ‘

3741.    Refrigerating Apparatus, O. Mocke.—(L. L

von Lesser, Germany.)    '

3742.    Feeding Boilers, E. Fromentin, Paris.

3743.    Looms, J. Northrop, Embsay, near Ski’pton

3744.    Bicyci.es, E. C. F. Otto, Peckham, London ’

3745.    Etching Glass, J. Eahdt, Dresden.

3746.    Consuming Coal, E. Kaulbacli, London

3717. Ring-spinning Machines, W. Lake.—(s Jenks IJ S1

374S. White Pigment, C. P. Claus, London. , M

3749.    Barrows, B. Green, Mitcham.

29/7/ August, 1881.

3750.    Bookcase-bed-wardrobe, C. Pratt, London. 3/51. Paints, A. B. Rodyk.—(N. Dennys, Singapore.)

3752.    Easel, J. Kellett, Bradford.

3753.    Motor, J. Kellett, Bradford.

3754.    Coating Metal,W.Elmore &J. Atkinson, London.

3755.    Cutting Leather, I. Ilepwortli, Littlctown.

3756.    Clasp, G. Newbery and J. Bennet, London.

3757.    Opening Doors, H. Benest, London.

3758.    Cutting-out Fabrics, J. Fox, London.

3759.    Ships’ Berths, W. R. Lake.—{A. Crosby, U.S.)

3760.    Sewing Machines, H. Bland, Luton.

3761.    Excluding Draught, R. AV. Newlands, London.

3762.    Autographic Transfer, A. M. Clark.—?/. /. Magne, Paris.)

Inventions Protected, for Six Months on deposit of Complete Specifications.

3660. Drying Sugar, W. Morgan-Brown, London.—A communication from C. H. Hersey and F. C. Hersev, Boston, U.S.—23rd August, 1881.    *

3(361, Vai.Ve Stem Supports, AV. Morgan-Brown.—A H. Richards, Boston, U.S.

—3rd August, 1SSL

3662. Controlling Feed-water, M. Benson, Chancery-lane, London.—A communication from S. C. Salisbury, New York..—23rd August, 1881.

3707. AVater-closet, AY. R. Lake, London.—A communication from the Hartford Sanitary Plumbing Company, Incorporated, U.S.—25/7i August, 1881.

Refrigerating Apparatus, H. D. Cogswell, S Francisco, U.S.—26th August, 1881.

Patents on which the Stamp Duty of .£50 has been paid.

3325. Shoemakers’ Tools, E. C. Keay and AV. E. Partridge, Birmingham.—23rd August, 1878.

3323. Steam Boilers, S. Thacker, Nottingham.—23rd August, 1S78.

3327. Piled Fabrics, S. C. Lister and J. R. y Gispert, Manningham. —23?-d August, 187S.

3346. Furniture and Exercising Apparatus, E. G.

Brewer, London.—21th Aiigust, 1S78.

3364. Steam Engines, H. E. Vosper, Portsmouth.— —26th August, 1878.

3334. Coimpound Carbonaceous Materials, T. Atkins.

Clapham.—2477/ August, 1S7S.

3404. Preparation of Jute, G. and D. R. Malcolm Dundee.—29th August, 1S78.

3434.    Springs for Locomotive Engines, S. D. Davison, Leith.-—3077/ August, 1S78.

3435.    Tools, A. Dunlop, Glasgow.—30/7/ August, 187S. 3359. Tape Ladders for Venetian Blinds, C. Vorwerk,

Prussia.—2677/ August, 1S78.

3495. Steam Engines, D. Halpin, Old Charlton—3rd September, 1878.

3599. Treatment of Brine, L. Mond, Nortliwich.— 1177/ September, 187S.

3731. Umbrellas, F. Hodges and G. A. Healey, Leicester.—20th September, 1S7S.

3391. Fastenings for Rails, C. A. Day, London.—2777/ August, 1878.

3416. Hulls of Screw Smrs, W. Griffiths, London__

29/7/ August, 187S.

3424. Cleaning Boots, A. M. Clark, London.—29th August, 1878.

3440. Machine for Cutting out Patterns, G. Dittmar, Berlin.—3077/ August, 1S78.

3457. Combing Wool, I. Holden, Bradford.—31st August, 1878.

3383. Fire-bricks, H. Edwards, Glamorgan.—27th August, 1881.

3398. Evaporating, J. Jowett, Leeds.—28th August, 1878.

Patents on which the Stamp Duty of £100 has been paid.

2926. Woven Fabrics, A. Barraclougli, Halifax.—2677/ August, 1S74.

2950. Railway Brake, J. Y. Smith, Pittsburg.—28/7/ August, 1S74.

3026. AVindlasses, AAr. II. Harfield, London.—4/7/ September, 1S74.

2914. Mining Liquid, Wr. E. Teale, Manchester.—26tli August, 1874.

2938. Stocks of Guns, H. A. Silver, Cornhill.— 27th August, 1874.

2974. Forming Heel-counters, W. R. Lake, London. —31st August, 1874.

Notices of Intention to Proceed with Applications.

Last day for filing opposition, 16th September, 1881.

1720. Products from Dolomites, A. Clark, London.— A communication from J. Closson.—20f/t April, 1881.

1729. Capsules for Bottles, L. Gros, London.—21st April, 1881.

1736. Grinding Machines, M. Bauer, Paris.—A com. from A. Cheron, France.—22nd April, 1881.

1746. Rotary Engines, J. Lyle, London.—22nd April, 1881.

1749. Boiler Tubes, AV. H. AVood, Cookley.—23rd April, 1881.

1764.    Coating Lead, A. Gutensolin, London.—23?-d April, 1881.

1765.    Motive Power, E. Edwards, Southampton-buildings, London.—23rd April, 1SS1.

1766.    Keel Fittings for Fishing Rods, W. Hardy, Alnwick.—23rd April, 1SS1.

1767.    Dyes, F. A. Zimmerman, London.—A communication from J. F. Holtz.—23rd Aqn-il, 1SS1.

1769. Withdrawing Fire-damp from Coal, AV. and J. Morgan, Pontypridd.—23rd April, 1881.

1786. Solid Fat Acids, F. AVirth, Germany.—A communication from A. Mtiller-Jacobs.—25tA April, 1881.

1789. Block Signalling, J. AV. Fletcher, Stockport. —26 th April, 1SS1.

1797. Halter Heads, J. Goodrick, Birmingham.—26tli April, 1881.

1803. Use of New Types, L. AVeiss, Arienna.—26t7i April, 1881.

1805. Grinding Grain, IT. Seek, Southampton-build-ings, London.—26t7t April, 1SS1.

1817. Artificial Stone, W. E. Gedge, Strand, London. —Communication from G. Boden.—27th April, 1SS1.

1837. Coke Ovens, H. Simon, Manchester. —A communication from A. Hussener. —28th April, 1SS1.

1S5S. Drying Grain, &c., E. Keighley, Scarborough. —29th April, 1881.

1929. Alarm Signals, Comte (Pierre Ambjorn) de Sparre, Paris.—ith May, 1SS1.

20S0. Making Oxygen, A. M. Clark, London.—A communication from N. A. Helouis

Last day for filing opposition, 21 st September, 1881.

1890. Pottery, J. H. Johnson, London.—A communication from P. Dode.—2nd May, 1SS1.

1910. Shaping Metals, IT. E. Newton, London.—A com. from E. P. D. Deboutteville.—3rd May, 1881.

1917. Separators, B. J. B. Mills, London.—A communication from J. Sternberg.—3rd May, 1SS1.

1926. Combined Clinometer and Prismatic Compass,

F. Barker, London.— ith May, 1SS1.

1939. Getting Coal, C. Smith, Leicester, and T. Moore, Shipley.—ith May, 1881.

1950. Electrophonic Apparatus, AV. R. Lake, London. —A communication from L. Maiche.—ith May, 1881.

1953. Controlling the Lowest Height of AVater Level, C. Pieper, Berlin.—A communication from R. Schwartzkopff.—5th May, 1881.

1956. Respiratory Apparatus, AV. R. Lake, London. —A com. from A. Khotinsky.—bth May, 1881.

1959. Valve Gear, R. Id. Robinson, Derby.—6th May, 1SS1.

1968. Electric Lighting Apparatus, AV. R. Lake, London.—Com. from N. Bouliguine.—5th May, 1SS1.

1987. Spinning Cotton, T. Coulthard, Preston.—7th May, 1SS1.

2161. Driving Mechanism for Tricycles, A. Burdess, Coventry.—ISi/t May, 1SS1.

2180. Distilling Apparatus, A. L. Normandy, London.'—18th May, 1SS1.

21S3. Lock-stitch Sewing Machines, C. Pieper, Berlin.—A com. from J. Stern.—19J7i May, 1SS1.

2312. Metallic Pipe Joint, E. Cooman and P. Dallard, Paris.— 16th May, 1SS1.

2416. Magneto-electric Machines, P. Wolff, Copenhagen.—A communication from C. P. Jiirgenson and L. V. Lorenz.—1st June, 1SS1.

2S28. Ventilating Steam Ships, J. Collin, Sunderland. —28 th June, 1SS1.

283S. Purification of Coal Gas, C. F. Claus, London.

■—28th June, 1881,

2865. Purification of Coal Gas, C. F. Claus, London. —30i7i June, 1SS1.

2931. Gas Engines, E. de Pass, London.—A communication from E. Korting.—bth July, 1SS1.

2939. Mincing Meat, Ii. Dollman, Birmingham.—5th July, 1S81.

2983. Propelling Vessels, R. J. Meek, Southend-on-Sea.—7th July, 1SS1.

3133. Aerated Beverage, C. Ivempster, Nesscliffe.— 9th July, 1881.

3240. Electric Light, T. E. Gatehouse, Camberwell. —25th July, 18S1.

3310. Regulating Flow of Liquids, A. E. Carter and D. Young, London.—2Sth July, 1881.

3324. Cleansing Conical Tubes in Boilers, E. Lofts and H. J. Barker, Cambridge.—36tli July, 1SS1.

3346. Electrical Signalling, J. U. Mackenzie, New York.—2nd August, 1SS1.

3352. Extracting Metals from their Ores, AAr. AAV Hughes, London.—2nd August, 1SS1.

3409. Regulating Production of Electricity, G. AVestinghouse, jun., London.—6th August, 1SS1.

3413. Lids for Oil Cans, J. Nickholds, Wolverhampton.—6tli August, 1SS1.

3431. Mounting of Ordnance, A. Longsden, London. —A com. from A Krupp.—8th August, 1881.

3441. Generating Electricity, R. R. Moffat and S. Chichester, Brooklyn, U.S.—9th August, 1SS1.

3525. Reaping Machines, P. C. Evans, Brimscombe, and H. J. II. King, Newmarket.—13th August, 1881.

3565. Fasteners for Gloves, AV. R. Lake, London.— A com. from A. Hopfen, U.S.—16t7i August, 18S1.

1024. Treating Grain, M. Benson, London.—iOth March, 1SS1.

1036. Metallurgical Furnaces, J. H. Johnson, London.—lOt/i, March, 1S81.

1043. Dram Flasks, J. Hall, Sheffield.—11 f7t March,

1066. Straining Pulp, G. Tidcombe, Watford.—Ilf7t March, 1881.

107S. Caloric Motor Engines, IT. C. E. Jenkin and A. C. Jameson, Edinburgh.— 12«7t March, 1881.

