eye,

and that fewer errors arise from ear reading than from eye reading. Last year a simpler but decided change Avas made, which converts the single needle instrument from a visual to an aural apparatus. It consists of a small metallic plate wound cylindrically, very much as if a sheet of paper, say Sin. by Ivin., Avas wound on a penholder. This little apparatus is fixed to the dial of the ordinary instrument instead of the ivory stop, the needle striking against the curved surface and producing audible sounds. A similar example is the striking part of many American clocks—the hammer hitting against a coiled Avire. So far with this class of instruments, specimens of Avhich will be found in the Postal Telegraph Department exhibits, the modern forms of the needle instruments and sounders will not only be found there, but in many other stands of manufacturers, &c. This slight historic sketch aahII not be complete without referring to the Morse instruments. As is well known, Morse Avas proceeding Avith his experiments in America at the same time as Cooke, Wheatstone, and others, on this side of the Atlantic; and ultimately the Morse alphabet and instrument were extensively adopted over the whole civilised world. Large numbers of these instruments are to be seen in all parts of the Exhibition, but they are too well known to need description. This brings us to instruments such as that of Hughes, and its modification, which we shall describe in a future paper.

Julius Sax shoAvs a mechanical and electrical Avater gauge. The apparatus consists of two parts—(1) the transmitter, fixed over or near the cistern ; (2) the receiver, Avhich may be fixed at any distance away from it. The

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THE PARIS ELECTRICAL EXHIBITION. No. Y.

The continuity of the history of telegraphy is, as we have already pointed out, well shown by the various exhibits in the Exhibition. The postal telegraph department is especially rich in instruments of this description. We have already referred to the first instruments of Cooke and Wheatstone, their cumbersome five-needle apparatus, afterwards simplified and developing into the single and double-needle instruments. Attention should be directed to a fact, which the tendency of critics is to ignore, that invention in the transmission of signs has continually been in advance of the requirements of the times. No sooner had the early pioneers demonstrated the fact that electric telegraphy was practical than improvement succeeded improvement, and inventions for fast speed were put on one side, because the time was not yet ripe for their use. Whereas forty or so years ago we commenced with Cooke and Wheatstone’s instruments, we have now not only such instruments perfected, but duplex, and quadruplex working ; sounders instead of writers, Wheatstone’s automatic, and still further, telephonic and microphonic instruments. Soon after Cooke and Wheatstone, we had, in 1843, Bain’s telegraph, where the alphabet is formed by two pointers, one moving to the right and the other to the left according to the current. Then, in 1846, ILighton’s gold leaf telegraph was introduced, in which a small strip of gold leaf inserted in a glass tube passes through the field of a permanent magnet, and forms part of the line circuit. The gold leaf moved in the one direction or the other according to the direction of the current. A little later came Highton’s needle telegraph, in which the signals were similar to those of the needle instrument of Cooke and Wheatstone. As regards time, we should mention Henley’s magnetic instrument here, but this has already been described as a type of such apparatus. In 1855 the British and Irish Magnetic Telegraph Company introduced Bright’s bell instrument, wherein the alphabet was produced by means of two bells with different tones, the hammers being actuated by electro-magnets, worked by a relay and local battery. The relay was double-acting, and consisted of two electromagnetic bobbins placed side by side, their ends being furnished with pole pieces turning inwards. Between these pole pieces, at each end of the bobbins, play the ends of permanently magnetised needles, pivotted on vertical axes ; these needles being so placed that a current in one direction closed the circuit of the local battery of one bell, while a current in the contrary direction closes.the circuit of the other bell. We are not sure that this was the earliest use of the sounder, in contradistinction to the needle instrument, which appeals more to the eye, and the recording instruments, such as Morse. We believe in America the value of reading by sound was appreciated before this, and no doubt long ere we arrived at that decision the Americans had elected the sounder over the Morse recorder as the better instrument. Prescott says, “ It was soon discovered after the introduction of the Morse system of telegraphs that words could be read by the click of the magnets,” but the paper record held its own till about 1852, when it began to be superseded, till of late almost all the American instruments are sounders. It is singularly the consensus of experience that the ear is more accurate than the

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FIG. 17.—SAX’S ELECTRICAL WATER GAUGE.

wheel P of the transmitter, Fig. 16, carries a float, not shown in sketch, which float causes the wheel to turn in either direction. The same wheel is geared into the pinion on spindle A, which pinion is calculated to turn round once at each inch of the rising or falling of the float. The same axle A carries tAvo insulated weights W, which are loose on the axle and can only travel in one direction by a small trigger arranged for this purpose. By the falling of the float the one weight W will be carried round, and cause tlie contact C to pass over the springs S, sending a copper current through the lines to the receiver. By the rising of the float the second weight W would rise in the opposite direction, causing the contact Z to pass over the springs S¹, sending a zinc current in the line to the receiver. These two currents will cause the permanent magnet M of the receiving instrument, Fig. 17, to move

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either to the right or to the left, and so actuate the wheels carrying the hand. If the hand of the receiving instrument is adjusted and set to work with the hand of the mechanical dial, the former would always follow the latter, and so show the state of the water in cistern, reservoir, or river, at any distance away. The apparatus is also arranged to ring an alarm bell, both when the water has reached the highest or lowest points.

