upon any one coupling rod at any given

coupling rod by the train lesistance cannot be greater than this, and, therefore, if this method of calculation be adopted, only a compara-tn ely small factor of safety need be applied to this part of the force stressing the rod.

But there are

continu-are very simple,

these accelerations of momentum affect the strength of the rod, and ought to be allowed for in designing the size of the rod.

W R n²

are

formula

For the present we will confine

our

zero

above force is

Adding this to the stress caused by the bending moment,

M sin. 0

2 id³

s M id P

sin. Q + cos. 0.

or some

so

we can

gives

21

so that

— 12; for a solid circular section

section

„ Rectangular „

Since

is always much greater

namely 30, for

Diff

!/

and, therefore, ^ putting

7JP

t/1 + Hid)

STRENGTH OF LOCOMOTIVE COUPLING RODS.

The question has often been raised, What are the proper dimensions and form of section for locomotive coupling rods, and how should the size of that section vary from the centre to the ends of the rod 1 The problem, however, does not seem to have been solved in a decided manner, either by theoretic calculation, or by observation of actual breakages in running. These latter take place in such various positions in the rod, and in such various manners, that little is to be learnt from them. The indefinite nature of the information on this subject derived from practical experience is reflected in the great variations that can be observed in the design of the rods, both as to size and as to general form. In fact, to a large extent the stresses in locomotive coupling rods are really indeterminate ; that is, they depend on such a multiplicity of complicated facts that it is impossible to calculate them, or even to estimate roughly the effects of all the influences brought to bear upon them.

If there were one pair of driving wheels only, it would always be possible to reckon approximately what the effort exerted through it would be ; because the whole resistance of the train is known with tolerable accuracy. But when two, or more, pairs of driving wheels are coupled together, it is quite impossible to know with certainty how the whole effort exerted by the engine is distributed between the different driving axles. The whole pull or thrust through the connecting rod is still known ; but how much of it is transferred directly to the rail underneath the primary crank-shaft, and how much is carried on by the coupling rod to the secondary driving axle, it is impossible to say.

Locomotive resistance as distinguished from the train resistance may quite fairly be supposed to be generated at the different wheels in proportion to the weight upon them. But the great bulk of the resistance overcome at the driving wheels comes from the train transmitted by the couplings from the train to the locomotive. The question of how much of it diverges into the hinder driving wheels, and how much is transferred to the forward driving Avheels, is one which could be answered only by taking into account the relative extensibilities of the locomotive side frames and of the coupling rods, the good fit of the coupling rod brasses and that of the axle-boxes, the rigidity of the horn plates, and many other details which must have, or at least often may have, a very decided influence on the final result. If the exact length of the coupling rod always remained equal to the distance from centre to centre of the axle bearings, then we might be sure that the whole pull would, when the coupling rod is in tension, be divided between the coupling rod and the side frames approximately in the. proportion of the section of the former to the total section of the latter. At the dead-points the coupling rod is, if very well fitted, of the same length exactly as the centre distance of the axles; but it is just at the dead points that no moment is being exerted. Between the dead points there is absolutely nothing to prevent the coupling rod stretching more or less than the frame plates, the.wheel being quite at liberty to follow its most erratic variations of length.

Nor, if we reason from the other end of the series of forces—namely, from the action between the wheel tires and the rails, do we find any more solid ground from which to draw conclusions. The forward wheel may be working very nearly, up to its full capacity, i. e., to the point at which its tire slips on the rails, in which case, in ordinary circumstances, only a small amount of work is being done by the hinder wheel; or, on the other hand, the hinder wheel may be doing nearly all the work, leaving comparatively little strain at all upon the forward wheel. Within certain limits the total adhesive thrust of the wheel tires on the rails may be divided between the wheels in any proportions, and there is a corresponding possible variation of the thrust or pull through the coupling rod.

. These limits are easily recognised. The thrust at the tiie of each wheel cannot exceed the load on that wheel multiplied by the coefficient of adhesion. If the load drawn by the locomotive be so heavy, or the rails be in such bad condition, that the whole adhesion is exhausted in overcoming the resistance, then the whole effort of the engine is utilised at the different driving wheels in close proportion to the loads upon them. But even in these circumstances the loads upon the different axles vary constantly because of the pitching and rolling of the locomotive ; so that it remains as difficult as before to find how much stress comes moment.

Thus the safest principle to go upon is to reckon nearly as possible the greatest weight that can be thrown upon either driving axle by the pitching of the locomotive; to suppose that the whole corresponding adhesion is called into play, i.e., to multiply this weight by the coefficient of adhesion, and from the tangential force on the tire so got to calculate the stress on the coupling rod from the driving moment required to create the maximum tire adhesive force.

The stress caused in the

other forces causing stress in these rods which are quite independent of the train resistance, and to call special attention to Avhich is ie special object of this article. These are the accelerations of momentum to Avliich the rod is ally subjected. The forces thus caused but they are too often entirely OArerlooked.

It is not our object to investigate Avhat ought to be the exact variation of section from point to point of the rod, 'a order to secure mathematical uniformity of strength lom end to end. To do that Avould require the solution • complicated cubic trigonometrical equations, and the sertion of the roots of these equations in still more oniplicated formulas. Such refinement is, fortunately, i eily useless in practice. The subject may, how-ev er> be usefully presented in outline, so as to show how

A locomotive coupling rod always moves parallel to itself ; that is, every point of it moves parallel to every other point. The motion is, therefore, one of pure translation,* uncombined by any rotation, and is thus an extremely simple one. The path of each point is precisely equal to that of the centre of the pin at either end of the rod. Mathematicians call the curve made in space a prolate cycloid or internal trochoid. The motion is most conveniently regarded as compounded of two translatory motions— first, the rectilinear translation equal to that of the locomotive ; and, secondly, a circular motion of translation in a circle of constant radius—the half stroke of the rod. These two component translatory motions always bear the same ratio to each other, so that if the one maintain a uniform velocity, so does the other. We will in what follows suppose the velocity of the locomotive to be uniform. In that case the angular velocity in the circular motion is also uniform. Of course the resultant velocity is neither uniform in numerical amount nor in direction.

The convenience of resolving it into the above two components arises from our having for our present object only to do with accelerations of momentum. Now the uniform rectilinear motion has no acceleration, so that we may leave it altogether out of view, and consider only the circular motion. This being of uniform angular velocity, has an acceleration of velocity of constant numerical amount, and directed always towards the centre of the circle.

If R be the half stroke, n the revolutions per second, W the whole weight of the rod, and g the acceleration of gravity per second, then the constant numerical amount of the acceleration of momentum of the whole rod is 4 7T²

This acceleration of momentum is impressed upon the rod. by the pressure of the bearings at its two ends. The resistance, to these two bearing pressures is constituted by the inertia of the individual particles of the rod against acceleration of velocity. At the dead points these forces are wholly in the direction of the length of the rod, which then acts purely as a strut or a tie-bar. At the half-strokes back and forward, these forces act at right angles to the length of the rod, which then acts simply as a beam so far as these forces are concerned. It is, at the same time, resisting as a strut or tie-bar the main thrust or pull from the engine. At intermediate points the forces are oblique to the longitudinal axis of the rod, and call into play both bending moments and direct compression or tension on its sections. In one of these intermediate positions, if the angle at which the coupling rod pin stands from the dead centre be 0, then the part of the resistance to acceleration of momentum acting along the rod is obtained by multiplying the whole by cos. 0, and the part causing bending-moments is the whole multiplied by sin. 0.

Consider the latter in the first place. The loading which balances the forces applied through the end bearings being simply the inertia resistance to acceleration of momentum, that loading is at each point of the length proportional to the cross-section at that point. If the rod be of uniform section throughout its length, then it is in the condition of a beam with uniformly distributed load. In fact, the mode of distribution of the bending load is precisely similar to what it would be if the rod were being bent by its own weight only. This is recognised more clearly if it be remembered that “ weight ” is simply the acceleration of momentum called “ gravityand is of exactly the same kind—only of different amount—to the acceleration we are now considering. Whether the section be uniform or not, the two halves of the rod on each side of its centre are always made symmetrical. Hence evidently the two transverse bearing pressures at the ends always equal; and, further the greatest bending moment at any given instant occurs at the centre. This central bending moment increases from nothing at the dead points to . its maximum value at either half stroke, the bending being in opposite directions during forward and back strokes. If M be its value at half stroke, at any position 6 from either dead point it has the value M sin. 0. If d be the perpendicular depth of the central section ; and id4 be the moment of inertia of the central section, the stress caused by the bending moment is according to the usual M sin. 0

2 id³ attention to the stress at the centre.

We cannot with equal certainty say what the stress caused by the longitudinal components of the forces is, because we cannot say that half of this component of the* whole resistance to acceleration is borne at each end. Here, again, the stresses are precisely similar to those that would be produced by the rod’s own Aveight. We must, now, however—for the sake of this illustration by reference to the effect of gravity—consider the rod to stand vertically, so that its weight will act in producing uniform stress on its cross sections instead of bending moments. If the rod rested on its lower end only, then the stress at the lower end would be its Avliole Aveight divided by the section at the end, and the stress would gradually diminish to at the top. If it were hung from its top and without resting on any support at the bottom, the conditions of stress would be exactly reversed top and bottom. The actual coupling rod, however, is held at both ends, and it is impossible to say Iioav much of the force is applied at one. end and Iioav much at the other. If it were equally divided, half the above stress Avould be caused at each end, and the stress would diminish gradually to zero at the centre.

Since Ave are thus unable to knoAV how much of the force acts at each end, Ave must make our calculations for any given section on the supposition of the most unfavourable distribution.. For any section the most unfavourable supposition is that the whole is applied at one end. In that case evidently just half of it acts through the central section, because half the mass lies between the centre and

the end where the force is applied, and therefore before reaching the centre the force has been half balanced by the inertia-resistance of half the mass.

If, for shortness sake, we call the whole force £_ZL

W R n,² = P, then if the central section be s d*, the stress on this section caused by the longitudinal component of the P cos. 0 2 s d²

we have the stress on edge of central section =

P cos. 0 _ P /

Y7d^~rSd^\

The first part of this expression increases the further the rod moves from either dead point. At the same time the second part decreases. The position where the maximum sum of the two parts occurs is neither at the dead point nor at half stroke, but must be found by differentiating the above expression with respect . to 0, and equating the differential coefficient to zero. This being done, we find the maximum stress on edge of central section =

We must now find out whether this central other section is most dangerously stressed, and whether the variation of stressing force from centre to end is considerable as to make it worth while to vary the section.

On the supposition that the section is constant, find the maximum stress on the edge of a section at a distance x from the nearer end by an exactly similar process to that adopted for the central section. Calling the half-length l, we find it to be equal to 21-

2sd²

From this expression we could, of course, have derived the previously given one for the central section by putting x = l. At either end of the rod where x is zero, this

p

——, the moment here being zero and producing no sd²

stress. This latter would be greater than the corresponding maximum stress for the central section only if the quantity under the sign of the square root in the expression for the latter were less than ; or, what is the same

s M    —

thing, if — is less than ^3 ₀r l'V3.

Now if the section be uniform, the value of rp4’ idV~

The ratios s and i and s. depend only on the shape and proportionate dimensions of the section, not upon the absolute dimensions. For instance, for a solid rectangular

= 16; and for an I-section 4- is always greater than 4, only approaching so small a value when the thickness of the flanges and web is very small compared to the height, and for such I-sections as might be used for coupling rods may vary from 6 to 9 or 10. Thus we have for the

Solid Circular Section 4-J^- = 4 J

- 3 ^

” ³d

„    >    ^ or from 11 to 2

is the ratio of the half-length of the rod to its

depth, it is evident that —    —

i cl P

than \J 3"• and consequently the stress on the end of the

rod is always less than that on the edge of its central section, provided the section be uniform throughout the length.

The maximum possible stress occurs, not exactly at the centre of the length, but at a very small distance from it to one side or the other.

The following table shows how the maximum stress for sections distant from either end by successive twentieths of the whole length of the rod, taking the stress on either of the end sections as unity and taking a mean value—■

T <7P'

If w be the weight per unit volume of the iron of which the rod is made, then s d² being its constant section throughout its length, its whole weight may be written W = 2 w s d‘L l. This at any rate may be taken as accurate enough for our present purpose, although the real weight is greater than this on account of the ends being swelled to a larger size than that of the parallel portion. Substituting this expression for W, we may write

² ?*, w sd* l Era*,

1 , a

ex----1 maximum stress

4 i d)

on edge of central section —    . w l E

If w be taken as for wrought iron, namely, 0'28 lb. per

cubic inch, and R and l be taken in inches, and n per second, then this stress is in

lb. per square inch 0-0287 l R W 1 + (|=^)

Now, in locomotive practice, the ratio —

16 for solid and I sections, and, stated, varies from 4 to ll for solid and I sections.

Thus

varies from 8 to as we have already

s 1

4 id    f⁰¹¹¹¹^ to range within 32 to 24, or taking

extremely wide limits, within, say, 40 to 20. We thus see that the above square root, -y/ 1 + (a’/a^ differs from

by a very small fraction; and we may, therefore,

si

4 i cl

write the above stress—

Example III.

Driving wheels, 6ft. 3in.; stroke, 25in.; length of coupling rod, 6ft. 8in.; weight on secondary driving axle =12 tons ; pro- ( portions of central section of coupling rod as marked in sketch.

Here observe that the ratio of thickness ( B to depth d of the section is to be h determined afterwards.

\d

It is always unnecessary to know this ratio in order

to calculate

____.V

Here I = TV . 3 b. d³ — T+-. 2 b (0.6 d)³ — 0"214 b cl³, ancl

i — 0-214 —

d'

& = 3b. cl — 2b X 0’6 d— R8 b d, and s = 1'8

The reclamation work had not long been completed when, in 1873, it was resolved to utilise the piece of land to the north, and to push out new works at the opposite extremity of the river front. At the southern side the works, instead of being carried out in mud and slime, have a solid backing of sandstone. At present the red sandstone which is on a slight gradient is laid bare, and about sixty underground tanks have been cut in the sandstone for the storage of petroleum. The docks extend about six miles. Although the Liverpool Docks have, on their land side, goods stations of various lines of railway, neither the old docks or the New North Docks are surrounded by a network of rails forming a complete railway system of their own like the great docks of London, the Victoria and the Albert Docks. In Liverpool dock warehouses are ample, and the dock shedding of enormous capacity, and the distance to the stores of the merchants is very small, so that the horse transport is found convenient, though in some cases steam would save much time if it could be used.

Gates, cranes, and all the heavy machinery is worked by hydraulic power. It is proposed to erect a crane in the new docks to lift 100 tons. Two sets of pumping engines for emptying the graving docks are erected by Messrs. Hick and Son, of Bolton, and engines of 350-horse power, by Sir W. G. Armstrong and Co., for the hydraulic machinery. The two graving docks are of Portland cement concrete, with a facing rich in cement, is 951ft. long, and is capable of subdivision, so that two “long time” and two “short time” vessels of very large size can be accommodated at once. The Canada Basin and its piers have been in great measure re-built and re-modelled. Large timber jetties have been added outside the pier-heads for the purpose of sheltering the entrance and facilitating the egress of ships. The basin has also been enlarged, and elaborate system of sluices constructed within it and carried along the jetties to the outer heads. The new docks, together with the graving docks and the Langton Branch Dock, consist of three main basins—the Langton Dock; the Alexandra Dock, with its three branches; and another dock to the far north, still in course of construction. At the entrance from the Canada basin the lock gates, which were opened yesterday, are placed. The approach from the enlarged portion of the basin consists of two short locks, each 65ft. in width. The sills are laid to attain a depth of water on average neap tides of 23ft. 7in., and 30ft. 7in. on average springs, being from 4ft. to 7ft. deeper than the other sills at Liverpool, and of the same depth as the deepest or outer sills into the entrances of the Birkenhead Docks on the opposite side of the river.

1-8

Therefore, JL =--

’ i 0-214

s7²R

lb. per square inch 0'0287 l R n‘h

where 4- varies from 6 to 16.

We must here remark that, although the equation shows the stress at the centre to be from ten to twenty times greater than that at the ends, it is not therefore allowable to taper away the dimensions of the rod according to the figures in the table we have given above of the stresses with uniform section. By far the greater part of the stress on all the sections, except those close to the ends, is caused by the bending stress, and not by the longitudinal thrust or pull. This stress varies as the inverse square of the depth of section, and therefore this depth could only be reduced in less than the proportion of the squares of the stresses. It results that the middle three-fourths of the whole length must be made nearly parallel. We are now considering only the effects of the accelerations. The superposition of the engine thrust as well necessitates a still nearer approach to parallelism.

Since, then, the greater part of the length must be parallel in section, and especially since it is the central portion which is most effective in producing bending stresses, any possible reduction of the section towards the ends will not materially alter the bending moments from what we have already calculated for uniform section. Making allowances for this alteration, and, for the purposes of the calculation, separating the part of the stress caused by bending from that produced by the longitudinal thrust, we have calculated the following series of depths of section at different points of the length for the case corresponding to that of the table we have already given. The calculation is made with reference to accelerations alone, without taking account of the engine thrust.

Depth at centre = 1.

— 0"0072

id’

n*

= 8 "4.

Stress produced by acceleration on edge of central section, in pounds per square inch

= 0-0072 -t?²R

Each

25

n*

'A = 0-0072 X 8-4 X (40)² X 7 X-A

= 1210 ~

d‘

We calculate now for the greatest speed that is ever at all likly to occur. This is, of course, considerably higher than any of the registered speeds ; because, even when it is observed that for a minute or so the engine is running at an abnormally high speed, such as sixty-five or seventy miles per hour, this observation applies to the average speed over a mile or half a mile, and the greatest speed during that half mile is likely to be considerably higher than the average. We will, therefore, calculate for eighty miles per hour, for which speed, with 6ft. 3in. wheels, n² — (0-07487 X 80)² = 35-875.

. •. Stress in pounds per square inch = 1210 X 35"875 = 43400 1 .

an

i—! '■53

It is precisely at this maximum speed that the pitching and rolling of the locomotive may become most violent, and, therefore, we will assume that 14 tons may sometimes be thrown on the axle driven by the coupling rod, and that, of the adhesive thrust this may call into play, three-fourths may at some special moment be overcome by the coupling rod on one side of the locomotive. Taking the co-efficient of friction as 550 lb. per ton, this gives a pull or thrust for the coupling rod to exert of

0-75 x 14 x 550 X ²⁵

75

= 1925 lb.

21

0-05

o-i

015

0-25

0-4

0-5

Here we may note that this illustration shows how much more important the accelerative stress may be than that produced by the useful work done.

Depth for approximate uniform strength......

0-07

0-43

0’60

0-73

0'87

0-98

It is to be noticed that the alteration of the horizontal thickness of the rod has no effect upon the stresses, the

ratio of the thickness to the depth not being involved in

We will now apply the formula to calculate the stresses produced by acceleration in two examples of ordinary locomotives ; and then again to an example showing how the size of section ought to be calculated in designing for sufficient strength against both these accelerations and the portion of the engine thrust passed through the coupling rod.

This force will produce a stress of lb. per square

inch, supposing the force to be evenly distributed over the section, as it will be nearly when the rod is in tension. We will not now go into the question of how much greater it is when the rod is acting as a 'strut. Suppose / to be the greatest allowable stress per square inch, we then have

The locks just mentioned lead into the Langton Dock, the entrance to the new system. It has sufficient clear space for swinging the largest ships; its water area is eighteen acres, with an aggregate of 4000ft. of quayage. It is connected at the southern end with the Brocklebank Dock, and at the northern with the great steam dock. Its branch already mentioned has a water area of three acres, with some 2000ft. of quayage. To the north of the Langton Dock, and approached from it by two 60ft. passages, is the steam dock, named by the Princess of Wales the “Alexandra Dock.” The main body of the dock is an irregular rectangle, 1600ft. long by 500ft. in width, enclosing some 17 acres of water, from which extend, in an easterly direction, three branches, with lengths ranging from 1100ft. to 1338ft. The total water area is 44J acres, with 11,814ft. of quays. It is surrounded, except at the extreme eastern end, with a range of capacious sheds, 95ft. in width to the outside, and built of Lancashire brick. On the tongues which separate the branches of the dock this range of shedding is continued with a great roadway space between. Still farther to the north lies the large unfinished dock already alluded to of 16 acres extent and 4000ft. of quayage. The water area of the whole group of new docks is 81 acres, with more than four miles of quays and 25 acres of n'ew sheds.

__ 43,400

1925

sd*

Example I.

Driving wheels, 4ft. diameter ; stroke, 18in.; length of coupling rod, 4ft. 9in.; central depth of ditto, 3in.; proportions of section of ditto, —= 10.

i

= 23-75.

si

4 id

n = 0"117 for each mile per hour of locomotive speed.

. Stress at edge of centre section, in pounds per square inch, = 2-4 X (speed miles per hour)² = 3840 lb. per square inch at forty miles per hour.

Example II.

Driving wheels, 6ft. Sin. diameter ; stroke, 25in.; length of coupling rod, 6ft. 8in.; central depth of ditto, 3|in.;

= 8.

<S. Co

si

= 24-6.

4 id

n — 0'0?487 per mile per hour.

Stress at centre section, in pounds per square inch, = 1-98 X (speed in miles per hour)² =7130 lb. per square inch at sixty miles per hour.

Comparing the co-efficients 2-4 and D98 in Examples I. and II., we see that ordinarily the stress for a speed of one mile per hour will be less in large locomotives than in small. The reason is evident. The length l of the coupling rod increases nearly as fast as the diameter of the driving wheel, while n, for one mile per hour, is inversely proportional to the same diameter. Thus l is inversely proportional nearly to that diameter, and R does not increase nearly so fast as in proportion to the driving wheel.

These two calculated stresses of If tons and 3|- tons are, of course, very serious. The latter could be reduced by making the depth of the rod greater than 3.1 in.

We will now take the latter example (II,,), and show how the central depth ought to be calculated. As will be seen, the method of procedure is extremely simple ; and we think it the correct method.

= 3 (⁴³’400 +

= E (43,400;+

or d" — i (43,400 +

Here we may again interpolate by observing that this equation shows that the strength of the rod cannot be materially increased by thickening it—by increasing b— the second term inside the brackets being evidently always very small compared to the first. The reason of this is, that by increasing or diminishing b we increase or diminish the weight of the rod in the same proportion, and, therefore, do not alter that part of the stress caused by the acceleration of velocity of the mass. We have already noted that this stress exceeds by far in importance that due to the useful effort, which alone is reduced by increasing b. We see, therefore, that b must be determined solely by the necessity of providing sufficient stiffness to prevent the rod springing sidewise. In the above example, if we take f = 8000 lb. per square inch, and b = 24 in., we obtain d = 5lin.

This 8000 lb. per square inch is a greater stress than the 3|- tons we obtained above with 3|-in. as the central depth ; but it is to be observed that this latter was obtained at a speed of sixty miles per hour, whereas in Example III. we have taken the higher speed of eighty miles per hour, and we therefore may be content with a lower factor of safety. The increase from sixty to eighty miles per hour nearly donbles the square of the velocity, and with it nearly doubles the stress caused by the acceleration of momentum.

1925

1-8 b

1070

1070

since 5 = 1 "8—T

)•

THE NEW NORTH DOCKS AT LIVERPOOL.

The New North Docks at Liverpool, opened yesterday by the Prince and Princess of Wales, are an important addition to the great dock system at Liverpool. The site itself of the New North Docks was.obtained by reclamation work effected by means of a sea-wall built in a northerly direction, or downstream from the Canada Basin, lying immediately north of the Canada and Huskisson Docks. This sea-wall, now crowned by a fine promenade, extends northward for six thousand feet across the front of the new docks to the Seaforth Battery, situated at the corner whence another sea-wall returns, almost at right angles with the first-named toward the shore. The area thus enclosed is about 310 acres. Seaforth Battery, at the outer or seaward extremity of the right or Lancashire bank of the Mersey, is armed with four 58-ton guns.

Death op Mr. Rendle.—We have to announce the death of Mr. William Edgcumbe Eendle, of Westminster (formerly of Plymouth), who expired on the 3rd inst. at Eastbourne, after a long and severe illness, and who was interred on Thursday last at the Brompton Cemetery. He was born at Compton Giffard, near Plymouth, on February 10th, 1820. He was engaged in several large mercantile pursuits, and was patentee and inventor of what is now known as “ Rendle’s Patent Glazing,” his latest and largest work being the glazing of the. roofs of the Great Citadel station at Carlisle.

The Trial Trip op the Charkieh.—The Egyptian Gazette of the 17th ult. says :—The trial trip of the s.s. Charkieh, which took place on Monday last, was, thanks to Mr. Caillard and the other members of the Poste Khedivieh Administration, made the occasion of a most agreeable day’s holiday for many Alexandrians. The Charkieh is a smart looking steamer, built by the Thames Iron Works Company in 1865. She is 267ft. in length with 36ft. Sin. beam, and measures 1160 tons register. Originally the property of the old Azizieh Company, she was purchased by the Egyptian Government for L.E. 23,289. In 1872 she was sent to England to receive new boilers and undergo a thorough overhaul. These operations occupied fifteen months, and cost no less than L.E. 39,302. On her return to Egypt, with the exception of a short interval during the Turco-Russian war, when the Charkieh was employed in the transport of troops, she ran regularly with the mails between Alexandria and Constantinople, until November, 1879, when her boilers having given out, she was withdrawn from the service and laid up in the port of Alexandria. Her present engines are by Messrs. James Jack and Co., of Liverpool—Allen, Anderson, and Co., Alexandria—a firm which has constructed several of the engines of the steamers belonging to the Moss line. The new compound surface condensing engines of the Charkieh, are of 1500 indicated horse-power, with boilers tested to 140 lb. to the square inch, to work at a pressure of 70 lb. to the square inch. The price of the engines and boilers delivered in Alexandria £10,500.

A Fast Boat.—We cannot say how far unusual ability and success in physical and chemical studies and experiments may be accompanied by skill in determining the best forms for vessels for passing rapidly over- water, but the Geneva correspondent of the Times says that “Professor Raoul Pictet announces a discovery which, if his anticipations be realised, will effect a revolution in the art of shipbuilding and greatly augment the speed of ships. The discovery consists in a new method of construction and such an arrangement of the keel as will diminish the resistance of the water to the lowest possible point, and cause the ship to rise out of the water instead of sinking its prow as speed increases. M. Pictet believes that steamers built after his design will attain a speed of from 50 to 60 kilometres the hour, and a model steamer is now in of construction with which he expects to reach a speed of forty miles an hour, and which will make a trial trip on the Lake of Geneva in November next. Her dimensions are—16 metres long and 3"50 metres wide. When lying at anchor she will draw 33 centimetres fore and 44 centimetres aft; at full speed one centimetre forward and 16 centimetres aft. The engine will be placed amidships, from which point to the stern the screw-shaft and the keel form an inclined plane; the bows are long, tapering, and wedge-shaped. Professor Pictet reckons that his invention will lead to a great saving of fuel, inasmuch as a steamer built on his plan, after being started with, say, 100-horse power, may be kept up full speed with an expenditure of force equal to 30-horse.” The idea involved is very old.

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M. de Pezzer has constructed a modification of the secondary battery of M. Plante, in Avhich he has endeavoured to obtain a maximum charge with a minimum quantity of lead. He uses for the negative electrode a very thin lead plate of about 1mm, thick, the positive plate being no more than jmm. thick; projecting portions of the plates which serve for connections, are, however, somewhat thicker. Besides this, M. de Pezzer took two identical couples, each formed of tAvo plates of lead of the same thickness, one of which, hoAvever, had twice the surface of the other. He then charged the couples by the same means, but arranged them so that in one case the plate with the larger surface should be the positive element, and in the other, the negative. By this means he discovered by repeated experiments that the couple in Avhich the plate Avith the large surface was the negative electrode accumulated more

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RAILWAY MATTERS.

ON the 31st ult. the first sod of the Charnwood Forest Railway was turned by Lady Alice Packe, daughter of the Earl of Kimberley, at Loughborough, Leicestershire. The line will be eleven miles in extent, running through Charnwood Forest from Loughborough to Coalville. It will open up the collieries and the granite and sandstone quarries which abound in the neighbourhood. The line will be completed in about eighteen months.

The report to the Board of Trade by Major Marindin on the collision which occurred on the 6th July at Darlington North-road Station, on the North-Eastern Railway, when the 1.7 p.m. train from Saltburn to Darlington, running into Darlington Nortli-road Station, with the signals off for the through road, came into collision with the rear of an empty train, attributes this collision due to the failure of the connection in a rod working the facing points of the east bay line at Darlington North-road Station.

Late on Saturday night last an accident occurred to an excursion train which was returning from Skegness to Doncaster. The train passed Finningley Station on the Great Northern loop line from Lincoln, when the leading axle broke. The train was going at about forty miles an hour, and was instantly thrown off the line, and came to a sudden stop, the carriages being partly thrown on their side. There were about forty passengers in the train, but no one was injured, though the driver and fireman narrowly escaped.

In our impression for the 10th June we published the particulars of the concession to be granted by the Spanish Government for a railway from Zafra in Estremadura, to the port of Huelva. There having been no competition tbe concession lias been granted by a Royal decree under date of 20th August to Mr. Sundheim, the original promoter of the project, and who is supported by a Loud firm of high standing. The railway, which is 115 miles long, will receive a Government subvention of £3850 per mile. We are informed that the matter is likely to be carried out under English management, and will, therefore, directly conduce to the advantage of the trade of this country.

The driver and stoker of an express train were killed on Saturday last, by their engine, which into collision Avith a train of unintentionally stopped outside Bow station by the action of the Westinghouse brake, Avith which the train, but not the engine, a fitted. The driver of the train of empties had no control o the train, and when it stopped the stoker got doAvn and released the brakes, and before the train was again in motion the express dashed into it. The coroner’s inquest did not elicit any information as to Iioav the brakes Avere applied, and the guard said he did not do it. Perhaps a different tale will be told Avlien the more technical inquiry of the Board of Trade is made.

An accident happened on the North British Railway at Penton, tAventy miles north of Carlisle, on Sunday morning, when a Pullman express from London ran into a goods train travelling in front, but happily there Avere only about half a dozen passengers in the express, and none of them were very seriously hurt, all being able to proceed upon their journey to Edinburgh in a relief train that was made up for them. When the goods train left Carlisle the yardsman jumped upon the engine, and told the driver that the express was forty minutes behind him. The goods train did not reach Penton until two minutes after the time that the express Avas due at that station, namely, 4 a.m., and it had only gone 360 yards north of the Penton Station when the express, travelling at the rate of forty miles an hour, and punctual to its time, ran into it at full speed. The engine of the express train mounted the third or fourth wagon from the end of the goods train, a great deal of Avreck being strewn about the line, and the permanent way being partly torn up. The railway officials at Penton assert that the signals were against the express, but the driver says they were not.