1101. Bricks, M. E. Dearnly, Mirfield. — 14<7i March,

1107. Electrical Bath, W. R. Lake, London.—14th March, 1881.

1114. Launching Life-buoys, E. T. Jones, Southampton.—1577/ March, 1881.

1130. Caloric Motor Engines, H. C. F. Jenkin and A.

G. Jameson, Edinburgh.—1077/ March, 1881.

1155. Fire-bricks, S. J. Payne, Charlton.—1377/ March, 1881.

1160. Caloric Motor Engines, H. C. F. Jenkin and A. C. Jameson, Edinburgh.—17th March, 1881.

1163. Desiccating Eggs, E. P. Alexander, London.— 1777/ March, 1881.

1215. Treatment of Marine Vegetables, J. Imray, London.—1977/ March, 1SS1.

1243. Cushions, S. Newington, Ridgeway, Ticehurst. —21st March, 1SS1.

1257. Laying Telegraph Wtires, S. Pitt, Sutton.— 22rul March, 1SS1.

1305. Sawing Machines, O. C. P. Fleck and R. A. E. Fleck, Berlin.—24th March, 1881.

1323. Metallic Cartridges, AV. R. Lake, London.— 2ith March, 1SS1.

1331. Enriching Gas, J. Livesey, AAffistminstor.—25Ih March, 1SS1.

1373. New Colouring Matters, O. N. AVitt and H. Koechlin, Germany.—23th March, 1SS1.

1406. Coating Metal, J. Lysaglit, Bristol. — 3077/ March, 1SS1.

1535. Attachments for Horseshoes, J. P. Rothwell, Lytham.—7th April, 1881.

1698. Obtaining Motive Power, G. AV. von Nawrocki, Berlin.—1977/ April, 1881.

2424. Overhead Sewing Machines, G. F. Elder, Lochee, N.B.—2?wt June, 1SS1.

2446. Spikes and Nails, S. E. Mossberg, Sweden.—3rd June, 1881.

2472. Checking the Arrival of Employees, AV. M. Llewellin, Bristol.—7th June, 1881.

2504. Gas Motors, C. AAr. Siemens, Westminster.—9th June, 1SS1.

2528. Gas, J. Dixon, Liverpool.—1077/ June, 1881.

2543. Soap, A. J. Boult, London.—1177/ June, 1SS1.

254S. Teapot, J. A. Gilbert, London.—1177/ June, 1881.

2572. Electric Lamps, H. E. Newton, London.—1477/ June, 1S81.

2592. Telegraphic Conductors, W. R. Lake, London. —1477/ June, 1881.

2626. Striking Mechanism of Clocks, A. AV. L. Reddie, London.-—16tli June, 1881.

2636. Gas Cooking Stoves, G. J. Cox, Maidstone.— 1677/ June, 18S0.

2743. Pavements, H. H. Lake, London.—22nd June, 1881.

2793. Venetian Blinds, J. L. Seymour, London.—2577/ June, 1881.

2S13. Producing Designs, E. Lee, Leeds.— 27th June, 1881.

2S51. Electric Lighting, AV. B. Lake, London.—2977/ June, 1881.

2879. Railway Signalling, E. Tyer, Dalston.—1st July, 1SS1.

2917. Thread Bobbins, G. AV. von Nawrocki, Germany. —47// July, 1881.

2943. Electro-Magnetic Motors, S. Pitt, Sutton.— 5th July, 1881.

2959. Steel, J. C. Ramsden, Filey.—6th July, 1881.

2997. Sulphate of Alumina, C. Semper, Pennsylvania. —7th July, 1881.

List of Specifications published during the week ending August 27 th, 1881.

508, 6d.; 542, Gd.; 1294, 6d.; 19S8, 6d.; 2256, 6d.; 2283, Gd.; 2295, 6d.; 2395, 6d.; 2398, Gd.

*** Specifications will be forwarded by post from the Patent-office on receipt of the amount of price and postage. Sums exceeding Is. must be remitted by Post-office order, made payable at the Post-office, 5, High Holborn, to Mr. H. Reader Lack, her Majesty’s Patent-office, Southampton-buildings, Chancery-lane, London.

ABSTRACTS OF SPECIFICATIONS*

Prepared by ourselves expressly for The Engineer at the office of Her Majesty's Commissioners of Patents.

59. Railway Brake Apparatus, /. Batey.—5th January, 1881.    6d.

The apparatus consists of a cylinder A, in which are fitted two trunk pistons B, each packed with a ring of leather of U form in section. AVhcn air under pressure is admitted to the cylinder in between the pistons the

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pistons arc forced apart, the cup leathers expanding and forming a tight joint; but when air is allowed to escape from the cylinder there is but little friction between these leathers and the cylinder, and the pistons are easily moved back by a weight or spring. F is an auxiliary air reservoir.

200. Transforming, Conveying and Applying Power by means of Electricity, /. Imray.— 15i7i January, 1881.—(A communication from M. G. E. Cabanellas.) Is.

The principal part of this invention consists in an electric cock make by having a circuit of electricity rendered uniform, and of two electric machines connected by gearing or belts, the machine with the uniform circuit being reversible. The other machine then gives out a constant amount of electricity in a given time, whatever be the local resistance or the amount locally consumed, the amount given out depending entirely on the construction of the cock and the amount of electricity supplied to it.

SErT. 2, 1881.

THE ENGINEER.

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218. Improvements in Apparatus for Producing Electric Light, J. G. II. Gordon.—17th January, 1881.    6c£.

This is an improvement on a former patent, ho.

1S26, 1SS0, in which the balls of refractory metal heated by the discharge of high tension alternating currents between them are enclosed in vacuo in a glass globe. The Fig. shows one form of the lamp. A¹ are the balls of refractory metal on one end of wire stems A. The opposite ends of the stems are embedded in glass rod C. The rod is formed up over the wires from glass in a soft plastic state, whilst the wires are held at any required distance apart. A glass stem is formed to project at right angles from C, and terminates in

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spiral coils. The balls do not meet but overlap. DD : platinum conducting wires, (J is inserted into the neck F, and D D arc drawn through perforations on its opposite sides. The nock is contracted above where the wires pass out, and the latter are scaled to its sides by glass applied around them on the outside. The globe is then exhausted and filled with nitrogen or other inert gas, and the globe again partially exhausted, the fine tube leading from it is then sealed and its end broken off.

247. Ornamental Enamelling of Iron, Glass, <fec., F. Winterhofft and II. C. Webb.-26th January, 1881. 0 d.

In the ornamental enamelling of iron a plate or sheet having a coating of white or other enamel upon it, constituting the ground of the design, is employed. The outline of the design is drawn on a. lithographic stone, and an impression from the stone is taken upon transfer paper or mackintosh, or cloth with a glazed

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313. Apparatus for Opening, Closing, and Fasten" ing Certain Kinds of Windows and Skylights) H. Skerrett.—24th January, 1881. 8d.

This relates to windows turning on pivots, and as applied to a window pivotted at tire bottom. At top of the frame is a plate with knuckles on its face, between which the end of a quadrant bar is jointed. On the upper part of the sash is a bracket carrying an upright plate with a forked top, and a rectangular slot through which the quadrant bar passes. Between the fork of the upright and above the quadrant bar a cranked lever is jointed, the short arm taking into notches in the bar, and the long arm being connected by a spring to the plate of the bracket on the sash. A cord is also connected to the long arm.

319. Jacquard Machines for Looms, IF. P. Thompson.—2btli January, 1881.—(A communication from IF. T. Talbot and W. Ilepworth.)—(Not proceeded with.) id.

This relates to the jacquard machine for weaving figured fabrics so as to adapt it for “selecting” the coloured “ filling ” or weft yarn used in weaving a web. This web is cut up into strips, which are used as filling or weft in weaving figured carpets, rugs, and other articles known as chenille fabrics. It consists, First, in the combination of a trapboard of a jacquard machine divided into sections, a series of cords and filling fingers, with two pattern mechanisms, one to control the sections, and one to control the cords ; and, Secondly, in the combination and arrangement of mechanism to control the card cylinder by the cylinder or chain which controls the movements of the trap-board sections.

323. Chronograph Watches, IF. Williams. — 25f7i January, 1881.—(Not proceeded with.) 2d.

The object is to register the onc-cighth, one-tenth, or one-twelfth part of a second. The desired number of beats to bo given is determined by the number of teeth in the fourth wheel, the intermediate wheel, and the escapement wheel.

apparatus in the case of a reaping machine consists of a horizontal segment-shaped platform behind each knife, having raised sides concentric with the cutter spindle and revolving therewith, upon which the cut p falls, and whence it is taken off by a vertically moving rake or blade, which is caused to descend at the proper moment, thereby arresting the cut crop on

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cylinder with piston, fixed to a frame, and working a shaft with a single crank. Over this shaft is another working in sliding blocks. These shafts are connected by friction gearing, and on the top shaft a large flywheel is placed. The propellers are formed with metal bosses and malleable rolled or hammered flat steel blades with bevelled edges.

351.    Warming and Heating Buildings, &c., R. Jack-—2(3th January, 1SS1.—(Not proceeded with.) 2d.

A lamp is enclosed in a pipe with a bell-shaped mouth, and continued in coils passing round the object to be heated.

352.    Railway Wheels, J. N. Howard and D. II. O’N.

Neale.—20th January, 1SS1.    0d.