Edison’s relay consists of a glass tube A, Fig. 18, with a bulb at the lower end B, fixed in an ebonite disc Iv, carried by three brass legs with levelling screws. On the disc four binding screws to connect to line wires and to local battery, also two small spirit levels to show when the instrument is accurately levelled. In the bulb B is fixed the platinum wire F, ending at the insulating material G. On the other side of G is the platinum wire L turned up at

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FIG. 18.—EDISON'S RELAY.

the end to make the contact point M. A cross piece H on F carries the wire D. Normally D does not make contact Avith M, and its normal position is maintained Avhen the thin platinum Avire C is cold. This Avire C is the continuation of the line wire, and as the current passes it is heated, and expands, making the contact for the local battery at M. It is stated that the relay Avorks Arery satisfactorily and accurately in practice.

It is Avell known that the English wire-drawers in some branches of that industry are at a disadvantage Avith regard to some of their continental competitors, when such questions as cost of carriage and facilities of transport are considered, but are not behind in quality. Messrs. R. John-and NepheAv, of Manchester, shoAv specimens of their productions. For example, a length of No. 00 B.W.G., weighing over 200 lb., of best galvanised iron rod for cable5 armour, shows the great length that can be made in one piece Avithout Aveld or joint. Another specimen is of No. 8 B.W.G. galvanised telegraph Avire of Ioav electrical resistance, to meet the requirements of the specifications of the Telegraph Department. For telephonic purposes, a special galvanised wire—No. 11—is prepared in pieces up to 140 lb., which in practice have been found to work satisfactorily. Another specimen—No. 15—has a high breaking strain, and is prepared for erection in toAvns and cities, so that the factor of safety may be great and the chances of accident minimised. The Whitecross Wire and Iron Com-panyy of Warrington, also show a number of specimens of wire, among Avhich is a coil of conductivity wire for telegraphs, weighing 150 lb., without weld or joint. This wire has TTlin. diameter, 1075 lb. breaking strain, a resistance of 12 ohms per mile, and a torsion of twenty twists in Gin. Another coil, weighing 150 lb., of same diameter, has a breaking strain of 1350 lb., a resistance of 13 ohms, and thirty-six twists in Gin. For cable purposes, a coil of wire is shown of special material; '073 diameter, having a breaking strain equal to 60 tons per square inch, showing tests by winding round its own diameter and back again without breaking. Messrs. Felten and Guilleaume also show a large number of specimens of telegraph wire as made by them for overhead and underground telegraph work in Germany. As the German Telegraph Department is rapidly extending its underground lines, it will, perhaps, be better to consider its exhibit in tion with the specimens of cable shown by the Telegraph Construction and Maintenance Company, Messrs. Siemens, the Silvertown Company, and others.

life among the lighthouses.

No. I.

A Minister of State, whose duties brought him into constant attendance upon Royalty, once made a memorandum in his diary to watch the King into a good humour, that he might ask him for a lighthouse. It is probable that the wish of Lord Grenville—for it was he—was not to learn what living in a lighthouse would be like, but rather to realise the very considerable living to be got out of one. Whether his lordship ever got what he desired do not know, but could he have foreseen the serious penalties the nation would have to pay for having the “ well-beloved cousins and councillors ” of its kings quartered in this free-and-easy way upon the mercantile marine, surely he would have been too generous to seek it. Henry VIII. and his daughter Elizabeth were alive to the true policy in such matters, for he put the custody of such things into the charge of a chartered body, whose interests were made identical with the public welfare ; and she, making her Lord High Admiral Howard surrender liis authority in regard to beacons, buoys, marks, and signs for the sea to their custody, gave the Elder Brethren of the Trinity House their first Act of Parliament, and set them forward upon an ever-widening career of usefulness, which has resulted in our channels being almost as well lighted as our streets.

Not but that among the proprietors of “ private lights,” as those not under the control of the Trinity House-called, there were men of sagacity, energy, and self-devotion—men who were proud of the means whereby they lived, and took the same pleasure in having their lighthouse a credit to them, that an opulent manufacturer does in having his mills up to the mark with all the most recent improvements. But the same motive did not exist in the one case as does in the other. If a manufacturer does not keep in the front rank as regards machinery, the character of his goods is degraded in the market. He must choose between spinning well or not at all. But with the private manufacturers of light for bewildered sailors the case was different; they were authorised to levy tolls on all vessels passing, using, or deriving benefit from the light in question. A certain range of distance appears to have been assumed within which the vessel was liable ; and although at one lighthouse the oil might be. bad, at another the candles unsnuffed, whilst at a third the coal fii-e would be reeking in its embers, still long as the light was there the dues were chargeable.

Things came to a crisis at last. In districts where at the time when the king’s good humour had been availed of, vessels from fishing-village to fishing-village crept round by twos and threes, the waters got crowded dail}’ and hourly with ships of mighty tonnage, and every ton had to pay. It was difficult to tell what the recipients of the Royal benevolence were making; but from the style in which their mere collectors throve, it was evidently something far too good to be talked about. It must have been very hard to have been insulted with an offer of ,£350,000 for a barren rock in the ocean, nothing like that number of feet square, subjecting the proprietor to the necessity of making a pathetic rejoinder to the effect “ that if he must sell, it must be for P'550,000, and that would not pay him, but a jury was appealed to, and P‘445,000 was carried off as the vested right in one lighthouse, with a heavy sigh that it was so little. Another leviathan of the deep realised P‘300,000 ; and if these were whales among the tritons, the tritons and the minnows too, all plethoric of their kind, fared well. The scale was freighted heavily with compulsory purchase-money before they were all bought out, and the shipping interest had to pay surplus light dues for many years before the official custodians of the lighthouse fund had got quit of their large debt.