The construction of another great Alpine tunnel Avhich would bring Paris and the north of France into more direct communication with Italy than is afforded by the existing tunnel through Mont Cenis, is under consideration with the French Government, the project including not only one through Mont Blanc, but also through the Simplon or the Great St. Bernard. It is not likely, however, the Times says, that the latter will meet Avith much encouragement. The tunnel under the Simplon would be 60,719ft. long, Avhile that under Mont Blanc is only 44,292ft. As compared with other alpine tunnels, Mont Cenis is 40,093ft., and St. Gothard 48,952ft. The Simplon Avould, therefore, be longest of all; but, on the other hand, it Avould be on a lower level than the others, the entrance at Brieg being only 2333ft., and that at Iselle 2253ft. above the sea level. The entrances to the Mont Blanc tunnel would be 3345ft. at Montquart, and 4215ft. at Entreves above the sea level. The Bardonneche entrance to Mont Cenis is 3970ft., and that at Modane 3799ft., while in the case of the St. Gothard tunnel the Northern entrance at Gceschenen is 3638ft., and the southern, at Airolo, 3756ft. above the sea. Thus the Mont Cenis tunnel is shorter, but 330ft. higher than the Mont Blanc, while the Simplon would be about half as long again, but about 1000ft. loAver. Supposing that the operation would be conducted at the same rate as they have been at St. Gothard, the boring Avill take 4218 days, or working at both ends, 2109—nearly six years. The total sum for the execution of the work is estimated at 45J millions of francs (St. Gothard having cost 54 millions), though this amount Avould only apply to the actual piercing of the tunnel, and a large additional sum Avould be required for the laying doAvn of the line, the approaches, &c. The distance between Paris and Brindisi Avould be shortened by about 24 miles, but the real benefit that both France and Italy would reap would be in the great facilities for the interchange of commerce betAveen the tAvo countries.

The ceremony of moving the first earth—there was no sod to turn—as a commencement of the Inner Circle Railway, Avas performed on Tuesday, the 6tli, by the Lord Mayor, in Chequer-yard, Aldgate. So commenced one of the most costly pieces of railway ever constructed, but one which Avill probably carry passengers than any yet made. The difficulty which has long stood in the Avay of the prosecution of this scheme Avas the obstinacy of the City authorities—who could spend about £12,000 for a useless stone thing where Temple Bar stood, but Avho stood out against increasing the City contribution to the improvement and construction of streets and neAv thoroughfares which are to be carried out simultaneously with the construction of the railway. The Metropolitan Board of Works long ago saAv that a contribution of £•>00,000 would be Avell invested; but the City refused more than half that sum. The City Commissioners of Sewers have now, how-ever, increased the contribution to £300,000, and the work, which Avill greatly improve an important part of the City, and which will complete the circular railway of London, has hoav commenced, Mr. P. A. Walker being the contractor. The instalment of Avork begun on Tuesday Avill commence at Aldgate Station, and go thence, underground, from High-street, Aldgate, into the Minories at Church-street, doAvn the Minories to John-street, then, turning slightly to the right, under the viaduct of the Great Eastern Railway, through the centre of the Crescent in the Minories, and thence under Trinity-square to Seething-lane, Avhere it Avill terminate. The final, and, if possible, more important Avork, Avill w-ir ® an miclerSi'°und line under Tower-street, Eastcheap, King \V imam-street, and Cannon-street to the Mansion-house, completing the circle. In order to carry out this latter scheme all the houses on the south side of Eastcheap Avill be removed, so as to gain a Avulth of 60ft. for the neAv street or avenue from tbe Monument to the ToAver. The houses on the north of Great and Little I oAver-streets Avill also be pulled doAvn for the purposes of this important thoroughfare—which, Avlien finished, Avill open a direct line ot carriage traffic from Westminster Bridge to the Tower. Both the raihvay and the street improvements are to be undertaken by the railivay companies, the public bodies contributing the fixed sums already mentioned in sectional payments from time to time as the Avorks progress.

NOTES AND MEMORANDA.

Porcelain may be drilled by means of an ordinary drill made rather bard and kept moist with oil of turpentine.

It is said that a 40-liglit Brush dynamo-electric machine has worked 400 Swan lamps on a thirty mile circuit of No. 8 wire.

A correspondent writing to a contemporary reminds us of a possible cause of some unexplained fires. He says:—“I send you a piece of brown paper with a hole in it. The paper was lying to-day on a table in my office. The hole was made by the sun in conspiracy with an ordinary carafe of water. The occurrence, though quite accidental, was probably not uncommon; and I subsequently ascertained that an exposure for five seconds to the concentrated rays was sufficient to ignite the paper.”

The annual rate of mortality last week in twenty of the largest English towns averaged 17'4 per 1000 of the aggregate population, which is estimated at 7,608,775 persons in the middle of this year. The rates of mortality in the several towns, ranged in order from the lowest, were as follows Brighton, 13'0; Portsmouth, 13'4; Norwich, 13'6 ; Birmingham, 14'3; Bradford, 14*7; Oldham, 15'3; Plymouth, 15'3; London, 16'2; Leeds, 16’8 ; Newcastle-on-Tyne, 17'9; Wolverhampton, 17'9; Salford, 18'2; Bristol, 18‘4 ; Manchester, 19⁻4 ; Nottingham, 197; Sheffield, 20‘3; Liverpool, 227; Sunderland, 22'8; Hull, 24'9 ; Leicester, 25'4.

When a wire rod of iron or of steel is immersed in a hot solution of common salt, allowed to remain long enough to bring the metal to the temperature of the brine and withdrawn, the surface of the rod is irregularly covered with deposits of crystals of salt. These crystals adhere to the rod with great firmness, in consequence, doubtless, of a thin film of ferric hydrate which is formed between them and the rod as the water dries off. The rod can now, according to the American Mining and Scientific Press, be reduced by successive passes through a die or draw plate, without any abrasion of the die. The economical advantage of this novel lubrication of wire is at once apparent, and the principle involved in it is interesting.

A SIMPLE process of nickel plating by boiling lias been described in Germany by Dr. Kaiser. He prepares a bath of pure granulated tin tartar and water, which he heats to the boiling-point, and adds a small quantity of pure red-hot nickel oxide. A portion of the nickel is soon dissolved, as is shown by the green colour assumed by the liquid which stands upon the grains of tin. If articles of copper or brass are plunged into the bath they become covered in a few minutes with a beautiful white, silvery metallic coating, which consists almost entirely of pure nickel. If a little carbonate of tartrate of cobalt is added to the bath, a bluish shade, either light or dark, may be given to the coating, which becomes very brilliant when it is properly polished with chalk or with dry sawdust.

Herr Holtz describes some curious phenomena of flames. For instance, two slender flames formed by unmixed gas issuing from fine apertures, unite fully if the burners are brought near each other and inclined a little; but on separating the burners and again inclining the flames so as to meet, they only mix if the point of the one be brought to the foot of the other. The two bright luminous parts behave as if mutually repellant. When the flames are pressed together, so as to broaden, there is always a well-defined dark space between them. The phenomena are perhaps (the author thinks) electric. Again, when two thin flames are crossed at a certain angle (25 deg. to 30 deg.), and about the middle, a peculiar red-glowing tube forms at the lower part of the oblique flame disc, being composed of carbon particles whirling circularly and spirally. The particles on one side whirl in an opposite direction to those on the other.

We have on several occasions spoken of the important part electricity is likely to play in chemical manufactures or operations. We noAv notice that it is being employed in the rectification of inferior alcohol in distilling by a process due to the late M. Naudin, and now in successful operation on a large scale at the distillery of Bapaume-les-Rouen. The process consists in passing currents of electricity through the inferior alcohols so as to disengage the superfluous hydrogen from them by electrolysis. The electricity is provided in part by a voltaic battery, and in part by the Gramme dynamo-electric machine. The most important result of the new method, in a public sense, is that by its means beetroot alcohol, which is ordinarily poor, can be prepared so as to be of high quality. The common beet spirits can, it is said, be made to yield 80 per cent, of alcohol, equal in quality to that from the best malt, and the process is much simpler and cheaper than the manufacture of alcohol from either malt or potato. If further experience is favourable to the electric process, the probability is that beetroot will be more largely cultivated in England than hitherto.

The report to the British Association of the committee on underground temperature, read by Professor Everitt at York, showed that during the past year observations were made at three places—at the East Manchester Coalfield, the Talargocli Lead Mine, in Flintshire, and at the Radstock Collieries, in the neighbourhood of Bath. The Manchester observations were made in three pits of great depth, and the results were as follows :—Depth, 2790ft., temperature, 85'3 deg.; depth, 1020ft., temperature, 62 deg.; depth, 1050ft., temperature, 62jj deg. Assuming the surface temperature to be 49 deg., the increases were 36⁻3 deg. in 2790ft., or 1 deg. in 76'9ft., 13 deg. in 1020ft., or 1 deg. in 78'5ft., and 13^ deg. in 1050ft., or 1 deg. in 79ft. In Flintshire, with a surface temperature of 48 deg., an increase of 14 deg. Avas shown at 660ft., or 1 deg. in 47ft.; Avhile three pit observations made in the neighbourhood of Bath brought out the folloAving results :—At a depth of 560ft. an increase of 117 deg., or ldeg. in 48ft.; 810ft., 13 deg., or 1 deg. in 62ft.; and 1000ft., 13 deg. or 1 deg. in 77ft. Thus it Avould appear that the rise in temperature is more rapid in the older and harder rocks.

electricity than the other couple. In four consecutive experiments the discharge of the couple Avith the large surfaced negative plate lasted at least an hour, whilst that of the couple in which the positive plate had the larger surface lasted but half an hour. Finally, a couple formed of two plates equal in size to the two large ones of the above-mentioned couples gave an inferior result to that of the couple with the large negative plate. With these results to guide him, M. de Pezzer modifies the construction of the secondary battery as folloAvs :—Preserving the sizes of the plates given above, he makes the surface of the positive half that of the negative plate, at the same time making a certain number of incisions in the former. The arrangement of the plates is the same as ordinarily; but, according to M. de Pezzer, his modification is capable of storing up the same quantity of electricity as a much heavier battery constructed in the usual Avay. The Electrician, quoting a French contemporary, says that M. de Pezzer promises exact figures on this point soon. M. Ducretet Avrites that he has obtained good results by using electrodes made of sheets of lead, having their surfaces covered with deep indentations produced by a roller Avith indented surface. M. Ducretet says that these batteries form more quickly, have more energy, and are not so heavy as the ordinary ones.

MISCELLANEA.

ENGINES OF THE S. S. VIRGINIAN AND VALE NCI AN.

DYNAMO MACHINE AND LAMPS AT THE PARIS ELECTRICAL EXHIBITION.

380. Closing and Fastening Doors, IF. Leggott.— 28

The Panama Canal.—A German physician has recently

MISCELLANEA.

The City of Dublin Steam Packet Company’s vessels are being fitted up with the necessary apparatus for lighting on the Pintscli system.

A STEAM launch is about to be built by the Clyde Trustees, with special arrangements for storing the oil gas, by which a number of gas illuminated buoys and a lightship will be periodically supplied on the Pintsch system.

By a telegram to hand from Buenos Ayres via Lisbon, we learn that the Argentine Government are having a palace fitted up and got in readiness for the reception of the Emperor of Brazil, who has signified his intention of visiting the Buenos Ayres Exhibition in February next.

The ceremony of opening the new dock at Honfleur took place on Tuesday afternoon. The visitors, including M. Gambetta, were first conveyed round the dock in a train which was run on rails specially laid down for the purpose, and the dock was then formally opened by the raising of the sluices.

An interesting new revised edition of the races of mankind, by Mr. R. Brown, F.R.G.S., is being published by Messrs. Cassell and Co., with extensive alterations and additions, under the title of the “Peoples of the World.” Judging from Part I., the natural history of mankind is likely to be set forth in the work with much attractiveness.

There seems to be considerable activity, the Liverpool Journal of Commerce remarks, in shipbuilding in Nova Scotia. Messrs. Churchill and Son, of Hautsport, have launched the Shetland, of 1530 tons, the largest vessel ever built in the province, and four vessels of an aggregate tonnage of 4200 tons Avere launched by other firms in the course of the present month. Several contracts for vessels have also been entered into.

Gravesend is, after the 4th of October next, to be the port of embarkation for the Peninsular and Oriental Company’s steamships instead of Southampton. The new steamer Rome leaves on that day. Arrangements have been made Avith the London, Tilbury, and Southend Raihvay for the despatch of a special train from the Liverpool-street station of the Great Eastern Railway, at 11a.m. every Tuesday, to Tilbury, whence passengers will be conveyed to tbe company’s vessels in a commodious river steamer.

A neav lighthouse, in which the electric light is to be used, has just been completed at Marseilles. The cost of the light in this house Avill, it is estimated, be less than for oil or gas used in the ordinary lighthouses on the French coast, in the proportion of 2s. 3d. per hour against 3s. Id.; but if tbe cost is estimated on the basis of the quantity of light afforded it is estimated that the electric light Avill be seven times less than the cost of that which it will replace. The new lighthouse will be one of the finest on the French coast. The light will be visible at a distance of twentj -seven miles.

The Sanitary Engineering and Ventilation Company has published an illustrated and descriptive catalogue of the chief sanitary and economic appliances Avhich it is presumed this company propose to supply, and giving particulars and scale of fees which it is proposed to charge for inspection of houses for sanitary purposes, analysis of water and arrangements for ventilation. A copy of this catalogue was sent us some time since, but we did not notice anything in the selection of appliances made by the company which called for remark, and now that we have received another copy we are still unable to see wherein any special merit or novelty consists, except that people may go to the company instead of to a number of makers for articles and informatiom they may require.

The use of the telephone has been adopted on the system of the London, Chatham, and Dover Raihvay Company, and during the past feAv days the office of the superintendent, Mr. Cockburn, at Victoria, has been placed in immediate communication with Holborn Viaduct, the City terminal station; with Loughborough Junction, Avhere there are large sorting and make-up sidings; and Avith WandsAvorth-road, Avhere are the head-quarters of the locomotive and other departments. The goods manager’s office at Victoria has also been connected with the goods depot at Blackfriars. The instruments in use are constructed on the Gower-Bell principle, Avhich for some time has been used satisfactorily to connect the Victoria Station with the residence of the chairman, Mr. J. S. Forbes, at West Wickham, near Beckenham.

A curious metal or alloy, knoAvn as Kuehne’s Patent Phosphor Lead Bronze, is being introduced into England by Mr. Rudolphe Moss, Cheapside. It is possessed of great strength, and, at the same time those qualities which characterise the soft sloAvly-wearing bearing metallic alloys. It is said to be specially adapted for all purposes Avhere gun-metal and brass, as used in machinery, are subjected to constant wear, the effect of continuous friction or other causes. We have not ourselves made any experiments with the bronze, but the advantages claimed for “ Phosphor Lead Bronze” are given as follows by Messrs. H, H. Kuehne and Co., of Lobtan, Breslau :—{1) Self-lubricating properties ; (2) ten-fold ing capacity of any other metal or alloy; (3) great tensile strength combined Avith extreme hardness; (4) non-liability to fracture; (5) keeps perfectly cool under continuous and excessive friction. These qualities it need hardly be said are those most necessary for bearings and bushes of every description, guide blocks, slide valves and faces, piston rings, pinions, valves, &c.

On the 1st inst., the steamer Portugal, Avhich has been built to the order of the Empreza Nacional, of Lisbon, by Earle’s Shipbuilding and Engineering Company, was put upon her official trial. This vessel is intended to trade betAveen Lisbon and the West Coast of Africa, carrying mails and passengers. A trial of speed by the patent log gave 12 knots per hour. The dimensions of the Portugal are—length 291ft., breadth of beam 35ft., depth of hold 25ft. 6in., gross carrying capacity 1966 tons. The vessel is brig rigged, and Avill be able to carry a large spread of canvas. She is steered by steam gear, situated in deckhouse amidships, the gear in use being Bow and McLachlan’s, of Paisley. There is also in the steering-house a hand Avlieel, Avhich is ahvays connected, and Skinner’s patent hand steering gear Avhich can be almost instantaneously connected. The passenger accommodation is as follows : Saloon 60 passengers, second-class 32, third-class 120. The Portugal is paritally a double-bottom and partially a tank ship, and she carries 400 tons of water ballast, whilst her bunkers hold 360 tons of coal. She is propelled by engines of 220-liorse poAver nominal, and on the trial trip, Avith 62 revolutions they indicated 1342-horse power.

According to the report of the Commissioners of Patents for Inventions for the year 1880, the number of applications for letters patent during 1880 was 5517, being 179 more than in the preceding year. The letters patent sealed thereon were 3740 ; letters patent void, the patentees having neglected to file final specifications in pursuance thereof, 67 ; letters patent consequently remaining in force, 3673. Of these, final specifications Avere filed in respect of 3460; complete specifications Avere filed in respect of 213; total 3673. The lapsed applications from applicants having failed to seal their patents were 1771; from patentees having neglected to file final specifications, 67. There Avere also six applications under oppositions to grant or sealing of letters patent. The Patent Museum at South Kensington has been visited from its opening on June 22, 1857, to the end of 1880 by upwards of 4,976,000 persons. Duringthe last year there Avere 266,598 visitors.. 128 ornamental and 131 useful designs_ Avere provisionally-registered ; and complete registrations of 15,448 ornamental and, 102 useful designs were effected. There Avere also five designs, registered for sculpture. 2417 trade marks were advertised and 3118 registered during 1879. Since January 1, 1876, there lias, been a total of 21,636 marks advertised and 18,764 registered. The balance-sheet shows that the receipts of the Commissioners for the-year Avere £189,988, Avhich, after deducting the expenditure, left, them Avith a surplus income of £145,391

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The machine illustrated by the accompanying engravings is simple in construction, and presents some novel features which will command attention. It is made by Messrs. Wilson Bros, and Co., Darlington, for whom Mr. W. G. Fossick, of 36, Cannon-street, is the London agent, and the results of its continued practical use will be watched with some interest.

As will be seen from the engravings, the machine consists of a main frame A, tied together at bottom with bolts B B. The main driving shaft 0 receives its motion from a belt; on this shaft is keyed a heavy fly-wheel F, and a double friction clutch C C ; the latter is thrown in and out of gear by means of a lever L with connections to clutch. As soon as the lever L is moved towards machine, the large bevel wheel G receives motion as well as shaft It with worm S, thus causing the ram P to move forward. This ram has a stroke of 6in., but the man at the lever can regulate the stroke according to work. As will be seen, the ram has the same power at every part of its stroke, thus enabling the machine to take any thickness of work without alteration. Girders with their stiffeners bolted on can pass without any risk of being caught by the ram. Another advantage of the machine is that the man at the lever feels the pressure on the rivet, which is about 15 tons, and sufficient to close rivets up to lin. diameter. The lever L is connected to a self-acting safety apparatus which prevents the maximum length of stroke being exceeded.

The machine is, as we have said, simple in design, and does not seem to possess features which would make it liable to get out of repair. On the other hand it dispenses with features which cause some machines to give considerable occasional trouble. In working, it will of course be necessary to maintain the clutch in good order, so that the maximum pressure the framing will stand is not exceeded. The machine is arranged to serve as a bar straightening press and horizontal punch. We are informed that it will close up from 1200 to 1500 rivets in 91 hours, when served by two labourers and two boys, and worked in connection with a specially constructed furnace and overhead travelling crane, which accessories are supplied by the makers. The machine is also provided with an apparatus for rivetting flanges of girders or channels down to Sin. of depth. It can be seen at work daily at the Alliance Works of the makers.

is shown in Fig. 3 ; the valve can be lifted out of its seat to be cleaned or repaired.

Fig. 4 is a section of a double-action lift and force pump ; E is the framing ; B, the valves ; C D, the suction and delivery.

] N°2.

and perhaps the only objection that could be made to the apparatus is the difficulty which would attend the repairs of the volute plates. These are, however, comparatively cheaply made, and when made of copper would last many years without sity for renewal. As a distilling apparatus for troop, passenger,

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The accompanying engravings illustrate a simple and ingenious type of pump patented and manufactured by Mr. James Watson, Leven-street, Kirkdale, Liverpool. The principle involved consists in the use of india-rubber valves in the form of a sheet which is fitted between two faces properly shaped, and with sufficient space between them to allow the valve to fit closely in contact with the faces and to rise from them. The valve is held at its central portion securely between the two faces, which are so formed that there is only just sufficient space between them at this central portion to allow the valve to be fitted, but

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RAYNEE’S VOLUTE DISTILLING APPARATUS AND CONDENSER,

The annexed engravings illustrate

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a new form of distilling apparatus, applicable as a condenser or as a water heater. It is the invention of Mr. T. J. Rayner, and is manufactured by Mr. E. Suffield, at the Railway Copper Works, James-street, Commercial-road, East, London.

As will be seen

cattle, and other ships, the size is much less than that of any other yet produced, and it is made entirely of gun-metal and copper, the condensing surface being plated with tin, so that no corrosion can take place.

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face is cui’ved or sloped away from this central portion side of the valve, and the other face is curved or sloped outward on the other side. Through the flat portions which the valve seats are apertures for the passage of the water, while the curved portions serve as stops or guards.

Figs. 1, 2, and 3 show a pump barrel in section with a valve seated and held down by a screw bolt. A section of the valve

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from the engraving, the apparatus consists essentially of a cylindrical casing containing a hollow sheet metal volute, through which the cold water circulates, the steam for heating or to be condensed being introduced between the outer surfaces of the volute. In the arrangement shown the steam enters at A while the cold water enters at C. In entering, the cold water first meets the condensed steam in the lower volute,

and is thus effective in cooling the water of the condensed steam, The meeting of the British Association at \ ork terminated on whilst it is itself slightly warmed. It then passes upwards and Wednesday, the 7th instant. Several papers were read in the meets the hot steam in the large volute. The distilled water various sections, and a meeting of the General Committee passes out at B, and the overflow of circulating water passes out held. The next meeting is to be held at Southampton. The at L). The advantage of the apparatus is that an enormous Secretary—Mr. Griffiths—announced that the following were the heating or cooling surface is packed into a very small space, numbers of members who had attended this year’s meeting :— The arrangement is very simple, for the volutes are simply Old life members, 272 ; new life members, 28 ; old annual dropped into the casing and attached to the inflow and outflow members, 312 ; new annual members, 175 ; associates, 1232 ; of water or of steam when used as a distilling apparatus, as a , ladies, 514 ; foreign members, 24 ; total, 2556. Grants amount-condenser, or when employed as a water-heater respectively; ¹ ing to £1280 were made for scientific purposes.

THE BRITISH ASSOCIATION.

ENGINES OF THE S. S. VIRGINIAN AND VALENCIA N.

DESIGNED BY MR. GEORGE ALLIBON, AND CONSTRUCTED BY PALMER'S SHIPBUILDING COMPANY, YARROW ON-TYNE.

{For description see page 191.)

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LETTEES TO THE EDITOE.

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27, Leadenliall-street, E.C., September 5th, 1881.

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Another Midland Driver.

baffle it.

September 4th.

not trespass further upon your space. London.

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

LOSSES IN GOLD MINING.

SIR,—Your correspondent, Mr. Locke, has done good service to the mining world if he has succeeded in arousing attention to a fruitful source of loss in connection with gold mining. I refer to the large percentage of gold which passes away in the tailings, and to the necessity for more efficient apparatus or processes for extracting the same. Perhaps this loss will be more fully appreciated when it is stated that the actual cost of producing such tailings carrying 40 per cent, of metal is the same as the cost of producing the stamped material from which the paying metal is won, and that up to the point whence the gold is extracted all the charges which can be made against mining operations have to be debited against the crushed and stamped material. Tailings tli away containing 40 per cent, of gold and which must be paid for by the remainder from which only GO per cent, has been extracted, would surely pay for a little more care in treating, or more expense in plant specially designed to recover so much preoious metal.

There are several ways of providing against this loss ; the first and most rational one is to introduce an improved system of crushing the quartz rock, subdividing the work and reducing the cost per ton of stamped stuff; and another means of increasing the quantity of gold extracted would be by treating the tailings separately by self-acting machinery, all of which is possible if those responsible for the management of these mines would set themselves to seriously consider the matter.

I have long advocated the use of special machinery, ore crushers, or stone breakers, in which regard is had to cost of freight, transport, cost of erection and fitting to work These rough crush the material, which can be selected at this point. The quartz is passed on to one or more sets of crushing rollers with steel faces, and the whole of the stuff passed to the stamps for further treatment in cubes not larger than lin. These crushing rolls are also specially constructed with the same objects as the stone and ore crushers. The stamps are also made to be self-contained, require no massive timber bed to absorb shocks and vibration ; the framing is of wrought iron, and they can be erected and put to work without the slightest difficulty. Each part will only fit its own place, and cannot be placed in a wrong position. I use the minimum quantity of water during the stamping process; these stamps are self-feeding and self-delivering. The effectiveness of the blow is very much increased by the speed at which it is given, 130 to 150 strokes per minute, and I have a patent elastic arrangement for giving a dead blow. After the stamps I prefer a system of classifiers and concentrators, as explained by your correspondent, Mr. Evans, last week.

I am developing an entirely new system of treating the tailings, by which I hope to be able to considerably reduce the amount of gold contained therein. Such a system can be used upon any mine, and can be made to dovetail in with any system of dressing or amalgamation.

TRACTION ENGINE WITH COUPLED ROAD WHEELS.

Sir,—Among those who have attempted to couple all the wheels of traction engines, none, I should imagine, have carried out the idea in a more simple and satisfactory manner than was done by Mr. Lee in his coupled engine, brought out some twelve or thirteen Yet, in spite of the favourable appearance of this engine advantage of which was that the coupling arrangements did not interfere with the steering—it failed to secure a footing, and is now quite forgotten. The example of a coupled traction engine, illustrated and described in your esteemed journal of 26tli August, 1881, although not shown in much detail, will, however, be examined with interest by some of your readers.

It is stated in the description of the engine that the four wheels are coupled to “increase the tractive power of the engine, and to afford greater facilities for getting along soft ground or out of holes.” With ordinary care and tact on the part of the driver, an engine may generally he kept from sinking into holes when traversing soft land; whereas a clumsy and inexperienced driver is sure to become half buried. Do not misunderstand me. I do not say that by careful driving an engine may be prevented from sinking at all; but I do say that we have no occasion to expect an engine to be continually getting into this difficulty; for I have known some drivers who have had charge of engines travelling over land and roads, under all conditions, for several years, without once allowing them to become engulfed. But in case such an accident should happen, all traction engines are now equipped with spuds, or anchors, winding drum, and rope; and by the aid of these simple expedients the engine is able to quickly extricate itself from the difficulty. Therefore it does not appear to to be good policy to make an engine extremely unhandy and cumbersome just to facilitate it when labouring under peculiar circumstances, which may only occasionally arise, and with care may even be, with a well-designed engine, entirely averted. In other words, we will presume that for every day that an engine has to traverse soft land it has ten days to travel over hard land and ordinary roads, and for this one day’s work the engine is fitted with an arrangement which sadly interferes with its working, and makes it unhandy for the ten days’ work. Thus, for the sake of coupling the wheels together—the advantage of which is rather doubtful—this engine is made heavier than necessary by the employment of cumbersome castings under the fore part of the engine, and a double set of gearing, &c.; it is made more awkward to steer, and will not turn sufficiently into lock to admit of its being used in crowded neighbourhoods ; more wearing parts are introduced; and the front axle is made of such an unreasonable width—8ft. 9in. over all—that the gateways in the district in which it is intended to work would have to be modified to suit it.

It is not at all likely that, by any complicated devices, such as coupling the wheels of traction engines together, or by using a continuous railway, that steam transport will become successful over bogs, morasses, or quagmires. On ordinary roads, sufficient tractive power can be obtained by the use of two good driving wheels ; and when the ground is soft, an increase of drivers will only increase the trouble; for those who have spent any festive times with submerged traction engines well know, that if the leading wheels only manage to keep on the surface, the engine may be speedily extricated, but if the front wheels sink as well as the hind ones, nothing can be done to mend the position until the front of the engine is lifted on to planks, &c. It almost looks as though this engine was suitably arranged for digging holes for the front wheels as well as the hind ones. It is possible that my estimate of the utility of this departure in traction engine design may prove to be erroneous, and that during the next four or five years we may see these engines becoming quite common; or, on the other hand-—shall we have to say in this case, as in others of a similar character—that this was the only engine made

Query.

THE SPLIT BOSS PROPELLER.

Sir,—In your last issue, the launch of the steamship Raleigh, built by Messrs. Caird and Purdie, of Barrow, and engined by Messrs. Westray and Copeland, was mentioned and her dimensions given. This vessel, being one of a considerable number of large steamers already fitted with the “ split boss propeller,” I therefore take this opportunity of supplying the omission in your account of the launch already mentioned. One of the first steamers fitted with this propeller, the Aristides, is now nearly due in Liverpool from Rangoon ; the reports received from the engineers in charge the outward trip have been of a highly favourable nature as to the behaviour of this propeller under very adverse circumstances as to weather, &c, Enclosed, please find list of steamers already fitted -with the “ split boss propeller,” and by which it will be that the many advantages it possesses over the solid propeller being readily taken notice of and adopted by the shipping interest.

John Hayes,

Agent to the Patentees of the Split Boss Propeller.

VACUUM BRAKES.

Sir,—I can fully corroborate every word that “A Midland Driver ” has stated in this week’s issue. When we first had the brake the engines had pumps to maintain the constant vacuum, but now we have the small ejector always blowing; this acts just like a damper. Midland engines which will steam splendidly, and run to time with twenty to twenty-two vehicles, will, when the small ejector is “ on,” barely get steam enough to keep time. All the above, bad as it is, is not the chief fault have to contend with. Are you aware, Sir, of a very dangerous fact in connection with the Midland vacuum—when we put our brake “on” the train, the power all leaks away, and the blocks come from the wheels in a minute or so; if we are delayed by several signals near together we have not time to create another vacuum, and have to make many of the stops with the steam brake only. Again, there are some course, this leaking off brake is no use them.

Sir,—In your issue of September 2nd I notice a letter about the vacuum brake, now in successful operation on several lines of railway, and signed “AMidland Driver.” “If,” he says, “my mate uses the vacuum brake, the steam from the ejector flows, damping the fire.” The remedy is surely obvious : Carry up the discharge-pipe higher—if need be, to the top of the chimney. The ejected steam will then rather aid the draught, and certainly not

A Constant Reader.

PREVENTING SHIPS FROM SINKING.

Sir,—I am pleased to see that, in your last week’s issue, you have inserted a short notice of an invention patented by Mr. R. G. Sayers. I think this invention is one which deserves the attention of shipowners, and others interested in the safety of ships and their crews and cargoes; and I would remark that its application is more extensive than may at first sight appear. For example, when ships run aground, and cannot be moved until the next tide lifts them off, by means of this invention they might be floated off in the course of an hour ; or should they be fast aground at high water, the bags described might be made use of instead of throwing cargo overboard. And again, if the propeller be in need of repairs or tightening, or the stern gland requires packing, instead of shifting the cargo from the after to the forward part of the vessel, the stern might be lifted by drawing a number of these bags down into the water at the after part of the ship. Other cases could be mentioned in which it might be applied with advantage, but I will

Engineer.

ADVERTISERS AND REPLIES TO ADVERTISEMENTS.

Sir,—I take the liberty of addressing you on a subject of some importance to those who, like myself, belong to the army of the great unwashed. If you deem this worthy of insertion the effect may be to moderate the sanguine hopes of some of my class, without diminishing their number—which will, doubtless, be a source of gratification to advertisers. An advertisement appeared in your columns during the past month: “Wanted, good fitters, erectors, turners, and smiths,” &c. In consequence of this I sent an application three weeks ago, but up to date I have received no answer. Further, I find that a highly respectable friend of mine has been treated in the same manner. Now, Sir, I do not complain of the immunity which advertisers enjoy over the common courtesies of life, by virtue of their identity being shrouded under a number. This method has the high sanction of the State to a class in some of its institutions ; but here, I apprehend, the parallel ends. No doubt the timid require a safeguard of some description against the clamorous host; but whether it should take a numeral form must remain for metaphysicians, and not mechanics, to decide.