Near the outer edge of the bore of the tire A is formed a lip or flange B¹, fitting in a corresponding groove in the rim B of the wheel. Through this lip rivets, bolts, or studs, part of the circumference of

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surface, the printed impression being an enamel colour mixed with an adhesive vehicle. This outline on paper is transferred by pressure to the enamel ground, and the paper removed without the application of moisture. The outline transferred to the enamel ground is strengthened by dusting a finely powdered enamel colour upon it. By the application of heat the outline is burned or permanently fixed upon the enamel ground. The drawing represents a side elevation of the apparatus employed.

272. Raising Trees, &c., from their Growing Position, S. Newington.—21st January, 1881. 6d.

This relates to means for raising growing trees, together with a mass of earth, and at the same time to extract the roots extending beyond this ball, and it consists of an iron fork or spoon with lever handle and movable fulcrum.

281. Crushing, Sifting, and Straining Sugar, Flour, &c., P. Pfleiderer.—22nd January, 1SS1.—(A communication from C. Meinecke.) 6d.

This consists in the combination of a spiral or conveyor brush or crusher A, with a trough consisting entirely or partly of a semicircular sieve or sifter C,

328. Pigments for Oil and Tempera Painting, J. B.

Orr.—25tli January, 1SS1. id.

This relates to the production of a white pigment. Poor zinciferous ores containing blende or calamine in combination with other metals are pulverised and roasted, the resulting mass being lixiviated with water to extract all the zinc existing as sulphate, and thereafter the insoluble portion is treated with dilute sulphuric acid to exhaust the remaining zinc. These solutions are mixed together and purified from iron and other impurities. Sulphate of barium is then reduced to the state of sulphide in the usual manner adapted for the reduction of baryta, and the mass lixiviated. The lixiviated strontic salt is mixed with the purified ainc sulphate, so as to give intimately mixed precipitates of strontic sulphate and zincic sulphide corresponding to the equation Sr S +- Zn. SO., = Zn. S + Sr SO.. The precipitates are collected, dried, calcined at red heat, cooled, washed, and again dried.

331.    Sugar, C. Scheibler.—25th January, 1881. id.

This consists, First, in the production or separation

of strontian sugar from impure sugar solutions by heating under pressure in vessels in the presence of sufficient caustic strontian in the form of strontian anhydrite or of strontian hydroxide; Secondly, the separation of the strontium saccharate from the lyes by means of filter presses or centrifugal extractors, or by suction from a rarefied space, or by systematic washing; Thirdly, the recovery of the superfluously applied strontium hydroxide from the non-saccharine lyes by crystallising, and where required by previous concentration of these lyes; Fourthly, the solution, by means of water at low temperatures, of deposits containing much strontium into crystallising free strontium hydroxide, and into a sugar solution saturated with strontium hydroxide; and Fifthly, the application of strontium saccharate to the separation of beetroot juice or other saccharine juices.

332.    Tables, &c., IF. Winter.—20th January, 1S81.—

(Not proceeded icith.) 2d.

The top of the table is of glass, and between it and the frame advertisements are inserted.

333.    Drying and Powdering Blood, &c., C. Forrest.

—25th January, 1881 .—(Not proceeded with.) 2d.

This relates to the use of a set of cylinders similar to those described in patent No. 3151, a.d. 1837, the matter to be dried passing successively through the whole of the series, and the vapours being drawn off by means of a fan.

the platform, and delivering it in a sheaf-like bundle at the back of the platform, as the latter by continuing to revolve, moves from under it. The drawing is a front elevation of a reaping machine having the cutters arranged atone side thereof.

340. Mules for Spinning, A. Bates.—26th January, 1SS1.—(A communication from A. Wmtgens.)—(Not proceeded with.) 2d.

The object is to prevent the piecing of ends after the delivery rollers cease to deliver, and for this object, after the suitable time for piecing has elapsed, the faller wire is lowered until it is so near the spindle ends that the piecing cannot be effected.

343. Fire-bars and Furnaces, E. G. Brewer.—26th January, 1881.—(A communication from J. Aires.)

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6d.

The fire-bars A rest on bearers K, and their faces are formed with a longitudinal knife edge ; their sides taper from one end to the other; and they are set so that the space between them widens from end to the other, and also so as to leave a narrow space between them and the fire-box on all sides.

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The fire bridge is made with a cast iron base with slots to admit air from the front end of the fire-bars into the bedy of the furnace. On the base is built a brick superstructure B with horns C to throw the flames higher than they otherwise would go, and on top of the brickwork is an iron plate to brace it to the base. The rakes are formed with teeth to fit into the spaces formed by the fire bars.

which is in the tyre, and part in the rim, so that these rivets, bolts, or studs must be sheared longitudinally and transversely before the tire can slip round the rim, as they form conveniently applied keys between the rim and the lip of the tire.

353. Fixed and Semi-fixed Engines, Ac., R. Brown. —26tli January, 1SS1.—(Not proceeded with.)

In fixed and semi-fixed engines for hoisting, winding, driving, and pumping, a compound driving clutch is provided, one side forming a claw clutch, and the other, which is of larger diameter, forming a friction clutch. Both clutches act upon the same drum, and are put into or out of gear either way by the same hand lever.

356. Bicycles, Ac., T. Warwick.—26th January, 1881. —(Not proceeded with.) 2d.

The motion of the crank shaft is transmitted to the driving wheel by means of an endless band of steel with projections on its inner face, which engage with depressions formed in pulleys placed on the shafts. The invention also relates to improvements in butt-ended spokes of wheels, the hubs of wheels, and the elliptical tapering steel tubes forming the forks.

357* Dry Gasmeters, W. Haldane.—27th January, 18S1 .—(Not proceeded with.) 2d.

This relates mainly to dispensing with the slide valves for the inlet and outlet of the gas, and consists in the use of vertically acting valves raised from and lowered to their seats by means of cams acting on levers, one of which is attached to each valve spindle. 358. Rolling Metal Wires, Rods, Ac., A. Hughes.— 27th January, 1SS1. 6d.

This consists in so arranging the rolls and other parts together that a compound machine is produced wherein the rolling can be effected continuously from the bloom to the finished article. The bar being

2d.

344. Treatment of Grain, &c., A. IF. Gillrnan and S. Spencer.—26tli January, 1S81. Cd.

This relates to the treatment of grain to be used in brewing, distilling, and vinegar making. The grain is soaked in pure water, or water containing a small proportion of alkali, and. then drained and placed in vessel A, where it is steamed. B are the feeding and

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in which the said conveyor brush fixed on or around a bowl or cylinder is caused to revolve, and thereby to act continuously on the material supplied to the trough while conveying it along the same.

288 Appliances for Controlling and Regulating the Speed of Engines Employed for Driving Electric Machines, J. Richardson.—22nd January, 1881. Sd.

To control and regulate the speed of the engine so as to allow of its being driven at a uniform rate of speed, the inventor fits the engine.steam passage with equilibrium throttle valve, which is acted upon by a sensitive high speed governor, and upon this governor is mounted a small dynamo-electric machine which drives it instead of the ordinary belt gear, the dynamo machine being actuated by the same current as that which produces the light, so that its power varies in the same proportion as the intensity of the current varies. When the current generated by the machine reaches a sufficient intensity, such a speed is communicated to the governor as will at once out off any further admission of steam, should the intensity of the current be reduced and more steam admitted. In connection with the governor is an electro-magnet which holds a wcightsuspended so long as the current passes, but in case of accident to the gearing, the magnet ceases to act owing to the stoppage of the current, and the descending weight shuts off all steam from the engine.

302 Selvage for Woven Fabrics, II. II. Lake.—22nd January, 1SS1.—(A communication from L. Frobeen.) 6 d.

In forming a selvage which will be more effective in preventing the ravelling of the weft threads, discs are employed which make a certain rotation and carry reels or bobbins with the threads to form the selvage. These threads are twisted round each other, and completely cover the loops of the eft threads, so as to protect them from wear.

335. Gas Stoves, T. Fletcher.—25th January, 1881.— (Not proceeded icith.) 2d.

This relates to gas stoves with reflectors, and sists in arranging the burners in such a position as to be visible so as to utilise the direct radiated heat from the flame itself.

337- Fastenings for Belts, Bands, Braces, <fec., J. Hinks and T. Hooper.—25th January, 1881. 6d.

A plate of sheet metal has in the middle a spring tongue, and the lower end has a broad slot extending nearly across it, such end being turned backwards and upwards at the part where the slot is. The free end of the tongue is turned back, and when it is in its normal position, enters the slot and bears against the turned up part. In the tongue is a slot, through which the free end of the lever projects, its other end turning on the plate. A shoulder is made on the lever at the part immediately under the tongue. The other part of the fastening consists of a plate with a narrow slot to receive the end of the spring tongue, the two parts being fastened to opposite ends of the article to be secured.

338. Trimming up and Smutting Wheat or Bye, IF. P. Thompson.— 26th January, 1SS1.—(A mvnication from IF. Lanhoff.) 6d.

The case I, which encloses the stones K and 0, has its inner side formed as a grating. The upper revolving stone lv has radial slots to receive slides X, adjustable by set screws. A driver T is situated in the central opening of the stone, and has arms fitting recesses in the under side thereof. An outer set of adjusting screws II pass through the stone and engage

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with the driver arms, and an inner set of adjusting screws G pass through the stone and bear agaiiist the upper surface of the arms, the two sets serving to adjust the stone and keep it in position. The driver is fitted to the end of spindle S by a conical bearing, and the lower end of the spindle runs in a bearing P, with lateral arms engaging with a lever P, when the latter is adjusted by rod C and nut. The surfaces of cylinder E and case A are formed as grating surfaces. The wheat passes between the horizontal stones, and then between the case A and cylinder E.

339. Reaping and Mowing Machine, &c., A. I. Boss.

(A communication from S.

—26</i January, 1881 Sudheim.) (id.

This relates to an improved reaping and mowing machine, in which horizontally revolving cutters or knives acting as scythes are used. Instead, however, of merely describing semicircles, back and forth, the cutters have continuous rotary motion. The delivery

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discharge apparatus, consisting of double pistons moving in cylinders, so as to prevent steam issuing through the feed and discharge apertures, blades or stirrers mounted on a revolving spindle. The cylinder is fitted with a false bottom D, to allow the moisture and oils to run off from the grain. The grain is then dried and crushed or ground previous to use.