Even on these terms it was the right thing to do. When the lighthouse on the Smalls Rocks in the Bristol Channel Avas in private hands, the annual consumption of oil— which is another way of stating the annual amount of light produced, was as little as 200 gallons. At this present time 1500 gallons are burnt within the year. The dues payable in those days were 2d. per ton, whilst vessels now pay at the rate of id. per ton over sea, and Ad. per ton for coasting voyages—less an abatement in the latter case of 35 per cent. But bad lighting, private proprietorship, public debt, and, to a great extent, even surplus light dues, have gone for ever, and lighthouses have got back to what Queen Elizabeth meant them to be—public trusts in public hands for public uses. And yet it was private enterprise that built and rebuilt and again rebuilt the Eddystone ; and it was private courage that established the strange, wooden-legged, Malay-1 ooking barracoon of a lighthouse in the Bristol Channel, on a rock called the “ Smalls.”

The wooden structure of the Smalls was conceived originally by a Mr. Phillips, of Liverpool, a member of the Society of Friends. He set himself to establish “ a great holy good to serve and save humanity;” and even in this world he had his reward, for sixty years afterwards, when his representatives had to surrender it to

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the Trinity House, they got £170,000 by way of compensation for it.

Like most sagacious men, he knew hoAv to choose his instruments. At that time there resided in Liverpool a young man of the name of Whiteside, a maker of “ violins, spinettes, and upright harpsichords,” with a strongly marked mechanical genius. In the summer of 1772, the young fiddle-maker found himself at Solva, twenty miles from the rock, with a gang of Cornish miners, who were to quarry sockets into the stone, into which it was originally intended that iron pillars should be leaded. The first attempt was sufficiently appalling. The surface of the rock is called 12ft. above the level of high water, that is in smooth water ; but in tempestuous seas, and when the waves are rolling in from the south-west, it is as many feet below it. The party had landed from their cutter and had got a long iron rod worked a few feet into the rock when the weather suddenly got “ dirty.” The wind and the sea rose together, and the cutter had to sheer off lest she should be wrecked. The men on the rock clung, as best they might, to the half-fastened shaft, and a desperate struggle ensued between brute nature and that passive fortitude which is greater than brute nature—all through the night into the morning, all through the day into the night again, until the third day, when the storm abated and they were saved.

Nothing daunted, it was agreed that it was just as well to know the worst. One hint was immediately taken, and rings and holding bars were let into various parts of the rock, to which the men could lash themselves and each other on similar occasions. It was soon found that iron pillars would not do, that they were not sufficiently elastic; and great pains were taken to find heart of oak that would be equal to resist the angry forces of the waters. That the present structure would stand for ever may be doubted, except by a process analogous to the repair of the Irishman’s stocking—first a new foot and then a fresh leg. Anyhow, it was thought better to build a granite tower, which if well done, may be said, humanly speaking, to be done for ever. The light is exhibited at a greater elevation, which gives it an extended range, and the size of the lantern will admit of a larger and more powerful apparatus. The mode of procedure is of course very different from that adopted by Mr. Whiteside. Where formerly there was a poor fiddle-maker, with half-a-dozen Cornish miners, and a ship’s carpenter or two, there is now a civil engineer, a clerk, thirty-eight granite masons, four carpenters, eight smiths, thirteen seamen, four bargemen, two miners, and eight labourers ; a commodious wharf, a steam vessel, a tender, and some barges.

The story of the present structure at the Eddystone has been told with quaint simplicity by the man who raised it. Smeaton had this advantage over Whiteside, that he had precursors in his work ; but then the work was harder and was done more enduringly. Whiteside’s work at the Smalls is coming away in the course of a or two ; Smeaton’s, at the Edclystone, is to remain the pattern lighthouse of the world "for ever. The first Eddystone, built in 1696, was a strange affair—something like a Chinese pagoda or a belvedere in some suburban tea-gardens, with open galleries and projecting The architect was Henry Winstanley, and he has depicted himself complacently fishing out of his kitchen window ; but how he ever expected his queer mansion to stand the winter storms is simply a marvel. It was completed in 1699, and it was destroyed in 1703. The necessity for repairs had taken him to the rock at the time, a dreadful storm set in on the 26th of November, and the next morning there was nothing left of the lighthouse or its occupants but some of the large irons whereby the work had been fixed in the rock.

The next structure at the Eddystone, commenced in 1706, was a very different thing. Mi¹. John Rudyerd doomed by fortune to be a silk mercer, and keep a shop Ludgate-hill, but nature had made him an engineer. Smeaton speaks with great admiration of many of his arrangements; and if the lighthouse had not been destroyed by fire, about forty-six years after its erection, there appears no reason why it should not have been standing to this day. While Winstanley’s was all external ornament, with numberless nooks and angles for the wind and sea to grip it by, Rudyerd’s was a smooth, snug, solid cone, round which the sea might rage, but on which it could hardly fasten. But fire conquered what the water could, not. Luckily for the keepers it broke out in the very top of the lantern, and burnt downwards} and there was time to save the men, although one of them, looking upward at the burning mass, not only got burnt on the shoulders and head with some molten lead, but while gazing upward with his mouth open, received some of the liquid metal down his throat, and yet survived, to the incredulity of all Plymouth, for twelve days, when seven ounces of lead “ of a flat, oval form ” was taken from his stomach.