I will not encroach further on your valuable space with platitudes on courtesy, and such old-fashioned stuff, but take the liberty of suggesting to the sapient mind of the advertiser and his mystic brethren that in future applicants be advised to enclose an addressed stamped envelope containing this brief but pointed paragraph : “ Services not required.” This would meet almost every case, and could be modified at will. The extra cost to the applicant .vould be merely nominal, and effectually relieve the victim of suspense. I disclaim any credit for this suggestion, but shall be amply recompensed in feeling conscious that I have simply done my duty. I shall be glad if these few lines will have the effect of exploding the mistaken idea that applicants have any further claim on advertisers after the latter have defrayed the cost of the advertisement.    J. K. Laidler.

Radbourne-terrace, Gateshead-on-Tyne,

Ryland’s Iron, Steel and Tin-plate Trades Directory.— Ryland’s iron trade circular is so widely known and appreciated by all interested in the production and sale of iron, steel, coal, tin, &c., that it is hardly necessary to do more than call attention to the directory before us, as its completeness will be felt by all to be assured by the intimate relation of the publishers of the Circular, with all that pertains to the trades to which the new volume is a directory. Besides the trades referred to above it is a guide to the iron ore mines and collieries of Great Britain, and the large map which accompanies it indicates the seats of these industries in Ireland also. While speaking of this map, however, it may be mentioned that it appears to be a mistake to indicate by the same mark the iron ore mines proper and those whereat iron ore is worked with the coal. If the same colour must be used it would be as well to use a line in one case and a dot or round spot in the other rather than lines of somewhat different lengths. The several railway maps of districts which respectively accompany the different parts of the directory are sufficiently large for clearness, though provement might be here made by extra clearness in the names of places, a much smaller type being used than is necessary. From the pages of the directory we gather that there are in these trades 725 brands and trade marks ; 203 blast furnace works ; 289 works making manufactured iron ; 156 crucible steel works ; 51 Bessemer and Siemens’ steel works ; 82 tin-plate works ; 51 works producing Bessemer and hematite pig iron; 12 works producing cold blast pig iron ; 176 works producing mine, part mine and cinder pig iron ; 151 makers of bar iron ; 102 makers of angle iron; 38 makers of horseshoe iron ; 22 nail rod makers ; 76 plate makers ; 39 iron rail makers; 16 steel rail makers; 57 section iron makers ; 86 sheet iron makers; and 44 T-iron makers; nearly 4000 collieries and 400 iron ore mines. We cannot better give an idea of the character of the directory than by noting the following contents : Postal and telegraphic address of works ; names of partners, managing directors, and others of prominence ; address of London or other branch offices, and names of representatives ; nearest railway station for inland transit or shipment; particulars of every description of iron, steel, or tin-plates made ; qualities of iron made; number of blast furnaces, puddling furnaces, rolling mills, forges, trains, hammers, &c.; capacity of works; brands and trade marks; an arrangement of the said iron, steel, and tin-plate works in town and counties; list of the collieries in the United Kingdom, arranged in counties and towns; list of the iron ore mines of the United Kingdom; statistics ; specially prepared railway maps ; map of the ironworks, iron ore mines, and coal measures of Great Britain, as published by the proprietors in January, 1880,    .....

PATENT LAW REFORM.

[Concluded from page 173.]

XV.—Supplemental as to Procedure.

43. —(1) The Commissioners and Examiners may for purposes of this part of this Act administer and take or cause to be administered and taken oaths and declarations.

(2) If any person in any testimony given on oath or affidavit or in any declaration made under this section wilfully and corruptly makes a statement false in any material particular, he shall be guilty of perjury.

44. —(1) Notwithstanding anything in this Act, an applicant for a patent may from time to time obtain from the Commissioners, if and as far and on such terms (if any) as the Commissioners think fit, and whether the original period is expired or not, an extension, of the period of provisional protection, not exceeding twelve months in the whole from the date of the application for the patent.

(2) In every such case everything done or happening within the extended period shall have effect as if it had been done or had happened within the period originally allowed.

45. —(1) Where the Commissioners or an Examiner hear an. opponent, they or he may if they or he think fit direct by and to. whom the costs of the hearing and proceedings connected therewith or any part thereof shall be paid, and how and by whom the-amount thereof shall be ascertained :

(2)    If any costs so directed to be paid are not paid within four-days after service of notice of the amount thereof so ascertained on the party liable to pay the same, the Commissioners may make an order for payment thereof, and that order may be made a rule of the High Court of Justice.

(3)    This section does not extend to empower the Commissioners-, to direct the costs of opposition to an application for prolongation to be paid by the patentee, in the absence of fraud or misconduct; on the part of the patentee.

46. —(1) An opponent of the grant of or of the amendment of a patent, and an applicant for revocation of a patent, must deliver the prescribed particulars of the objections on which he relies.

(2)    Evidence in proof of an objection of which particulars have not been delivered is not admissible, save by leave of the Examiner or Commissioners hearing the case.

(3)    Particulars delivered may be from time to time amended by leave of the Examiner or Commissioners hearing the case.

47. —(1) On any opposition to grant of a patent and on any petition for revocation of a patent, the Commissioners may, and on the request of either party shall, obtain the assistance of an expert as assessor.

(2)    In appointing an assessor the Commissioners shall have regard to the wishes of the parties if they agree.

(3)    The duty of an assessor is to give his opinion on any question at the request of the Commissioners, and on any other question which he deems important for the decision of the case, but he has no voice in the decision.

(4)    The remuneration of an assessor may be paid as part of the expenses of the execution of this Act, or by the parties as part of the costs of the proceedings, or partly in one way and partly in the other, as may, subject to general rules, be directed by the Commissioners.

XVI.—Supplemental as to Commissioners.

48. —The Treasury shall provide an office for the Commissioners called the Patent-office, with a museum and library, and any other buildings that may be requisite for purposes of this Act.

49. —There shall be paid out of money provided by Parliament to each Commissioner such yearly salary not exceeding [

] and to the Examiners such yearly salaries not exceeding in the case of any Examiner [    ] as the

Treasury determine.

50. —(1) The Commissioners may from time to time after the passing of this Act, subject to the approval of the Treasury, appoint so many clerks and officers as they think fit, and may from time to time remove any of those clerks and officers.

(2) The salaries of those clerks and officers shall be fixed by the Commissioners subject to the approval of the Treasury, and the same and the current and the incidental expenses of the Commissioners in the execution of this Act shall be paid out of money provided by Parliament.

51. —The Commissioners may at any time after the passing of this Act and from time to time (subject to the provisions of this Act) make vary and rescind general rules for prescribing and regulating—

(a)    The form and contents of applications specifications drawings declarations objections certificates reports amendments patents and other documents, and of copies and extracts, and the lodging making recording issuing publishing and inspecting, and otherwise proceeding on and dealing with the same or any of them ;

(b)    The evidence and procedure on hearing applications oppositions and petitions for prolongation or revocation ;

(c)    The advertisement in a journal to be published periodically by the Commissioners or otherwise, of all matters whereof notice is required to be published by the Commissioners under this Act;

(d)    The keeping of the Register of Patents and ot the

Register of Proprietors :    ,..    ,.    .

(e)    The opening to public inspection, and the publication and sale of copies of specifications drawings models amendments reports and other papers.

If) The presentation of copies of the publications of the Commissioners to public libraries and museums, literary and scientific bodies and official authorities m the

United Kingdom and abroad :

(n) The making printing publishing and selling of indexes to and abridgments of specifications and other documents

in the Patent-office :

(h)    The admission of the public to the museum and library

provided under this Act :    ,

(i)    The remuneration (subject to the approval ot tiie Treasury) of assessors:

(k) And generally for prescribing and regulating the management of the Patent-office museum and library and all things by this Act placed under the direction or control of the Commissioners.

52 —(1) All general rules made under this Act by the Commissioners shall as soon as may be after they are made be laid before both Houses of Parliament if Parliament be sitting ; and it 1 arlia-ment be not sitting then within fourteen days of the commencement of the next Session.    ,, ,.

(2)    If within six weeks of any rule being laid before Parliament either House resolve that the same ought to be disallowed, that rule shall be invalid and of no effect, without prejudice nevertheless to any operation of the rule before disallowance.

(3)    A rule though made before, does not in any case take effect till after, the commencement of this Act.

53.-Copies or extracts of or from the Register of Patents and the Register of Proprietors, and of or from specifications amendments and other documents m the Patent-office shall, if certified on behalf of and sealed with the seal of the Commissioners, be admitted in evidence in all courts m her Majesty s dominions, and in all proceedings without further proof and without production ot

Commissioners    cause a report respecting the

execution by or under them of this Act to be laid annually before both Houses of Parliament, together with an account of all fees salaries and other moneys received and paid under this Act.

55__(1) Not less than two Commissioners shall sit on the hearing

of any opposition to the grant or prolongation of a patent, or of any petition for revocation of a patent or of any question as to the

GO

remuneration to be paid by the Crown for use of an invention or as to the grant of licences :

(2)    Not less than two Commissioners shall concur in the making of any general rule, and in the appointment or removal of any examiner, clerk or officer ;

(3)    Subject as aforesaid and to any general rule of tire Commissioners, any powers of the Commissioners under this part of this Act may be exercised by any one or more of them ;

(4)    Any act of the Commissioners shall not be invalid by reason only of any vacancy in their body or of the power to appoint any Commissioner not having been exercised.

56.—(1) During a vacancy in the office or during the illness or absence of any Commissioner, or whenever for any other reason the Commissioners deem expedient, an Examiner may be appointed by writing under the hands of two Commissioners to act as and exercise all the powers of a Commissioner under this part of this Act.

(2) Any such appointment shall be for a term not exceeding six months, but may be renewed.

BART II,

Infringement of Patents.

57. —An action or other proceeding foi infringement of a patent shall not after the commencement of this Act be commenced in any of her Majesty’s Courts of Justice in England.

58. —For the purposes of this Act a person is deemed to infringe a patent if he copies altogether or in part the invention of a patentee with the view of effecting the same or a like object, and fails to establish any of the pleas allowed by this Act in a proceeding for infringement.

59. —(1) A patentee may complain of any infringement of his patent to the Commissioners.

(2)    The complaint shall be heard and determined by the Commissioner (other than the legal Commissioner) who is best acquainted with the subject matter of the complaint, assisted by a legal assessor to be appointed for the purpose by the Commissioners.

(3)    An appeal shall lie from the decision of the tribunal thus constituted to the three Commissioners, who shall hear the complaint de novo and their decision shall be final.

(4)    The Commissioner or Commissioners sitting to hear any complaint may decide all questions of law and fact; they may by themselves, or by any person appointed by them, enter and inspect any place or thing being the property or under the control of any party to a proceeding before them ; they may require the attendance of any person as a witness and the production of books and papers relating to the matter before them; and generally they may (subject to the provisions of this Act) exercise all such jurisdiction and powers and make such orders as might have been exercised and made in a like case by any division or judge of the High Court of Justice in England.

60. —The pleas allowed by this Act in a proceeding under this Act for infringement of a patent are—

That the particular matters alleged to be infringed do not show sufficient invention to justify the grant of a patent, or are not new within the meaning of this Act;

That the patentee is not the true inventor of the invention or of so much of it as is alleged to be infringed ;

That the matters complained of do not amount to infringement ;

That the claim of the patentee as respects the matters complained of is not stated with sufficient clearness ;

That the specification is, as respects the matters complained of, incomplete or misleading ;

That the patentee, as respects any matter complained of, withheld that which he knew to be a better description than that given in the specification,

61. —(1) In a proceeding for infringement of a patent the complainant must deliver the prescribed particulars of the infringement complained of :

(2)    The defendant must deliver the prescribed particulars of the objection on which he relies in support of his pleas or plea :

(3)    In every case the particulars delivered shall comprise a statement of the places and manner at and in which the complainant or defendant alleges the infringement to have been committed, or the acts and things on which he founds the objections to have been done or to have happened, or the invention to have been, before the date of the patent published or used :

(4)    At the hearing no evidence shall, except by leave of the Commissioners, be admitted in proof of any alleged infringement or objection of which particulars are not so delivered ;

(5)    Particulars delivered may be from time to time amended, by leave of the Commissioners :

(6)    On taxation of costs regard shall be had to the particulars delivered by the complainant and by the defendant; and they respectively shall not be allowed any costs in respect of any particular delivered by them unless the same is certified by the Commissioners to have been proven or to have been reasonable and proper, without regard to the general costs of the case.

62. — In any proceeding for infringement of a patent the Commissioners may, and on the application of either party shall obtain the assistance of an expert as assessor; and the provisions of Part I. of this Act relative to experts as assessors (including the provision as to remuneration) shall apply as if they were repeated in this section.

63. —(1) The Commissioners may at any time after the passing of this Act and from time to time make vary and rescind rules of procedure prescribing and regulating—

(а)    The form nature and service of complaints particulars notices and other documents ;

(б)    The period within which anything is to be done in a

proceeding for infringement;

(c)    The nature and amount of security for costs to be given

by complainants and others ;

(d)    Generally the sittings of the Commissioners and the procedure on all matters brought before them under this part of this Act.

_ (2) Every rule made under this part of this Act by the Commissioners shall as soon as may be after it is made be laid before both Houses of Parliament if Parliament be sitting ; and if Parliament be not sitting then within fourteen days of the commencement of the next session :

_ (3) If within six weeks of any rule being laid before Parliament either House resolve that the same ought to be disallowed, that rule shall be invalid and of no effect, without prejudice nevertheless to any operation of the rule before disallowance :

(4) A rule, though made before, does not in any case take effect till after the commencement of this Act.

64. —(1) Every person required by the Commissioners to attend as a witness shall be allowed such expenses as would be allowed to a witness attending on subpoena in the High Court of Justice in England.

(2) In case of dispute as to the amount to be allowed, the shall be referred to a Master of the High Court of Justice, who, on request under the hands of the Commissioners, shall ascertain and certify the proper amount of such expenses.

6;).—(1) Any decision and any order made by the Commissioners under this part of this Aot may be made a rule or order of the High Court of Justice, and shall be enforced in like manner as any rule or order of such Court.

(2) For the purpose of carrying into effect this section general rules and orders may be made by the same authority and in the general rules and orders may be made with respect to any other proceedings in such Court.

66.    (1) Where a patent bears on it a statement of the report of

an Examiner in accordance with the provisions in that behalf of Part I. of this Act, then in the event of the patentee instituting any proceeding for infringement of the patent he shall give security for costs of such amount (not being less than one hundred pounds)

as the Commissioners think fit to order; and if he fails in the proceeding on any ground indicated in the said report he shall pay the costs of the defendant as between solicitor and client.

(2) Subject as aforesaid the costs of and incidental to any proceedings before the Commissions under this part of this Act shall be in the discretion of the Commissioners.

67. —The costs, charges and expenses of and incidental to any proceedings before the Commissioners which are incurred by any person shall if required be taxed in the same manner and by the same persons as if such proceedings were proceedings in the High Court of Justice,

68. —This part of the Act does not extend to Scotland, Ireland, the Channel Islands, or the Isle of Man.

PART in.

General Provisions.

69. —Every document purporting to be signed by the Commissioners or any of them shall be received in evidence without proof of such signature, and until the contrary is proved shall be deemed to have been signed and to have been duly executed or issued by the Commissioners

70. —The Public Offices Fees Act, 1866, shall apply to all fees taken in relation to any proceedings before the Commissioners.

Any fee or payment in the nature or lieu of a fee paid in respect of any proceedings before the Commissioners and collected otherwise than by means of stamps shall be paid into the receipt of her Majesty’s Exchequer in such manner as the Treasury from time to time direct and carried to the Consolidated Fund.

71. —(1) Any notice required or authorised to be given under this Act may be in writing or in print or partly in writing and partly in print, and may be sent by post;

(2)    If sent by post a notice shall be deemed to have been received at the time when the letter containing the same would have been delivered in the ordinary course of the post;

(3)    In proving such sending it shall be sufficient to prove that the letter containing the notice was prepaid and properly addressed and put into a Post-office,

THE FIRST SCHEDULE, Part I.

Acts partly repealed.

Session and chapter.

21 James I. c. .‘i [Statute of Monopolies.]

7 and 8 Viet. c. 69.

28 and 29 Viet. c. 3.

33 and 34 Viet. c. 27.

Session and chapter.

same

same manner as

PART IY.

I.—Transitory Provisions.

72. —(i) Every patent granted before the commencement of this Act shall have such duration only as it would have had if this Act had not been passed ; but as regards the third and the seventh year -—if unexpired at the time of the commencement of this Act—of its term, it shall, notwithstanding anything in any such patent contained, be subject to stamp duties of £30 and £60 respectively and to no others; and the provisions of this Act respecting a certificate of renewal and respecting accident, mistake, or inadvertence in relation thereto shall also extend to every such patent:

(2)    The provisions of this Act relating to the Crown and to the power of the Commissioners to order a patentee to grant licences shall not extend to patents granted before the commencement of this Act:

(3)    Any action or other proceeding in respect of a patent pending at the commencement of this Act shall be tried and continued in like manner as if this Act had not been passed :

(4)    The term of a patent granted before the commencement of this Act may be prolonged for any period not exceeding fourteen years, as the Commissioners may see fit:

(5)    In all other respects this Act shall extend to all patents granted before the commencement of this Act in substitution for such enactments as would have applied thereto if this Act had not been passed; and in particular such patents are hereby expressly excepted from the operation of the statute of monopolies, and shall not be invalidated or affected by anything therein contained.

73. —The register of patents and the register of proprietors kept under any enactment repealed by this Act shall respectively be deemed parts of the register of patents and the register of proprietors kept under this Act.

74. —All applications for patents pending at the passing of this Act shall be heard and disposed of in the interval between the passing and the commencement of this Act, as if this Act had not been passed.

75. —(1) All books, documents, andotherpropertyof every description vested in or under the management of the Commissioners of Patents for Inventions existing at the commencement of this Act shall immediately on its commencement vest in and be under the management of the Commissioners constituted by this Act.

(2) At the same time the staff of officers and servants of the existing Patent-office shall, subject to any other arrangements made by the Treasury, be transferred to the Patent-office under this Act, at the like salaries and on the like tenure of their offices and places, and with as nearly as may be the like duties as formerly.

76. —The repeal of enactments or any other thing in this Act contained shall not —

(a) affect the past operation of any of those enactments or the validity of any patent granted, or any compensation granted, or anything done or suffered under, or by any of those enactments before or at the commencement of this Act; or

(h) interfere with the prosecution of any action or proceeding civil or criminal pending at the commencement of this Act in respect thereof; or

(c) take away or abridge any protection or benefit in relation to any such action or proceeding.

II.—Transfer of Powers as to Registration of Trade Marks and Copyright of Designs.

77. -—All powers, duties, and authorities vested in, imposed on, or exercisable by the existing Commissioners of Patents under the Acts relating to registration of trade marks, and the Acts relating to copyright of designs, are hereby transferred to, vested in, and imposed on the Commissioners constituted by this Act; and those Acts shall be read and have effect accordingly.

’III.—Scotland.

78. -—A penalty under this Act in respect to the unauthorised use of a name, word, stamp, mark, or device, may be recovered in Scotland by action or other proceeding or information in the Court of Session.

79. -—An order of the Commissioners for payment of costs may be recorded in the books of council and session in Scotland to the effect that execution may pass thereupon in common form.

IY.—Ireland.

80. —Notwithstanding anything in this Act, all parties shall have in Ireland their remedies under or in respect of a patent as if it had been granted to extend to Ireland only.

V.—Saving for Crown,

81. —Notwithstanding anything in this Act, it shall be lawful for her Majesty the Queen, her heirs or successors, by warrant under Royal Sign Manual—

To direct any specification to be cancelled before the sealing of the patent, and thereupon the provisional protection shall cease :

To direct the Commissioners to refuse the sealing or issue of a patent:

To direct the insertion in any patent of any restrictions, conditions, or provisoes.

82. —Nothing in this Act shall take away, abridge, or prejudicially affect the prerogative of the Crown in relation to the granting of any letters patent, or to the withholding of a grant thereof.

Title or short title.

Extent of repeal.

An Act concerning Monopolies and Section six. 'Dispensations of Penal Laws and the Forfeiture thereof.

An Act for amending an Act passed in the fourth year of the reign of his late Majesty, intituled an Act for the better Administration of Justice in his Majesty’s Privy Council, and to extend its jurisdiction and powers.

The Industrial Exhibition Act, 1805.

The Protection of Inventions Act, 1870.

Part II.

Acts wholly repealed..

Title or short title.

Sections two to five, both inclusive.

Section three,

Section two.

5 and 6 Will. IV. c. S3. An Act to amend the Law touching Letters Patent for Inventions,

An Act to amend an Act of the fifth and sixth years of the reign of King William the Fourth, entituled an Act to amend the Law touching Letters Patent for Inventions.

2 and 3 Viet. c. 67,

15 and 16 Viet. c. 83.

16 and 17 Viet, c, 5.

10 and 17 Viet. c. 115.

22 Viet, c, 13,

The Patent Law Amendment Act, 1852.

An Act to substitute Stamp Duties for fees on passing Letters Patent for Inventions, and to provide for the purchase for the public use of certain Indexes of Specifications.

An Act to amend certain provisions of the Patent Law Amendment Act, 1852, in respect of the transmission of certified copies of Letters Patent and specifications to certain offices in Edinburgh and Dublin, and otherwise to amend the said Act.

An Act to amend the Law concerning Patents for Inventions with respect to Inventions for Improvements in Instruments and Munitions

of

ir.

THE SECOND SCHEDULE.

Form or Letters Patent.

This schedule recites the form of the grant of letters patent in accordance with the terms of the proposed law as already given,

Specification,

To all to whom these presents shall come :

I, A. B., of

send greeting;

* Whereas I the said A. B., on the    day of    18

lodged in the Patent-office a provisional specification of the invention herein mentioned and applied for a grant of a patent for my gaid invention unto me the said A. B., my executors, administrators and assigns. Now know ye that I the said A. B. do hereby declare the nature of my said invention and in. what planner the same is to be performed to be particularly described in and by the following statement (that is to say)

[Describe the Invention.]

In witness whereof I have hereunto set my hand and seal this

A.p,

day of

US,

THE THIRD SCHEDULE.

Stamp Duties.

£ s.

©    © o oooooop-

On application ...    ...    ...    ...........

On grant of patent.................

On expiration of 4th year of patent .....

On expiration of 8tli year of patent .....

On application to amend specification,........

Revised pursuant to instructions in Conference,

G. A. R. Fitzgepalp«

Westminster, 21st July, 1881, Further revised, Westminster, 30tli July, 1881.

2 10 2 10

10 0

G. A. R. Fitzgerald.

Torpedo Boats.—On the 18th ult. a trial took place of one of two sea-going torpedo boats built for the Austro-Hungarian Government by Messrs. Yarrow and Co., of Poplar. The run was made over the measured mile at Long Reach, in the presence of Count Cassini, naval attache, and the chief officials of the constructive and engineering departments at Pola. The vessel in question is of the same dimensions and type as the Batoum, built last year by the same firm for the Russian Government, but in many respects considerably superior. Her dimensions are 100ft. in length by 12ift. beam. This class of boat as built by Messrs. Yarrow and Co7 has been proved to be thoroughly sea-going._ The Batoum steamed from London to the Black Sea. Two similar boats were built for the Argentine Government, one of which steamed round to Fiume and the other is now crossing the Atlantic. Six Greek boats also of the same dimensions have safely arrived in Greece. The engines are of the compound surface condensing type and indicate about 550-horse power, lhe boats are fitted with two rudders, one forward and one aft, which are actuated by steam, so that the manoeuvring powers are exceptionally good. A great improvement has been made in these boats as regards the manner in which the torpedo tubes are enclosed within the framework of the hull, so as to avoid the evils attendant upon the arrangement previously adopted, in which case the forward end of the tubes were exposed without any protection whatever, me the contract between the Austrian Government and Messrs. Yarrow and Co. were to obtain a speed on the measured

sufficient coal could be carried on board to ensure a run of 1000 miles. It was found during a run of four hours continuous steaming at a speed of eleven statute miles an hour, the exact consumption was iqii in ₀f Welsh coal per hour. As, however, such a vessel* can carry ten tons it is proved that torpedo boats of this size and description are capable of steaming a distanca of over 1200 miles without a fresh simply of fuel. It may, however, be mentioned that on some of the Greek boats built by the above, named firm of the same size, fifteen tons of fuel were carried} therefore 1200 miles may be considered as a very moderate estimate.

terms of

* Note.—If no provisional specification was lodged the recital will run : applied^fora grant of a’patent for the invention herein described untfl

me, Sic,

ENGINES OF THE S. S. VIRGINIAN AND VALE NCI AN.

DESIGNED BY MR. GEORGE AT.I.IBON, AND CONSTRUCTED BY PALMER’S SHIPBUILDING COMPANY, YARROW-ON-TYNE.

(.For description see page 191.)

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„ _    ,    ADVERTISEMENTS.

* T‘ie charge for Advertisements of four lines and under is three shillings ; tor every two lines afterwards one shilling and sixpence; odd lines charged one shilling. The line averages seven words, tisement measures an inch or

one

FOREIGN AGENTS FOR THE SALE OF THE ENGINEER

PARIS.—Madame Boyveau, Rue de la Banque.

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

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

, Twietmeyer, Bookseller.

NEW YORK.—The Willmer and Rogers News Company, 81, Beekman-Street.

TO CORRESPONDENTS.

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

*** We cannot undertake to return drawings or manuscripts; we must therefore request correspondents to keep copies.

*** 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.

J. T.—Clerk Maxwell's treatise “ On Heat" fully discusses Carnot's theorem. You will also And it ably treated in Goodeve’s treatise on the steam engine.

T. G. W. (Boston, Massachusetts).— We cannot supply the information you want, but you may perhaps get it from the Secretary of the Institution of Naval Architects, Adelphi, London.

G. W. W.—No Act of Parliament interferes directly and generally with the heights of weirs on running streams, but special powers are given in certain cases to district authorities who have charge of the conservation o/ particular streams. You will find that as a rule vested interests are most concerned in the maintenance of weirs.

HAND-SHEARING MACHINE AND WILSON’S SHIFTING SPANNER.

(To the Editor of The Engineer.)

Sir,—We will thank any of your correspondents to send us the address of the makers of a hand-shearing machine to cut plates }in. thick, and also the name and address of tho makers of “ Wilson’s” patent shifting spanners.    Shearing.

August 18th.

VELOCITY AND MOMENTUM.

(To the Editor of The Engineer.)

Sir,—Would any of your mathematical friends he kind enough to nnswor tho following questions, by rule, formula, or otherwise :—From what height will a ball weighing 15cwt.'have to fall to have the same momentum as a ball weighing 20 cwt. falling 20ft. ? If the velocity of sound is 1125ft. per second, what space would a body have to fall through so as the body would be the same time in falling as sound would be ascending ? By so doing they will greatly assist September 7th.

BOILERS HEATED BY PETROLEUM ON THE CASPIAN SEA.

(To the Editor of The Engineer.)

Sir,—In your paper of the 19th, “ M. A.” asks where the steamers whose boilers are fired by petroleum were built ? Some on the Thames— Constantine, Bariatinsky; some on Tyne, as Lebed; and some in Sweden; but none of these vessels were at first fired with petroleum. Their boilers are all of the ordinary type. They are used for wood, coals, or oil, indifferently. In using petroleum simple means are adopted. A cistern is placed at a convenient point, pipes are carried to the front of the boiler, where a pulveriser or feeder is placed, i.e., simply an injector, connected to the boiler in the usual way, but instead of feeding water into the boiler, it feeds petroleum into the furnace in the shape of spray mixed with the steam, which is found to be advisable. The fires are lighted with a little wood, and then for the whole voyage petroleum is used. On the Bariatinsky I have been round the Caspian, and have watched for twelve hours, constant steaming, not a single change made in the feed of petroleum—furnaces filled with a glowing heat, white flame, and not a drop of waste. Most of the boats are fitted up with “ pulverisers’’—the name given to them—made on the system of M. Lentz, a. Swedish engineer resident in Bakou. Some other systems being tried, especially for locomotives, one being a pipe carried round the fire-box at the level of the fire-bars, with a large number of small openings like gas burners, the petroleum being forced in by steam admitted to the main pipe, saturating the petroleum, generally the fire-bars used for coal or wood are not removed, so that no inconvenience arises if the supply of petroleum runs short. One important matter in using petroleum is the necessity of care and cleanliness, otherwise accumulations take place in the bilge, &c., gas is formed, and explosions ensue. Wood is becoming so dear on the Volga many steamers are being arranged to burn petroleum.

Nijni, August 29th.

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are

When an adver-

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Advertisements cannot be Inserted unless Delivered before Six o’clock on Thursday Evening in each Week.

V letters relating to Advertisements and the Publishing Department of the paper are to be addressed to the Publisher, Mr. George Leopold Riche ■ all other letters to be addressed to the Editor of The Engineer 163 Strand

DEATHS.

On the 2nd Sept., at Hillside, Belvedere-road, Upper Norwood Hamilton Ela Towle, C.E., of New York, aged 4S years.    ’

THE ENGINEER.

SEPTEMBER 9, 1881.

THE LOSS OF THE DOTEREL.

On Saturday, the court-martial on Commander Evans sat for the last time, and concluded the inquiry which has been carried out on board the Royal Adelaide, at Devon-port. Nominally appointed to try Commander Evans, the real function of the Court was to take evidence and pronounce an opinion as to the cause of the explosions on board the Doterel. Vice-Admiral Hood, the president, and his colleagues have not kept the world long in suspense. As soon as Commander Evans’s defence had been heard the cabin was cleared, and when the Court reassembled a short time afterwards, the Deputy Judge-Advocate read its finding as follows :—“The Court, having weighed and considered the whole of the evidence laid before it, do find that her Majesty’s ship Doterel was destroyed while at anchor at Sandy Point, in the Straits of Magellan,about 10 a.m. on the 26th of April, 1881, and is of opinion that this destruction was caused by two distinct explosions which took place on board her—the first being an explosion of gas evolved from the coal stowed in the bunkers, and the second an explosion of the powder stowed in the fore magazine. There is no direct evidence to show in which of the bunkers the first of these explosions originated, nor what was the actual cause of the ignition of the gas ; but the Court is of opinion that as the ship was about to complete with coal, a light may have been introduced into one of the bunkers for the purpose of examination of the bunker, and that an explosion of gas ensued which was instantaneously communicated to the other bunkers. The Court is further of opinion that the second explosion was a result of the first, and that the violence of the first explosion burst open the foremost bulkhead of the athwartship bunker, and that the inflamed gas passed direct into the interior of the magazine, either through ruptures made in the after bulkhead of the magazine, or through the copper pipe of the flooding arrangements for the magazine. This pipe was in the compartment immediately between the bunker and the after bulkhead of the magazine, and if it were broken a direct passage would at once be opened through this pipe into the interior of the magazine ; and the Court is of opinion that the powder stored in the magazine was in this manner exploded. The Court further finds that no blame is attributable to Commander Richard Evans and the surviving officers and crew of her Majesty’s ship Doterel for her destruction, and, therefore, fully acquits them of all blame in respect to it. And the said Commander Evans and the surviving officers and crew are hereby fully acquitted accordingly.”