345.    Compasses, &c., II. Schoening.—26th January, 1881.-—(Not proceeded icith.) 2d.

From the centre of a convex or concave mirror a style projects vertically, and above or below is a movable compass ring with the usual points and divisions. The direction of the poles may be ascertained by noticing the direction in which the reflection of the style is thrown on the mirror, when the style is truly vertical to the mirror and the eye in a perpendicular line to it.

346.    Ornamental Printing on Calico, &c., C. R. F. Schoesser.—26th January, 1881.—(Not proceeded with.) 2d

The design is printed on the calico or other material in a suitable gum, size, or varnish, and over it is sprinkled a powder known as “wood flour” or “wood meal,” which is made from the fibres of pine or other wood, disintegrated and ground into the form of flour or meal.

347- Apparatus Applicable to Tramcars for Clearing the Rails of Snow, <fec., L. Metcalfe.— 26tli January, 1881.—(Not proceeded with.) 2d

A lever is hung from a bracket fixed to the card at each side in front of the wheels. In the lower end of the lever is fixed a small plough or instrument which enters and clears the groove in the tram rail when the lever is lowered.

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rolled after it has passed through one pair of each double pair of rolls, is automatically fed back through one pair of each double pair of rolls, by guiding appliances provided at each groove in each double pair of rolls. The drawing shows this guiding appliance in vertical section.

359.    Separating Iron from Charcoal, Ac., D. MacEachran.—27th January, 1881.—(Not proceeded with.) 2d.

One mode of effecting this object consists in passing the charcoal or other material across a magnet, which may be permanent magnets, in which case the iron will be removed by revolving brushes, or they may be electro-magnets, the interruption of the current through which will cause the iron to fall off.

360.    Rotary Fans for Ventilating Mines, Ae., J. S. Davison, C. It. Steele, and J. Lyon.—27th January, 1881. id.

The fan consists of four blades A, each of which arc portions of a screw, and are set on the shaft E, preferably at an angle of 45 deg., and at right angles to each other. The blades are of greater width

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348. Cutting Paper, &c., TF. C. Pellatt.—26th January, 1881.—(Not proceeded with.) 2d.

This relates to means for effecting exerted upon the platten by which the during the cutting operation, and consists in the use of springs acted upon by levers arranged so as to effect the desired pressure, which can be adjusted as desired.

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349. Ships or Vessels, their Engines and Propellers, J. Betteley.- 26th January, 1SS1.—(Not proceeded with.) 2d.

The vessel is formed with one bow and two after ends or sterns. The engine consists of a single

towards their centre of motion than at their extremities, and taper gradually from near the boss to the extremities. The loading edges are curved and project forward from the line on which they are set on the boss.

362. Sausage-filling Machine, IF. II. Skipper.— 27th January, 1SS1.—(Not proceeded with.) 2d.

The plunger employed for forcing out the charge of minced sausage meat from the barrel is caused to retire automatically when it has reached the end of its stroke.

364.    Fastenings for Scarf-fronts, Ac., R. T. Williams.—27th January, 1881.—(Not proceeded with.) 2d.

The collar stud is formed so as to receive a stem fixed on the under side of the scarf front or necktie.

365.    Manufacture of Acid for Vinegar, IF. J. Cooper.—27th January, 1881. 2d."

This relates to the manufacture of phosphoric acid to be used for the manufacture of vinegar, and it consists in mixing phosphate of lime and sulphuric acid together in equal proportions, water being added

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face, and it consists essentially in the use of scrapers or tools of vulcanised india-rubber or similar flexible or yielding material. These tools C are attached to the arms B of wheel A, and the table F is pressed towards the wheel by means of treadle L.

414.    Compositions for Lining Furnaces, Manufacture of Ceramic Ware, &c., II. H. Lake.—31st January, 1881.—{A communication from J. B. M.

Fillon and C. L. de Capitain.) id.

This relates to the production of refractory basic compositions in which native or natural carbonate of magnesia is employed, and it consists in pulverising natural carbonate of magnesia, and calcining it at a temperature of more than 1200 deg. Cent., after which it is allowed to cool, and mixed with 15 per cent, of silicate of alumina or aluminous earth, 4 to 5 per cent, of quicklime, to from 70 to 80 per cent, of magnesia.

415.    Thrashing Machines, J. W. Lee. ary, 1881.— {Not proceeded with.) 2d.

This relates to a circular antifriction or frictionless spring motion, with revolving roll or rolls in the feed-board for self-acting feeding apparatus for thrashing machines.

422. Treating Mixed Solutions of Chlorate of Lime and Chloride of Calcium, W. Weldon.— ls£ February, 1881.—{A communication from A. R.

Pechiney.) id.    improved nail-guiding die, and an improved work

A large part of the chloride of calcium contained in support. The table A is adjustable on the pedestal B, the product of the treatment of milk of lime by and through it passes the shaft C for actuatingthe nail-chlorine gas is separated therefrom as oxychloride of feeding, work-clamping, and nail-driving mechanisms, calcium by adding to the product free lime, preferably This shaft is operated by treadle D. The nail-feeding hydrated, heating to about 80 deg. Cent., and then mechanism is contained in a hopper E, which vibrates allowing to cool, by which means the chlorate of cal- on pivots connected to arms F connected to shaft C,

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thereto. The solution is filtered so as to remove the sulphate of lime, and the dilute phosphoric acid remaining can be used as vinegar.

366.    Aerated Liquids, F. Wirth.—27th January, 1SS1.—(A communication from H. and J. F. Beins.) (id.

This relates to improvements in the apparatus for generating carbonic acid gas, and supplying it to liquids contained in bottles. The apparatus for generating gas consists of a retort with a central heating chamber, which is inserted in a cup-shaped vessel closed at top and fitted with a tube open at both ends, and forming a flue to convey the gases of combustion from a gas burner to the central chamber of the retort. Bicarbonate of soda or bicarbonate of potash is placed in the retort, and when heated gives off carbonic acid gas, which passes into a pipe capable of being revolved, and having a number of nozzles with plugs to receive the different bottles.

367.    Starting, Stopping, and Regulating the Motion of Sewing Machines, &c., J. H. Johnson. —27th January, 1881.—(A communication from V. G. Jurion.) 6 d.

The apparatus is constructed with a _ stationary brake P, in combination with an oscillating arm lv pivotted to stand. Motion is imparted to the machine from shaft E by pulley G by means of a band Y passing

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over pulley II turning on a stud carried by lever K. Pulley II has two grooves, the second to receive a band Z by which the machine is driven. A lever M is attached to pedal N by a screw, and serves to cause lever K to swing. The spring T tends to draw lever K towards pulley G, and so slacken band Y, and at the same time press the brake wheel against the spring R attached to the brake and so reduce the speed and stop the machine.

368. Manufacture of Gas, S. Holman.—27th January, 1SS1. Od.

Between the retort A and the hydraulic main II is arranged in a suitable position or positions contiguous to the passage of the gas, a receptacle or reservoir D divided into two or more parts by a vertical partition or partitions in such a manner that a portion of the

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so that on turning the said stem the incline will cause the stem to move endwise and draw the plug or valve rom its seat in opposition to the load.

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ammomacal liquor produced during the process of carbonisation shall be collected in one part of such receptacle or reservoir, whilst a portion of the tar simultaneously produced shall be collected in another part or parts of the said receptacle or reservoir.

369. Generating Motive Power, G. Temple.—27th January, 1S81.—{Not proceeded with.) 2d.

When the power employed is steam, the pressure in the boiler is made to act upon an india-rubber disc connected by suitable levers with a damper in the flue so as to open or close the same as the pressure of steam _ varies. The motor is a rotary disc engine, and consists of a hollow shaft to convey the steam to the disc, which revolves in a case and is perforated from the circumference to the hollow shaft, so as to get the maximum effect from the steam issuing therefrom.

371- Corrugated Metal Plates for Pay Counters, H. A. Bonneville.—27th January, 1S81.—(A communication from A. A. Rand.)—{Not proceeded with.) 2d.

These pay counters are made of embossed or punched steel, instead of being cast.

372. Raising Sunken Ships, 0. Wolff.—27th January, 1881.—(A communication from A. Lehmann.) 6d.

This relates to the use of balloons to contain air or other suitable fluid, and in the means for attaching them to sunken ships to be raised.

376.    Earthenware and Stoneware Pipes with Spigot Joints, S. E. Homer sham.—27 th January, 1881. id.

This consists in turning the exterior of the spigot aiid the interior of the socket, so that they will accu-i ately fit together, the turning being effected by cutting tools of carbonado or black diamond.

377.    Combined Safety-valve and Gauge or Drawoff Cocks, E. Field and F. M. Cotton uary, 1881. 6 d.

The plug or valve A and its stem are made able to rotate, and an incline and a projection are provided, one of these being carried by and moving with the plug or valve stem, and the other being stationary,

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379. Distributing Sand, Ballast, or Salt on Roads, &c., T. E. Goulding.—28th January, 1881. 6 d.

The material to be distributed is placed in hopper A carried by wheels, on a boss of one of which is a toothed wheel B gearing with a pinion on axis C, which carries a series of scoops or shovels arranged spirally

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round it. At the bottom of the hopper is a curved plate on which the material falls and is lifted by the scoops on to bars E, through which it falls on to the road. The revolving spiked roller H prevents the material binding in the bottom of the hopper.

381.    Preventing and Removing Crustation of Boilers, H. Porticay.—28th January, 1881.—(Not proceeded icith.) 2d.

The composition is to be injected into the boiler with the feed-water, and consists of 112 lb. water, 5 lb. Irish moss, 20 lb. soda, and a small quantity of sandal wood, the whole being boiled together and then strained.

382.    Brakes, J. Lansley.—28th January, 1881. id.

The brake blocks are attached to a cross shaft under

the box of the carriage, and connected with the front of the carriage by levers actuated by the driver. Round the stock of the wheel passes a metal strap, which can be released or tightened by a lever, to which it is attached at one end. A shoe can be pressed on to the bottom of the wheel by means of suitable levers, and the stock is fitted with a notched collar, acted upon by a catch so connected with the levers that it drops in simultaneously with the application of the shoe.

383.    Constructing and Laying Permanent Way for Tram-cars, &c., R. S. Dugdale.—28th January, 1881. —{Not proceeded with.) 2d.