The lessees of the Eddystone in those days seem to have been liberal-minded people. The tolls ceased with the extinction of the light, and could not be renewed until it was again exhibited. It was their apparent interest, therefore, to get a structure run up on the old model as quickly as possible. It was true it had been destroyed by fire, but a little modification of the old arrangements would probably have prevented such a calamity recurring, and it had proved itself stable and seaworthy. Nevertheless, they not only-consulted the ablest engineer of the day, but submitted to the delay and extra cost involved in the adoption of his advice to build of stone and granite.

The point of most enduring interest connected with the present Eddystoue is the peculiarity of its form, which is familiar, probably, to everybody in the kingdom, from the child who has seen it in a magic-lantern, to the civil engineer who knows Smeaton’s stately folio by heart. Uiitil he built so, the form was almost unknown to us ; and since lie built so, all the ocean lighthouses have been modifications of it. It is interesting to contrast the reasoning of Mr. Alan Stevenson, the builder of the Skerryvore, another of these deep-sea lamp-posts, as they have been called, off the western coast of Scotland, with the instincts of Smeaton, so to speak, on the same subject. It may not be very edifying to tlie general reader to learn “ that, as the stability of a sea-tower depends, cceterisparibus, on the lowness of its centre of gravity, the general notion of its form is that of a cone ; but that as the forces to which its several horizontal sections are opposed decrease towards its top in a rapid ratio, the solid should be generated by the revolution of some curve line convex to the axis of the tower, and gradually approaching to parallelism with it; and that this, in fact, is a general description of the Eddy-stone Tower, devised by Smeaton.” Neither is it a thing likely to be remembered, without saying it over a good many times to oneself that “ the shaft of the Skerryvore pillar is a solid, generated by the revolution of a rectangular hyperbola about its asymptote as a vertical axis.” But if we understand the respective narratives of the constructors rightly, Smeaton worked from analogy, and Stevenson from mathematical calculation. Smeaton tells us of his desire to make his lighthouse resemble the trunk of a stately tree, and he gives drawings both of a trunk and of a branch, to show how they start, the one from the ground and the othfer from the main stem. He is also constantly recurring to the elasticity of stone, and he quotes a report from one of the keepers, that on one occasion “ the house did shake as if a man had been up in a great tree.” Certainly, the effect to the eye in looking at the Eddy-stone, corroborates the conception with which his mind was evidently possessed ; it emerges from the sea ; the curve of the natural rock is continued in a singularly felicitous manner. The Skerryvore is a fine shaft, but one sees that it has been stuck in a hole, thoroughly well fastened in, and relying on its weight and coherence, likely-to remain there till doomsday ; but the Eddystone is homogeneous to the rock, as well as to itself, and gazing on it, one gets into the same train of contemplation as Topsy did upon her wickedness, and supposes it grew there. Nevertheless, the Skerryvore is a noble structure, and the memoir of its construction by Mr. Stevenson is almost exhaustive of all that is at present known about lighthouses and lighthouse illumination.

JOHNSON’S TELEPHONE TRANSMITTER.

We have lately tested rather severely a new telephone transmitter that has been introduced by Messrs. Tasker, Sons, and Co., electrical engineers, of Sheffield. The instrument is the patent of Mr. J ohnson. Fig. 1 sIioavs the instrument as arranged for use, Avith call-bell, transmitter, and bell receiver complete. In our experiments Ave have used tAA⁷o small Lechlanche cells, and the result has been in every Avay satisfactory. The arrangement of the transmitter Avill be seen from Fig. 2, Avhere A A¹ represent pencils of carbon, loosely supported in blocks B B¹ B² of the same material. A shunt (C) is used of loAver resistance than the highest resistance of microphone when mounted for use. The circuit from the

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battery F through primary E can be made through the arms A or A¹ and connection G. If this circuit is broken, the induced extra current passes through shunt C. By this means harsh and disagreeable grating sounds in the receiving instrument are entirely got rid of, and hence Ave obtain more distinct artieula-It obviates sparks from too bad contact, and thus keeps the instrument continually sensitive, and there seems to be little or no decrease of efficiency. The arrangement of carbons is neAv, and the shunt arrangement, is something that has not previously been introduced inta_/any instrument, so that the inventor may congratulate himself on having devised a transmitter that will give a still further development to telephonic telegraphy.

At a recent meeting of the Pfalz-Saarbrucken section of the Ver. Deutscher Ingenieure, Herr F. Braune gave the results of some experiments made to ascertain the power required to roll certain bars of steel of maximum size and length, as compared Avith iron rods of the same dimensions. The train consisted of tAvo sets of three-high rolls, having an average diameter of 21⁻GGin. The engine had a 35'43in. cylinder and 35‘43m. stroke, and worked at eighty revolutions ordinarily. The usual pressure was 571b. in the steam pipe, but the valve gear was not in particularly good condition. The fly-Avheel Avas 2Gft. in diameter and it weighed 38 tons. When iron Avas being rolled the engine moved Avith an expansion of five-eighths at ordinary steam pressure, the expansion being regulated by hand. A pile of iron Avas rolled in one heat in 130 passes, the engine developing 2G0 indicated horse-power. After the bar had gone through the finishing pass the engine Avas running at usual speed, so that a neAv pile could at once be rolled. The engine Avas therefore sufficient, under ordinary circumstances, for current manufacture of iron bars.