The evidence given by the survivors and the divers added little or nothing to what has been long known. If our readers will turn to The Engineer for June 3rd, they will find a sketch plan of the Doterel, which shows the position of the magazine, the bunkers, and the boilers. The Doterel was virtually a sailing ship, and her engine-power was very moderate. Steam was supplied to compound engines by three small boilers standing side by side, parallel with the keel. The bunkers were three in number, one at each side of the ship, reaching partly over the boilers, and one athwartship bunker. Next to this bunker was the tank-room, in which were stowed a large number of rectangular galvanised tanks, holding water ; next came the chain cable locker ; and lastly, the magazine—a nearly cubical chamber, made of iron plates, with the exception of the floor, which was of wood. In this floor were two small hatches screwed down and caulked, through which access could be obtained to the space below the magazine, in order that the frames of the ship and the plates between them might be examined. A copper tube was fitted in the after bulkhead with a cock to permit the magazine to be flooded. There was also fitted to the magazine a small ventilating upcast pipe, of wood, in which were fixed several stout gauze screens. A great deal of time was taken up in endeavouring to reconcile the conflicting statements of various witnesses as to the precise construction of the magazine ;

witness, for example, asserting that there were no hatches in the floor of the magazine, while another was equally certain that there were two. The Court started with a theory, namely, that the destruction of the ship was due to an explosion of gas in one of the bunkers, and all their energies were concentrated on ascertaining how flame subsequently reached the magazine. That the boilers had not exploded every one knew weeks ago, when the report of the divers reached this country. The Court easily obtained the evidence they needed ; hence the verdict. It will, no doubt, be pronounced satisfactory and conclusive by many persons, yet, when the facts connected with the explosion, as set forth by the various witnesses, are fully and carefully examined, it will be seen that there is good reason for accepting the verdict of the Court as of doubtful value. In other words, we may say that the whole inquiry leaves many things unexplained, and consequently it would be unsafe to accept the theory of the Court as conclusive, or even very satisfactory.

We have no reason to doubt that an explosion of gas occurred first in one of the bunkers. If our readers will turn to the article we have already referred to, which appeared on the 3rd of June, they will see that we have stated as much, and more than as much ; for we then expressed doubts that the forward magazine ever exploded at all. The evidence which was not then available is now before us, but while it compels us to think that it is highly probable that the magazine did explode, we do not feel absolutely certain on this point. We have shown that quite sufficient energy might have been developed by a gas explosion to account for the destruction of the ship, so that it is not necessary to call in any other agency to explain what occurred. The only argument then remaining in favour of the explosion of the magazine is that the forward part of the ship was blown to bits, and that this wholesale and yet minute destruction could not have been caused by a gas explosion, which although possibly violent enough to disorganise her hull and send her to the bottom, would, it is urged, be incompetent to effect what has been effected. When, however, we read the evidence of the divers carefully, it will be found that although the bows of the ship are smashed and the iron is twisted and broken in all directions, the damage done is not so tremendous as might be assumed. It must not be forgotten that the ship went down head foremost, and pitched on rather a hard bottom. Now to drop a heavy ship from a height of 50ft.

or so on her bows would be quite sufficient to crumple her up; and although her fall was retarded and softened by the water, yet it was no doubt forcible enough to complete very effectively the damage begun by two heavy explosions. In other words, we do not think it is absolutely necessary to assume that five tons of powder were exploded on board the Doterel to account for the breaking up of less than one-half of her.

Assuming that the magazine did explode, then an explanation of two or three things is needed. There can no longer be any doubt but that two distinct explosions took place. An interval of at least twenty seconds intervened between them. Men thrown down by the first explosion had time to get up on their feet and speculate as to wliat had occurred before the second explosion took place. Commander Evans left his bath and ran across the ship in the interval between the two. What went on meanwhile ? The gas explosion would have, on the theory of the Court, to find its way through the bunker-plates, a bulkhead, and the tanks before it could directly reach the magazine. Indirectly it might reach it through the flooding pipe, or the inflamed gas might find its way down the ventilator by smashing the gauze stops before mentioned. If, however, flame entered by the flooding pipe, the effect would be precisely the same as though a musket with a small charge of loose powder had been fired into the magazine. If it did not produce its effect immediately it would not produce it at all. There could be no delay. The two explosions must be as practically simultaneous as those in the pan and in the barrel of a flint-lock fowling-piece. The fractured pipe would act, in a word, the part of a touch-hole. Again, if the bulkhead were fractured, its smashing and the leap of the flame into the magazine would have been simultaneous, and the explosion would have followed at once. The hypothesis of the Court is in this connection obviously strained, because it does not attach due weight to the circumstance that a comparatively long interval of time elapsed between the two explosions. There is, however, yet another point of which the Court took no cognisance whatever although it is of much importance. So far as we can learn, there was no loose powder of any kind in the magazine, every ounce of explosive material being hermetically sealed in metallic cases. It was next to impossible that the brief and feeble blast which could alone enter through the flooding pipe could ignite powder under such conditions. If a sufficiently large body of incandescent gas entered through the bulkhead and smashed up some of the cases, then an explosion would, no doubt, have taken place; but then, as we have said, the explosions in the bunkers and the magazine would have been practically simultaneous. It is for these reasons that we accept with doubt the possitive assertion that the magazine was blown up ; and if we grant that it was blown up—and we do not assert that it was not, but only that its destruction has not been conclusively proved— then, also, for the reasons we have stated, we are disposed to reject the explanations of the Court. A more rational hypothesis may be put forward. There was what is known as a break in the deck, that is to say, that portion of it next the bunkers was raised about 3ft. higher than that part over the magazine. The top of the athwartship bunker was higher than the hatch over the magazine, and the blast of heated gas might well rush forward between decks. The hatch would be readily burst up by the well-known exhaust action following an explosion, and sparks, cinders,flaming rope, or such like might then fall into the magazine through the handing-room, and it is not improbable that powder cases might be burst and ignited. We suppose, in other words, that the damage came from above, and that virtually a fire broke out in the magazine resulting in an explosion. We freely admit that this explanation is far-fetched, but it is not so far-fetched by a great deal as is the hypothesis of the Court. If we are asked how the second explosion occurred without the agency of the magazine, we reply that the tardy travelling of flame in dilute mixtures of coal gas is a well-known phenomenon, well illustrated by the Tottenham-court-road catastrophe, still, no doubt, fresh in the memories of many of our readers.

The more thoughtfully the Doterel explosion is investigated the more difficult does it appear to be to explain all the circumstances. The verdict of the Court is rough and ready, and no doubt good enough for its purpose. To paraphrase a well-known nautical phrase, it may be told to the sailors, but the scientific man will not accept it as conclusive. The Court might, indeed, had it been necessary, have taken a lesson from the cautious utterances of Professor Abel, one of the last witnesses examined. The only practical outcome of the inquiry is that more care will probably be taken in future to secure the ventilation of the coal bunkers of men-of-war.

ELECTRIC POWER.

Just now nothing save electricity is talked about in scientific circles. During the meeting of the British Association the greatest possible prominence was given to electrical questions and propositions. The success of the electric light, the introduction of the Faure battery with a great flourish of trumpets, and the magnificent display of electrical instruments and machinery at Paris, have all operated to the same end. The daily press has taken the subject up, and journals which were nothing hitherto if not political, now indulge in magnificent rhapsodies concerning the future of electricity. Even eminent engineers carried away by the intoxication of the moment, have not hesitated to say that the steam engine is doomed, and that, its place will be taken by the electricity engine. In the midst of all this noise, and clamour, and blowing of personal trumpets, it is not easy to keep one’s head clear, and mistakes may be made which will cause disappointment to many and retard the progress of electrical science. We confidently expect that electricity will prove a potent agent by-and-bye in the hands of the speculator for extracting gold from the pockets of the public, and we write now to warn our readers in time, and to endeavour to clear the air of some of the mists with which it is obscured. There is, no doubt, a great future before elec-

or

no

does not affect our statement. The use of elec-

staff has been appointed, no intimation of the fact has been published. The prospectus sets forth the names of the “ Consultative Committee.” We do not know what the func

tricity ; but it is equally certain that electricity can never do many things which the half-informed may be readily made to believe it will do. We propose here to say enough on this point to enlighten our readers, without troubling them with perplexing problems and speculations.

No one at this moment knows what electricity is ; but for our present purpose we may regard it as a fluid, nonelastic, and without weight, and universally diffused through the universe. To judge by recently published statements, a large section of the reading public are taught that this fluid is a source of power, and that it may be made to do the work of coal. This is a delusion. So long as electricity remains in what we may call a normal state of repose, it is inert. Before we can get any work out of electricity a somewhat greater amount of work must be done upon it. If this fundamental and most important truth be kept in view, it will not be easy to make a grave mistake in estimating the value of any of the numerous schemes for making electricity do work which will ere long be brought before the public. To render our meaning clearer, we may explain that in producing the electric light, for instance, a certain quantity of electricity passes in through one wire to the lamp, and precisely the same quantity passes out through the other wire, and on to the earth or return wire completing the circuit. Not only is the quantity the same, the velocity is also unchanged. But in going through the lamp the current has done something. It has overcome the resistance of the carbons, heated them to a dazzling vyhite heat, and so performed work. In doing this, the current of electricity has lost something. Led from the first lamp to a second, it is found powerless —if the first lamp be of sufficient size. What is it that the electricity has lost ? It has parted with what electricians term “ potential,” or the capacity for performing work. What this is precisely, or in what way the presence or absence of potential modifies the nature of the electric current, no one knows ; but it is known that this potential can only be conferred on electricity by doing work on the electricity in the first instance. The analogy between electricity and a liquid like water will now be recognised. So long as the water is at rest, it is inert. If we pump it up to a height, we confer on it the equivalent of potential. We can let the water fall into the buckets of an overshot wheel. Its velocity leaving the tail race may be identical with that at which it left the supply trough to descend on the wheel Its quantity will be the same. It will be in all respects unchanged, just as the current of electricity passing through a lamp is unchanged ; but it has, nevertheless, lost something. It has parted with its potential—its capacity for doing work—and it becomes once more inert. But the duty which it discharged in turning the mill wheel was somewhat less than the precise equivalent of the work done in pumping it up to a level with the top of the wheel. In the same way the electric current never can do work equal in amount to the work done on it in endowing it with potential.

It will thus be seen that electricity can only be used as a means of transmitting power from one place to another, or for storing power up at one time to be used at a subsequent period ; but it cannot be used to originate power in the way coal can be used. It possesses no inherent potential. It is incapable of performing work unless something is done to it first. We have spoken of it as a fluid, but only for the sake of illustration. As we have said, no one knows what it is, but the theory which bids fair for acceptance is that it is a mode of motion of the all-pervading ether. Very curious and instructive experiments are now being carried out in Paris by Dr. Bjerkness, of Christiania, in the Norwegian section of the electrical exhibition. This gentleman submerges thin elastic diaphragms in water, and causes them to vibrate, or rather pulsate, by compressed air. He finds that if they pulsate synchronously they attract each other. If the pulsations are not simultaneous, the discs repel each other. From this and other results he has obtained, it may be argued that the ether plays the part of the water in Dr. Bjerkness’ tank, and that when special forms of vibration are set up in bodies they become competent to attract or repel other bodies. This being so, it will be seen that the power of attraction or repulsion of an electrical body depends in the first instance on the motion set up in "the body attracted or repulsed, and this motion is, of course, some function of the work originally done on the body. We need not pursue this argument further. Among the most scientific investigators of the day it is admitted that the efficiency of electricity as a doer of work, or a producer of action at a distance, must depend for its value on the performance of work in some one way or another on the electricity itself in the first instance. It may be worth while here to dispel a popular delusion. It is held very generally that electricity can be made, as, for instance, by the galvanic battery. There is no reason to believe anything of the kind ; but whether it is or is not true that electricity is actually made by the combustion of zinc in a galvanic trough, it is quite certain that this electricity, unless it possesses potential, can do no work, no matter how great its quantity. Of course, it is to be understood that all electric currents possess potential. If they did not, their presence would be unknown; but the potential of a current is in all cases the result of work done on electricity, either by the oxidation of zinc, in some other way. This is a broad principle, but it is strictly consistent in every respect with the truth. Electricity then is, as we have said, totally different from coal; and it can never become a substitute for it alone. Water power, air power, or what we may, for want of a better phrase, call chemical power, combined with electricity, can be used as a substitute for coal; but electricity cannot of itself be employed to do work. It is true, however, that electricity, on which work has already been done, may be found in nature. Atmospheric electricity, for example, may perhaps yet be utilised. It is by means inconceivable that the electricity contained in a thunder cloud might be employed to charge a Faure battery; but up to the present no one has contemplated the obtaining of power from the clouds, and whether it is or is not practicable to utilise a great natural force in this way

tricity must be confined to its power of transmitting or storing up energy, and this truth being recognised, it becomes easy to estimate the future prospects of electricity at something like their proper value.

It has been proved to a certain extent that electricity can be used to transmit power to a distance, and that it can be used to store it up. Thus far the man of pure science. The engineer now comes on the stage and asks— Can practical difficulties be got over 1 Can it be made to pay ] In trying to answer these questions we cannot do better than deal with one or two definite proposals which have been recently made. That with which we shall first concern ourselves is that trains should be worked by Faure batteries instead of by steam. It is suggested that each carriage of a train should be provided with a dynamo motor, and that batteries enough should be carried by each to drive the wheels, and so propel the train. Let us see how such a scheme would comply with working conditions. Let us take for example a train of fifteen coaches on the Great Northern Railway, running without a stop to Peterborough in one hour and forty minutes. The power required would be about 500 horses indicated. To supply this for 100 minutes, even on the most absurdly favourable hypothesis, no less than 25 tons of Faure batteries would be required. Adding to these the weight of the dynamo motors, and that unavoidably added to the coaches, it will be seen that a weight equal to that of an engine would soon be reached. The only possible saving would be some 28 to 30 tons of tender. In return for this all the passengers would have to change coaches at Peterborough, as the train could not be delayed to replace the expended with fresh batteries. This is out of the question. The Faure batteries must all be carried on one vehicle or engine, which could be changed for another, like a locomotive. Even then no advantage would be gained. As to cost, it is very unlikely that the stationary engines which must be provided to drive the dynamo machines for charging the batteries would be more economical than locomotive engines ; and if we allow that the dynamo machine only wasted 10 per cent, of the power of the engine, the Faure batteries 10 per cent, of the power of the dynamo machines, and the dynamo motors 10 per cent, of the power of the batteries—all ridiculously favourable assumptions—yet the stationary engines would be handicapped with a difference in net efficiency between themselves and the locomotive—admitting the original efficiency per pound of coal in both to be the same—of some 27 per cent., we think we may relegate this scheme to the realms of oblivion. Another idea is that by putting-up turbines and dynamo machines the steam engine might be superseded by water power. Now it so happens that if all the water power of England were quadrupled it would not nearly suffice for our wants. It may be found worth while perhaps to construct steam engines close to coal pits and send' out power from these engines by wire ; but the question will be asked, which is the cheaper of the two, to send the coal or to send the power ? On the answer to this will depend the decision of the mill owners. Another favourite scheme is that embodied in the Siemens’ electrical railway. We believe' that there is a great future in store for electricity as a worker of tramway traffic ; but the traffic on a great line like the Midland or Great Northern Pailway could not be carried on by it. As Robert Stephenson said of the atmospheric system, it is not flexible enough. The working of points and crossings, and the shunting of trains and wagons, would present unsurmountable difficulties. We have cited proposals enough, we think, to illustrate our meaning. Sir William Armstrong, Sir Frederick Bramwell, Dr. Siemens, Sir W. Thompson, and many others may be excused if they are a little enthusiastic. They are just now overjoyed with success attained ; but when the time comes for sober reflection they will, no doubt, see good reason to moderate their views. No one can say, of course, what further discoveries may bring to light; but recent speakers and writers have found in what is known already, materials for sketching out a romance of electricity. It is but romancing to assert that the end of the steam engine is at hand. Wonderful and mystical as electricity is, there are some very hard and dry facts about it, and these facts are all opposed to the theory that it can become man’s servant of all work. Ariel-like, electricity may put a girdle round the earth in forty minutes ; but it shows no great aptitude for superseding the useful old giant steam, who has toiled for the world so long and to such good purpose.

reduced the consumption of water and the revenue. This continued up to less than two years ago, since which time there has been a rapid recovery, and the position of the Water Board has been materially improved. But the period for the obtaining of the land compulsorily for its reservoirs and the construction of the works rapidly passed, and the Water Board finds itself in a position of very great difficulty. It needs more water to meet the increasing demand ; and as its revenue has not been sufficient as yet to pay the interest on the money borrowed, there was a natural reluctance on the part of the ratepayers of the two towns to allow the additional works to be gone on with. But during the whole of last year the consumption of water rose rapidly, and when the prolonged winter set in, the demand was so great that the Board had not sufficient in its sixty million gallons weekly to meet it, and had to draw upon the reserve in the storage reservoir. Hence there has been forced on the Water Board the consideration of its position, and a decision has been come to that must be said to be dictated in considerable degree by the necessities of the financial position of the Water Board. In the last few months the demand for water on the average has continually grown, both for domestic uses and for manufacturing purposes, and now above fifty-eight million gallons are weekly abstracted from the river Tees out of the sixty thousand that may legally be taken. It has been decided to acquire compulsorily the land for part of the scheme of reservoirs authorised by the Act of five years ago; to construct one of these, and by storing the water, and giving compensation water to the river in its upper reaches, to use the power given in such a case to pump an additional quantity from the river at the present pumping station. The work will, it is estimated, be carried out gradually, so as to burden as little as possible the ratepayers of the two towns—the owners of the water supply ; and it is this and the fact that the water consumption is expected in the period of construction to increase, and consequently the revenue, that commends it to the favourable notice of those who bear the loss, and obtain any gain in the future. But it should not be forgotten that the scheme is open to grave objections. On the face of it the question arises, how is the need for water in the Tees district to be met during the period of the construction of the reservoirs ? The completion of these must take years ; and as the Water Board is at present pumping fifty-eight million gallons out of sixty million gallons, and as the demand is four or five million gallons a week above what it was last year, it is evident that there will be early a need for an additional supply of water, and there is the graver difficulty that one of the reasons which induced Parliament to assent to the compulsory purchase of the Water Board’s undertaking was that the two corporations loudly professed their willingness to give a supply of water purer and less objectionable than that taken from the polluted Tees. The great scheme of 1876 proposed to do this—the modification of it does not, for the idea is to pour water from the reservoirs into the Tees, and to pump it thence some miles lower down. It is by no means easy to point out a way of escape from the peculiar difficulty of the Water Board on Teesside. That difficulty arises from the fact that the largest portion of the water is sold to ironmasters and others at a very low price for consumption at the works—a price that falls as low as threepence per thousand gallons. The large sum that was paid for the waterworks forces a present loss on the owners of the undertaking, and it is natural that they should desire to obtain an additional supply at as low a cost as they can. Few, if any places have the advantage of so cheap a supply of water for manufacturing purposes as the two great iron-making towns on Tesside ; and very naturally the ironmasters wish to preserve that full and cheap supply. It is to this desire that the change in sentiment that has taken place in the five years is attributable ; but it must be remembered that the water suppty for domestic purposes is of incomparably more importance in one sense than that for manufactures ; and in proportion to the consumption it is by far the most profitable, about three-fifths of the water supplied on Teeside being for manufacturing purposes. With that objection to the present supply which was so strongly urged five years ago—that of the pollution of the river above the point of the intake, it is to be regretted that the powers of the Water Board are to be allowed to expire without an effort being made to obtain a purer supply of water for domestic purposes. The needs of the people and of the works are very different in that respect. For the works, the soft water of the river answers all the ends aimed at admirably—the more especially because of its cheapness. But for domestic uses it is needful that the water should be ample in quantity, and that it should be as pure as can be obtained.

A NEW ENGINEERING COLLEGE.

The qualified success of tlie Crystal Palace School of Engineering being assured, Muswell-hill is to have a similar institution. The scheme appears to have been started by Mr. John Bourne, C.E., author of many well-known books on the steam engine, who takes the place of Principal. Mr. S. F. Pichler is to be Superintendent of Workshops. Mr. Pichler was at one time an assistant to Sir Charles Wheatstone. If any other

tions of the committee may be, but the names are good. THB WATER SUPPLY OF TEESSIDE.    ““ «, «• g**, sir jL, ***** formerly of Wool-

A most important movement has been commenced on wich; Sir Henry Bessemer, Mr. D. K. Clark, Mr. J. Head, Teeside in connection with the water supply. For many years Mr. Peter Denny, Sir Joseph Whitworth, Mr. W. Parker, and the sujiply of water to the population from Stockton to Coatham, many others too numerous to mention. In return for a fee of and to the great iron and other industries in that populous tract 50 guineas per annum, we learn from the prospectus that of country, was in the hands of the Stockton and Middlesbrough “ youths are instructed for two years in the scientific principles Water Company. It drew its supply from the river Tees, a little and practical operations of engineering, with the object of so above Darlington, and with an increasing consumption it earned training them that when they afterwards enter an engineer’s large dividends. But there was a strong prejudice felt against office or factory, instead of being regarded as superfine nonen-the water, owing to the fact that the Tees above the intake was tities, they may be recognised as valuable and coveted assistants, polluted by the sewage entering it from several towns and villages In the theoretical department that species, of. detail will be in Teesdale. As the demand for water grew, the company deemed avoided which loads the memory without cultivating the intelli-it desirable to make provision for prospective demands, and for gence. A few leading principles will be distinctly enunciated, the further needs of its district, and it proposed that it should and it will be shown how the whole theory of engineering have power to pump more than the sixty million gallons per science may be evolved from these simple truths.” This reads week to which it was restricted. An opposition to the Bill was very well, and we are glad to find that Mr. Bourne does not effectual. In the following year the corporations of Stockton and pretend to make his pupils good workmen in two years. “No Middlesbrough appeared before Parliament with the bold pro- more can be done than impart a fair share of manual dexterity posal that they should be allowed to buy compulsorily the works in the execution . of simple engineering work.” It may be of the water company, and that the Water Board they would objected that this is rather vague, but the intention obviously form would execute vast schemes of reservoirs in the upper involved is good. Further on we are told that “ The principle reaches of the Tees, so as to give the advantage of a fuller and upon which the whole course of instruction proceeds is that of purer supply to the towns. Parliamant granted the powers, enabling the student to know and to do a few things well, rather and under the Act of 1876 the Stockton and Middlesbrough than a large number indifferently ; also to induce him to think Water Board acquired at great cost the works and undertaking for himself and to assimilate what he learns instead of crowding of the preceding company. Roughly that cost might be put at his memory with heterogeneous rubbish useful only for the £850,000 ; the arbitration defining a value for the undertaking ephemeral purposes of competitive examinations. The ten-far above that expected. When the Water Board had dency in all the arts is to degenerate into shams, and this vice obtained the works it found that, concurrently with a large of the age it will be a main object of the instruction here given increase in the capital, there had been a depression in trade that to discourage and undo.” We are glad to hear all this. Our

readers will admit that there is a fine healthy ring about the preceding passage. But has not Mr. Bourne gone just a little too far ? Is it really true that the tendency of the art of engineering is to degenerate into a sham ? However Mr. Bourne no doubt speaks with due knowledge of his subject. It is pleasant to know that at Muswell Hill heterogeneous rubbish will never be crammed into pupils for the ephemeral purposes of competitive examinations. But are we to assume that pupils will be fully trained to earn their living as engineers during their two years’ residence at Muswell Hill ? We do not think Mr. Bourne means this, yet what is to happen to the young man who, leaving Muswell Hill, finds himself compelled to face a competitive examination, such, for example, as one for a Whitworth scholarship ? The whole time of the students will not be spent in learning engineering. It seems that Mr. Bourne is now embarked on a considerable literary work, and in this he will permit certain selected students to assist him. “A series of engineering treatises is in preparation by Mr. Bourne, who in aid of this undertaking will have access to the valuable stores of information accumulated at the Institution of Civil Engineers. These treatises will together form an engineer’s library, and as a professional discipline selected students will be permitted to take part in the preparation of this extensive engineering work. Their aid will also be acknowledged, whereby their names and attainments will be brought so prominently before the engineering world as to constitute a valuable credential during their whole subsequent careers.” We are not surprised to find that Mr. Bourne has, as a measure of precaution, announced that only a limited number of students will be taken in the first instance. The desire to take part in the preparation of the engineer’s library of the future cannot fail to prove almost overwhelming to very many.

PREVENTING WATER FROM FREEZING IN HYDRAULIC APPARATUS.

In our last impression a correspondent asked what methods or mixtures are in use to prevent the water in hydraulic cylinders and pipes from freezing. This is no doubt a question which has occurred to many who employ hydraulic tools of various kinds, but from all we can learn there is really no efficient, or at all events generally adopted method in practical use for preventing water used for this purpose from freezing at very low temperature. As a rule, however, in this country, there are very few working days lost from that cause, and where such ordinary precautions are taken as emptying the mains and cylinders at night or when not at work or keeping the water in motion, very little practical inconvenience is felt. By laying the mains well underground also, say at a depth of from 2ft. to 2ft. 6in., frost will seldom reach them, when in the open, and a very little housing or shedding acts as a shelter. For dock and harbour work when the machines are stationary, a small jet of gas kept burning in the valve pit will ensure safety. In some works the admixture of methylated spirits, salt, or glycerine has been tried. The last is often mentioned, but the proportions in which it is used vary very greatly. One firm using Mr. Ralph H. Tweddell’s system of hydraulic machinery, found that in a very exposed situation one gallon of glycerine put into 300 gallons of water prevented any trouble whatsoever. When the water is used over and over again by sending it back through the return pipes to the tank, there is not much expense incurred by waste of either glycerine or methylated spirits. We understand that Messrs. Price and Co., the well-known candle makers, use 25 per cent, of glycerine to the water used; but their experience leads them to believe that 10 per cent, would be enough for ordinary purposes. Mr. Tweddell has made some experiments on the subject in open vessels with the thermometer at 18 deg. Fah., and when pure water rapidly froze solid; with 1 per cent, of glycerine there was also a lump of ice formed, but of a rotten character. With 2 per cent, there was less ice and it was more rotten, and not, he believed, sufficiently solid to prevent it flowing, especially with a pressure of 1500 lb. per square inch, and his experience is that the higher the pressure under which water is used the slower it is in freezing. Salt is much cheaper than glycerine or spirit; but while glycerine rather preserves leather packings than otherwise, common salt destroys them, especially when in cast iron. Mr. Barker has stated that he found, as a result of experiments with his hydraulic brakes, that common salt did not injure the leathers so much as he expected; but in his case the leathers were in gun-metal, and so situated he found that good table salt did no harm at all to the leather. Methylated spirit is expensive on account of its rapid evaporation; but it has been found effective when in the proportion of 5 per cent, to the water. Glycerine can be well incorporated with the water by blowing steam through it, and then allowing the steam to dense until there is sufficient of the mixture. Where hemp packing can be conveniently used salt water can be used, and we believe that this has been done at some of the Liverpool Docks, and brackish water has, we believe, been tried at the Victoria Docks, London, but with what results we have not been informed. In the course of a discussion at the Institution of Mechanical Engineers, about two years ago, it was stated that out of 5000 to 6000 hydraulic cylinders only six or eight instances of bursting by frost were recorded, so that the loss from this cause is not great. Common oil has also been used with water, but more for the purpose of lubricating valve faces than preventing freezing.

con-

SELF-CREATED TROUBLES BY STEAM POWER USERS.

Of all things likely to be damaged by tinkering, steam boilers are foremost. Yet there are men who are as ready to re-patch, re-furbish, or re-adapt a steam boiler as a Hebrew tailor in Monmouth-street to mend, to darn, or to turn an old garment. The report of the chief engineer—Mr. E. B. Marten—presented at last week’s meeting of the Midland Steam Boiler Inspection and Assurance Company, spoke of the frequency of what correctly denominated “ very injudicious alterations the taking out of the tubes of Cornish, Lancashire, and Rastrick boilers, and working them as plain cylinders was cited. With much appropriateness it was intimated that the increased bulk of water, with diminished heating surface, not only made them do very bad duty, but the structure was so much weakened as to cause dangerous strain. Steam power users of a certain class in other ways also create their own difficulties. They buy secondhand boilers, even though it is no secret in the profession that in some instances such boilers may be fairly assumed to have been purposely prepared to hide the known defects !

was

LITERATURE.

The Construction of Large Tunnel Shafts: a Practical and Theoretical Essay. By J. H. Watson Buck, M.I.C.E. London : Crosby Lockwood and Co.

This work, we are told, was written at the request of professional friends of the author, who were aware of the interest he had taken in the subject, as well as of his practical experience in the execution of tunnels and tunnel shafts ; but we fear that some at least of those

who have made this request may wish that Mr. Buck had used more of his practical experience by describing his methods of procedure very much in the same way as he would to an assistant or pupil when actually engaged in the execution of a tunnel shaft. Even those who have little knowledge of tunnel construction, or more particularly of the construction and method of forming the juncture of the base of large tunnel shafts with the tunnel, will, with little reflection, see that a good deal of accurate masonry is involved ; while those who have practical experience will at once acknowledge the advantage of being able to work every stone for the base of a shaft above ground. It is the special object of Mr. Buck’s book to show how this may be done. The subject has not been dealt with in previously existing books on stone cutting, probably because of its complexity; and even the book before us shows that practical experience will not enable one to deal with it in a very simple way, at least not in a way that permits the production of rules for setting out that could be usefully placed in the hands of the foreman mason, with the expectation that his stock of mason’s geometry would enable him to set to work and carry on, unassisted, the preparation of the circular opening in the tunnel, and the voussoirs of the base of a shaft. Mr. Buck shows the application of descriptive geometry to the first principles involved, and how leading dimensions may be obtained by calculation. The latter requires some trigonometrical knowledge, as does also the method given for developing the intrados, extrados, plan, and several sections of the base, as well as the methods of working the several faces, back, and beds of the voussoirs. The analytical processes upon which the rules are founded are given, and the author suggests that this is only to show that they are “ founded on correct mathematical principles but it may be remarked that, to be able to make full use of the rules, a fairly clear comprehension of their demonstration is necessary. To the very few resident engineers engaged on tunnels in which large shafts occur, however, the work is of great value, as, by carefully going through the fifty pages and plates that comprise the book, they will be enabled to instruct the masons in forming all the voussoirs above ground, and so save a great deal of the time ordinarily occupied in the tentative method of obtaining the form and shaping the stone at and near its actual place. The acquisition of these by the contractor’s engineer will be advisable; and of almost equal utility are the rules which Mr. Buck gives for obtaining the containing dimensions of the voussoirs, from the largest which form the skewbacks to the highest or key-stones ; for these will prevent a waste of stone, which often takes place. The book is well printed, and the plates well executed.

The Figure of the Earth—An Introduction to Geodesy. By Mansfield Merriman, Professor of Civil Engineering in Lehigh University. London : Triibner and Co. 1881.