The chairs are of cast iron, and the base is of concave form, open at top, and sufficiently wide to ensure stability. The concavity in the base is packed during the laying with concrete. A layer of concrete is placed in a trench, and on it the chairs, with the rails fixed therein by taper spikes, are placed, when a second layer of concrete is placed in the trench to bring the bed to the level to receive the pavement.

386. Manufacture of Starch and Glucose from Grape Sugar, W. R. Lake. — {A communication from T. A. and W. T. Jebb.)—2Sth January, 1881. KM.

This comprises a process whereby starch is obtained from Indian com or other suitable grain, and converted into grape sugar or glucose ; also apparatus in which the corn is steeped before grinding ; also apparatus whereby the milk of starch is separated from the offal or bran; also apparatus whereby the moisture and starch is pressed from the wet offal or bran ; also means whereby the starch tables are levelled or adjusted; also travelling receptacles to remove the starch from the tables to the starch trough; also revolving cutters arranged in the starch trough, whereby the starch is comminuted previous to its introduction into the diluting tank ; also one or more ribs arranged lengthwise in the bottom of the starch trough to hold the starch while the cutters operate ; also connecting the track over the several starch tables by a carriage travelling at right angles to the tracks, and whereby the starch receptacles can be transferred from one track to another ; also one or more traps or catch tubs to collect the starch carried over the tables; also providing the mixing tank with a revolving stopper vertically adjustable on its shaft; also a cooling apparatus, whereby the grape sugar or glucose is agitated and rapidly deprived of its heat.

387- Fire-grates or Containers, j. Briton.—28th January, 1881.    6c£.

In order to effect a slow combustion in grates a portable piece of fire-brick is inserted, such block consisting of a bottom, back, and sides in one piece, and being formed with or without perforations passing through the bottom.

391.    Bicycle and Tricycle Lamps, &c., T. Tongue and T. C. Bladon.—28th January, 1881.— {Not proceeded with.) 2d.

This relates to the mode of securing the lamp in its swinging position on the axle, so that it may be readily detached by pressing on a spring bolt.

392.    Thawing Ice in Water Supply Pipes, &c., T.J. Sloan.—28th January, 1S81.—{Not proceeded with.)

This relates to the combination of a steam boiler with mechanism for feeding a flexible tube into water supply pipes, so that a continuous stream of heated water may be projected by the force of the steam in the boiler through the tube against the ice to be thawed.

396. Looms, J. Brownlie.—20 th January, 1SS1.—{Not proceeded with.) 2d.

This relates to improvements in looms for weaving in which two or more shuttles and changing shuttle boxes are used at both sides, and it has for its object to provide simple means for depressing or clearing the weft threads of the idle shuttles out of the way of the weft fork or forks, to allow only the weft threads of the shuttle last thrown to act on the weft fork, and stop the loom if the thread is broken, and to release again the weft threads when a shuttle is thrown. A shaped wire is fitted to the upper end of a rising and falling rod, and bent over the weft fork trough in such a manner that when the lathe swings back the weft threads, except the one last thrown, slip below the wire which depresses them, leaving the last thrown thread or shot to act on the weft fork.

400.    Wire Fences, G. B. Smith.—20th January, 1881. —{Not proceeded with.) 2d.

This relates to wire fencing in which droppers placed at one or more points between the standards, and it consists in making each dropper in the form of a light flat bar, and at each part corresponding to the horizontal lines of wire it is formed with notches at the edges at some places, and with holes through the middle at others. Wire ropes or twisted wires are used for some of the horizontal wires, and single wires for others. The former are first strained and fixed, and then the twist is opened at places and the droppers inserted, the separate strands engaging with the notches on each side. The single wires are then threaded through the standards, and through the holes in droppers, which they prevent turning.

401.    Fastenings for Bracelets and Necklets, E.

Atkins.—29th January, 1881.    6d.

On the meeting face of one-half of the bracelet, and near each end, is a hook-like projection, facing one

other, and which in closing the bracelet pass through holes in the meeting face of the other half. The latter contains two sliding plates pressed outwards by a spring, and which are forced upwards by the hooks on the other part, as they enter the holes, and then enter the hollow of the hooks and secure them in the locked position. These plates may be forced inwards by pins projecting from the edges of the bracelet, so as to disengage them from the hooks when required to unfasten the bracelet.

403. Ventilating Pots or Cowls for Soil Pipes, T. Bate.—29th January, 1881. id.

A is a pot or tube, the lower end of which is secured to a ventilating pipe carried up from the soil pipe. Wings B stand out radially from this tube and support a conical cover C with an outlet at top. A

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cylinder of wire gauze D is fitted to the top of the cone and extends above the outlet. Above it a cap E is supported by rods. Within the conical cover C, and between it and tube A, is a smaller cone G also carried by wings B.

404.    Stoppers for Bottles, &c., N. Thompson.—20th January, 1881.—{Not proceeded with.) 2d.

A piece of cork has a central recess in which is cemented a rigid headpiece of wood. Across the head is a recess, and transversely of this recess passes a pin, leaving sufficient space beneath it for the insertion of an instrument similar to a button hook, by which the cork can readily be withdrawn.

405.    Purses, <&c., P. Lack.—29th January, 1SS1.—(A communication from L. Knittel.)—{Not proceeded with.) 2d.

This consists in forming a slit in the purse so as to enable money to be placed within it without having to open the same, such slit being covered by a spring plate which yields to allow the coins to enter, but prevents them being withdrawn through the slit.

406.    Apparatus to Prevent tiie Formation of Ice

in Water Supply Pipes, J. Hopkinson.—29th January, 1SS1.    6 d.

A copper ball B is secured to a branch from the water supply pipe A and is enclosed in a cover C of earthenware or other non-conducting material. This

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ball is heated by a gas-burner F, so as to cause the water therein to circulate and prevent it freezing. A hole is formed in the top of the cover for the exit of the products of combustion.

410. Cistern Valve, S. J. Newman.—31sf January, 18S1.— {Not proceeded icith.) 2d.

This valve is formed so as to serve also as an overflow pipe, and requires no separate air pipe. A tubular valve is used, and its lower end is packed and fits on the ordinary seating. From the upper end of the valve passes a tube which extends to the required height in the cistern, its upper end being connected with the lever by which the valve is operated.

412.    Signals for Railways, T. Masters.—31 st January, 1881.—{Not proceeded icith.) 2d.

Projections connected with the signal levers are made to act upon a spring plate mounted on the locomotive or the guard’s van of a train, and connected with a gong, so that by the number of blows on the gong the driver or guard will be able to tell the position of the signals.

413.    Unhairing and Fleshing Hides and Skins, E. G. Brewer.—31st January, 1881.—{A communication from A. W. and J. E. Reid and E. Potter, fun.) 4d.

This relates to machines in which the hide is laid on a concave table and a revolving tool scrapes its sur-

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-31si Janu-cium can be used for many purposes which it cannot at present be used for, on account of containing so much chloride of calcium. The chloride of calcium can also be separated by evaporating the liquor to a certain degree of concentration, when on cooling crystals of chloride of calcium will be deposited, and be separated by a hydro-extractor. The oxychloride of calcium is treated with hot water so as to decompose it into chloride of calcium and lime.

423.    Chlorate of Potash, W. Weldon.—ls< February 1881.—(A communication from A. R. Pechiney.) id.

This consists in obtaining chlorate of potash by adding chloride of potassium or other suitable potash salt to solutions obtained by treating milk of lime by chlorine gas, but from which a large part of their chloride of calcium has been first separated.

424.    Chlorate of Soda, &c., W. Weldon.—ls£ Febru-ary, 1SS1.—(A communication from A. R. Pechiney.)

manufacturing chlorate of soda directly from a mixed solution of chlorate of lime and chloride of calcium produced by the reaction of chlorine gas upon milk of lime, and it consists in treating the mixed solution with sulphate of soda, thus forming chlorate of soda, chloride of sodium, and sulphate of lime, the first two in solution, and the latter in crystals, which are separated by filtration. To the mother liquor enough carbonate of soda is added to precipitate any remaining calcium salts, which are separated by filtration, and the liquor evaporated to a density of 44 deg. Beaunri, corresponding to a specific gravity of L42S. During the evaporation chloride of sodium falls, and should be fished out. When the solution has attained the desired density, and as much chloride of sodium as possible removed, it is allowed to cool, when it yields crystals of chlorate of soda. 4^5. Chlorate of Soda, &c., W. Weldon—1st February, 1881.—(A communication from A. R. Pechiney.)

This consists in the manufacture of chlorate of soda by the reaction of sulphate of soda upon the solution remaining after separation of chloride of calcium from the crude product of the treatment of milk of lime by chlorine gas ; the subsequent decomposition by carbonate of soda of any calcium salts not precipitated by the sulphate of soda; and the utilisation of the chlorate of soda in wash waters by its reaction upon chloride of potassium.

438. Heating AVater, &c., B. W. Mauglian.—2nd February, 1881. id.

This relates to improvements on patent No. 8917, a.d. 1S68, and consists in conducting the water into a chamber containing perforated tubes, through which it passes in thin streams and is acted upon by currents of heated air, or by the action of a flame.

461. Skates, H. Dobson.—3rd February, 1SS1. 4<£.

The boot upper is attached to the ordinary wooden clog or base carrying the skate blade.

464. Filtering and Separating Solids from Liquid Matters, &c., E. P. Alexander.—3rd February, lSSl.— {A communication from P. Cassamajor and C. H. Senff.) 6 d

This relates to means for maintaining the filtering medium in such a free and unobstructed condition that it will work continuously with the desired rapidity and efficiency. The filtering material is wound on a perforated cylinder A closed at the ends, turning in a vat B containing the liquid to be filtered, and provided with a hollow trunnion connected with an exhaust pump, whereby the liquid is caused to

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pass from the vat through the roll of filtering material into the cylinder. The filtering material is gradually unwound from cylinder A so as to present a fresh surface, and may pass through pressure rolls E and be wound on perforated cylinder C, through which water is forced to clean the material.

466. Artificial Indigo, <fcc,. J. II. Johnson.—3rd February, 1S81.—{A communication from A. Baeyer. id.

This consists, First, of the preparation of artificial indigo by submitting ortlio-nitro-phenyl-propiolic acid to the ’ reducing or deoxidising action of the sulphides, sulphydrates, polysulphides, sulpho-carbo-nates, and sulplio-carbonic ethers of the alkali metals and alkaline earth metals, and more especially of the alkaline ethyl-disulpho-carbonates or xanthates; Secondly, the application of this process for the preparation of artificial indigo, to dyeing, printing, and marking textile fabrics and materials by submitting ortho-nitro-phenyl-propiolic acid in or upon the fibre of textile fabrics, yarn, or cloth to the reducing or deoxidising action of the above-mentioned alkaline ethyl-disulpho carbonates or xanthates.