It was well understood, in the outstart that it would be too weak foi steel, ciicumstances remaining the same. Therefore, before commencing to roll steel, the other trains in the mill were stopped, although the heating furnaces were kept going, so that the boilers attached to them made steam of 711b. pressure. The engine up to a speed of seventy-nine revolutions per minute before the ingot entered the rolls, and an indicator diagram was taken. The ingot was then rolled, and after it had left the last groove the engine was only making sixty revolutions. Another diagram taken. The steel passed through the rolls while the engine had made 145 revolutions. It was therefore found possible to put through steel by using a higher pressure of steam and a higher initial speed, but it would not do for current manufacture, because the speed had been so much decreased that a second billet, if put in at once, would probably have stuck fast after a few passes. It would be necessary, therefore, to add the number of roller turns which it would take, with the same expansion and the same pressure of steam, until the engine had again recovered its regular speed of ninety revolutions. For this forty revolutions were required. Two sets of diagrams were taken during the rolling. The product of the distance travelled by the piston, s, taken from the time the billet entered the rolls until the engine had recovered its ordinary speed, and the average pressure, p, on the piston surface, as obtained from the diagrams and the diameter of the engine cylinder, would yield the power required for rolling the rod. It would be, therefore :—

s = 2 + 185 = 1091'5ft. p = 27,778 lb.

s + p — 30,325,900 foot-pounds.

It should be remarked, however, that the steel billets Avere not quite hot enough for satisfactory rolling; that the first roughing grooves, though well adapted for iron, were not favourable to steel, Avhicli can stand a greater pressure. The determination of the number of revolutions required until the engine recovered Avas inaccurate, and the steel was rolled too slowly. But if it is cons sidered that it is never Avell to take the power for a train of roll-too low, these experiments, incomplete as they Avere, may nevertheless serve as a basis for the estimation of the poAver of the engine for steel. If the piston speed for iron be called g ; that for steel, s; p the average pressure on the piston for iron, and P for steel; w the average Arelocity of the circumstance of the rolls of an iron train and W for steel, the folloAving formula will be obtained :

P x s' x J°.

W

In the special case examined by Herr Braune, the parts of the engine and the shaft of the fiy-wheel permitted an increase in the diameter of the cylinder of the engine to 39‘37in., which, together with an increase of the pressure of steam by 7 lb. and a diameter of the rolls to 27'oGin., would make it possible to roll steel. The power of the engine will be 730 indicated horse-power, so that, taking into account an increase in the speed of the rolls in the proportion of 14 to 11, the power will be from 2'8 to 3 greater for steel than for iron. The engine will have a 30'37in. cylinder expand at one-half of the stroke and work with a pressure of 72 lb. per square inch. Herr Braune states that his experience has taught him that the dimensions used for many steel mill engines are too large, and that the reason Avliy sometimes these large engines fail to do their duty is that their valve gear is deficient. He speaks highly of a new rail mill engine with Corliss gear, built for Ivrupp by Van der Kerchove, of Ghent. It has a 3Gin. cylinder, 5ft. stroke, and marks seventy-five reAmlutions per minute. The fly-wheel Aveighs fifty tons, its diameter being 24‘5ft. It is non-condensing, and, Avorking at a pressure of G41b. and expanding one-half, developes 800-horse power.—American Manufacturer.

Paddington Station.—With the view of providing additional accommodation for the traffic, the Great Western Company’s Paddington terminus is at present undergoing a very extensive enlargement. The west, or departure, side of the station, opposite Eastbourne-terrace, is being entirely reconstructed from the Praed-street approach to a length of between 400ft. and 500ft. in the direction of the Harrow-road. A large area at the south-Avest angle of the station, Avhicli until recently was occupied by sidings, has been appropriated for horse and carriage traffic. From this point the station is being extended a considerable distance nortli-Avards, several neAv lines of rails and platforms being constructed, together with a, set of separate blocks of new booking offices. The new station buildings facing Eastbourne-terrace Avill have a lofty and handsome elevation, 400ft. in length. A portion of the buildings, extending to a length of 100ft. northwards from Praed-street, will be 80ft. in height, Avitli a central tower rising to a height of 100ft. above the ground line. This portion Avill contain four stories above the ground floor. The principal apartment on the first floor of this portion of the neiv buildings will consist of a spacious room, GOft. in length and 40ft. in breadth, intended to be used for the general meetings of the shareholders of the company. The Avliole of the ground floor of the new buildings Avill be appropriated to the booking offices, Avaiting rooms, and refreshment rooms. The upper floors Avill contain numerous offices for the managers and clerks of various departments. The enlargement of the station will, the Times says, cost upwards of £40,000.

University College, London.—The regulations for the prizes, scholarships, and exhibitions of the University College, London, have been published, and contain, amongst other things, those which relate to the Gilchrist Engineering Scholarships. These are :—(1) An entrance scholarship of the value of £35 per annum, tenable for tivo years, will, during the pleasure of the Gilchrist trustees, be annually offered for competition subject to the folloAV-ing regulations :—(2) The competition is limited to those who have not previously been students of the college. (3) Candidates must sIioav, to the satisfaction of the Council, that they Avere not more than eighteen years of age on the 1st of October immediately ceeding the examination. (4) Candidates must, on or before the 23rd of September in each year, send to the secretary written notice of their intention to compete, stating whether they intend to present themselves for examination in French or German, together with certificates of age and good conduct. (5) The examination will take place in September at the college. This year the examination Avill be held on the 28th of September and following days. (6) Every candidate must declare in writing his bona fide intention of taking at least the two first years of one of the engineering courses as set forth in the prospectus, and the payment for the second year Avill be contingent on his entering at the commencement of that session the classes comprised in that course, and also upon his having presented himself at the class examinations of the preceding session and obtained not less than three certificates in these examinations. (7) The subjects of the entrance examinations will be as follows :—(1) Mathematics. (2) Mechanics. (3) Mechanical draiving. (4) Essay on one of three given subjects connected with mechanics or engineering. (5) French or German. (G) The use of tools, either carpenters’ tools, or the lathe—wood or metal—or the file. B. Senior Scholarships : (1) A senior scholarship of the Aralue of £80—half payable at the time of the award and half in the succeeding June—will, during the pleasure of the Gilchrist trustees, be awarded at the close of each session from 188L82 inclusive. (2) Candidates for this scholarship must, to the satisfaction of the Faculty of Science, have attended during the whole of the session immediately preceding the award college classes in the folloAving subjects Applied Mathematics, Practical Physics, Junior Engineering. Engineering Drawing, Geology. The scholarship will be awarded on the results of the ordinary class examinations in these subjects. The above entrance and senior scholarships Avill be aAvarded by the Council upon the report of the Faculty of Science. Such report as regards the entrance scholarships will be based upon the result of special examinations; and as regards the senior scholarships, upon the result of the_ordinary class examinations.