This little book was first published early in 1880 as lectures delivered to the students of the Lehigh University, and they are now again published after modifications and additions. In a brief but very interesting way, the author gives in the first chapter the history of scientific investigation, and of the previous conjectures concerning the form of the earth, and this is followed by a clear and concise introduction to the science of geodesy specially intended to be useful to gineers and engineering students. In the historic part the author credits Anaximander with the idea that the earth was a pillar or cylinder of a height equal to three diameters, and Erastothenes with the first conception of a satisfactory proof that it is spherical. It has, however, been said by some of the learned in these matters that Anaximander also suggested the sphericity of the earth, and even constructed a globe on which he showed the then-existing ideas as to relative extent of land and water. The pillar idea was ascribed to him by Diogenes Laertius, and may really have had no foundation. Whether Anaximander suggested the spherical form or not, however, the greater credit is of course due to the astronomer Erastothenes, as he gave experimental proof of his belief ; but Aristotle’s reasons, which had been published long before Erastothenes was born-—at least half a century —almost amounted to proof. It is somewhat curious to note that though Newton first showed the earth to be an oblate spheroid by calculations based on Richer’s observations at Cayenne, that his clock pendulum, which was of the necessary length to keep exact time in Paris, had to be shortened to do the same in equatorial South America ; it was not until 1742 that the controversy which resulted from the publication of Newton’s Principia in 1687, was finally settled on the return of the two expeditions sent out by the French Academy in 1735. The length of the elliptic quadrant, taking the observations of eleven authorities, is 10,000,914 metres, or nearer to that of Bessel, which is to be assumed correct, namely, 10,000,856 metres, than any other. This length of one degree of latitude is thus 111,121 metres or 364,574ft., from which it follows that the mean radius of the earth at sea level is 3958 statute miles.

The second chapter of the book deals with the earth as a spheroid, and particularly considers the methods of its surement. Chapter III. is on the earth as an ellipsoid ; Chapter IY. is on the earth as an ovaloid ; and the last on the earth as a geoid. The second chapter is of the greatest length, as it deals with those measurements and assumptions which are of the most practical value. The fact that a number of rnents taken in different parts of the world do not give the same radius for the spheroid, shows that there departure from the true spheroidal form, and hence, as the earth is certainly not of a spherical form, the calculations in the succeeding chapter deal with it as an ellipsoid. For all practical purposes, however, the combination of the measurements derived from numerous surveys gives a sufficiently accurate determination of the mean radius, and to the application of the method of least squares—on which subject Mr. Merriman is the author of a treatise well-known to mathematicians—to the grouping of these measurements, and the deduction of the mean radius the

author devotes part of this chapter. The calculations in Chapter III. result in showing that the earth is not an ellipsoid of three unequal axes. Chapter IV. briefly considers the physical causes which may tend to the production of an ovaloid or egg-shaped form, and the last chapter explains the reasons for looking upon the earth as a geoid, or, in other words, the earth is in form earthly. It has no true form, and its surface is at any point perpendicular to the force of gravity as indicated by the plumb line at that point. With the various irregularities of surface and causes of changes therein the chapter briefly deals, but the ideas involved, in the conception of the geoid are in advance of experimental or observational facts, and to the engineer the earth is not so very peculiar in shape, but remains a spheroid. The book is interesting, and deals with its subject in a useful and to some extent popular manner.

STANDARD PIPE DIMENSIONS.

Mr. Hktt, of Brigg, has forwarded to us for publication the following table of dimensions for pipes, which he has adopted at his works. The table has been deduced from the proportions adopted by the leading pipe-makers, certain modifications being introduced where found desirable.

Diameter

inside.

In.

If

If

2fi

2fi

—I

CO CO

Diameter

outside.

Diameter of flange.

Thickness of flange.

Number of holes.

Centres of holes.

Size of bolt holes.

Length of elbow or branch.

Length of

bend.

In.

ifi

13

2f

2.3

3f

3f

of

3fi

43

6f

r+tf    1-pl    rnpl

1 —    CO CO    O Ci

en

OOOrHOqeO^OOl^OOOOr—

|—1|—IrHrrtr—ii—IrHrHi—lr-HC<J04CM

sf'IsJssUsssss

mean

mean

mea-

arc measure-

is some

In.

In.

4f

5f

6f

7f

7f

10J

10f

12

I or | z or | i or 3 z or 3

fi or fi fi or fi

fi or fi 3 or 1 3 or 1 3 or 1 3 or 1 fi or lfi -fi or 1J 1 or If 1 or 1J

apt    ujm w

X    X !j

Ft. in. 0 5*

0 6*

Ifi

hi

hi

i-i

hi

hi

ii

hi

1A

ifi

if

hfi

ifi

O O CO 00 CO 00 CO

CO 00 o

V—¹    I—«    i—«

to    o    o

fi* I fix | fix fi fix fi

a X ^ |X1

fxl Jxi 3xi fixlfi fixlfi fi Xlfi fix 11 fixlfi fi X1 a

1 Xl|

S 1 Xlf j 1 xlfi j 1 Xlf ! 1 xlf

IfiXllr

ifixlj lfixlj lfixlfi lfixlfi l'ixlf if Xlf If Xlf If Xlf If Xlf If Xlf If X2

0 7*

0 S*

0 10

1 10

1 10

2 10

O    t—    CO    CO*    c?    (M

rH    pH    rH    r—I    i—I    <>1

3 10

N.B.—Flanges which are not faced across are to he to the thicker dimensions.

* Holes frequently drilled.

ENGINES OF THE VIRGINIAN AND VALENCIAN.

During the visit of the Mechanical Engineers to Messrs. Palmer and Co.’s shipbuilding and ironworks, Jarrow, much interest was excited by the compound engines of the steamships Virginian and Valencian, designed by Mr. George Allibon, superintending engineer for Messrs. F. Leyland and Co., of Liverpool. In our impression for November lltli, 1871, we illustrated the compound engines, and the boilers of the steamship Kirstall; a very great similarity exists between the Kirstall’s engines and those which we illustrate at pages 185 and 188. Both have been constructed under Mi¹. Allibon’s patents.

It will be seen that the engines we illustrate have four cylinders arranged in pairs, the high-pressure above the low-pressure. The low-pressure cylinder has two piston rods and four stuffing boxes ; while the high-pressure cylinder has rod and one stuffing box. Guides are provided above for it, and the usual slipper guides keep the crosshead below in line. One pair of excentrics suffices to work both valves, guides like those of a locomotive being used to steady the valve spindles.. A cutoff valve is worked on the back of the high-pressure slide by a third excentric with an adjustable expansion link. The ciank shafts are built up on Turton’s patent system.    .

In another impression we shall give additional drawings and particulars. As to dimensions, it may be stated that the high-29in., and the low-pressure 62m. diameter,

pressure cylinders with a stroke of 5ft.    ,    ■.

The Virginian and Valencian, built by Palmer Shipbuilding Company for Mr. Leyland, are sister ships, 4*j5ft. o\ei all, 40ft. 9in. beam, 29ft. 6in. deep. They will have a dead weight capacity of 4600 tons, and will be fitted to carry 400 head of cattle on the main and 300 head on the upper deck. The engines are intended to work up to 3000 indicated horse-power, and the vessels when fully laden are to make 12J knots. The dimensions of the propellers have not yet been fully settled.

The workmanship of the machinery reflects the greatest Mr. W. Gibb, manager of the engine department,

are

on

DYNAMO MACHINE AND LAMPS AT THE PARIS ELECTRICAL EXHIBITION.

Ml!

mm

mm

Em

mi Bu

PI

d rZ

If

Cl. 1.111

v\\

lit

CP

J,COLL/S

FIG. 9.—HOPKINSON AND MUIRHEAD’S DYNAMO MACHINE

FIG. II.—ANDREWS PLATE LAMP.

1 jjBr

'!

CQ

Mull

' FT

gill II 111

gggn

mm

^aegaMBa

EE

■hi

=/£

Siam

J. COLLrs

i.C°l

0s

we

ers

FIG. IB.—ANDREWS CLUTCH LAMP.

THE PARIS ELECTRICAL EXHIBITION.

No. IV.

Among the electric light apparatus, Messrs. Latimer Clark, Muirhead, and Co. show a new lamp and a new dynamo machine. The merits of both machine and lamp afford work for future investigation, inasmuch as, so far as know, the Exhibition is their first public appearance. The dynamo machine is the joint production of Dr. J. Hopkinson, F.R.S., and Dr. A. Muirhead. If scientific celebrity, mathematical ability, and previous inventive successes were a guarantee of success, then this machine would undoubtedly have great claims; for its design are masters of the science and of the art of electricity. Pigs. 9 and 10 show the continuous current machine. The circumference of a pulley, keyed to the shaft, is surrounded with a series of layers of sheet iron, more or less completely insulated from one another. This insulation is preferably with asbestos paper ; but merely painting the iron, or even superposing the layers, gives a better result than a solid ring. On thus building up a sufficient thickness, radial holes are drilled, bolts inserted, and the whole secured by cottars. On one or both sides of this built-up ring radial slots are cut, to admit coils of insulated wires, which coils thus lie in planes parallel with the plane of revolution of the pulley. The field magnets are similarly made, though not necessarily with the same number of coils as the armature, and it is cheaper to make the cores of solid wrought iron, and they are even made of cast iron. The iron core is grooved, and into the grooves insulated

FIG. 14— ANDREWS CLUTCH LAMP.

sheet iron is put, to stop the local currents which might otherwise occur.

In the engraving A shows the armatures, B B are the cores of the electro magnets, with a strong cast iron backing C C. The grooves of the core are shown, and it is these grooves that are fitted with insulated sheet iron. The exciting coils are shown at D D, the connections of these coils being so arranged that the poles are alternately north and south, and so that opposite to each north pole there is a south pole. The commutator is at E. In the continuous current machines the slots on one side the armature are halfway between the slots in the other side, while for alternating current machines the slots on opposite faces correspond. The figures show the framework of the machine. In order to reduce the sparks and so increase the effectiveness of the machine, the collecting brushes are divided into parts, and that part which is latest in contact with any section of the commutator passes the current through a resistance, thus gradually checking the current as the contact is broken, or the same effect is obtained by interposing equivalent resistances in the commutator itself. We hope to get some information as to the residts obtained by this machine before the close of the exhibition. The new lamps exhibited by this firm are from two designs of Mr. Andrews,and from peculiarities of construction are called respectively, the Plate lamp, Figs. 11,12,and 13,and theClutch lamp. In the Plate lamp the carbons are made in the form of plates, three of which are placed face to face in a stand at a short distance apart, between two conducting holders.

FIG, 13.—ANDREWS PLATE LAMP

The central plate serves somewhat the same purpose in this lamp as the plaster of Paris, or whatever material is used between the carbons, does in the Jablochkoff lamp. This central plate is very thin, and separated by pieces of slate at the bottom from the other plates. The sectional illustration shows the construction very clearly. A A are the outer carbon plates forming the electrodes of the lamp, connected to the electrical circuit by the iron springs B, which press the thin plates together at the bottom and hold them rigidly. The lamp is lighted by an automatic arrangement consisting of a small disc of carbon C fitted on to the end of the bent lever D, which is actuated by an electro-magnet shown by the dotted lines E in the base of the lamp. This electromagnet differs from the ordinary form, having its core split in two, and in consequence of the repulsion between the halves one part takes the place of the armature of the ordinary magnet. An iron strap above the coil is attached to that part of the core acting as an armature. When the lamp is out the carbon disc C rests against the electrodes A A and closes the circuit. When, however, the current is put on, the action of the electro-magnet moves the disc from the plates, and an arc is produced at the point. The quickly runs up the electrodes to the top edges, where it remains, burning away the three _ plates at the same rate, and always remaining at the highest point, because this is the point of least resistance. It is stated that by this form of electrode sufficient carbon is contained in a plate of 6 square inches to last a week without requiring

attention, that a steady light of from 300 to 400 candles is i which a higher price is charged. To-day a few first-class bars obtained, and that any number of lamps maybe placed in went off, but the demand ran chiefly upon medium and common T, A    .I.    cLnwlmt    kinds—the former for smithy work, and the latter to supply the

ope circuit. It will be seen that this lamp 1S    c necessities of the local engineering yards, and certain classes of

similar to one tried both in America and England two or hardware firms.

three years ago, but which did not meet with very great i Prices for such, and indeed most classes of iron, were generally success It may be that Mr. Andrews has overcome the upheld to-day and yesterday, only exceptional instances of giving difficulties then encountered, but should this not be the way by makers being reported These related to the least valu-uinicu.iu.co me    >    .    ,    f ,, able bars and to a few sheets. But as to bars the reductions were

case he has another string to his bow m the shape of the gQ smap as qs> 3^ per ton; and sheets weakened in hardly any Clutch lamp, Figs. 14 and 15.    I case 5S.

This Clutch lamp has for its principal feature a new form There was little reason that they should be otherwise than of clutch dispensing with the necessity for a dash pot, strong, for most firms are in full work, and do not see short work

1- v, Uvmlv o-rirw the earbnn rnd holder and o-ra rlnall v for six weeks to come. Such makers asked in respect of galvanising which hi inly grips the carbon 101I holder, and gradually m £7 15 for singles £8 10s. for doubles, and £9 15s. to

pushes it down as the arc grows longer. This clutch consists ^]0 for trebleg. At the same time merchants asserted that they

of an iron U strap A hinged at C to a strip of brass B | c0lpq pUy what they wanted at 5s. under these prices. A better

fitting the rod holder half way round. Two separate and less Variable business was reported by purchasers on account of

clutches of this form act on the rod in opposition to one the requirements of the Sydney than of the Melbourne market.

another, the one pulling the rod up, the other pulling it    generally are more than

down. The action is caused by the attraction of the anna- ipbe galvanisers experience no conspicuous falling off in the tures D and E of the electro-magnets, one pole of which is demand thence, yet the consumption is scarcely so brisk as it was. shown clearly in the figure. The upper magnet is wound And the chief South American customers are not likely for with fine wire, and is connected as a shunt to the arc. The some time to come to have all their wants met. Merchants’ other is in the arc circuit, and is wound with thick wire, purchases point chiefly to shipments to the River Plate Rio and ..    ... •    1 ■Hi    •’    c,    ,1    Valparaiso, the Cape, Canada, and India. To-day best brands

thus offering little resistance. Suppose the current werJe quote’d £14 10s. for 24 w.g. in bundles delivered in London ; is not circulating and the carbons are apart because £1G 10Si for 26 w.g.; and £18 10s. for 28 w.g. Brands in less the spring of the top clutch is stiff enough to repute were to be had from 5s. to 10s. under those figures. Buyers

on

FIG' 10.—HOPKINSON AND MUIRHEAD’S DYNAMO MACHINE.

But it must

was

some

CO-

CO

Ht!

¹¹1 I"¹¹

Slim.

J.COLL/S

FIG. 12.

prevent _ the rod from falling, notwithstanding the clutch strap is on the stop Cl. On starting the current it will pass through the fine wire magnet, which will then attract the upper armature, and this attractive force acts against the force of the spring, releasing the clutch and allowing the top carbon to fall upon the lower one. The lamp circuit is thus closed, the current passing through the lower magnet acts upon the armature E, causing the top clutch to be lifted from off the stop G, and consequently the raising of the carbon rod with the formation of the arc. Remembering that the resistance of the circuit increases as the arc increases in length, and therefore the current decreases, it will be seen that the current through the lower magnet decreases by the lengthening of the arc, and its armature gradually recedes, thus lowering the top clutch again to the stop G, but without releasing the rod. As the fine wire magnet becomes stronger it will attract its armature and push down the bottom clutch, and with it the carbon holder rod, without interfering with the top clutch, which is pinned only loosely in the slot. The further action of this lamp in adjustment of the arc will readily be understood, it being, in fact, but a recapitulation of these movements. Where the arc is normal the armature of the top magnet recedes from its magnet, raising the bottom clutch to its former position, where it remains till further adjustment is required. This lamp is made to burn eight hours without renewal of carbons, and it has been satisfactorily tried at the Ipswich Docks and in the Morecambe Winter Gardens.

In the Exhibition there is rather a paucity of new lamps and machines. We think Fitzgerald, Gordon, and Sprague might have made, an effort to have been represented, as theoretically their machines present many interesting features, and it would have been well to have been able to have seen them compared, as to efficiency and economy, with the older machines.

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

[From our own Correspondent.)

The iron market keeps very sensitive to meteorological influences. Less unsatisfactory reports touching the harvest prospects tended to uphold the tone, of the weekly market in Wolverhampton yesterday, and also in Birmingham to-day—Thursday. There is no falling off qn the inquiries, and the actual business on account of the leading colonial markets, whence the reports speak encouragingly of the future. The corn growers of the Antipodean colonies anticipate an improved business with the markets in the mother countiy, as the result of the less abundant corn harvest in America.

Some marked bars are in a little larger output this week than last, and medium and common bars have sold well during the week. There is an active turn-out of £7 bars in a few quarters, but le s proportionately is being done in bars of the same order for

■CM

tlMif

J. CCLLIS

were citing prices at even less money; and galvanisers were generally complaining that at a time when the makers of black sheets are so firm in their rates galvanisers of any grade should be taking the low rates which were adduced.

Boiler plate orders were sought after, but they were difficult to secure. Good plates were to be had in Wolverhampton at from £8 10s. to £9 10s. Girder and bridge and gasometer plates are keeping a good number of mills fairly occupied ; but the new business coming in is not conspicuous. In these kinds prices are more variable than in any of the sorts offered.

Hoops and strips are in well-sustained demand, yet in quantities scarcely up to the average. Buyers are more widely located than is usual. The home and colonial business is supported by a fair extent of buying to meet the requirements of American and continental consumers. There were makers of hoops who have a good home connection who in Birmingham to-day were asking from £6 10s. to £6 15s. But no sales were reported at that figure; and there were hoop firms who would have been content with £6 os. for a brand of somewhat less repute than the foregoing.

Pig iron makers reported that their output was steadily going into consumption, and that they were not stocking to anything like the extent of some time ago. They therefore demanded full rates, and their hands were strengthened by the better accounts of the Cleveland market. Agents of some makers at a distance were talking of the market by asserting that they had information that the negotiations between the Cleveland and Scotch smelters for reducing the output had been reopened, and that the Scotch producers were now less disinclined than before to come to such an arrangement.

Quotations of Derbyshire pigs were 45s. per ton, and of Northampton sorts 46s. Agents of some brands of Wigan pigs were “out of the market” till they can secure 47s. Gd., recent sales having been at 45s., and principals refusing to book more orders except at a rise. Staffordshire part-mine pigs were 45s. to 50s. per ton, according to mixture, and cinder sorts were 40s. to 37s. Gd. as about the minimum figure. All-mine pigs were quoted—Shropshire, cold blast, £4; hot blast, £3; Staffordshire, cold blast, £4 5s. to £4 2s. Gd.; and hot blast, £3 2s. Gd. to £3. be admitted that the quotations of such iron were largely nominal. Barrow-in-Furness hematites were, agents boasted, unobtainable at anything less than 67s. Gd. delivered. Offers at 65s. had, it stated, been refused by the principals during the past four days. Tredegar hematites were strong at 65s. delivered.

Ironstone was rather scarce. Buyers, who on Wednesday went to the Potteries with a view to negotiate heavy purchases of stone, stated this afternoon that mineowners there have no stocks, ancl that prices are consequently strong.

The alteration in their works that are now being effected by Messrs. Hatton, Sons, and Co., tin-plate manufactiu-ers of Bilston and Kidderminster, are such as will almost double the firm’s former capacity. The sheet iron formerly made at the Broadwater Works, Kidderminster, will in future be made at the Bradley Works, Bilston. To enable this to be done extensive additional modern plant is being laid down. All the new boilers and furnaces will be heated by gas supplied from a series of Wilson’s patent gas producers, which system is already in use at the works. The changes that are being made at the Broadwater Works are being made with a view to tin-plates only being produced there in future, and not sheet iron as heretofore. This establishment during the alterations will not be at work. In future both works will be managed from, and the whole of the business conducted at, the head offices at the Bradley Works, Bilston.

The valuable information compiled every quarter touching the selling prices and wages in the South Staffordshire iron trade by the accountants to the Wages Board, is for the future to be available only to actual subscribers to the Board, instead of to the works of the district generally. The limitation has been rendered necessary by the half-hearted support that has of late been given to the Wages Board by those who enjoy the benefit of its labouis. A large number, both of masters and men, still withhold subscriptions, and friends to the Board were on Monday advocating the federation of ironworkers throughout the country for its better support.

Messrs. Hill and Smith, engineers and ironfounders, of Brierley Hill Works, Dudley, have just cast, for an armour-plate mill at Sheffield, a guide of no less a weight that thirteen tons.

In the hardware trades, the colonial and certain of the foreign markets continue good buyers. The River Plate, and a few other of the South American central markets, are prominent in this connection. Private advices received by merchants trading with those districts indicate that the improvement is likely to be sustained. The Cape, Australia, and Canada, are all ordering very fairly, but such Eastern markets as Southern India and Ceylon are quiet. Hardware importers out there are regretting that the coffee crop is not looking so promising as they had hoped it would.

The wrought iron tube makers are steadily employed, chiefly upon gas tubes. Cultivating and edge tool makers speak of a heavy out-turn for export. The profits, however, are only bare.

The general preliminary arrangements for the formation of a Chamber of Commerce at Walsall have been completed.

NOTES FROM LANCASHIRE [From our own Correspondent.)

Manchester.—Although there is a fair amount of activity amongst iron users generally throughout this district, forge proprietors especially being busy, there is still very little doing m the pig iron trade. Most of the large Lancashire consumers are pretty well bought for the present, and as pig iron makers do not care to sell for long forward delivery, the business doing is chiefly in small lots here and there, bought just as they are wanted.

At the Manchester market on Tuesday pig iron met with very little inquiry, and although the stock returns from Middlesbrough, accompanied with an advance in north-country iron, caused some little excitement on ’Change, the figures set forth in the returns were received with general incredulity, which has scarcely been removed, even by subsequent practically confirmatory reports, whilst the rumoured probability of furnaces being blown out in Scotland and the north was altogether discredited in well-informed quarters ; Lancashire makers of pig iron still quote 44s. for No. 4 forge, and 45s. for No. 3 foundry less 24, delivered equal to Manchester, and at about these figures a small business is being done, but the new orders are nothing like replacing those which are being worked off, and there is little doubt makers would be prepared with some concessions on present quoted rates if good offers were placed in their hands. For Lincolnshire iron delivered into this district prices average about 43s. 6d. to 44s. Gd., less 24, for forge and foundry qualities, and at these figures a moderate amount of iron has been sold, but other outside brands are still practically out of the market, the advance in Middlesbrough g.m.b. delivered equal to Manchester being now quoted at 45s. 4d. net cash—only tending still more to keep north-country iron out of this district.

Finished iron-makers continue very busy, and a moderate amount of new work is also reported to be still coming in. The business doing, however, is chiefly for export, and when the pressure of the shipping season is over, it seems doubtful whether there will be sufficient home demand to give employment to the forges. For the present prices are very firm, anil buyers anxious for prompt delivery have in many cases to pay extra rates. For delivery into the Manchester district the average quoted prices are:—£G 2s. 6d. for bars, £G 12s. Gd. to £6 15s. for hoops, and £7 15s. to £8 for sheets.

A considerable amount of ironwork for mill and other constructive purposes continues to be given out in this district, and although Belgian rolled girders are* being brought here pretty largely, some of the principal local founders have now as many orders in hand as they can get through.

Local machinists and large engineering firms are also generally very fairly employed, and there is not so much complaint of a scarcity of orders as of the low prices at which they have to be taken.

In the coal trade there is a better demand for house fire classes of fuel, and pits are getting into full work; but in other descriptions of fuel there is no material change. Common round coals for iron-making and steam purposes and engine fuel continue very low in price, with a tendency towards weakness in slack. The better classes of round coal are hardening slightly where low prices have previously been quoted to effect sales, but the average prices generally are not altered to any material extent, and may be given about as under :—Best coal, 8s. to 8s. Gd.; seconds, Gs. to 7s.; common round coal, 4s. 9cl. to 5s. 3d.; good ordinary burgy, 4s. to 4s. Gd.; and slack, 3s. 3d. to 3s. 9d. per ton.

The shipments of coal continue only moderate, and good steam fuel, delivered at Liverpool and Garston, can be bought at 6s. Gd. to 7s. per ton.

Coke continues in very fair demand, and late prices are maintained. Common sorts average about 9s. to 10s., and the better qualities for ironmaking purposes range from 12s. up to 15s. per ton at the ovens.

The wages question is again cropping up in the coal trade, and the possibility of this being once more a disturbing element during the winter is causing some uneasiness. In the West Lancashire district the men have already decided to ask for an advance at the end of the month.

The collection of implements and machinery at the Royal Manchester and Liverpool Agricultural Society’s Show, held during the week at Blackburn, fell under the average both as regards the number of exhibits and any new features of novelty which were presented in new inventions. As compared with last year’s show at Crewe the falling off was very marked indeed, only 119 stands with 128G exhibits being entered this year as against 220 stands and 2080 exhibits last year. The well-known agricultural and road locomotive makers, Messrs. J. and H. McLaren, and John Fowler, of Leeds; Aveling and Porter, of Rochester; Chas. Bm⁻rell and Sons, of Tlietford; and the portable and other steam engine makers, Messrs. Marshall and Sons, of Gainsborough; and Robey and Co., of Lincoln, were, of course, amongst the exhibitors, but there was no specially new feature in their exhibits to call for notice. A new vertical steam engine and boiler, exhibited by Messrs. Picksley, Sims, and Co., of Leigh, and for which they received a silver medal, deserves, however, mention. The object of Messrs. Picksley, Sims and Co., seems to have been to construct an engine and boiler of the most improved type and of the best materials throughout. The boiler, which is fitted with cross tubes, is capable of working up to a pressure of 80 lb. per square inch, and is bolted on to an iron foundation plate, wholly independent of the engine, except by the ordinary water and steam connections, thus avoiding any vibration from the engine, whilst the engine itself being entirely self-contained can be easily detached from the base plate and if necessary supplied with steam from any other boiler. A continuous self-acting force pump is provided with the engine for supplying the boiler, in.conjunction with a feed pipe for supplying hot water from a tank in the base plate where it is heated by the exhaust steam from the cylinder. Both engine and boiler are very compactly arranged with the view of meeting the requirements of steam users who have only a limited amount of space at command, and they can either be put up as a fixture, or upon wheels and axles, where they arc required to be portable. Messrs. Thomas and Taylor, the well-known laundry engineers of Salford and London, have also a new exhibit on the ground, for which they obtained a silver medal. This consisted of a new self-acting reversing motion which they have just introduced into their steam washers, in which an iron ball attached to a lever takes the place of the small

can

portance new.

Howard, of Bedford, exhibited a new gang plough into which a number of improvements have been introduced, including a very simple lever arrangement, worked like a brake on the wheels, for lifting the shares out of the ground, and they were awarded a silver medal. Messrs. Harrison, McGregor, and Co., of Leigh, also received a silver medal for their improved two-liorse “Albion ” self-acting back-delivery reaping machine; and amongst the special awards the first prizes were taken by the Albion Ironworks Company, Rugby, for their collections of agricultural machinery in motion, driven by steam for chaff-cutting, pulping, slicing, and preparing provender ; by Corbett and Peel, of Shrewsbury, for agricultural implements for the cultivation of land; and by Harrison, McGregor, and Co., of Leigh, for implements for mowing hay, reaping corn, and preparing the same for stack or shed.

The proposed bridging over of the Irwell at Hunts Bank, Manchester, has been occupying the attention of the City Corporation during the past week, and at a meeting of the council on Wednesday influentially signed memorials were presented in favour of the scheme being carried out in conjunction with the directors of the London and North-Western Railway Company. The matter was without discussion referred to the Rivers Committee, who will report upon it.

THE SHEFFIELD DISTRICT.

(From our own Correspondent.)

A CHANGE has come over the tone of the Cleveland iron trade. Whether it is a permanent one or not remains to be seen. But there is no doubt but that pig iron was dearer by 3d. per ton at the market held at Middlesbrough on Tuesday last than the previous week. The cause may be looked for in the much more favourable statistical returns as to stocks issued last week than was anticipated. These returns showed that instead of a net increase of 10,000 to 15,000 tons for the month of August, the stocks were practically about the same as at the end of July. It is only right to state, however, that considerable doubt has been expressed as to the accuracy of these returns. It is pointed out that shipments have been less than the previous month; that local consumption must have been 5000 to 6000 tons less, owing to the suspension of operations during Stockton race week at most of the rolling mills ; and that production has only been diminished so far as regards the make of one furnace turned from Cleveland on to hematite. Under these circumstances it cannot be understood why, with a diminished consumption and distribution, August stocks should not have been augmented, whilst in July they increased some 5000 tons. Besides it has not yet been forgotten that a few months since a similarly startling case arose, and it was found on further inquiry that an error had been committed, one firm hawing neglected to return a heavy stock which had been deposited at an outlying works. Possibly this may again turn out to be the case. However this may be, it is certain that the market has become stiff er at the moment. No. 3 G.M.B. is now sold at 37s. f.o.b.; forge iron is 36s.; and warrants 37s. 6d. to 37s. 9d. In manufactured iron an improvement has taken place. The Tyne and Wear shipbuilders have come into the market, and are buying largely, and for several months ahead. The price of ship-plates is from £6 to £6 2s. fid. Boiler-plates are 20s., 40s., and 60s. more, according to quality. Angles and bars are about £5 12s. 6d. for common, and the usual increase for superior qualities.

It appears that there is a hitch about the visit of .the members of the British Association _ to Middlesbrough. The Eston SteelWorks, which it was publicly announced would be open, it now appears will be closed to the savans. The reason is not known, but the fact remains that the chief attraction of the visit has disappeared.

now

Applications for Letters Patent.

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

2nd September, 1881.

5th September, 1881.

3847.    Bottles, W. Wilkinson and I. Lister, Oldham.

3848.    Steam Generators, J. Blake, Manchester.

3849.    Nose-bags, J. Archibald, Kensington, London, 3S50. Preparing Colouring Matters, J. H. Johnson.

—(Badische Anilin and Soda Fabnk, Germany.)

3851. Detaching Ships’ Boats, S, Pettit, Windsor. 3S52. Heels for Boots, &c,, F. Cutlan, Cardiff.

3853. Globe Holders, J. Chatwin and H. Shipway, Hay Mills, Warwick.

3554.    Spotted, &c,, Yarn, B. Norton and C. Turner, Nortonthorpe.

3555.    Lubricants, W. J. L. Hollis, Surrey.

3856. Artificial Fuel, W. P. Thompson.—(IW. AT«o haus and 0. Henniges, Berlin,)

3S57. Electro-magnetic Motor, C. Le Sueur, Paris. 3858. Lighting, J. Wetter.—(W. Wheeler, U,S.)

3S59. Self-message, C. A. Angstrom, Stockholm,

3860. Pianofortes, W. H. Squire, London.

wheel and screw hitherto employed for reversing the motion; by a very simple arrangement the lever and iron ball are actuated by a small pin carried on one of the wheels, which throws the iron ball one side or the other at each revolution, and thus reverses the motion of the machine by lifting in and out of gear alternately a couple of bevel wheels carried in a loose boss and revolving in separate directions. Silver medals were also awarded to the Bisscliop and Otto gas engines, the latter being exhibited with a recent improvement for holding up the cover by means of stop nuts to grip the slides in front, in place of the springs previously employed; to Messrs. W. H. Bailey and Co., of Salford, for their hot air engine, which I have previously described, and to Mr. James Howarth, of Farn-wortli, for a collection of ventilators, amongst which was a new patent, on the archimedean screw principle, for extracting foul air and gas from mines, or for forcing fresh air into the working places or a pit sinking. An excellent instantaneous grip vice which does away entirely with screwing by means of a sliding jaw, which be instantly set at liberty or fastened by the simple half turn of a small handle, was exhibited by Messrs. Entwistle and Kenyon, of Accrington, and also received a silver medal.