473. Conveying Money, &c., in Mercantile Establishments, &c., E. P. Alexander.—ith February, 1881.—(A communication from J. C. White and H.

H. Hayden.) 8d.

This consists of guide ways or tracks leading from the different counters to the main desk and back again to the counters, and on them carriers run and convey money, documents, or other things to any desired part of the establishment.

490. Nailing Machines, W. Morgan-Brown.—5th February, 1881.—{A communication from J. H. Foster.)—{Complete.)

This relates to machines which operate to drive one or more nails into work sustained beneath a nailholding die and a reciprocating plunger, and it consists chiefly of improved nail-feeding mechanism, an

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Ihe vibrating being caused by the arms G, which connects the hopper to a frame H sliding upon shaft C. Inside the hopper are a number of shoots, to which hails are supplied from a common receiver, and pass through tubes I to the delivery tubes J, down which they slide to the nail-guiding die, which directs them ©n to the work, and they are then driven in by the driver K.

503. Skates, J. P. Becker, jun.—bth February, 1881. 6 d.

This relates to skates in which the sole and heel clamps to connect the skate to the boot are first adjusted so as to allow the boot to be inserted, and then by suitable mechanism are made to approach each other and grip the sole and heel, and it consists in actuating the clamps by means of a sliding plate, to which motion is imparted by a drawing rod worked by a handle with excentric pivots, and mounted on the rear of the skate.

508. Production of Slabs, Strips, and Cubes of Sugar, M. Bauer.—7th February, 1S81.—(A com-nication from II. Tietz, J. Selwig, and B. Lange.)

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Slabs of sugar of a rectangular form and of equal thickness are first produced, and from them strips are produced by breaking, and from the latter cubes are produced by further breaking. The slabs are formed box fitted with division plates, and a special machine is used to break them up into strips and •cubes.

542. Improvements in Telephonic Apparatus, J. Sax.—8th February, 1881. 6d.

This invention relates to the electro-magnetic receiving telephone as used in combination with a microphone, and refers more particularly to the mode of constructing the electro-magnets of the telephone and of connecting up the same whereby a single battery is made to serve for both telephone and microphone. In carrying out the invention the electro-magnet is enclosed in a casing provided with a vibrating iron diaphragm, but instead of using a single wire, the electro-magnet is constructed of two distinct wires, about two-thirds of each pole being coiled with wire of low resistance, and the remaining third with wire of high resistance. The continuations of these wires are then connected with a microphone induction coil and battery, so that providing the resistance of the low-resistance coils have been made as nearly as possible equal to the primary wire of the induction coil and the microphone together, the current from the battery will divide itself, one half flowing through the low-resistance coils, and the other through the primary wire and microphone, so that the same battery which supplies the microphone charges the electro-magnet of the telephone.

736. Drying and Refining Sugar, A. Sauvee.—21st February, 1881.—{A communication from E. Commer-son.) 4d.

This consists in an improved arrangement of the drying apparatus combined with various operations with a view to obtain a light sugar of good taste and colour and readily marketable.

796. Appliances for Boots and Shoes to Prevent Persons Slipping, Ac., II. Bland.—24th February, 1881. 6d.

This consists essentially of four narrow thin steel links or strips jointed to three clamps at their extremities, and to a metal loop or connecting piece at the rear end, the whole forming an expanding light frame. The front clamp is bent over, so as to take a firm hold of the toe of the sole, and the two side elamps are similarly bent over, so as to embrace firmly the two opposite sides of the sole near the waist of the boot or shoe. The two longer links, forming the front portion of the appliance, are provided with •conical steel spikes.

'982. Apparatus for Propelling Vessels, Boats, Ac., L. A. Groth.—Sth March, 1S81.-—(A communication from J. E. Muller.)

This relates to that class of propellers which impart ■motion to the vessel, boat, or other body, by forcing a jet or jets of water through a pipe or pipes in a direction opposite to that in which it is desired to move the said vessel, and consists in arranging one or more steam cylinders in the lower part of the vessel, one end of each such cylinders being jointed water-rtiglit to the stern part of such vessel, and so as to be open to the external water, the other end being closed steam-tight with a cylinder cover, in which is a suitable stuffing-box, through which passes a piston rod connected to a piston moving steam-tight in the before-mentioned cylinder.

1173. Assorting Pulverised Materials, A. IF. L. Reddie.—17fA March, 1881.—(A communication from IF. Kracht.) 6d.

This consists in the separation of pulverised materials according to their density by means of a current of air. The material is placed in the drum A, revolving with the perforated hollow shaft B, through which a current of air is forced from fan C, and carries

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■off the finest particles into pipe D, and then passing through the assorting chamber E, consisting of compartments separated by partitions alternately reaching to within a short distance of the top or bottom of the chamber, deposits the dust according to its gravity within the hoppers F.

1275. Hoppers or Wagons for Heating Ovens, J.

Redgate.—23rd March, 1881. 4cf.

The bottom consists of a metal frame, to which the sides and ends are attached, each of which are perforated. The bottom is formed to receive fire-bars, so as to be capable of renewal; the sides and ends are lined with firebrick: the bottom is provided with a perforation, the sides of which are capable of being connected to a flue or pipe of the usual construction ; the fire-brick lining is of blocks, each of which can be removed when damaged by the fire and replaced by a new block.

1294. Gases for Preserving Purposes, C. F., A.

IF., and A. L. Lawton.— 23rd March, 1880.—{Corn-

id ete.) 6d.

This consists in first subjecting hard coal, coke, or charcoal to fire in a closed retort, and blowing air therein from a bellows, then passing the gases generated through a purifier packed with coarse material, through which water passes in fine streams for the purpose of washing the gases; then passing them through a second purifier containing a solution of caustic lime, ferric proto-sulphate, and sulphite or bisulphite of lime or soda, for the purpose of removing any carbonic acid, sulphuretted and phosphoretted hydrogen, and any free or loosely combined oxygen from the gases ; then passing them through a third purifier filled with coarse material, through which passes sulphuric acid, for the purpose of removing

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black, for the purpose of neutralising acid vapours, absorbing odours, and for filtering the gases.

1295. Preserving Organic Substances by Gas, C. I\, A. W., and A. L. Lawton.—23rd March, 1881.— {Complete.) 6d.

This consists in placing the substances in a closed chamber or chambers, and subjecting them to mixed carbonic oxide and nitrogen gases retained in the said chamber, chambers, or receptacles.

1469. Mining Machines, II. II. Doubleday.—Uh April, 1881.'—(A communication from F. M. Lechner.}— {Complete.) 6d.

This relates to arrangements of the operative parts relative to the supporting frame, whereby the engine may be made stationary, and the sliding carriage which supports the cutting apparatus may be relieved of the weight of the engine. Also to an arrangement of parts so as to occupy less space. Also to the combination with the engine and cutting mechanism of a

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screw shaft which conveys the power which reciprocates the cutting mechanism, and also the power which rotates said mechanism. Further to the combination with an engine and a sliding cutter carriage of a screw shaft and mechanism engaging with it for the purpose of withdrawing the cutter carriage after the cutting has been completed. The drawing is a plan of the machine.

1477. Material to Imitate Ivory, R. H. Brandon.— bth April, 1881.—(A communication from J. S. Hyatt.)—{Complete.) 4d.

The material consists of an inert material (such as an oxide of zinc) and an adhesive agent (such as shellac or a similar vegetable gum.) The two are combined with a solvent, and subjected to the action of a mill, after which the solid elements of the mixture are desiccated, and the mixture subjected to the action of heat in moulds.

1506. Lead Pencils, Ac., IF. R. Lake—6th April, 1881.—{A communication from B. A. Fiske.)—{Complete.) 6d.

A wooden handle holds one end of the lead, while its other end projects through a hole in the end |of a case, into which the handle is inserted and can slide easily.

1599. Lacing Hooks, IF. R. Lake.— 12th April, 1881.—(A communication from M. Bray.)—{Complete.) 6 d.

Lacing hooks are applied to each side of the opening to be closed, the bent portions lying in planes parallel to the outer surface of the material to which they are secured. A single cord is used, and its tension tends to press the points of the hooks close upon the article laced, thereby preventing them catching into wearing apparel. The hook portion is formed with a double reverse curve at right angles to the main curve, so as to form a space between the hook and the material for the passage of the cord on the underside and a recess on its upper side where the cord passes over it.

1655. Cotton Gins, A. M. Clark.—14th April, 1881.— (A communication from A. G. Jennings.—{Complete.) 6 d.

This relates to the roller gin, and more particularly to the devices by which the seed is separated from the cotton lint or fibre. A is the roller made with a rough or brushy surface, B a stationary blade secured to one

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of a series of weighted levers C, so as to make it bear against the surface of the roller, and outside it another blade D reciprocates. A grating F is placed in front of blade D, and through it the seeds separated from the lint pass.

1726. Improvements in Electrical Call or Signal Apparatus, IF. R. Lake.— 20th April, 1SS1.—(A communication from D. H. Rice and J. B. Currier.)

8d.

The First part of the invention relates to a device for giving alarm at any desired station in a circuit without sounding an alarm at any other station. To accomplish this the inventor makes use of vibrating springs, which are graduated so as to vibrate at given normal rates of oscillation, and an undulatory electric current synchronous with the spring to be actuated, each spring on a circuit being different from the other and each operating on a bell. This enables the placing of a number of alarms on the same circuit all operated at a different speed of vibration. In con

nection with the vibrating spring is a cylinder, which winds or unwinds the spring on itself, thus admitting of the adjustment of the spring to the varied number of vibrations. The Second part of the invention consists of a switch which shifts, if required, the current from the main circuit to the short circuit of any station, when it is desired to call this station only. These switches act in synchronism with the vibrating tongues at the different stations.

1697. Opening, Cleaning, or Scutching Cotton, Wool, Ac., IF. R. Lake.—19th April, 1881.—(A munication from A. Clarke and II. C. Perham.)— {Complete.) 6d.