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BAIL WAY MATTERS.

Mr. William Beattie, A.M.I.C.E., has been recently appointed assistant locomotive and carriage superintendent on the South-Western Railway. Mr. Beattie has been twenty-six years in the service of the company, and his appointment seems to be generally well received.

The Great Western Railway Company has recently provided a new sleeping coach to run between Plymouth and London. It contains, according to the Western Morning Neivs, fourteen beds, together with lavatories and accommodation for an attendant, and divided into distinct apartments so as to accommodate families or single persons.

A NEW railway is being talked about in Sheffield, to connect the town with the Lincolnshire district. At a recent meeting of the Council of the Sheffield Chamber of Commerce, Mr. Parry, engineer, explained the nature of the proposal. The intention is to construct a railway from Sheffield through Newark and Sleaford to Boston, joining the London and North-Western system at Newark, and the Great Eastern at Boston. The promoters of the scheme were asked to forward a statement of their proposals, accompanied by plans, upon which the Council stated they would be happy to take it into consideration.

The Midland Railway Carriage and Wagon Company has recently dispatched from its Shrewsbury Works the last of twenty trains of carriages which it has been making under a two years contract for the London, Brighton, and South Coast Railway Company. All the trains are fitted with the Westinghouse air brake and Stroudley’s electric communicator. The carriages are commodious, and the first and second-class are elegantly fitted up. The company is now executing a large contract with the South-Eastern Railway Company for luggage trucks, and they are getting the work through at the rate of from thirty to forty trucks per week.

The English amount of stock fitted with continuous brakes up to June 30th, 1881, was:—Engines, 2002, or 39 per cent.; carriages and other vehicles used for passenger trains, 21,431, or 48 per cent. But of these engines only 1496 have the brakes applied to the wheels; and included in the carriages and other vehicles mentioned above there are 713 carriages and 2914 other vehicles fitted only with chains or pipes and connections for connecting the brake. The amount of stock fitted with continuous brakes during the half-year ending June 30tli, 1881, was:—Engines, 377, or 7 per cent.; carriages and other vehicles, 3480, or 8 per cent. The stock not fitted with these brakes was :—Engines, 3167 ; carriages and other vehicles, 23,144.

A correspondent of the New York Tribune, writing of dishonesty in Mexico, says : “In regard to stealing, this I know, that nothing along the line of the great Mexican Railroad from Vera Cruz to the city of Mexico is left outside after dark ; nothing that the strength of two men can lift. Even the car couplings are taken inside the station and locked up. This road once introduced air-brakes on their cars, but the workmen punched holes in the pipes and stole the tubing, so they were taken off. On the National road, and doubtless on all others, also, they stole the bolts that fastened the rails to the ties until they were finally rivetted on. One of a gang of workmen undertook to steal the cap off a cartridge of dynamite, and the] result was that lie and several others went to their reward.”

The South-Western Gazette is the name of a small monthly journal, of which the fourth number has appeared. It is apparently supported by officers and servants of the South-Western Railway only, and makes its appearance at the South-Western Institute, Brunswick House, Vauxhall. It deals with personal and general matters in any way connected with the South-Western line and the places it passes through. In the. last number it is remarked that “at many country stations the list of subscribers to the Gazette is confined to the clerical staff. This is a mistake. Experience teaches us that the man who interests himself in the prosperity of the company and the doings of his fellow officials, is by far a better railway man than one who cares nothing for the service and its associations. One of the objects of this paper is to try and interest all in matters affecting the company or its servants; believing, that by so doing we are stimulating all to do their duty to the company and also to themselves, and thus making more agreeable the task of the executive officers.”

Some progress is being made by the London, Chatham, and Dover Railway Company with the preliminary work of replacing the old wooden Whitehall Viaduct, the stability of which has been a matter of doubt. It is to be replaced by a fine bridge carried six piers, each 31ft. by 4ft. bin., with a foundation 36ft. by 14ft. on concrete. Great difficulty has been met with in obtaining a foundation owing to the unusual character of the substratum; hitherto it has been thought impossible to obtain a solid foundation. The present structure, however, had caused great dissatisfaction, and it was decided that a determined effort should be made to reach a good bottom. In June, 1880, boring operations were commenced, under the direction of Mr. Mills, the company’s engineer, and at a depth of 14ft. below the surface a bed of chalk was found. Some trouble has been experienced with the water, but as yet the foundations have been successfully laid, and the progress of the work has given satisfaction. The brick piers will be surmounted by heavy stone capping, on which will be fixed iron girders.