Amongst the agricultural implements on the ground there was nothing particularly of im-Messrs. James and Frederick

[From, our own Correspondent.)

An old rumour is revived this week, and has excited much comment in steel circles. Messrs. Wilson, Cammell, and Co., Limited, Dronfield Steel Works, are again mentioned as contemplating early removal of their business to the sea coast. Last year it was said they proposed going to Middlesbrough, now it is positively announced they have taken thirty acres of land at Worthington, in Cumberland, for the erection of extensive rail mills. I had occasion to call at the Dronfield establishment on Tuesday, and I put the question to one of the principals, who simply replied he could not at present give any information on the subject. I think it may be taken for granted there is something in the rumours this time. By removing to Cumberland the company would save cost of carriage both ways. At present they have to bring iron from the north to make into steel, and then they have to carry the manufactured rails from the works to the coast. At Workington they would be close to the river, and the ports of Workington and Maryport would enable them to dispense with the cost of railway carriage.

I hear that the Midland Railway Company contemplate commencing the manufacture of their own rails, and that they have an eye to the Dronfield Works, which are conveniently situated in the centre of their system, and at the edge of the line. The Midland already make their own locomotives at Derby. On the other hand, Messrs. Wilson, Cammell, and Co., Limited, would probably prefer, unless a very handsome offer was made to them, to close the works, removing the more valuable machinery to their new establishment.

I noticed the other day that the price obtained by Messrs. Bolckow, Vaughan, and Co., Limited, of Middlesbrough, for 2000 tons of steel rails for the United States was £120,000 ! As this wordd be £60 per ton, the Middlesbrough people must have done remarkably well. I suspect, however, the price was £6 per ton, as the contract amounted to 20,000 tons.

The Cutlers’ Feast this year was an undoubted success, and here it may be noted that the feature of the oratory was its protectionist flavour. The Duke of Rutland led the way with a slashing speech against “free trade which is not free trade and other speakers took up the strain, to the intense delight of the assembly. At the Junior Conservative banquet held the following evening, where the chief guest of the Cutler’s Feast—Sir Stafford Northeote—again spoke, free trade was again “let down” in favour of reciprocity.

Sir Stafford Northcote, the Earl of Wharncliffe, the Duke of Newcastle, and party, visited on Friday the Electro Works, Ho ward-street, and the Cyclops Works, Savile-street East. At the first the distinguished party witnessed the whole of the process of electro-plating and the silversmiths’ art. The Master Cutler—Mr. J. E. Bing-liam—and his brother—Sir. C. H. Bingham—are thejproprietors of the Electro Works, and trade as Walker and Hall, Mr. George Walker, the founder of the firm, having been the first to discover and practically apply to purposes of trade the depositing of silver by the electric current. At the Cyclops Works, the Master Cutler’s guests saw the process of rolling wire, tilting tool steel, and rail rolling—the Bessemer process—and the rolling of a large armour-plate, intended to form a portion of the coating of her Majesty’s ship Conqueror.

Messrs. John Brown and Co., Limited, the

Atlas Steel and Ironworks, were good enough to open their works for the inspection of the Master-Cutler’s guests, who largely availed themselves of the privilege. A large steel-faced armour plate for the citadel of her Majesty’s ship Majestic, now building in Pembroke Dockyard, was rolled, the operation lasting a quarter of an hour. The weight of the plate was 30 tons 16 cwt.; and the length, 10ft. 41in.; breadth, 8ft. 9in.; and thickness, 19in. A deck plate for her Majesty’s ship Collingwood, also in course of building at Pembroke, was successfully rolled. Messrs. Brown nd Co. are at present actively employed in all departments of their immense establishment.

The Sheffield Chamber of Commerce are giving considerable attention to the proposed French Treaty. At a meeting of the Council held on Thursday—which was not open to the press— some remarkable information was given, showing the alterations of duty under the proposed Treaty on Sheffield light and heavy goods. There are ten classes of table-knives. Classes 1, 2, 3, 5, and 7, which at present pay a duty of 7^d. per dozen, would be raised respectively to 2s. 2d., 2s. 9d., 2s. 9d., 2s. 2d., and 2s. 9d. per dozen; Class 4 is raised from 4|d. to 3s. 5d.; Class 6 from 6d. to 2s.; Class 8 from 3id. to 3s. 6d.; Class 9 from 3fd. to 4s. l|-d.; Class 10 from 3d. to 3s. 10d.; or, in other words, the increase on duties would be equal to from 48 to 230 per cent. Carvers are increased from lid. to 10s. lOd., and from Is. to 12s. 2d. Common scissors are the most terribly taxed of all—• 6s. worth of scissors, which are now taxed at 10gd., being advanced to 25s. 6d.—thus making the duty no less the 437 per cent. Pocket knives are advanced from 41d. to 2s.; 4|d. to 2s. 6d; 5^d. to 3s. Id.; SJd. to 3s. 5d.; 5gd. to 3s. Razors from 6d. to Is. 7d. and Is. 10d. Cook and butchers’ knives from 3RI. to 9d.; 4^d. to Is. Id.; Is. 3d. to 3s. 8d.; Is. to 2s. 6d.; tailors’ scissors from 7jd. to 2s. Id. On heavy goods the duty per cent, is on steel rails 41 per cent.; spring steel, 50 per cent.; plating bars, 47 per cent.; common rolled steel in rods, 45 per cent. Bessemer steel shovels 30 to 40 per cent. In short specific duties upon heavy goods at present represent from 40 to 50 per cent, in consequence of the reduction in price of the articles named.

THE NORTH OF ENGLAND.

NOTES FEOM SCOTLAND.

(From our own Correspondent.)

The Glasgow iron market has been firmer this week, owing partly to the effect of the more favourable statistics of the Cleveland trade for the past month, and partly to a proposal on the part of some of the more influential Scotch coal-masters to curtail the production. The opinion has been growing of late that some reduction of the output might be an advantage, and this has led to a consideration of the subject at a meeting of the ironmasters held this week. The demand has been steady from the different sources, but altogether insufficient to carry off the large production, and hence prices have been threatened with still further depression. The weekly addition to stocks in Messrs. Connal and Co.’s Glasgow stores continue at over 2000 tons, exclusive of the increase at makers’ works. The past week’s shipments of pigs have been more satisfactory, although they are still behind those of twelve months ago. Large arrivals of ore from Spain are taking place at Glasgow for the hematite furnaces, and the inquiry for hematite is brisk at improving rates. From Canada the orders for Scotch pigs are very moderate, and the high freights now being charged are opposed to consignments. The trade with the United States has not been quite so good, and makers have little encouragement to ship for New York, seeing that the prices they obtain there are no better than are paid on this side, without the risks attending the exportation.

The speculative business in warrants has been more active, with better prices than last week, but the quotations are wanting in steadiness.

Business was done in the warrant market on Friday forenoon at 45s. Sd. cash and 45s. 10gd. one month, the afternoon quotations being 45s. 9d. cash, to 46s. one month. On Monday the market was strong, with an advance of prices to 46s. 7gd. cash, and 46s. 9d. one month. The tone was somewhat quieter on Tuesday, but a large business was done at 46s. 8d. cash, and 46s. lOd. one month, to 46s    4d. cash, and

46s. 5£d. one month. The market was steady on Wednesday, it being doubtful what course the ironmasters were to adopt at their meeting, but to-day—Thursday—there was great excitement owing to the proposal to damp out furnaces, and the prices rapidly advanced fully Is. per ton, a large business being done.

In sympathy with the recovery of warrants, makers’ quotations have been a shade firmer. Gartsherrie, f.o.b. at Glasgow, per ton, No. 1, is quoted at 54s.; No. 3, 48s.; Coltness, 55s. and 48s.; Langloan, 56s. and 48s.; Summerlee, 54s. and 46s. 6d.; Calder, 54s. and 48s. 6d.; Carnbroe, 50s. and 45s. 6d.; Clyde, 49s. 6d. 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. and 46s. 6d.; Eglinton, 47s. and 44s.; Dalmellington, 47s. and 44s.

The malleable works and foundries are busy on old contracts, and new orders are reported to be somewhat scarce. There is no change in prices.

The directors of the Shotts Iron Company have this week issued their report, in which they state that the sum at credit of profit and loss account is £12,780, to which falls to be added £5787 carried from last year’s account, making together £18,567. The directors regret that they cannot recommend the payment of a dividend. They propose to write off for depreciation £10,000, leaving £8567 less £276 for the dividend on preference shares to be carried to next year’s account. The directors trust that the decision in the Penicuik smoke case, affecting as it does the whole iron trade of Scotland, will be reversed in the House of Lords, and they state that the appeal has been undertaken by the ironmasters of Scotland. The development of the black band ironstone fields is being seriously interfered with by the judgment of the Court of Session, interdicting the calcining of the ironstone in the neighbourhood of the Lord President’s estate. The report further states that the production of pig iron has been larger than in any previous year.

The coal trade is very prosperous in all parts of the country, so far as regards the quantity disposed of. Prices are generally well maintained, but recent attempts to advance quotations have not been generally successful. The shipments of coals are very large on both the east and west coasts.

A movement has begun among the miners of the West of Scotland for better wages and restricted output, but as yet it has not met with any success.

WALES & ADJOINING COUNTIES.

(From our own Correspondent.)

The improvement which took place lately in the old rail trade has had a temporary check, and I find on inquiry that the reason is that holders of stock lifted the price too much. This has led to a momentary cessation. I hear of one holder now of 1000 tons of old rails in the market who asks only 62s. 6d., and of a quantity of scrap 10s. less.

There has been an influx of new capital into the district lately, and a revival of Llantwit coal working is about to take place. There are good workings it is stated at the Llest collieries, which have been abandoned for some time, and that they are taken in hand things look more promising for the district.

I also note a little movement about De Bergue’s Works near Cardiff, which may mean something, or only an effort to keep them in repair.

It is remarkable that so many industries lie idle when labour is so plentiful and cheap. Nothing is settled yet about Pentyrch, and probably will not until the end of the long vacation, when the Court of Chancery will again sit, and deliberate on the offer made by Mr. Spence. That offer, I learn, only applies to the works, and does not include the farms and large freehold tracts. There has been a hope that the whole would go as one lot, and be continued just as it used to be in Mr. Booker’s time ; but it is evident that there is a better chance of a start and continuance under personal ownership, or that of a limited company, if the large freehold is divided from the works.

The export of coal from Wales has been well maintained during the past week, fully 150,000 rons having been dispatched, and the land transport has been also very good. The good demand existing here has had the result of keeping the market firm, though, of course, buyers occasionally manage to get a small reduction in buying quantities. On the whole it may be accepted that last week’s prices remain.

The coke market is looking up, and 200 tons were shipped from Newport this week. Patent fuel is also in good demand at Cardiff and Swansea.

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 Deportment, for Patent Specifications, have caused much unnecessary trouble and 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, instead 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.

30th August, 1881.

3763.    Driving Velocipedes, J. K. Starley, Coventry.

3764.    Velocipedes, J. K. Starley, Coventry.

3765.    Cottonseed, F. R. Lanier, Liverpool.

3766.    Preventing Water Waste, W. H. Cutler and J. ^Chapman, Eton.

3767.    Steam Engine, J. H. Fox, Farnborough.

376S. Electric Railway Signalling, W. Morgan-^Brown.—(0. G. and I. Fisher, Pittsburg, U.S.)

3769.    Propelling Velocipedes, E. A. Smythe, London.

3770.    Recording Apparatus, J. P. Power, London.

3771.    Voltaic Electricity, A. Banks, Birmingham.

3772.    Removing Tin from Tin Plate Surfaces, A. Gutensohn, London.

3773.    Case or Box, W. R. Lake.—(S. Ilaslett, U.S.)

3774.    Button-hole Attachment, A. M. Clark.—(/. K. Harris, Springfield, U.S.)

3775.    Berths, T. C. Dunn.—(TF. Miller, Boston, U.S.)

3776.    Forging, S. Pitt.—(C. IF. Woodford, Bssex, U.S.)

3777.    Dental Engines, S. Pitt.—(B. D. Starr, U.S.)

3778.    Window Sashes, W. Leggott, Bradford.

3779.    Rotary Motion, A. B. Joy, Ilkley.

3780.    Type-setting Machines, J. Munson, New York. 37S1. Steel, C. Abel. -(F. Hanswirth c0 Kilpfer, Zurich.) 3782. Velocipedes, J. AVhiteand J. Asbury, Coventry. 37S3. Furnaces, J. H. Johnson.—(M. Perret, Paris.)

31s£ August, 1881.

3784.    Looms, E. Grube, Bury.

3785.    Products from Blast Furnaces, J. Alexander and A. K. Mc.Cosh, Lanark.

3786.    Gas Engines, J. J. Butcher, Gateshead.

3787.    Velocipedes, H. Wilkinson, London.

3788.    Inkstands, <fec., J. S. Downing, Birmingham.

3789.    Drying Fabrics, C. Barlow.—(A. Welter, Paris.)

3790.    Insulation of Electrical Conductors, W. R Lake.—(S. D. Strohm, Philadelphia, U.S.)

3791.    Preparing Vegetable Matters, W. A. Barlow. —(J. Roguet, Paris.)

3792.    Steel, C. W. Siemens, Westminster.

3793.    Articles of India-rubber, B. J. B. Mills.—(/. J C. Smith and H. Gelpcke, U.S.)

3794.    Dyeing, &c., Fabrics. J. Wolff, Salford.

3795.    Brushes, B. Mills.—(J. Smith and II. Gelpcke, U.S.)

3796.    Lenses, A. Clark.—(P. Collamoreth N. Boyle, U.S.)

3797.    Bottle-washing, D. C. Foster, Hull.

3798.    Heating Water, L. Dove, London.

3799.    Electric Lamps, W. Crookes, London.

1st September, 1881.

3800.    Steam Boilers, J. R. Oldham, Sunderland.

3801.    Mules, J. Chisholm and J. Clegg, Oldham.

3802.    Stands for Bottles, G. F. Rendall, London.

3503.    Sewing Machines, W. B. Lake.—(II. Bond, U.S.)

3504.    Electric Motors, P. Jensen.—(2'. A. Edison, U.S.)

3505.    Velocipedes, J. Ilumpage, Bristol.

3806.    Rotary Grain Meters, A. J. Boult.—(A. Gleason, Toledo, U.S.)

3807.    Drying Rice, A. Gillmann & S. Spencer, London. 3S08. Conveying Sound, C. D. Abel.—(C. Ader, Paris.)

3809.    Telephonic Exchanges, C. D. Abel.—(La Societe Genfrale des Telephones, Paris.)

3810.    Moulding Bricks, T. Le Poidevin, Guernsey.

3811.    Tiles, H. Hall, St. Pancras, London.

3812.    Transmitting Secret Messages, W. R. Lake.— (A. F. Johnson and F. B. Johnson, Brooklyn.)

3813.    Forming Joints, M. Benson.—(A. Punchers, U.S.)

3814.    Loom Pickers, E. K. Dutton and J. Holding, Manchester.

3515.    Stay Busks, H. Simpson & B. Simpson, Sheffield.

3516.    Condenser, L. McIntyre, Glasgow.

3817. Air Compressors, A. Chapman, Liverpool.

3815.    Index Scales, J. Mewburn.—(J. Post, Hamburg.)

3519.    Metal Kegs, P. Storer, Glasgow.

3520.    Enamelling Bricks, F. G. Pearson, Dudley.

3821.    Electric Lamps, A. L. Fyfe, Aldersgate-strect, London, and J. Main, Brixton.

3822.    Electric Lamp, A. Tubini, London.

3523.    Transporting Eggs, J. Wetter.—(J. Cruveiller, Paris.)

3524.    Utilising Volatile Products, J. Wetter.—(Ii. S. Jennings, Baltimore, U.S.)

3825.    Bale Ties, W. C. Stiff, Birmingham.

3826.    Dust-pans, E. Dietz and M. Dcitz, Oakland, U.S. 3S27. Kilted Fabrics, C. Abel.—(H. Bukofzer, Berlin.) 3828. Raising Gasaliers, &c., M. Merichenski, Poplar. 3S29. Damping Apparatus, W. Powrie, Camberwell.

3830.    Preparing Tea, J. Brougham, Inverness.

3831.    Milking Cows, A. Crees, Ilminster.

3832.    Coiling Wire, &c., W. Lake.— (R. Hao.sc and J. P. Recker, Indianopolis, U.S.)

3rd September, 1881.

3833.    Valves, A. E. Lucas, Hatton-garden, London.

3834.    Taps, W. Thompson.—(C. Whittaker, Chicago.)

3835.    Planing, J. M. Wilson, Miles Platting,

3836.    Condensing Steam, L. McIntyre, Glasgow.

3837.    Hoists, J. Wetter.—(J. J. Hardouin, Ho.ntes,)

3838.    Ratchet Braces, C. Neil, Sheffield.

3839.    Fire-grates, C. D. Abel.—(J. Godillot, Paris.)

3840.    Protecting Locomotive Engines, &c., C. Colwell, Southtown.

3841.    Mincing Meat, F. J. Gardner, Birmingham.

3842.    Shuttles, S. Tweedale, Accrington,

2843. Metal Bedsteads, R. Peyton, West Hampstead.

3544.    Salts of Magnesia, &c., A. M. Clark.—(J. Lanquetin, Paris!)

3545.    Moulding Bottles, A. M. Clark.—(H. Aupdcle and Co., France.)

3846. Salts of Soda, &c., A. M. Clark.—(J. Lanquetin, Paris.)

The Ikon and Steel Institute. — The autumnal meeting of the Iron and Steel Institute will be held this year in London for the first time, though London may be said to be its home.

A large number of foreign members are expected to attend, and no doubt the meeting in London will be equally as useful as others which have preceded it, and will offer several advantages. A number of useful papers on important subjects will be read and discussed, and interesting visits

and excursions and entertainments will be    ,-___ j *

arranged The Institute, has met evith great    “>

hospitality on the occasion of its meetings m ^ RnfG.spINNraQ Mach w. r. Lake, South-previous years in Germany, France, and Belgium, ampton-buildings, London.-A communication from and the Lord Mayor, M.P., has most couiteousiy g_ A. JenkSj Central Falls, Rhode Island, U.8.—27£/i. invited the leading members of the Institute to a August, 1881.

banquet at the Mansion House during the sittings 376s. Automatic Electric Railway Signalling, W. in London.    Morgan-Brown, Southampton-buildings, London.—.

h-i

ID

A communication from O. Gassett and I. Fisher, Pittsburg, U.S.—30th August, 1881.

3775. Self-levelling Berths, T. C. Dunn, Boston, Massachusetts.—A communication from W. Miller, Boston, U.S.—30th August, 1881.

3777. Hand Pieces for Dental Engines, S. Pitt, Sutton.—A communication from E. T. Starr, Philadelphia, U.S.—30th August, 1881.

3780. Type-setting Machines, J. E. Munson, New York.—30*7* August, 1S81.

3813. Forming the Joints of Tin Vessels, &c., M. Benson, Chancery-lane, London. —A communication from A. II. Fanchers, Brooklyn, U.S.—2nd September, 1881.

3S26. Dust-pans, E. L. Deitz and M. A. Dietz, Oakland, U.S.—2nd September, 1881.

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

3421. Excavators, &c., W. F. Batho, Westminster.— 29lk August, 1878.

3444. Valves for Gas Engines, J. Cropper and W. Johnson, Nottingham.—30th August, 1878.

3656. Electrodes, A. H. B. Stuart-Wortley, London. —17th September, 1878.

3668. Trucks, L. Sterne, Westminster.—17th September, 1878.

3481. Valves of Air Pumps, G. Hepburn, Liverpool.— 3rd September, 1S78.

3630. Type-writing, J. II. Johnson, Lincoln’s-inn-ficlds, London.—14th September, 1878.

4038. Woven Driving Belts, W. W. Cobbett, Greenwich.—12th October, 1S78.

3467. Jacquard Machinery, J. Tinker, Holmfirth.— 2nd September, 187S.

3478. Vehicles, J. Offord, London.—2nd September, 1878.

3516. Self-closing Taps, R. Brough and C. Bell, Sunderland.—5th September, 1878.

3524. Sewerage, 1. Shone, Wrexham.—5tli September, 1878.

3549. Attaching Handles to Knives and Forks, W. H. Stokes, Birmingham.—7th September, 1878.

3591. Frilling, <tec., C. G. Hill, Nottingham.—10th September, 1S7S.

3470. Electric Light, C. W. Harrison, South Kensington.— 2nd September, 1878.

3513. Wire Cards, G. Ashworth and E. Ashworth, Manchester.—5th September, 1878.

3519. Furnaces, J. F. Flannery, Fenchurcli-street, London.—Gth September, 1878.

3521. Velocipedes, T. D. T. Sparrow, Piccadilly.—5th September, 1878.

3544. Cutting Screw Threads on Augers, P. Mackay, Glasgow.—7th September, 1878.

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

2962. Rotary Engines, W. E. Sudlow, Oldham.— 29th August, 1874.

2982. Fixing the Tubes in Steam Clarifiers, &c., W. R. Watson and R. A. Robertson, Glasgow.—Is* September, 1S74.

3017^ Engines, &c., R. Waller, London.—3rd September,

3054. Windlasses, &c., W. M. Bullivant, London.— 5th September, 1S74.

3101. Sluices or Floodgates, F. G. M. Stoney, Glasgow. —10th September, 1874.

1916. Desulphurising Ores, W. R. Lake, London.— Com. from F. W. Wiesebrock.—3rd May, 1881.

1921.    Reeling Silk, <fec., J. H. Johnson, London.—A communication from E. Weber.—3rd May, 1S81.

1922.    Electric Lamp, J. B. Rogers, Lombard-street, London.—3rd May, 1881.

1923.    Separating Iron from Charcoal, D. MacEachran, Greenock.—4th May, 1881.

1927. Paving Flags, &c., H. Hill, Macclesfield.—4tli May, 1881.

1932. Weaving Fancy Articles, T. Stevens, Newgate-street, London.—4th Many, 1881.

1935. Infant’s Feeding Bottles, J. Hickisson, Hackney.—4*7* May, 1881.

1957. Sulphuric Acid, W. Weldon, Burstow.—Com. from F. Benker and H. Lasne.—5th May, 1S81.

1994. Lathes, G. E. Sherwin, Birmingham.—7th May 1881.

2020. Barometers, B. J. B. Mills, London.—A munication from S. Guichai-d & Co.—0th May, 1881.

2028. Waterproof Canvas, <fcc., G. Good and W. IL Good, Yeovil.—10th May, 1881.

2048.    Joints for Sheet Metal Articles, M. Benson, London.—Com. from A. H. Fancher.—10th May, 1881.

2049.    Velocipede, G. M. E. Jones, Cambridge.—Uth May, 1881.

2103. Fastenings, T. Champion, London.—1S*7* May, 1881.

2349. Architectural Mouldings, &c., W. Goodall, Liverpool.— 28th May, 1881.

2396. Swing Woven Wire Bed Bottoms, H. Orth, Washington.—A communication from C. II. Dunks and J. 13. Ryan.—31s* May, 1881.

2399. Reducing Grain, W. P. Thompson, London.—A communication from W. D. Gray.—31s7 May, 1881.

2552. Wood Pulp, F. Wirth, Frankfort-on-the-Maine. —A communication from the Society for the Manufacture of Wood Pulp.—11*7* June, 1881.

2868. Printer’s Ink, P. Jensen, Chancery-lane, London.—Com. from H. Gunther.—Is* July, 1881.

3272. Bicycles, J. II. Johnson, London.—A communication from W. Rennyson.—26*7* July, 1S81.

3274. Protecting Electric Lights, D. Graham, jun., Glasgow.—2Gth July, 1881.

3444. Detaching Horses from Carriages, W. Walker, Saltburn-by-the-Sea.—0th August, 1881.

3446. Treating Excreta, &c., J. Haresceugh, Rochdale.—9th August, 1881.

3454. Wire Netting, W. II, Johnson, Manchester.—• 9th August, 1881.

3461.    Low-water Alarm for Boilers, C. H. Smith, Whalley.—10*7* August, 1881.

3462.    Finishing Woven Fabrics, &c., D. Stewart, Glasgow.—10*7* August, 1881.

3472.    Dynamo-electric Machines, E. J. Harling and E. Hartmann, London.—11th August, 1881.

3473.    Electric Lamps, E. J. Harling and E. Hartmann, London.—11*7* Atigust, 1881.

3474.    Self-inking Pad, S. Reid, Newcastle-upon-Tyne. —11th August, 1SS1.

3528. Fog Signal, F. II. Holmes, West Brompton.— 13th August, 1SS1.

3536. Regrigerating Machines, L. Sterne, D. Clerk, and J. B. Ilandyside, Glasgow.—15th August, 1881.

3566. Pulverising Clay, J. C. Anderson, Chicago, U.S.— 10th August, 1881.

3583. Sugar-cane Mills, D. Stewart, Glasgow.— 17tli August, 1881.

3775. Self-levelling Berths, T. C. Dunn, Boston, U.S.—Com. from W. Miller.—30th August, 1881.

3777. Hand Pieces for Dental Engines, S. Pitt, Sutton.—Com. from E. T. Starr.—30th August, 1881.

com-

1059. Gas Lamps, IV. T. Sugg and R. Pierson, Westminster.—11*7* March, 1881.

10G7. Preventing “ Double-twist” in Spinning, A. M.

Clark, London.—11*7* March, 18S1.

1070. Railway Wires, J. Snowball and C. Warren, Kilburn.—12th March, 1SS1.

1075. Caps for Spinning, D. Butterfield, Keighley.— 12th March, 1881.

10S0. Floating Bridges, B. P. Stockman, Westminster.— 12*7* March, 1881.

1089. Motors, D. Clerk, Glasgow.—14*7* March, 18S1. 1103. Fastenings for Shirt Studs, J. M. Banks, Birmingham.—147h March, 1881.

1111. Expanding Rollers, J. Hawthorn, J. P. Liddell, and P. Hawthorn, Newtown.—15th March, 1SS1. 1185. Machine Guns, F. Lobel, Brighton. — 18*/* March, 1881.

1210. Baths, J. Bernard, Great Winchester-street, London.—19*7* March, 1881.

1222. Breech-loading Small-arms, W. H. Monks, Chester.—19*7* March, 1881.

1200. Reversible Garments, W. E. Gedge, London.— 22nd March, 1881.

1205. Uncoupling, &c., C. F. C. Morris and F. H.

Bennett, London.—22nd March, 18S1.

1209. Neckties, S. W. Robinson, Nottingham.—22nd March, 1S81.

1273.    Wheels, A. C. Uljde and J. Cleminson, London. —22»id March, 1881.

1274.    Fixing Tires, A. C. Ulj6e and J. Cleminson, London.—22nd March, 1881.

12S7. Depilatory Process for Hides, A. M. Clark, London.—23rd March, 1881.

14S3. Cocks, Valves, &c., J. Ingleby, Manchester.— 5th April, 1881.

1502. Soap, H. IT. Lake, Southampton-buildings, London.—9*7* April, 1881.

1705. Drilling Machine, H. F. Parsons, San Francisco.—19*7* Apr**, 1881.

17S7. Dynamo-electric Machines, A. M. Clark, Chancery-lane, London. -25th April, 1881.

242S. Cleaning Knives, J. Hargrave, Burley.—2nd June, 18S1.

2485. Spinning and Twisting Machinery, P. Smith, jun., and S. Ambler, Keighley.—Sth June, 1881.

2494. White Compounds of Lead and Zinc, A. French, Morriston.—S*/t June, 1S81.

3137. Lactic Acid, IT. J. Iladdan, Kensington, London.—19*7* July, 1SS1.

bar is also rendered inoperative during the time that the train is passing. For the purpose of locking or securing the switch tongues, bolts or cam levers are employed, which are connected with the longitudinal bar in such a manner that such bolts or cam levers and the longitudinal bar shall work in unison, that is to say, that when the longitudinal bar is locked by the passage of a train over it, and change in the point shall be rendered impossible. The drawing repre sents a plan of a portion of a line of railway, showing a switch with apparatus applied thereto, according to one mode of carrying out the invention, for locking or securing the points in position, the apparatus being adapted for double-junction points.

309. Cultivating Land by Steam Power, F. Briitsche.— 24th January, 1881. (id.

This consists, First, of a double-machine steam plough system moving the implement through ropes ; Secondly, of a single-machine steam plough system, combined with an anchor or other firm object on the opposite side of the field through a pulley also placed opposite the machine, the connection of the rope pulley with the anchor being readily untied and used for varying distances ; Thirdly, the arrangement of pulleys on the locomotive in such a manner that the ropes pass between the two'carrying axles of the locomotive, the ropes passing parallel over the anchor for a distance equal to the diameter of the pulley opposite to the machine.

322. Ships or Vessels, C. Cullen—25 th January, 1881. (id.

The decks of the vessel are constructed of two sets of iron plates, so connected together as to form air chambers.

327- Supplying Air under Pressure to Furnaces, <fec., C. Iiau'pt.—25th January, 1881. (id.

This consists principally in the arrangement of channels A for conducting the current of air, which channels conduct compressed air under as well as over

mn

bi

Notices of Intention to Proceed, with Applications.

Last day for filing opposition, 23rd September, 1881.

1840. Sweetmeats, S. P. Wilding, London.—A communication from H. Zimmennann, Theile, and Holz-

* r, ,    575. Absorbent Fabric, R. II. Smithett, Hengrove,

w i Coffee Berries, A. Gough, Bucking-    near Margate.—10th February, 1881.

ISil    w r tt,,,    919. Rotary Motion, E. Edmonds, Fleet-street, Lon-

¹⁸“M?iS? ¹    ’ W’ B‘ Hatfield> Sheffield.—29*7* don.-3rd March, 1881.

“?iat’ Fpsr/Tts"' *• <*«    “““il;. *’*“•

HLondon.    *“* * *

1861 Adhesive Matfrtats r w „ nt , .    ⁹⁴²- Fig PowDBR, F- p°ol, Holborn, London.-5*7*

1661. adhesive Materials, G. W. von Nawrocki, March, 1881.

-fS^T8TlUmCatl0nfr0mE- R‘ VOnPortheim- 94S- Mincing Machine, W. A. Barlow, London.—5*7*

HSsNirF- *    H

⁹⁵188RU"PS’ D- McLachlan> GlasS°w’ N.B.-5* March,

¹⁸^0T<rS«n88LLES’W- T‘ H6nley’ &C” PlaiSt0W’ ⁹⁶Lm-7rtLILr;T^DS’ C- ^ P< W°°d’ Binnlll&-

¹⁸htadF™il«y,T8E81.    ^ McCulh,m’ Ba»" ^ Ordnance, j!’ H. Johnson, London.-?*/* March,

¹⁸C^Ts^^2^yfi&BOy^ andS' ⁹⁹LSTIlV8E81POWER’ H> K NeWt0U’ L0nd0n-8f7i

¹⁹Glksgo"nfVa^i?8LNPING C°RKS’ J‘ List°n’ ¹⁰00. Expanding Mandrel, J. Harrison, Manchester. ¹⁹cLstVer.L™lra.v!:^8⁰8TCHODC, ^ SCOtt’ Man' lOO?: Boot Protectors, J. Fieldhouse, Keighley.-9*/i

. Thiele and Holzhame.-S^“    ¹⁰ ua,Weaving> C’ Catlow> Bumley.-lliA

~°i881iEliA1ING SEWAQE' H' Collet. Paris—9th May, 1065. Hardened Steel Wire, W. F. Bateman, York.