This relates more especially to the feed rolls by which the cotton is fed to a beater and held while the beater blades of a cotton opener act upon it. A is the beater, B an endless apron on which the cotton is placed, C are the lower feed rolls, and D the upper feed roll made up

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of a number of sections resting on C, and capable of rising and falling when cotton is passing through it. Is is held in position by the saddles E, connected in pairs by bars F, upon each of which bears one of the evener levers G, upon which in turn a quadrant lever

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bears. To the quadrants are attached chains H, connected to lever I, which operates the belt shifting levers J, which shift the strap on the cone from which the feed rolls are driven.

1701. Wheels for Eailway Vehicles, IF. R. Lake.— 19th April, 1881.—(A communication from R. N. Allen.)—{Complete.) 6d.

This relates to wheels with the tire and hub made separate and united by circular plates. A is the tire, B an annular web projecting from the inner wall of the

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tread thereof, C circular plates extending from the hub to the inner wall, and having flanges on their outer edges which closely fit the face of web B. A circular core of paper D is placed between the plates C, and the whole secured by bolts.

1743. Clarifying Apparatus for Breweries, IF. R. Lo.ke.—22nd April, 1881.—(A communication from E. Welz and A. Rittner.)—{Complete.) 6d.

A cylindricalvessel is provided with a conical double bottom, the upper bottom being like a sieve. The vessel is made air-tight, and is lined with a material which is a bad conductor of heat. The pipes A serve to

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conduct the clear wort from the space between the two bottoms, and also to conduct hot water and steam into the vessel. B are pipes capable of rotating so as to keep them on a level with the declining surface of the fluid, and serve to draw off the clear wort from above the dregs. The mash to be filtered enters at C, and air is forced into the vessel at D. The clear wort enters vessel E. F is a stirrer to loosen the dregs. 1833. Treatment of Oil for Lubricating, H. J. Haddan.—28tli April, 1S81.—(A communication from H. and C. Fink.)—{Complete.) 2d.

Two pounds of pulverised lime, seven ounces pulverised French chalk, and three ounces of carbonate potash, are dissolved in a bucket of warm water, and then put in a thirty-three gallon barrel and filled up with soft water. This mixture is to be added to the same quantity of oil, and can then be used for lubricating purposes.

1862. Centrifugal Machines, IF. R. Lake.—29th April, 1SS1.—(A communication from S. S. Hep-worth.)—{Complete.) 8 d.

This relates to machines for draining liquids trom solids, and it consists of a basket A of ordinary form, except as to the bottom and valves, and it has its circumference perforated, for the escape of the liquid. The valve openings G are immediately inside the cylindrical surface of the basket and directly over the annular space II, through which the solid matter is discharged. J are the valves turning oil pivots passing through bearings in the bottom of the basket and carrying* quadrants K. On the spindle B is a

sleeve formed with a pinion M to gear with the quadrants K, and open the valves when actuated by the

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hand wheel N. An elastic bearing for the spindle B is formed by india-rubber springs U.

1863. Clipping or Shearing Horses, Sheep, Ac., A. M. Clark.—29th April, 1S81.—(A communication from Messrs. Barriquand and Son.)—{Complete.) 4 d.

This consists in constructing the levers in two parts, connected together either separably or permanently in such manner as to enable them to be adjusted in either of two positions, respectively perpendicular and parallel, or nearly so, to the line of motion of the reciprocating cutter, whereby to convert an ordinary clipper into a side clipper.

1 912. Burnishing the Heels of Boots and Shoes, IF. R. Lake.—3rd May, 1881.—(A communication from Z. Beauttry, U. Behoean, T. L. Iloitt, H. L. Broim, and J. E. Peck.)—{Complete.) 6d.

This comprises a burnishing tool with a burnishing face having its surface across its width shaped to fit substantially the surface of the edge of a boot or shoe heel across the thickness of the heel, and in the direction of its length made convex, and at each end of such convexity provided with a wing or extension similar to each other, each of which wings or extensions is in continuation of the said longitudinal convex portion, and has such a general direction in relation to it that in the bumishir.by the longitudinal convex portion of the burnisher face of the periphery or edge of the boot or shoe heel at or near the line of juncture of such edge with the front edge of the heel, the burnisher face will project in one direction therefrom, and be in position to have a rest or bearing upon the edge of the heel beyond, and in addition.to its bearing by such convex portion, and will project in the other and opposite direction therefrom, but in such projection be wholly clear and free from contact and of all liability to touch the edge of the boot or shoe sole, which is on the corresponding side of the boot or shoe as that of the surface of the heel so being burnished.

1913. Perforated Cylinders or Blocks of Terra Cotta, Ac., IF. R. Lake.—3rd May, 1881—(A communication from A. Reeve.)—{Complete.) 4d.

This relates to the method of and means or apparatus for forming and compressing at one operation cylinders and blocks of terra-cotta and similar material with numerous longitudinal perforations throughout the same. A represents a hopper and B the die cham-

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her below the same. At the base of the said hopper or at the top of the chamber B is suspended a spider or open frame C, from the underside of the arms or spokes of which depend a number of dies D, which are tapering at their upper portions and cylindrical at their lower portions. These dies are grouped, arranged, or disposed relatively to the number and the location of the perforations or bores required in the block, and are all located within the chamber B.

1914. Apparatus for Giving Information by the Exhibition of Cards or Tablets, Ac., IF. R. Lake.—3rd May, 1881.—(A communication from E. S. Boynton.—{Complete.) (hi.

This relates to mechanism for successively exhibiting a series of cards bearing the desired information. 1944. Pneumatic Refrigerating Apparatus, M. J. Klein.—4th May, 1881 . — {Complete.) 8d.

This relates to apparatus in which cold is produced by compression and expansion of air, and it consists in producing cold by compressing and expanding a compact body of atmospheric air under a minimum pressure at all times higher than one atmosphere, that is to say, this “ working air ” remains in a compressed and con-

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centrated state. The waste through joints, Ac., of this working air in its circulating course is supplied by other atmospheric air called “ feed-air.” The compression and expansion between the maximum and minimum pressure may be produced by compressors or expanders. In the drawing IS is the steam cylinder; C, the compressor; and E, the expander provided with a variable cut off. T> is the air feeder, and is attached to the side of E; K is the air cooler ; and R tho refrigerator.

1955. Rotary Engines, II. Thiba.lt and T Hawkins.— bth May, 1881.—{Complete.) 6d.

In the drawing A is the case of the engine, B is the drum within which the pistons slide radially from tho axis, and C is the shaft upon which the drum is supported and which is turned to transmit power from the engine. The ease A is made so as to approach closely to the drum at two opposite points where the packing or abutment plates D are inserted.

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ferring the filler from the receiving mould to the main cigar mould, said intermediate mould being provided with mechanism for receiving and applying the hinders.

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plates are broad, thin, elastic, spring plates, each having a projection which enters a corresponding

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groove made across the inside of the case, or in a block which is fitted to receive it.

1962. Machines for Elongating Nail Blanks for Horseshoe Nails, &c., II. J. Ho.ddan.-—5th May, 1881.—(A communication from J. II. Peck.)—(Complete.) 8 d.

The nail blank, consisting of a nail with the head formed to the proper size, is by this machine first elongated or rolled out in its 'body to the proper thickness, after which it is partly curved and then clipped at the point to the proper length of nail and configuration of point, after which it is pressed between a pair of dies that give it the required set, thus completely⁷ finishing the nail.

1970. Production of Paranitro Compounds, C. I). Abel.—Oth May, 1881.—(A communication from Messrs. Bindschecller and Busch.) 4d.

This consists in the production of paranitro compounds from the lenko-bases generated by the condensation ef benzaldeliyd with the primary, secondary, and tertiary aromatic monamines., as also from the colouring matters produced by oxidation of the condensation products of benzaldehyd with the primary, secondary, and tertiary aromatic monamines.

1988. Spinning Carded Wool, &c., A. Munzinger.— 7th May, 1SS1.—(Complete.) 6d.

This relates to improvement in that class of machinery for spinning carded wool and other fibrous materials (such for example as worsted yarn), in which two rollers are together and simultaneously

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rotated hi two directions (perpendicular to. each oth er), for the purpose of drawing a roving or sliver, and at the same time twisting it, and it comprises two different constructions or arrangements. Fig. 1 shows the first arrangement, and Fig. 2 the second arrangement.

1995. Breaking Stones and Crushing Ores, &c., W. R. Lake.—7th May, 1881.—(A communico.tion from P. IF. Gates.)—(Complete.) 6d.

This consists essentially in the combination of a shaft having a chilled ball at its upper end, a segmental bearing bar having an interior chilled surface corresponding to the bearing surface of the said ball, a

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chilled metal crusher head of taper form, a flaring crushing concave lined with chilled metal ifiates, a tubular metal frame having an oil step-well at its lower end, and openings at its sides, and also having an inclined diaphragm with a flanged central passage through it, a loose collar between the crushing head and the flange of the diaphragm, and gearing for revolving an eccentric bearing box.

.2001. Isolating and Waterproof Casing for Interior of Metallic Cartridges, H. A. Bonneville.— 9th May, 1881.—(A communication from A. A. Bien-nait.—(Complete.) 2 cl.

This relates to enclosing, first of all, the charge in an isolating and waterproof casing made of the bowels of animals, or of any other suitable material possessing isolating and waterproof qualities, but preferably of the small intestines of the lesser ruminants, such as sheep, and in inserting the cartridge thus obtained into a metallic case.

2206. Machines for Making Cigars, A. M. Clark.— 20th May, 1881.—(A communication from 0. Hammer-stein.)—(Complete.) 10 d.

This comprises a new arrangement of parts for conveying the tobacco from a hopper into a chamber called the receiving chamber; a new arrangement of said receiving chamber, whereby the tobacco is prevented from clogging in the outlet therefrom ; a new phanism for conveying the portions of tobacco that remain in the receiving chamber back into the hopper ;

pew construction of intermediate mould for traps-

2011. Car Wheels, E. L. Taylor.—9th May, 1881.— (Complete.) 4d.

The drawing is a vertical section of a car wheel of the web pattern. This wheel consists of the body portion filling and front wall plate. The body portion is formed with a hub A, rear wall A¹, and broad flange A² forming the solid portion of the wheel. This por-

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tion is recessed laterally to receive the filling C, and the front wall plate B is fitted into the recess around the hub on the filling, and is secured to the solid or body portion A by means of the bolts D.