A gang of lawless men, almost, if not quite, as bad as the brigands of Greece and Turkey, has twice within two months stopped and robbed a train on the Chicago and Alton Railway— the second time near Kansas City, Missouri. They stop the train by signal, and pile up stone and timber on the track so that the train cannot go on without risk of a very bad accident. They then board the train, throw the passengers into panic by firing guns or pistols, rob the train of the money known to be on board, and then make every passenger hand over everything in his possession of value. The Express Company’s bullion safe was the cJnef object of the thieves in the second case. The company’s officer refused to give up the key of the box ; although threatened with cocked revolvers, and then he was terribly beaten and the safe was Mown open. The amount taken is variously estimated up to thirty thousand dollars. Next every passenger was robbed, and the booty carried off, it is said in a telegram to the Standard, was as much as two men could carry. Twelve drilled and masked men accomplished the robbery in ten minutes, and everything was done in the most systematic manner. The thieves escaped, and the whole neighbourhood is now engaged in the pursuit. It is apparently necessary that every passenger should be provided with fire-arms when on these railways.

The Great North of Scotland Railway Company will hold its ordinary general meeting on the 22nd inst. From the statement of accounts which have been printed it appears that the total working expenses during the half-year ending 31st July have been 53‘5 per cent, of the receipts, made up as follows :—Maintenance of way, works, and stations, 13"47 per cent.; per train-mile, 7‘89 per cent. Locomotive power, 11*72 per cent.; per train-mile, 6*86 percent. Carriage and wagon repairs, 5*97 per cent.; per train-mile, 3*50 per cent. Traffic expenses, 13*88 per cent.; per train-mile, 8T4 per cent. General charges, 2*84 per cent.; per train-mile, 1*67 per cent. Law charges, 0*17 per cent.; per train-mile, 0*10 per cent. Compensation for personal injury, damages, and loss of goods, 0*13 per cent.; per train mile, 0*07 per cent. Total working-expenses—less 1*80 percent, from Morayshire Railway Company— 46*38 per cent.; per train-mile, 28*23 per cent. Rates an<l taxes, o*42 per cent.; per train-mile, 2*01 per cent. Feu-duties, 1*38 per cent.; per train-mile, 0*81 percent. Government duty, 1*54 percent.; per train-mile, 0*90 per cent. Toll for use of Caledonian Company a line at Aberdeen, exclusive of station, 0*47 per cent.; per train-mile, 0*27 per cent. Toll for use of Highland Company’s line at Boat of Garten Junction, exclusive of station, 0*31 per cent.; per train-mile, 0*18 per cent. Total, 53*5 per cent.

NOTES AND MEMORANDA.

The following arc tlie populations of the southern and some south - western counties traversed by the South - Western :— Middlesex, 2,918,814; increase 379,049. Surrey, 1,435,842; increase 344,207. Berkshire, 218,382 ; increase 21,907. Hampshire, 593,487; increase 49,042. Wiltshire, 258,907; increase 1790. Dorsetshire, 190,979 ; decrease 4795. Somerset, 409,010 ; increase 5527. Devonshire, 004,397 ; increase 3023. Cornwall, 329,484 ; decrease 32,859. The population of the Channel Islands is given as 87,731.

M. W. Meter, assistant-astronomer at the Geneva Observatory, has given in the Archives des Sciences Physiques et Naturelles the following details of the use of the microphone in that Observatory for making the normal pendulum beats audible:—The microphone is fixed to the exterior of the framework in which the pendulum swings. One of the conducting wires connects one pole of an ordinary sized Meidenger cell with the microphone, whilst a second wire goes from the other pole of the battery through a telephone and commutator with three binding screws, to the microphone. The two wires coming from the coil of the telephone are very fine, and are interlaced so as to form one supple cable. By this means the telephone can be carried into any part of the Observatory, wherever required. Thus it can be carried up to the top of the building, and the course of the stars watched, whilst the observer listens to the beats of the pendulum.

Not a few watches have become somewhat erratic in their movements since dynamo-electric machines have become new and successful method of demagnetising watches so injured has—we learn from the Scientific American—been devised by Mr.

H. S. Maxim, of New York. A bar electro-magnet is on a vertical spindle and with its poles in a ' plane. The current from a dynamo-electric machine is ducted to it through the supporting frame, which is at the end of a bed piece having on its surface ways for a carriage in which the watch is supported. The watch is held in a check, opposite the electro-magnet, and is made to rotate in an ever-shifting vertical plane, while the holder frame is revolved in a horizontal plane. These motions, as well as the whirling of the electro-magnet, originate in the turning of a long horizontal screw with bevel wheels, which action also gradually withdraws the watch carriage from the electro-magnet. The theory of the machine’s action seems to be that the watch is subjected to rapid reversals of polarity in a gradually weakened magnetic field until the final reversals practically nil.

In writing on the chemistry of the platinum metals, Theodor Wilm says :—Contrary to the prevalent view, all the platinum metals, if precipitated by zinc in a state of very fine division, soluble to a considerable extent in nitric acid, whether weak or strong, so that palladium cannot be separated from such a mixture by means of nitric acid. The solubility appears to depend on the relative proportion of one or other of the metals in the mixture— mass action. Pure palladium, even in thin leaves, is not easily soluble in nitric acid, whilst all the other platinum metals are perfectly insoluble if in a moderately compact condition. Palladium cannot be isolated by agitation with mercury from a solution which, along with the platinum metals, contain base metals, such as copper, lead, &c., since the mercury precipitates, not merely the palladium, but all the other platinum metals, forming probably amalgams. Prom the platinum metals thus precipitated by cury, metal free from mercury cannot be obtained by distillation and subsequent ignition, since a part of the mercury forms a staple compound with the platinoids.