"2J2KESB&S Sirs JKV "£!sr&%n    - * *y.o,

²°-AcZ«n™nAfK;    mI^I8s1’ ^^^ mrmin8'

-^i^»Broa, street, London.-21,

²⁵£lA?£ARDU^™’^¹²-23r™rCtlF88L VALVES’ T‘ AdamS’ Manchester‘

²⁶1⁵£wAter Taps, A. Harvey, Glasgow.-13*/* June,    W’ H‘ Denham> Southsea.-31 st

8088 Steel, W. T. Whiteman, London.-A communi-    STlSSl⁶™*’ L‘ Gatllmann’ ChicaS°> U'S—

3₀^^CS<S^^#^⁸⁸ie, London, '^isllfW WEAVIN°’ W°°d’

l~-    T- «•

"SjKKJJKKST’'™ * T’    A™.»a, J. Webster, Sobhull.-Hfli

3    R L-    HaMan— 2647. Cleaning Fibrous Materials, W. r. Lake,

⁸⁴s„&.!*8rxififiii.I!ea“e' soii»- «» Loi,d“-M im-

3434. Working Railway Brakes, G. Wcstinghouse, jun., London.—8*/* August, 1881.    fa

3439. Regulating Valve for Railway Brakes, G.

Westinghouse, jun., London.-Sth August, 1881.

3409. Railway Brakes, A. M. Clark, London.-Com.

from J. V. D. Reed.—10*/t August, 1881.

3546. PRODUdNG Spray, G. W. von Nawrocki, Berlin ou7Cc!?¹‘ from B-⁻ Mestern.—16*/i August, 1S81 3o49. Rolls, T. Brown, Walsall.—16*/* August, 1881 3ob4. Lamps, J. F. Shallis and T. C. J. Thomas, Lond —16*/* August, 1881.

3603. Colouring

Patents Sealed.

{List of Letters Patent which passed the Great Seal on the 2nd September, 1881.)

List of Specifications published during the week ending September 3rd, 1881.

3874, 2d.; 250, 6d.; 260, 6d.; 266, 6d.; 300, 8d.; 309, 6d.; 322, 6d.; 327, 6d.; 334, 6d.; 336, 6d.; 342, Gd.; 361, 4d.; 363, 6d.; 378, Gd.; 380, Gd.; 384, 4d.; 389, 6d.; 393, Gd.; 394, 6d.;    395,    Sd.;    397, 4d.;    39S, 4d.; 407,    6d.;    40S,    Gd.;

2500, 6d.; 2578, 4d.

*** 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. II. Reader Lack, her Majesty’s Patent-office, Southampton-buildings, Chancery-lane, London.

ABSTRACTS OP SPECIFICATIONS,,

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

250. Piecing Doubled Yarns, &c., G. Balfe.—20th January, 1880. 6c*.

The twist is removed from a portion of each of the two ends to be united. The separate strands of the yarn are then united either by tying, gumming, or twisting, but so arranging such tyings or joinings of the separate strands or threads that no two are coincident. After the strands have been united as above, the twist which has been transferred from the parts being united to another part of the yarn, is now allowed to return to the parts which had previously been untwisted. Suitable machinery is described. 260. Seats of Tricycles, &c., J. Turner, J. A. Lamp-lugli, and G. F. Brown.—20th January, 1881. 6(*.

This consists principally of two parts, the seat proper, on which the rider sits, and an adjustable support or rest for the back of the rider, the whole being carried by two springs, one over the fore and aft centre line of the tricycle or other similar vehicle, and the other at right angles to that line.

266. Production of Surfaces for Printing, <&c., J. J. Sachs.—21s* January, 1881. 6c*.

This consists partly in the process for the production of surfaces for printing, stamping, or embossing, in which a facsimile of an object is produced by the action of light on paper or other suitable close or flexible material, covered with a sensitive layer and resist, and in which tlie sensitive layer and resist bearing the facsimile of the object are treated in a suitable manner and then applied to the surface of a roller or other body, which is finally etched in an etching solution.

300. Working Railway Switches, &c., G. Edwards. —22«c* January, 1881. 8c*.

A longitudinal bar is mounted on radial arms at the side of one of the rails, so as to be capable of a reciprocating motion, and when moved in one direction or the other, of rising above tlic level of tlie rail—or

[5001

on.

a    • Matters, J. H. Johnson, London.—

A communication from Badische Anilin and Soda ^Fabrik.—18</t August, 1SS1.

Water-closets, W. R. Lake, London.—A com-

3707. Water-closets, W. R. Lake, London.-A com-

s“H"y rta“w‘« c»-

Last day for filing opposition, 27th September, 1881. 1S-2m/™ (^Locomotives, H. Lawrence,Durham.

1S2ndBMayasil^ N‘ Hutchinson> WeUesbourne.-

1SJ/«P1SSL ° BELTS’ W‘ T‘ Henlcy> Blaistow—2nd

¹⁸1881BOOTS and Shoes’ A’ Greer> Beswick.—2nd May,

18S8Cnm⁰⁰ftn7\rV7L‘w-iddie’ Chancery-lane, London. from M. H. Wilson.—2nd May, 1881.

"S±S3S5SSS."’ McK*r “d A- K”“'

¹⁹1881FlREPLACES’    Ingram> Manchester.—3rd May,

(List of Letters Patent which passed the Great Seal the 6th September, 1881.)

i70. Bottles, A., Savage, New Kent-road, London.—

23?*c* February, 1881.

971. Packing Cases, D. Grey, Maesteg.—7th March,

1881.

9SS. Wheels, E. C. F. Otto, Peckham, London__8*/*

March, 18S1.

994, Condensing Apparatus, J. Spence, Newcastle-on-Tyne.—Sth March, 1881.

996. Turning Lathe, &c., O. Jones, London.—9th March, 1881.

998. Landaus, J. Lewis, T. Hammond, and J, Hillier,

London.— 9*/* March, 1881.

1003. Condensing Milk, F. Wirth, Frankfort-on-the-Maine, Germany.— 9th March, 1881.

1015. Heels for Boots, W. Brewster, Hunslet.—9th March, 1881.

1023. American Organs, G. Green and C. Savage,

Islington, London.—10*/* March* 1881.

1028.    Pumping Machinery, J. Wier and G; Wicr,

Glasgow.—10*/* March, 1881.

1029.    Carding Cotton, F. Mills, Heywood.—10*7*

March, 1881.

1030.    Musical Instruments, T. Paterson, London.—

10*/t March, 1S81.

1033. Consuming Smoke, G. Hunter, Leeds.—10*/*

March, 1S81.

¹°!!i„«A^w,LTSE3T₁ Apparatus’ W’ R- Lake> Lolldon- of the bottom of the flanges of the wheels-turning

1044. Cure of Smoking Chimneys, R. Douglass and J. of again falhng^^o^theiai^kvef thpna contmued’ Douglass, Coventry. -11th March, 1881.    beink such that tb^ hat    ³’ P*? aJrallge^¹?nt

1QLS°il81SH0ES' &C" K- Pr0Ct0r> Bumtoy-¹¹* I “oved during the passage of a tra^and consequently >    that any actuating apparatus connected with such

on

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the fire-bars, and are provided with a damper or a similar device, by setting which the relative proportion of the air entering above and below can be regulated.

334. Washing and Separating Ores, &c., D. Burns. —25th January, 1881. Gd.

This relates to improvements on patent No. 1244, dated 29th March, 1S77, and consists, First, in placing the pressure pipe in the interior of the machine, giving it a symmetrical figure, and allowing the water to flow from the bottom, thus giving an equally diffused and balanced action of the water through the perforated plate and on the substance treated ; Secondly, of adjustable valve to regulate the amount of flow of water, and therefore the force of the same at each pulsation.

336. Mechanical Motion for Imparting Intermittent Rotary Action, <&c., M. Gandy.—25th January, 1881. 6t*.

This consists of a cam-worm or screw, that is, a worm or screw A, the thread or threads 0 of which have only pitch on the worm barrel for a certain are

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it

of the periphery thereof, the pitch being eqnal to the intermittent movement required. The screw works on wheel 13, which has rollers or pins on its periphery, which take into the thread of the worm or screw.

342. “Hansom” Cabs, W. Johnstone.—2Gth January, 1881.    6c*.

This consists in the arrangement or combination of the parts of a hansom cab or vehicle, so constructed that the panels or glass frames may be lowered, and the upper framework and roof folded down to form open carriage.

361. Saddles for Horses, Mules, &c., A. Scholc-field.—27th January, 1881. 4d.

This, consists in the employment of hinged or self-adjusting panels or cushions.

363. Vertical Steam Boilers, W. Lord.—27th January, 1881. Gd.

The drawing shows an elevation in section of a boiler with four flued tubes. A is the shell of the boiler ; 13, the vertical flued tubes ; C, the cross tubes ; and. 1), the furnace bars ; E is the bottom plate of the □oiler, to which the flues B are rivetted; F, are

cam-worm or

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flanged tubes which form the firing holes furnaces at the bottom of the vertical tubes. Each vertical flued tube has an uptake G rivetted to the crown of the tube and to the top of the boiler II. The crowns of the vertical tubes are made corrugated, to allow for expansion and contraction.

378. Devices for Shoeing or Protecting the Feet of Horses, J. Offiord.—28th January, 1881. Gd.

This consists of a shoe or plate adapted to be secured to the hoof of a horse or other animal, and provided with a flexible or elastic pad or piece.

for the

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E. Scholes.—2nd February, 1881. fid.

The pick is mounted upon a special handle or lever, Sal<^ iev®r }a ProYided a fulcrum which permits the pick to be traversed in a straight line, and the said handle or lever is raised by means of a l evolving cam, and a screw and feed motion is employed to advance the pick to the extent of the distance between the cracks.

439. Hanging or Supporting Window Sashes and Blinds, &c., E. J. Hill.—2nd February, 1881.— (Not proceeded icitlu) 2d.

This consists essentially in raising, holding, and lowering sashes by means of a movable holding le working upon a rod or wire.

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engines ordinarily employed in paper-making. The drawing is a general plan of the settling table.

474. Improvements in Galvanic Batteries, J. C. and G. Fuller.—4th February, 1881.—(Not ceeded with. . 2d.

The inventors employ in an otherwise complete galvanic element an additional separate porous cell tb hold a reserve of the exciting fluid.

477. Filter for Cleansing Beer, &c., T. Dunlevie.

—4th February, 1881. 4c£.

The beer or other liquid passing filtered by means of three discs of

380. Closing and Fastening Doors, IF. Leggott.— 28th January, 1881. 6cl.

Into the bottom of the hanging style of the door is inserted the centre of a toothed pinion, which works into a rack placed in guides; at the end of this rack is a screwed spindle, round which is coiled a spring secured in its position by a slight tension caused by nut and washer upon the same ; this nut and washer have also to regulate the amount of tension required on the spring.

384. Tobacco Pipes, C. M. P. H. Triscott.—-28th January, 1881. 4 d.

This consists in the continuation of the stem across the bowl of a tobacco pipe, having the hole in the extreme end of the stem within the bowl stopped, and instead thereof the aperture in the under part of the stem about the centre of the bowl.

389. Manufactuke of India-rubbee Hose, /. Bur-bridge, R. C. Thorpe, and T. Oakley.—28th January, 1881. 6d.

This consists in manufacturing india-rubber hose with an external seamless coating of rubber compound applied by mechanical pressure.

393. Chains fob Driving or Receiving Motion from Wheels or Pulleys, F. Ley.—28th January, 1881.—(A communication from J. M. Dodge.) 6d.

This consists in the construction of driving chains of links having projections standing out from and

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formed in one piece with them, such projections being made narrow as compared with and in the direction of the length of the link, and shaped to enter into a V groove or grooves, or fit over a V projection or projections formed around the circumference of a wheel.

394.    Pressure Regulating Gas Burners, W. IV. Wynne.—28th January, 1881.—(A communication

from J. N. Chamberlain and A. W. Rice.—(Complete.) 6 d.

This relates to the construction of a gas burner which operates automatically to allow a given number of cubic feet of gas to pass through it each hour, uninfluenced by any variations of pressure in the gas mains or supply pipes to cause the quantity of gas passing through it to vary to any considerable degree.

395.    Press or Machine for Producing Coloured

Embossed Impressions from a Die, J. S. Sworder. —22th January, 1881.    8d.

This consists of a vertical hand screw embossing press with plunger carrying a die, unconnected with and arranged vertically underneath the screw, and lifted to its highest position by a spring or weight, and capable of vertical adjustment, the back part of the casting or head of press being hollowed out to receive a horizontal inking apparatus, consisting of a ductor, inking plate, inking rollers, and roller carriage, a cam fixed under the fly-wheel giving motion to the roller carriage through the medium of vibrating levers fixed on a horizontal shaft; one of these levers arranged horizontally carrying a roller., kept in contact with the lower face of a cam by a spring or weight, the other lever arranged vertically connected with the roller carriage, the ductor, and inking-plate being made to partically revolve at each stroke of the press, and the ductor, inking plate, and rollers, being arranged to readily disconnect.

397- Breech-loading Fire-arms, J. T. and J. Rogers. —22th January, 1881. 4cZ.

This consists in constructing the body with a lever pivotted within each lock hole, one end resting under the hammer, and the other under the barrel, so that the. act of opening the breach for loading causes the falling barrels to bear upon the ends of the levers beneath them, and the other end lifts the hammers into bent. A small spring acting on the lever throws it back into position.

398. Scales, II. J. Haddan.—22th January, 1881.—(A communication from L. Colassot.) 4d.

This consists in providing the scale beam with a heavy rod attached near the centre of the beam forming an angle of about 50 deg. or 60 deg. with the latter. This regulator keeps the beam at an oblique position. All parts without the regulator should be perfectly equilibrated, the. regulator rigid, and the centre of gravity should coincide with the axis of suspension, so that the scale is in a state of indifferent equilibrium, the cups or platforms remaining in any position that may be given them.

407- Looms, J. Kenyon.—22th January, 1881. fid.

This consists, First, in making the end of the strap fork that passes through the stop rod—or through a bracket of the stop rod.—of square or oblong section. Secondly, in covering the foot of the picking shaft with a shoe or bush of cast iron; thirdly, in improvements in shuttle boxes; fourthly, in the links for holding the weight rope.

408. Steam Engine, &c., II. H. Lake.—22th January, 1881.—(A communication from P. and F. E. Besnard.) fid.

This consists, First, in the cylinder and piston being both formed in two parts suitably connected with each other,.so as.to allow the shaft which passes through the said cylinder and piston to be placed in position ; Secondly, in the piston formed in two parts and

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having recesses in its body to prevent the passage of the arms of the crank shaft when the latter rotates, and to receive a sliding piece which serves as a bearing for the crank pin of this shaft, so that the movements of the said piston effect the rotation of the said shaft without intermediate mechanism.

411. Spinning and Doubling Cotton, &c., J. Hodgkin-son.—31sS January, 1881. fid.

This relates to throstle spinning and doubling frames, in which an oil reservoir or cup is employed, which is fitted in the ordinary manner in the bolster rail, and is provided with a boss or centre bearing of the requisite length, and round which is caused to revolve a wharve or pulley, the bearing being formed

by a tube, or if preferred, maybe cast with the wharve or pulley, which when revolving becomes self-lubricating. To the revolving wharve or tube is attached inverted flyer, the oil cup, boss, or centre bearing being hollow to allow the spindle to pass through, and bear the bobbin on a braid which is fixed on the

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spindle above the top bearing, and may be stationary or revolve, as may be required, for the purpose of effecting and regulating the drag upon the bobbins. 416. Combined Low Water Alarm and Safety Valve for Steam Boilers, G. Wilson.—31st January, 1881. 6d.

This consists of a small dome or chamber fixed top of the boiler, the said chamber being divided by a diaphragm into an upper and lower chamber, of which the former has a whistle fixed upon it, and the latter is in permanent communication with the steam space of the boiler. The low water alarm valve is seated in the diaphragm and opens downwards, and is formed on a stem rising through the top of the boiler shell,

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and having a float attached to its lower end, whereby the valve is kept closed so long as there is sufficient water in the boiler, but opened by the descent of the float when the water falls below the proper level, whereupon steam is admitted to the upper chamber and the whistle sounded. The safety valve, which is also seated in the diaphragm, opens upwards, and is loaded by means of a spring adjusted by a perforated screw, according to the pressure at which it is desired that the valve shall operate

418. Stoppers for Bottles, &c., B. Zibach.—3ls January, 1881. fid.

A short piece of pipe, stopped at its inner end, and provided with collars at or near its outer and in ends to prevent it from falling into the bottle when the pressure is not on, or blowing out of it when the pressure is on, is free to move for a short distance in or out of a short pipe or socket, attached to or forming part of a cap which fits over the neck of the bottle. This cap may be secured to the bottle by or more, but preferably two clips or ears projecting from it, and fitting over a collar upon the necx of the bottle. The collar has spaces provided for the clips to pass through, and the cap is then turned partly round and is thereby secured from pulling or blowing off ; a packing ring or equivalent, which "may be of india-rubber or the like, is placed between the cap and the collar.

420. Making Stereotype Plates, C. Pieper.—lst February, 18S1.—(A communication from A. Faber.)— (Not proceeded with.) 2d.

This relates more especially to the matrices in which the plates are cast, and to an apparatus in which the matrices are dried.

427- Apparatus Applicable to the Shoes of Horses, R. Ingram.—ls< February, 1881. fid.

This consists, First, of a plate provided with roughs capable of being readily fixed into or detached from the shoe of a horse or mule; Secondly, in the combination of set screws and tongues or spikes, which may be forced between the shoe and hoof with the roughing plate ; Thirdly, in the combination of a heel piece or drag, fitted with packing pieces suitable to the weather or road, with the roughing plate.

429.    Elastic Linings for Beer Casks, &c., 0. Wolff. —1st February, 1881.—(A communication from T. Remus.)— (Not proceeded with.) 2d.

The cask may be formed of two halves attached to each other by means of angle iron rings or hoops and screw bolts, so as to form a watertight cask. The elastic lining is applied, say, to the upper half of the cask, and it lies snugly against the inner walls thereof, and is held at its edge between the abutting ends of the halves of the cask, so that the lining also serves as an air and watertight packing for the edges of the two abutting halves of the cask.

430.    Machinery for Aerial Navigation, Right Rev. Monsignor T. J. Capel and Rev. A. de la Pauzc.— 1st February, 18SL—(Not proceeded with.) 2d.

This consists in a suitable car or boat built as lightly as is consistent with strength.

432. Machinery for Grinding or Shaping Razor Blades, H. II. Lake.—1st February, 1881.—(A municationfrom J. D. Frary.) 6d.

This consists in the combination of a revolving grinder, a carriage having a reciprocating movement imparted to it in a plane parallel to the axis of the said grinder, a holder pivotted to the said reciprocating carnage, and carrying a matrix at one end to pre-Se]j rTv‘blanks to the grinder, the other end of the said holder being pivotted in a fixed vertical line independent of the said carriage, whereby a combined reciprocating and rocking movement is imparted to the holder m. a plane practically parallel with the plane of the said carriage.

435. Apparatus for

441.    Joints for Pipes, J. S. Fairfax.—2nd February, 1881 .—{Partly a communication from W. Painter.) lOd.

This relates to improvements on patent No. 39, dated 3rd January, 1S7S. The pipes are made with a groove, indent, or recess, so arranged that it may contain or receive a gasket or ring of metal, leather, paper, or other suitable material made with a concavity or cup-shaped, so that hydraulic or other suitable pressure being applied the gasket or ring will be compressed, extended, or spread, so as to come closely into contact with the sides or surfaces of the groove, recess, or spigot fitting the same and preventing leakage.

442.    Extinguishing Fire, J. C. Hudson.—2nd February, 1881. 6 d.

This consists in the arrangement of a chemical fire engine, wherein a weight or bolt contained within a perforated tube or guided by standards descends to break a bottle containing acid, the descent of the weight being caused by turning the engine upside down.

443.    Horse Gear for Driving Machinery, R. A. Lister and IF. Priestley.—2nd February, 1881.— (Not proceeded with.) 2d.

A strong cylindrical foundation casting is employed having a suitable number of arms and a centre or boss, which boss carries an upright shaft on which revolves a spur, toothed, or friction pinion, and on the outside is provided a spur, toothed, or friction ring. Revolving on the upright shaft is a cast iron disc, which serves for the purpose of a covering plate, an attachment for the usual poles, and also as a carrier for one or more spur, toothed, or friction intermediate or counter wheels, which gear into the ring and pinion.

444.    Valves for Steam Engines, T. Rigg.—2nd February, 1881.—(Not proceeded with.) 2d.

In constructing steam valves or regulators for steam engines, upon the steam pipe is fitted an ordinary stop valve with a slide, which can be raised and lowered in a rectangular space, but surrounding the back, and two sides of such slide is fitted in such rectangular space ; also a metallic saddle-piece or casing, which is so constructed as to relieve the slide of the pressure which would otherwise be exerted thereon.

445.    Manufacturing Pottery and Earthenware, T. IVillet.—2nd February, 1881.—(Not proceeded with.) 2d.

Instead of employing a jigger or other mechanism for revolving the mould, and having a tool either held stationary by hand or in a jolley, for forming the interior or exterior as heretofore, a table is arranged capable of turning on a central vertical axis, and round this table are formed suitable recesses to receive the moulds, and by suitable mechanism this table is caused to have an intermittent revolving motion, whereby it remains stationary whilst the articles are being made, and then has a partial revolution given to it to bring the next set of moulds under the revolving tools.

446.    Making Metal Tubes, &c. , J. R. Casscls and T. Morton.—2nd February, 1881. 6d.

This consists in the system of making a metal tube, according to which a rough bar, or pile, or bloom, is first rolled by separate stages into the form of a flat strip, and is subsequently rolled also by separate stages, so as to be bended and further reduced, and finally formed into a tube-like skelp, the piece of metal being operated on throughout its entire length at each stage before being subjected to the succeeding stage.

447- Manufacture of Cast Iron Pipes, <&c., H. Swift. —2nd February, 1881.—(Not proceeded with.)

This consists of an upright circular pattern having at its base a toothed wheel, the centre of which works upon a vertical worm ; the toothed wheel is actuated by two pinions sliding in square upright shafts, which may be driven by bevel wheel or otherwise. The toothed wheel has a boss cast on the underside, which passes through the centre of a guide or lifting plate, to which it is attached by a loose overlapping flange secured to the boss by set screws or bolts. The guide or lifting plate has two circular holes to fit bosses cast on the lower side of the pinions, through which pass the two square upright shafts, and having angles at each corner corresponding to the four upright stanchions forming the framework. The pattern is raised by the toothed wheel, being revolved on the upright worm, and the guide plate attached to it raises the pinions on the square shafts, from which the motion is derived.

451.    Tube Expander, G. Allix.—2nd February, 1881. —(Not proceeded with.) 2d.

This relates to a tube expander, composed of a radial slotted solid edged washer or plate, in the slots of which the required number of rollers are fitted, and are forced towards the outer ends of the slots by a tapered plug or rod to the desired distance. The rollers have each an auxiliary groove or recess to engage in the slots, the shoulders resting against the washer, which also keeps them in position.

452.    Blacksmiths’ Hearths, &c., R. R. Gubbins.— 2nd February, 1881. 6d.

This consists, First, of a blacksmith’s hearth, the frame of which is of sheet metal connected and built up with comer pieces and collared bolt pins and nuts for receiving the hearth side plates and bottom carrying the driving mechanism ; Secondly, the combination with a tubularly mounted bearing of the flywheel, the clutch-box mechanism, and driving quadrant, with setting screw for adjustment of the bearing in the eye of an arm.

453.    Hurdles, Fencing, &c., J. Sheldon.—3rd February, 1880. 8d

This consists in making in the bars to be connected together recesses extending preferably about half way across them, and connecting the said bars together, so as to build up the structure by introducing the uncut away parts of one bar into the cut away parts of the other bar, so that they interlock, and securing the interlocked bars in their places by links or wedges passed around or through them where they cross, or by the frames in which the crossing bars are held in making window frames and other like structures ; also the combination with hurdles or continuous or other fencing of barbs for converting the hurdles or fencing into barbed hurdles or fencing.

454.    Taps and Valves, E. J. Collis and J. D. Ready. —Srd February, 1881. 6d.

This relates to the construction and employment of apparatus for enabling taps and valves (used in lieu of taps) to be readily and. safely fixed to beer casks and other vessels and articles containing the fluid to be drawn off, when such apparatus is composed, First, of

[454]

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an internally screwed bush fixed permanently to the cask or other vessel or article ; Secondly, of a screwed tail to the tap (or valve in lieu thereof) enabling it to be screwed within the bush, and a shaped end to the tail to take into a correspondingly shaped _ end of a plug; Thirdly, of a valve to bear against the inner face of the bush ; and Fourthly, of a screwed plug_ either swivelled to or formed solid with, or fixed rigidly to

the last-mentioned valve, and shaped at its inner end to take into the correspondingly shaped end on the tail of the tap (or valve used in lieu thereof), and thus be screwed or unscrewed within the bush by means of the tap (or valve in lieu thereof).

457. Steam Boiler and other Furnaces for Burn-Gas, B. J. B. Mills.—3rd February, 1S81.—(A communication from A. L. Holley.) fid.

This relates to a combustion apparatus consisting of the alternate ports A, G, and the diaphragm F,

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placed over them as to throw together the jets issuing from said ports, and to form a hot chamber W for igniting and burning the mixture.

458. Brewing, A. Manbrc.—3rd February, 1881. 6d This relates to the production of ale, stout, porter, or like fermented liquors from malt worts mixed with worts made from either maize, rice, barley, big, oats, wheat, darn, mullet, sago, mandioca, potatoes, arrow-root, or equivalent substances, such worts being separately prepared and treated, so as to effect the removal of noxious ingredients therefrom, and subsequently mixed and fermented together.

460. Preventing the Explosion of Coal-oil Lamps, &c., A. Bonneville.—3rd February, 1881.—(A com nicationfromJ. F. Delaire.)—(Not proceeded with.)

When the lamp is upset or required to be extinguished a weight is displaced, which frees a spring, and through suitable levers and accessories, extinguishing cap to extinguish the flame.

462.    Spinning and Twisting Machinery, T. Craven and J. Crabtree.—3rd February, 1881. fid.

This consists in mounting revolving guides behind the back rollers, through and between which the roving, is passed, after which it passes between metallic rollers, whereby the .roving is gradually drawn or reduced.

463.    Fustian Cords, D. Dewhirst and S. Crossley.— 3rd February, 1881.—(Not proceeded with.) 2d.

The rib is composed of alternate through threads and half or broken threads, then another through or cross thread, and so on.

467.    Compounds for Treatment of Foot-and-Mouth Disease, C. W. House.—4th February, 1881.—(Not proceeded icith.) 2d.

The compound for the drink is composed of sulphur, nitrate of potash, carraway seeds, and assafoetida, given in warm water. The lotion for the mouth is composed of vinegar, salt, and alum, and the lotion for the feet is composed of Stockholm tar, sulphuric acid, and borax.

468.    Heel Tips for Boots and Shoes, J. Smith.—4th February, 1881.—(Not proceeded icith.) 2d.

This consists of an annular metal tip capable of being revolved to compensate for uneven wear.

469. Permanent Way of Railways, R. Long.—4th February, 1881. fid.

The drawing is a transverse section of a rail chair. A is the chair constructed of cast metal, C is a standard shaped to fit one side of the rail, D straight standard formed or made with a horizontal recess E,

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F truss piece shaped at one side to fit the rail, and at the other to fit the straight standard ; G recess in the truss piece F arranged so as to be opposite to the recesu in the standard C ; wedges pass through the recesses E G, and are entered at opposite sides.

470. Air Compressors, &c., C. T. Owen.—5th February, 1881. fid.

This consists of an arrangement of compensating beams or levers by which the equal or varying powei exerted by the prime mover is given off to the air compressing piston (to overcome the varying resistance) in such a manner as to fully utilise the power and obtain the greatest result therefrom, the said compensating beams or levers obviating the necessity of a heavy fly-wheel as ordinarily used.

472. Apparatus for Preparing Materials for Paper-making, J. Collins.—4th February, 1881. fid

This consists in the combination of settling apparatus with the breaking and beating or pulping

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from the cask is perforated copper or wire gauze, forming chambers in a hollow cylinder fitted to the cock or tap.

478.    Neckties or Scarfs, W. R. Lake.—4th February, 1881.—(A communication from Messrs. Fish, Clark, and Flagg.)—(Not proceeded with.) 2d.

This consists in forming one or more joints or flexible lines in the “ shield ” or stiffening piece, constituting the foundation for the upper end of the scarf, so that whilst affording firm support thereto in one direction, the shield will yield in another.

479.    Money Tills, G. E. Abseil.—4th February, 1881. —(Not proceeded with.) 2d.

This consists in apparatus wherein the change in silver to be given for a gold coin is locked up ready

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for delivery; and only to be procured by the placing in the till of the proper weighted coin for which the change is to be given, such appreciation of the value being determined by the operator, and not by the apparatus.

481.    Hauling Clips, IF. R. Wills.—ith February, 1881.—{Not proceeded with.) 2d.

To the front or bottom plate of a tram or to the buffers of the tram is affixed one arm or blade of a pair of gripping tongs or pincers, the said arm being fixed to the tram by means of a base plate made in piece with the said arm. This arm has no motion, but jointed to it is another or movable aim, which by being turned round upon its joint opens or closes the acting ends of the tongs, so as to make the said end grip or loose anything placed between them.

482.    Hot Air Engines, A. M. Clark.—ith February, 1881. -(A communication from, A. S. Lyman.)—{Not proceeded with.) id.

The generator consists of three main parts, viz., the upper part or cooler, which is surrounded by an outer jacket forming a water space ; the lower part or heater, which is made of cast iron or steel, and which is connected with the heater of the working cylinder and the centre part, which is made of light and strong lap welded sheet iron or steel tubing, which will not conduct heat rapidly, and which has a bore larger than the outside of a displacer contained within the generator for the reception of the economiser or regenerator between the two.

488. Wheels for Vehicles, A. M. Clark.—ith February, 1881.—(A communication from A. Blasco.) 6 d.

This relates to apparatus for the manufacture of wheels described in patent No. 232, dated January 19th, 1881. It also relates to a method of putting, pressing, and securing together the parts forming the hub proper. The felly of the wheel is composed of wood, and the hub proper is formed of the butts of the spokes having a dovetailed shape; also wooden and metal rings that fit on opposite sides of the spoke butts and are firmly clamped in place by means of screws that pass transversely through all the parts. The apparatus is adapted for holding the laminae of the felly while being successively put in place, also while the spokes are being inserted and the hub parts applied, and it enables the parts of the wheel to be quickly and cheaply put together. The parts composing the hub proper are forced together by powerful pressure.