2045. Burning Liquid Hydrocarbon, IF. R. Lake.— 10th May, 1881.—(A communication from R. Light-hall.)—(Complete.) 6 cl.

This consists in an apparatus for burning hydrocarbon fluid, and containing the water tank A, fire

pot B, pipes F and J, the combination therewith of the false bottom G, provided with upward projecting pins and covered on its upper surface with asbestos. 2134. Cutting Cylindrical Cores from Natural Stones, &c., J. Gaseley.—16th May, 1881.—(Complete.) Od.

This consists in the combination with a vertical shaft of a cutter head having a sliding motion on and rotated with said shaft, said cutter head being provided with either segmental or tubular cutters having a vertical adjustment in respect to said cutter head. 2217. Electrical Cables for Telegraphic and Similar Purposes, IF. R. Lake.—20th May, 1880. —(A communication from P. B. Belany.) 6 d.

The inventor takes glass or porcelain or similar perforated discs, through the perforations of which the wires are drawn. It may be that the disc has a larger hole at the centre, through which is passed a supporting rope.

2226. Preparation of Nitro-glycerine Compounds, G. S. Bean.—21sf May, 1881. id.

The objects of the invention are, First, to produce a compound having greater breaking power than pure nitro-glycerine which shall be solid and free from leakage, and sufficiently plastic to enable the bore hole to be completely filled, and the full force of the explosive thereby obtained ; Secondly⁷, to the preparation of such compound so as to permit of its ready and complete admixture with common blasting powders ; and Thirdly, the increasing of the safety of the aforesaid compounds, and of nitro-glycerine compounds in general, and it consists in preparing a new variety of nitro-dextrine and mixing it -with nitro-glycerine, common blasting powders being added. The mixture is then allowed to set. Increased safety is secured by mixing inexplosive liquids with it during the process of manufacture.

2256. Supporting Structures for Electric Wires or Conductors, IF. R. Lake.—24t/i May, 1881.—(A communication from W. C. Allison.)—(Complete.) 6 d.

This consists either of an arch or girder spanning the street or of two arches or girders sprung diagonally from one comer to another, and intersecting each other in the middle, from which an electric lamp is hung, the arches in both cases being provided with insulated supports for the electric wires.

2303. Fluid Meters, A. M. Clark.—25tli May, 1881. —{A communication from B. Holly.)—(Complete.) Od.

In this meter are combined an impact wheel, a hydraulic brake or regulator wheel, and counting mechanism.

5511. Velocipedes, J. Slarley.—Blst December, 1880. 6d.

This relates to means for contracting tricycles laterally, and consists in forming the frame of two hinged arms, and making the crank shaft readily removable.

SELECTED AMERICAN PATENTS.

244,094. Cylinder for Steam Engine Indicators, Joseph IF. Thompson, Salem, Ohio, assignor to the Buckeye Engine Company, same place, and the American Steam Gauge Company, Boston, Mass.— Filed April 15th, 1881.

Claim.—(1) A steam engine indicator provided with mam and secondary cylinders of different area, whereby suitable main and secondary pistons may be employed to register pressures of different intensity, m co-operation with the same spring, substantially as and for the purpose described. (2) In an indicator, the main and secondary cydinders, of different area, in line with one another, combined with a secondary-piston to fit the said secondary cylinder and piston rod therefor, adapted to engage the recording mechanism and spring at the same relative points as the main piston rod, and properly extended or

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lengthened to receive the secondary piston in its cylinder, substantially as described.

244,127. Valve for Air Compressors, Ebenezer Ilill, South Norwalk, Conn.—Filed December 9th, 1880. Claim.—(1) In an air-compressing engine, in combination with the cylinder, a shield secured on inside of the cylinder head and having a central opening, combined with a disc valve having a stem which enters the opening in the shield, substantially as and for the purposes hereinbefore set forth. (2) In an aircompressing engine, in combination w-ith a disc valve

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with stem C and spindle M, the shield L, having central opening N, and guards O, as hereinbefore set forth. (3) The spring-valve B, with stem C, spring G, nut H, support D E, and stem M, secured in the cylinder head of an air compressing engine, combined with a shield L, having central opening N, and guards O, substantially as and for the purposes hereinbefore set forth.

244,135. Steam Engine, Paid Lochmann, Zeitz, Prussia, Germany.—Filed March lith, 18S1.

Claim.—(1) In a steam engine, the combination, with a main cylinder A, surrounded at one end by a cooling chamber and at the other end by an insulating chamber, of a cylindrical boiler extension E, in line with the main cylinder and with a furnace surrounding the boiler extension, all arranged substantially as described. (2) The combination of the main cylinder A, having a steam-generating extension E, with a tightly-fitting main piston K, and steering or governing piston below the same, and with means, substantially⁷ as described, whereby the relative positions of the pistons toward each other are changed, and thereby rotary motion transmitted to the driving crank shaft, substantially as sot forth.

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(3) In a steam-engine, the combination of a main cylinder, having a cylindrical steam-generating extension E, with the main piston K, having a central cylindrical portion, and with a steering or governing piston, the piston rod of which is tightly fitted to the cylindrical centre portion of the main piston, substantially as and for the purpose specified. (4) In a steam engine, the combination of a main cylinder A, having a steam-generating extension E, with a reciprocating main piston K, having a central cylindrical portion KT, with a steering or governing piston G, below the main piston, the piston-rod of the steering piston being guided and. tightly fitted to the central portion of the main piston, and with connecting rods L, double sets of pivotted and fulcrumed levers I I¹, and crank M¹ and N of the main driving crank shaft M, substantially⁷ as and for the purpose specified.

244,158. Device for Sharpening Band Saws, (xcovcjc MV. A.'iYicsbVjTy) PhilcidcIjphict} Pci.—Filed A.pvil 27th, 1881.

Claim. — (1) A rotary head for saw sharpeners having sectional files in different planes, whereby at each revolution of said head the face and back of one and the same tooth are filed, substantially as set forth. (2) A rotary head for saw sharpeners, made in

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two sections, one of which is adjustable relatively to the other in the direction of the axis of said head, each of said sections carrying a sectional file, one of said files being designed and adapted to sharpen the face and the other the back of a saw tooth, substantially as set forth. (3) A rotary head for saw sharpeners having two sectional files in different planes, one of which is adapted to file the face of a saw-tooth, and the other the back, and a.feeder consisting of an incline whose highest point is in or about the same plane as the face-file, whereby said head is adapted to feed the saw upward and file the teeth of the same, finishing the back of the teeth after the faces and removing the burrs, substantially as set forth. (4) In a saw sharpener, the combination, with shaft A, of section B>, made fast on said shaft, section B²,. having collar B³, and swivelled adjusting-screw E, substantially as shown and described.

244,160. Valve for Steam Engines, Pardon Arm-ington, Lawrence, Mass.—Filed May lltA, 1881.

Claim.—(1) In a steam engine, the combination,, with the engine cylinder and a live steam-port therein, of a valve cylinder and piston valve therein having annular openings near its ends connected by longitudinal passages through its interior, and arranged relatively to the said cylinder valve and steam-port as described, yvhereby in the travel of the valve the annular opening at one end thereof passes out of its cylinder into communication with the steam-chest when the annular opening at the other end of the valve is in communication with the said port and the latter is being uncovered by the valve, thereby causing

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__. ______ .1 JF

steam to be admitted to the port from the steam-chest at both ends of the said valve simultaneously, substantially as described. (2) The engine cylinder and live and exhaust steam ports therein, combined with the valve cylinder provided with annular depressions or port-openings entirely surrounding the said cylinder and communicating with the said live-steam ports, and the piston-rod therein, having annular openings near its end, connected by longitudinal passages through the middle portion, which is of smaller external diameter than the bore of the valve cylinder, substantially as and for the purpose described.

244,340. Vehicle Wheel, Rollin M. Tichenor Springville, N.Y., assignor of one-half to Charles Pingry and Carlos Wait, same place.—Filed. March 26 th, 18S1.

Claim.—The combination of axle-box A, threaded at the end, outer hub portion B, having a spoke-flange B², provided with circular flare B¹ and sleeve.

[E4-4-.34-0

=====

B³, inner huh portion C, the spoke-flange C² of which-is separate and has the flare Cl and bead Cr>, and spokes D, with dovetailed tenons I, substantially as described.

CONTENTS.

The Engineer, September 2nd, 1881.

page

The Paris Exhibition. No. II. (Illustrated.).. 163

The British Association......

The Steamship De Bay ......

Sir W. Palliser and the War-office Heating Power of South Durham Coal .. Railway Matters ..

Notes and Memoranda

Miscellanea ..................

Pumping Engines, Salford Sewage Works.

(Illustrated.)..................

Contracts Open—

Wheels, Axles, and Boxes for Indian State Railways, (illustrated.) ..    .

British Association—Mechanical Section—

President’s Address..............

Letters to the Editor—

Brakes v. Beversed Locomotive Driving

Wheels ..................

The Institution of Mechanical Engineers .. 169

Steel v. Iron for Ships.....

The Buenos Ayres Exhibition .

Vacuum Brakes.........

Leading Articles—

English and French Wares ..    .

Railways in the Australias

The West Hartlepool Ironworks......172-

Boiler Inspection and the Liability Act .. 172

The Forth Bridge..............

Literature—

Tenth Annual Report of the Local Government

Board...... ..    ............

Patent Law Reform..............

The Ipswich Docks—New Entrance Lock.

(Illustrated.).............

Ipswich Dock—New Entrance Lock.

trated.).............. •

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 174

Notes from Lancashire ......

Notes from Sheffield........

Notes from the North of England

Notes from Scotland........

Notes from Wales and Adjoining Counties .. 175 The Patent Journal Abstracts of Patent Specifications. (Illus.) 176 Abstracts of American Patent Specifications.

(Illustrated.)................

Paragraphs—

The St. Gotliard Pass............

Swan’s Lamps at Earnock Colliery ..    ..

Woollen Manufacturers’ Exhibition ..

United State's Examination of Patents ..    .. 169

Naval Engineer Appointments ........172

South Kensington Museum.—Visitors during the week ending Aug. 27th, 1881 :—On Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 13,499 ; mercantile marine, building materials, and other collections, 7503. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. till 6 p.m., Museum, 2074; mercantile marine, building materials, and other collections, 711. Total, 23,787. Average of corresponding week in former years, 19,428. Total from the opening of the Museum, 20,294,085.