484.    Grinding Corn or Grain, IF. R. Lake.—ith February, 1881.—{A communication from J. T., R. K. and E. H. Noye.)—{Not vroceeded with.) id.

The apparatus consists chiefly in the peculiar construction and arrangement of the grooves and ribs upon the rolls ; also in the means whereby the rolls are adjusted towards and from each other, and in a series of such rolls graded in respect to fineness or number of grooves to the inch with intermediate bolts, the several sets acting in succession of grade.

485.    Measuring and Bottling Liquids, J. Hepple-stone.—ith February, 1881.—{Not proceeded with.) 2d.

This relates to improvements on apparatus for measuring and bottling ale, wine, and other liquids which drawn direct from the cask or other vessel and passed through a measure to the bottle without being exposed to the air.

486.    Gassing Yarns or Threads of Cotton, &c. J., M. Cryer.—ith February, 1881. Sd.

The principle feature of novelty consists in structing the gas burners, which are made in the form of a fork, with two, three, four, or more prongs, having holes perforated along the sides of the prongs, which are drilled in a diagonal form, so that the jets of gas

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Tho pole pieces are fitted in recesses in the brass wheels A, and are retained in proper position by screw pins B²; C C are electro-magnets with pole pieces D slit radially, and about one-half larger in diameter than the diameter of the cores, while the pole pieces B¹ B¹ are about one-sixth larger in diameter than the armature cores. The electro-magnets may be excited by a separate small machine, or by one or more armature coils of the same machine as described in patents Nos. 3006,1863 ; 2762, 1865; and 842,1867. When direct currents are employed, an electro-magnet is used which is connected with a switch and excited by a major current; this shunts the current through the machine till the external circuit is re-established, and so avoids sparking on the commutator.

499. Hammerless Breech - loading Fire-arms, H. A. Thorn.—5th February, 1881.—(Not proceeded with.) 2d.

This consists in affixing an extension piece to the “ steel lump” on the barrel of a gun, which extension piece, in the act of opening or closing the gun, acts as “ elevator,” passing through the face of the breech action. The elevator presses against the tumbler of the lock, raising it from “ barer” to “ full cock.” The back portion of the elevator, in its movement from “ barer ” to “full cock,” gives motion to a slide, which acts upon the safety bolt for sears and triggers, and so effectually locks the latter, thus preventing any accidental discharge of the gun.

502. Waterproof Garments, J. T. Goudie.—5th February, 1881. 6d.

This consists in the forming of waterproof garments with or without an inner layer or lining of unproofed or porous cloth, with ventilating inlet openings in the lower body, and corresponding outlet openings at or near the collar of the garment.

504. Treatment and Preparing Maize, Barley, <fcc., for Brewing, Colouring, and Flavouring Beer, Porter, &c., J. Boy dell.—5th February, 1881. 4c7.

The grain is thoroughly steamed. Through it is passed a stream or jet of water to cleanse it, and afterwards a current of hot air is forced through it. The grain is then roasted in cylinders or otherwise in a similar manner to ordinary malt.

507. Packing for Steam Engines, &c. , E. A. Brydges. 5th February, 1881.—{A communication from IF. Wolff, sen.—{Not proceeded with.) 2d.

This consists in braiding a wire or wires of suitable metal or metallic alloy with and into the outer or other layer of fibrous or other material.

513. Combined Pencil or Pencil Case and Spirit-level, L. Vayan.—7th February, 1881.—{Not proceeded with.) 2d.

A cylindrical case has a pencil or pencil-case introduced into it at one end, the other end being closed. The case also contains a spirit-level.

515. Fastening for Straps or Bands for Transmitting Motion, &c., T. Morgan.—7th February, 1881.—(A communication from F. Schindler.)—{Not proceeded with.) 2d.

The principal feature of the fastening consists in an excentric or cam with roughened or toothed surfaces, mounted excentrically upon a support and exerting a pressure upon the belt, increasing in proportion to the tension upon the latter.

518. Signal Apparatus for Buildings, Vessels, &c., II. Botten.—7th February, 1881.—(Not proceeded with.) id.

This relates chiefly to that class of signals known as pneumatic bells, but an important part thereof relates to the method of giving or recording signals in several different places simultaneously, and particularly on board vessels.

520. Looms, G. Lendrum and T. Beardsell.—7th February, 1881. id.

This consists in the employment of a friction or brake pulley E attached to the top box lever C, which is passed a strap of leather or other suitable material G. One end of the strap is fastened to a

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placed has its inner face nearly vertical, and between this face and the key a wedge or joggle is inserted and driven down after the key is placed in position against the web of the rail. This wedge is but very slightly tapered, so as to hold tightly when driven down, and it has vertical V-shaped ribs formed one upon each face, which are received in corresponding V grooves in the key and the face of the jaw, whereby all longitudinal movement of the key is prevented, and it is securely locked in the chair.

536- Chimney-piece Coverings or Casings, R. II. Gudgeon.—8th February, 1881. 6d.

This consists in the manufacture and use of chimney-piece coverings, or casings constructed to slide so as to be adjustable to suit chimney-pieces, firegrates, or openings of different sizes and shapes.

546. Dinitro-benzole, J. A. Kendall.—9th February, 1881. id.

This consists in the manufacture of dinitro-benzole from gas containing benzole by means of a mixture of nitric acid and sulphuric acid, the latter being in excess.

558. Pen-holders, E. Fischer.—9th February, 1881.

6d.

The pen-holder proper is united to the stem of the holder by means of a socket or other joint, in such a way as to be capable of being set at any angle to the stem.

560. Sugar, J. If. Johnson.—9th February, 1881.—(A communication from Messrs. Brissonneau Brothers, and Co.) id.

This relates to the process for liquoring sugar, consisting in the employment in combination of steam or vapour and “cleare” or clarifying liquor, the latter being obtained by causing steam to impinge against powdered or other sugar interposed between the steam inlet and the substance under treatment,

588. Compound for Soup, S. Pitt.—10th February, 1881.—{A communication from J. F. Tyrrell.) id.

This consists of a compound for the preparation of soup composed of dried and granulated meat, dried and granulated vegetables, and dry and granulated seasoning.

608. Manufacture of Glue from Bones, A. J. Boult. —12t/i February, 1881.—{A communication from Dr. R. Hagen and F. Seltsam.) id.

This consists in the production of animal glue from bones reduced to the size of grist or from the offal from the manufacture of bone grist, which is based substantially upon the production of concentrated and sparkling clear solution of glue directly from the steaming apparatus by means and manipulations applied especially.

621. Violins, &c., H. J. Haddan.—lith February, 1881,—{A communication from E. R. Mollenhauer.) —{Complete.) id.

This consists in placing a board between the sounding board and the back of the instrument, and parallel to these two boards, so as to divide the interior into two compartments. This intermediate board is provided with sound holes and a bass rod. 627. Steam Engines, <fcc., W. F. Goodwin.—lith February, 1881.— {Complete.) 6d.

This consists. First, in the peculiar construction of the cylinder, its head, and arrangement of valve casings ; Secondly, in automatic mechanism for constantly lubricating the piston space through the medium of tho piston rod ; Thirdly, in an automatic mechanism for constantly lubricating the piston or other packed rods of a steam or other engine, and for delivering the lubricant in predetermined quantities to the surfaces to be lubricated when found necessary; Fourthly, in means to remove the condensed water from the oil chamber of the stuffing-box, and to means for collecting any oil that may work out of the stuffing-box ; Fifthly, in the method and mechanism employed therefor for operating the valves, and for changing the lead of said valves while the engine is working. 698. Fountain Pen-holders, M. Benson.—11th February, 1881.—{A communication from IF. W. Steioart.—{Complete.) 6d.

This consists, First, of a supplemental ink chamber in the lower end of the holder, from which the immediate supply of ink is discharged upon the pen; Secondly, a capillary wire to conduct the little bubbles of air quickly to the froth chamber ; Thirdly, a froth chamber or receptacle for the inky bubbles of air; Fourthly, an agitator to prevent accumulation of air bubbles or the deposition of sediment; Fifthly, a capillary thread or strand of fibrous material, which will prevent the interruption of liquid continuity by an over accumulation of air bubbles ; Sixthly, a flexible air chamber in the head of the pen-holder, whereby a sudden pressure may be exerted upon the enclosed ink to force away obstructing matter from the air passages ; Seventhly, a jacket to partly enclose the pen to prevent ink from running therefrom upon the holder or upon the fingers ; Eighthly, a shield to cover the belly of the pen and the ink tube for a similar purpose ; Ninthly, a fluid holder on the back of the pen to prevent the slit from becoming rapidly dry.

2234. Axles-boxes for Railway Vehicles, IF. G. Raoul.—21 st May, 1881.—{Complete.) id.

This comprises a lid or cover hung to the lower edge

enlarging the loops that have been put through finished meshes of the wire fabric, mechanism for feeding one finished fabric continuously, and thereby presenting the meshes already formed to the loops of the crimped wire for connection herewith. The drawing is a front elevation partly in section of the chine.

2295. Treating Fecal and other Kefuse Matter, A. Baron von Podeicils.— 25th May, 1881.—{Complete.) 6 d.

The matter is collected in a reservoir, and intermittently forwarded by its own weight to a lower vessel, where it is mixed with acid which binds the free ammonia, and changes its carbonic combination into a salt that will be stable under heat, bonic acid liberated presses the entire fhjid into a fumigating apparatus, in which the heating gases which escape from the furnaces used are forced through the fluid by a blast, the disinfecting and deodorising substances in the smoke being absorbed by the fluid. The matters thus warmed are then carried to an evaporation boiler, where they partly thickened and pass through tubular conduits to vacuum chambers heated by steam, where they further thickened, and then passed into a rotary drying apparatus, from which they issue in the form of a dry coarse powder.

2384. Oscillating Steam Engines, II. J. Haddan.--31st May, 1881.—{A communication from J. S. Cain.) —{Complete.) id.

This relates to increasing the ’power and reducing the consumption of steam by connecting each end of the piston rod with a crank and shaft carrying momentum wheels setting at proper angles to each other, and connected with and transmitting the force of their momentum, combined with the steam power, to a driving shaft setting at a proper angle to them.

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A is the cylinder, 0 the valve connecting rods. The cylinder is mounted on hollow trunnions operating as steam inlet and escape pipes. G are the momentum wheels attached to the (crank shafts B and C, nected with the driving shaft D by pitmen I, connecting from the upper momentum wheels at N to the crank wheels J attached to the driving shaft, which, by the pitman F, is also connected with wheels G below, attached to crank shaft C. E is the piston rod.

2395. Wheeled Vehicles, J. Pitt.—31st May, 1881.

—{A communication from P. Herdie.)—{Complete.)

6d.

The rear main supporting springs are clipped or firmly mounted upon the cranked axle close to its upright portions or cranks, and are jointed respectively at their front ends to the opposite ends of a cross bar or plate upon which the vehicle body rests. Other and lighter or weaker bracing springs are rigidly connected

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when lighted combine, by which an increased heat is obtained with a less consumption of gas, and a more pure flame than hitherto. The drawing is an end elevation of a gassing frame. G is the gas burner fixed on the gas pipe.

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487- Tooth-gearing Wheels, Pulleys, &e., IF., /., and E. Whittaker.—ith February, 18S1.—(Not proceeded with.) 2d.

This relates to the novel method of fixing the rim of a cog-wheel or pulley to the arms or spokes for the purpose of reducing or minimising their liability to fracture.

491. Safety Appliance for Securing Scarf Pins, J. Foxlow.—bth February, 1881. id.

This consists in the employment of a removable cross pin or stop screwed into a scarf pin.

494. Coffin Handle Mounts, IF. G. Appleford.—5th February, 1881 .—(Not proceeded with.) 2d.

The outside pivot handles are sustained with ___

plate, which may be firmly fastened at its two extremities by two screws, one at each end.

497- Improvements in Electro-magnetic Induction Machines, H. Wilde.—5th February, 1881.    6d.

This invention consists of a method of constructing electro-magnetic induction machines with multiple armatures to increase tlieir efficiency. The figure ^ives a section of the machine. A A are wheels or discs

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ngid_ part of the loom frame, and to the other end ^ *s attached. The object is to lower the shuttle boxes gradually or easy, so as to prevent the noise and wear and tear which now takes place when the shuttle boxes are allowed to drop from one box to another.

521. Looms, IF. Whiteley and F.\0. Tucker.—7th Febru-

_ ary, 1881.—{Not proceeded with.) 2d.

This consists in the employment of a hinged finger attached to the stop rod, so arranged that when the slay board is moving from the breast beam the hinged finger or a friction pulley at the bottom thereof comes into contact with a projection on the loom frame, and

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which means the pressure of the upright finger acting on the holding levers at the back of the shuttle boxes is removed, and for a moment the shuttle is relieved, when the picker is immediately brought into action and the shuttle removed from the box, and sent across the loom, by which time the hinged finger will have left the projection and the upright finger will be again pressing on the holding mechanism ready to receive the shuttle when it arrives at the opposite box.

523.    Fireplaces, J. Westley.—7th February, 1881.— {Not proceeded with.) 2d.

This relates principally to the backs of fireplaces.

524.    Apparatus for Filling and Corking or

1881>PE6(7NG ■®ottles>    February,

This consists in apparatus for filling and corking or stoppering bottles, in which one bottle only at a time is operated upon by one set of operating devices, obtaining the whole of the motions necessary for working the different paits of the apparatus from cams carried on a rotary disc, wheel, or pulley.

525.    Breech-loading Small-arms, J. F. Swinburn.— 7th February, 1881. 8d.

This relates to breech-loading small-arms in which the ends of the barrels are raised from the break-off for charging and shut and locked down against the break-off during discharge, and consists of the arrangements or combinations of parts for cocking the hammers of the said small-arms, and for preventing the accidental discharge of the said

526.    Securing Bailway Bails in their Chairs, J. Linacre.—7th February, 1881—{Not proceeded with.) 2d.

The jaw of the chairs within which the key is

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of the outer end of the axle-box, having on its inner face a boss that, when said lid or cover is closed, serves to receive the end thrust or end bearing of the axle and it comprises further a stirrup or shackle, pivotted on the sides of the axle-box, and designed to be turned down over the closed cover or lid, to hold it firmly in a closed position, and keep the said boss against the thrust of the axle.

2283. Making Wire Fabrics for

This invention comprises a new crimping device, a

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at their rear ends respectively with the respective cranks of the axle, and at or near the tops or upper ends thereof, while at their front ends these tension and. thrust or two-way acting brace springs connect by joints with the tops of augle trusses or brackets at points respectively above and about in the vertical planes of the respective jointed front ends of the main supporting springs.

2398. Improvements in Telephones, &c., R. M. and W. van 0. Lockwood.—31st May, 1881. 6d.

The invention relates to a novel manner of winding

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the coil, whereby a second wire is got leading from the coil at a point near its centre without breaking the single wire, of uniform size, forming the coil; also to a novel construction of the base or support for the transmitter, the support being of cylindrical form, forming a cylinder surrounding the helix ; also a new construction of the covering of the microphone, and a new arrangement of the helix and microphone relatively to each other, and the support as described. Thecon-

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pan where they are fed, and grow m their proper shape or combine with one another, and form combined crystals by the slightly cooling current passing over or amongst them.

5355. Refractory Materials for Converter Linings, H. Wedekind.—21s< December, 1880.—(A communication from H. Bollinger.)—(Void.) 2 d. This consists in moulding or forming the converter linings of certain materials similar in their chemical constituents, and known to mineralogical science under the terms of asbestos, chrysotile, and serpentine.

5372. Manufacture of Salt for Domestic Purposes, &c., J. H. W- Biggs.—22nd December, 1880. 2s. 6d.

This relates to improvements on patents No. 4321, a.d. 1876, No. 17S8, a.d. 1S77, No. 2106, a.d. 1877, and No. 1336, a.d. 1S7S, and consists, First, of the purification of brine in pans, in which it is first boiled to

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struction of the coil is shown m the figure. The core D is wound with wire to about one-third the size of the coil,the end of the wire projecting. When the coil is wound so far a second wire is attached thereto by a half connection, and carried out therefrom without breaking the main wire, which is then further wound until the coil is completed, terminating in the outer end. The first wire is con. nected with the battery, the second wire is connected directly with the transmitter, and the third or end of the main wire with the receiver. The other improvements are also described in the patent.

2500. Direct-acting Pumping Engines, A. M. Clark.

—8tli June, 18S1.—(A communication from E. G.

Shortt.)—(Complete.) 6 d.

This consists, First, in the construction of the steam valve which controls the flow of steam to the cylinder, the said valve being made with a piston head at its lower end, and a central hollow stem rising therefrom with springs registering with the steam ports, and being operated on the up stroke by the increased area of steam surface on its underside over and above the area on its upper side, steam being on both sides of the valve at the up stroke, and being brought down by the exhaustion of steam from its underside ; Secondly, in

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means for controlling the admission of steam to the main valve to secure its proper movement; Thirdly, in constructing the top of the steam cylinder with a tapered and central boss or projection, through which the steam passes to this end of the cylinder open, and forming a corresponding depression in the top of the piston, which together forms an annular steam cushion at the top, which allows the piston on the up stroke, when it has but little work to do, to rise more quickly than it descends, and without shock and damage to the top cylinder head, this quick upward movement of the piston serving to economise time and render the discharge of water from the pump more nearly continuous. The drawing is a vertical central section.

2578. Foot-rower Mechanism for Driving Saws, Lathes, &c., A. M. Clark—lith June, 1881.—(A communication from C. E. Mayo and W. L. Perry.) Ad.

This consists, First, in the combination of clutch pulley B, shaft A, pulleys D E, straps H, Hi, and G, shaft Bi, treadle F, and a spring ; Secondly, the com-

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bination of shaft A and clutch pulley B, formed with tangential grooves I, and fitted with pins or rollers K in combination with a treadle, pulleys, and belts, fitted for giving an intermittent rotation to the clutch.

3874. Treatment of Paper, J. Wetter.—24th September, 1880.—(A communication from F. H. H. Neumann.—(Not proceeded with.) 2d.

This relates to improvements on patent No. 28, dated 3rd January, 18S0, and consists in the employment of acetate of soda, acetate of alumina, acetate of potash, ammonia, phosphate of soda, chloride of sodium, a fatty potash soap, and generally all hygroscopic products which, absorbing water from the atmosphere, can only be dried by heat.

4245. Treatment of Ores of Lead and Zinc, &c., J. C. Stevens.-—18t/i October, 1880. Ad.

This relates to the treatment of blue stone and other ores in which the sulphides of lead and zinc are combined together with or without other metals, and consists in calcining the ore and treating it with hydrochloric acid, so proportioned in quantity and adjusted to strength that the oxide of zinc may be dissolved whilst the oxide of lead is left in the residue. This residue is further treated with hydrochloric acid, converting the metals into chlorides, and then by calcination rendering the iron insoluble.

5261- Preparation of Cotton, &c., for Spinning, JR. Southworth.—15th December, 1880.— (Void.)

This relates to the construction of what are known as as “roving,” “ stubbing,” “intermediate,” and “jack frames.” The principal features relate to the struction and arrangement of the flyers and spindles and their connections.

5270. Rotary Propellers, &c., M. P. W. Boulton.— 15th December, 1880.—(Void.) 2d.

The object is principally to discharge the stream created by the propeller in a direction contrary to that of the vessel’s movement, or more nearly in that direction than is done by an ordinary screw propeller. 5350. Manufacture of Salt from Brine or other Solution, &c., J. H. W. Biggs.—21st December, 1880. 4s. Ad.

This relates to improvements on patents No. 4324, a.d. 1876; No. 1778, a.d. 1877; No. 2106, a.d. 1877, and No. 1336, a.d. 1878, and consists in the production of “light salt,” so as to preserve the natural angles of the crystals. The nucleus crystals, if again passed through the brine, are liable to have the angles rounded off, to avoid which a broad current of hot brine, decreasing in heat, is caused to pass down a long pan, so as to allow the majority of the nucleus crystals time to acquire sufficient size to lodge on the bottom of the precipitate carbonate of lime, and certain other impurities, and afterwards treated with a solution of carbonate of soda, mineral alkalies, or other chemicals to remove the sulphate of lime and deliquescent properties by filtration or precipitation. Deep pans and pendent strings are used so as to present a large area for inducing incrustation and the formation of large crystal salt. The salt is treated upon permeable surfaces with exhaustion or blowing of air or gas through it, so as to facilitate washing, drying, &c.

5375. Looms, E. Smethurst.—22nd December, 1880.— (Void.) 2d.

This relates to improvements on patent No. 1027, dated 9th March, 1880. Instead of the bobbins containing the lap weft or whip thread being mounted on vertical sliding bars placed at the back of the loom, they are arranged in a horizontal position upon a sliding bar underneath the reed.

5432. Tricycles, &.C., J. Harrington.—2ith December,

1880. —(Void.) 2d.

Motion is communicated from the driving shaft to the driving wheels by means of cranks and connecting rods, and the driving wheels can run loose on their shaft and are provided with friction clutches. The invention relates further to ball bearings, and consists in the use of two circles of balls separated bv a ring.

5509. Material for Making Chimney Pieces, J, H. Corke.—31s< December, 1881.    2d.

The material consists of 6 lb. sulphate of iron, 4 lb. sulphate of alumina, and 3£ lb. logwood, placed with 18 gallons of water in a boiler and boiled for two hours, after which it is strained and allowed to cool, when it is gauged with Keen’s or Martin’s cement and pressed or run into moulds.

717- Self-acting Fastener for Doors, Window Sashes and Frames, J. Woodward.—19th February,

1881.    6d.

This relates to the construction of spherical ball latches. For mortice locks on one end of the bolt is fixed a brass cup corresponding in its interior with a section of the circumference of the sphere or ball which seats itself in the cup. In the fore-end is made a seat corresponding with the sectional circumference

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SELECTED AMEKIOAIT PATENTS.

From the United States Patent Office Official Gazette.

244,367. Plough, John Austin, Chicago, III.—Filed

January 3rd, 1881.

Brief.—The box in which the rear caster-wheel spindle revolves is laterally adjustable on the frame. When the ploughs are let down to work the oblique position of the wheel stock prevents lateral play ; but when the discs are raised the wheel swivels in the vertical box. Segment rack is adjustable. A straight board or landside to resist the thrust of the diagonal discs. Claim.—(1) The combination, in a rotary plough of one or more diagonally arranged rotary ploughing discs B B¹, and the landside C, the latter consisting of a thin vertical blade in the form of a shoe, constructed, adapted, and arranged, substantially as shown and described, to follow one of the said discs and to enter the soil vertically near the landside of the furrow, for preventing the tendency of lateral movement of the plough, owing to the diagonal arrangement of the ploughing discs., as set forth. (2)

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The combination, with each other and the beam or frame of a rotary wheeled plough, of the pivotted and laterally adjustable box H, the wheel D, the hanger or stock E, entering the said box and being rotary therein, and carrying the said wheel, the lever I, applied rigidly to the said box, and the adjustable segment J, substantially as and for the purposes specified. (3) The combination, with each other and the beam or frame of a rotary wheeled plough, of the pivotted and laterally adjustable box H, having elongated trunnions b b, the bearings F F, the adjustable collars c c, mounted on the said trunnions, the wheel D, the rotary hanger or stock E, and a lever and locking device for controlling the inclination of the said box, for the purposes set forth. (4) The combination of the frame A, having on its rear end the arms G G, the boxes F F, the laterally adjustable box II, having trunnions b b, the wheel D, the hanger or stock E, the lever I and its bolt, and the laterally adjustable cogged segment J, substantially as and for the purposes specified. 244,447. Combined Caster and Corner Clamp for Trunks, William B. Gould, Montrose, N.J.—Filed May 19i% 1881.

Claim.-—(1) The sheet metal comer clamp A, having inwardly projecting ears a c and b d, arranged in pairs, substantially as described. (2) The combination of the corner clamp A, having inwardly projecting ears a c and b d, arranged in pairs, with the roller B, hung in said ears, substantially as herein shown and

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described. (3) The method herein described of constructing a corner clamp with inwardly projecting ears by cutting said ears in two pairs out of the body of the corner clamp, and then bringing them in line by first bending them on the blank, and then bending the blank itself, substantially as specified.

244,462. Electric Lamp Holder, Otto Kartzmark, New York, N.Y., assignor to the United States Electric Lighting Company, same place.—Filed March 8th, 1881.

Claim.—(1) A combined gas-burner and electric lamp supporting base or socket adapted for attachment to and use with a gas pipe or bracket. (2) The combination of a gas-burner, an insulating electric lamp vase or socket, and an electric circuit breaker with conductors, as described, these parts being connected together and arranged for attachment to and use with a gas pipe or bracket. (3) In a combined electric lamp holder and gas-burner, a perforated insulating base or socket for an electric lamp, forming a prolongation of the gas pipe, in combination with a burner or tube and metallic connections, leading from the line wires, adapted to be put in connection with the terminals of an electric lamp, whereby either the gas or an electric lamp may be employed as the source of light, as set forth. (4) The combination of gas pipe N, electric lamp base K, forming a prolongation thereof, and pro-

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vidod with a burner L, and conducting plates B E, and an incandescent electric lamp adapted to fit down over the burner and complete the circuit between the contact plates., as and for the purpose set forth. (6) The combination, in an electric lamp base or socket for use with a metallic bracket, of the insulated cylindrical block K, plates B E, metallic nut I, inserted in the block K, and a switch F, with conducting strip H for making and breaking the circuit between the plates and the nut, as shown. (6) In an electric circuit breaker, a rotary shaft F, and pin G, passing freely at right angles through the same, in combination with a spring J, and contact strip II, constructed as described, these parts being arranged for operation, and tained within an inclosing case or recess of insulating material, substantially as hereinbefore set forth.

244,701. Filter, Parker Wells, Lynn, Mass.—Filed May 18 th, 1881.

Claim.—(1) A filter having a body, an exit neck, and a contained rectangular frame of the form described, cast in one piece to form a filtering chamber, and a valve chamber having side apertures connecting therewith, and being provided with a removable top having connections for attachment to the source of supply, adapted to serve with a three-way valve, as specified. (2) The body A, neck b, threaded flange b'², and rectangular frame B:i, cast in one piece, as shown, combined

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with the perforated disc I and cap C, as and for the purposes set forth. (3) The combination of the body A b id &² and frame B, cast in one piece to form filtering chamber D and valve chamber II li, the screens x, disc I i, cap C c¹, and a three-way valve, as and for the purposes set forth. (4) The valve K, composed of the central plate k, heads kl k³, shank k*, and handle A:⁵, combined with the nut m and casting A B b, having threaded apertures b⁶, as set forth. (5) The valve K, having head k¹ cut away to form a segmental space k², combined with the body having pin xl, to limit the stroke of the valve, as specified.

244 488. Combined Anvil, Punch, and Shears, Hans A. Schneekloth, New York, N.J.—Filed March

Claim_(1) The combination, with an anvil having

a longitudinal central cavity, of a shearing device arranged at one end, of a punching device arranged at the other end, and of intermediate mechanism for operating the shearing and punching devices, sub-

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© f® jgf stantially as described. (2) The combination of an anvil A, having a longitudinal cavity at the middle and lower part, shears B at one end, a punching device C at the other end, intermediate fulcrumed and linked levers D D¹, the lever D¹ having a toothed segment at the inner end, a pinioned shaft El, and an actuating lever E, at the outer end of the shaft, substantia and for he rurpose set forth.

244,482. Electric Lamp, Charles D. Perkins, New York, N.Y., assignor to the United -States Electric Lighting Company, same place. — Filed Pebruami 24 th, 1881.

Claim.—(1) The combination, with the exhausted globe of an electric lamp, of two or more independent incandescing conductors of unequal degrees of electrical resistance sealed therein, whereby as many intensities of light may be obtained from a given current as there are conductors, as described. (2) A multiple

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circuit breaker for electric incandescent lamps, consisting of a spring seated contact pawl F, fixed to a rotary shaft and adapted to engage with the alternate metallic and insulating segments D D¹, substantially as shown and described. (3) The combination, in an incandescent lamp base, of metallic segments D, pins gi, and connecting strips G, provided with sockets for the reception of the free ends of the conductors, substantially as shown.

CONTENTS.

The Engineer, September 9th, 1881.

PAGE

Strength of Locomotive Coupling Rods ..    ..181

The New North Docks, Liverpool

Railway Matters.........

Notes and Memoranda ......

Miscellanea...........

Nabholz Rivetting Machine. (Illustrated.) .. 184

Watson’s Pumps. (Illustrated.) ........

Rayner’s Volute Distilling Apparatus and

Condenser. (Illustrated.) ..........

The British Association............

Letters to the Editor-

Losses in Gold Mining............

Traction Engine with Coupled Road Wheels. 186

Split-boss Propeller .......

Vacuum Brakes...........

Preventing Ships from Sinking..

Advertisers and Replies to xVdvertisements. R6

Patent Law Reform...........

Leading Articles—

Loss of the Doterel .........

Electric Power.............

The Water Supply of Tees-side

A New Engineering College .....

Preventing Water from Freezing in

Hydraulic Apparatus.........

Self-created Troubles by Steam Users Literature—■

The Construction of Large Tunnel Shafts ..    .. 191

The Figure of the Earth...... ......

Standard Pipe Dimensions ..........

Engines of the Virginian and the Valencian.

(Illustrated.)..................

Electrical Apparatus at the Paris Exhibition.

No. III. (Illustrated.) ............

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 193

Notes from Lancashire ......

Notes from Sheffield........

Notes from the North of England

Notes from Scotland........

Notes from Wales and Adjoining Counties .. 194 The Patent Journal Abstracts of Patent Specifications. (Illus.) 195 Abstracts of American Patent Specifications.

(Illustrated.)..........

Paragraphs—

Death of Mr. E. Rendle ..    ..

Trial Trip of the Charkieli

A Fast Boat..........

Ryland’s Iron Trades Directory

Torpedo Boats ........

The Iron and Steel Institute ..

The Panama Canal ......

The Metropolitan Railway Company are about to construct a large size gasworks at Neasden for the production of oil gas for lighting the Metro-politan Railway carriages on the Pintsch system.

South Kensington Museum.—Visitors during the week ending Sept. 3rd, 1881:—On Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 12,762 ; mercantile marine, building materials, and other collections, 7082. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. till 6 p.m., Museum, 2124; mercantile marine, building materials, and other collections, 740. Total, 22,708. Average of corresponding week in former years, 19,466. Total from the opening of the Museum, 20,316,793.

The Panama Canal.—A German physician has recently returned and reports uncomfortable things from Panama. According to the New York correspondent of the. Daily News, he says that 250 persons are working on the Canal, 200 of whom are negroes. Half of them are sick, haggard, and starving. The death-rate is alarming, and not more than 100 able-bodied men are at work at any time. They receive 17 dollars a month, and the worst board imaginable. They are crowded into shanties and fed on the cheapest food. The work is advancing very slowly on the Canal. There is nothing to show for the money expended, and it is generally believed here that it will never be finished. Later intelligence says : ‘ ‘ Mr. Carlos Holguin, Envoy Extraordinary and Minister Plenipotentiary from the United States of Columbia has, however, written to say that the depreciatory comments on this enterprise lately cabled from New York may properly be traced to the not unnatural jealousy of those whose interest is embarked in a rival undertaking.”