A simple method, by Y. Wartha, of determining the temporary hardness of water is described in Science. In order to ascertain the alkalinity of springs on the spot, with samples not exceeding 10 c. c., and with a single reagent, the author makes use of a tube of 30 to 40 c.m. long, closed at the bottom, and with a mark showing the capacity of 10 c.c. Prom this mark upwards the tube is graduated into 0T c.c. To determine the temporary hardness the tube is filled to the lowest mark with the water in question, and a little piece of filter paper, which has been previously steeped in extract of logwood and dried, is thrown in, thus giving the water a violet colour. Centinormal hydrochloric acid is then added from a dropping bottle, till the colour of the liquid inclines to an orange. The tube is then closed with the thumb and well shaken. The greater part of the carbonic acid escapes, and the liquid becomes red again. Acid is again added, and the shaking-repeated until the next drop of the acid turns the liquid to a pure lemon yellow, a point which a little practice is easily reached. The amount of acid used is read off on the tube itself. The author proposes to express the alkalinity of a water by the number of c.c. of centinormal acid needed to neutralise 10 c.c. He thinks that this method will be found useful both for sanitary and geological purposes.

A good black ground for japanning is prepared by grinding fine ivory black with a sufficient quantity of alcoholic shellac varnish on a stone slab with a muller until a perfectly smooth black varnish is obtained. If other colours are required the clear varnish is mixed and ground with the proper quantity of suitable pigments in a similar manner. The following are good common black grounds:—(1) Asphaltum, lib.; balsam of capivi, lib.; oil of turpentine, q. s. The asphaltum is melted over a fire, and the balsam, previously heated, is mixed in with it. The mixture is then removed from fire and mixed with the turpentine. (2) Moisten good lampblack with oil of turpentine, and grind it very fine with a muller on a stone plate. Then add a sufficient quantity of ordinary copal varnish and rub well together. (3) Asphaltum, 3oz.; boiled oil, 4 quarts; burnt umber, 8oz.; oil of turpentine, q. s. Melt the asphaltum, stir in the oil, previously heated, then the umber, and when cooling thin down with the oil of turpentine. An extra black is prepared from—amber, 12oz.; asphaltum, purified, 2 oz.; boiled oil, \ pint; resin, 2 oz.; oil of turpentine, 16 oz. Fuse the gum and resin and asphaltum, add the hot oil, stir well together, and when cooling add the turpentine. A white ground is prepared from copal varnish and zinc white or starch. From one to six or more coats of varnish are applied to the work in japanning, each coat being hardened in the oven before the next is put on. The last coat in coloured work is usually of clear varnish.

A contribution to the information already existing on the formation of coal was recently sent to the Engineering and Mining Journal by Mr. T. Cooper, C.E., of Scranton, Pa. He describes a substance discovered in excavating for a new court-house in the heart of the town, upon a square which was formerly a swamp, but some years ago was filled with cinder from the ironworks. “On excavating, the cinder was first removed. This was 5ft. to Kft. deep. After this came a bed of excellent peat, varying in depth from 8ft. to 12ft. Below the peat a stratum of muck separated the peat from the hard-pan below. In the muck were veins of tough black jelly, resembling in all respects, except its gelatinous character, anthracite coal—lustre, colour, fracture. When dried slowly, it solidifies into a hard, brittle substance, which would be considered by an ordinary observer as real anthracite coal. After hardening, it does not again soften in water, hot or cold. It burns at a red heat, and leaves an ash resembling the red ash of some coals. It flames on first ignition. The jelly is acted on by alkaline solutions. Some analyses have given only 20 per cent, of carbon in the dried state ; but he thinks the poorer specimens contain a larger amount than this, and lie looks upon the discovery as a true key to the formation of coals.” He has assumed the following hypotheses as worthy of experimental examination:—“First, the formation of a siliceous jelly from the action of water upon the silica in the vegetation. Second, is it possible for siliceous jelly to extract and absorb carbon from the carbonaceous fluids extracted from the overlying vegetable matter ? Anyhow, here is a carbonised jelly. How was it formed ? and does it resemble coal sufficiently to warrant a belief that coal was formed in-this manner?”

MISCELLANEA.

A NEW journal, entitled “Anzeiger zum Ccntralblatt der Bauver-Waltung,” has appeared in Berlin, and several numbers have already been published. It contains but few pages, but the subjects are well treated.

The quantity of milk sent to London by the South-Western Railway for the quarter ending June 30tli, 1881, was:—Waterloo, 908,528 gallons; Vauxhall, Clapliam Junction, &c., 421,180gallons; total, 1,329,708 gallons.

11 IE Minister of Belgian Public Works notifies that tenders for the supply of 4100 tonnes of Vignoles steel rails will be received on the 28th inst., at mid-day, at the Station du Nord, Brussels—the offers to be for quantities of not less than 500 tonnes.

At the Royal Manchester and Liverpool Agricultural Society’s Show, held at Blackburn on the 1st, 2nd, and 3rd inst., Messrs. V . H. Bailey and Co., of the Albion Works, Salford, exhibited their slow-combustion hot air engine, for which they obtained the first-class silver medal for excellence and superiority.

The destruction of the Park Theatre once more draws attention to the subject of preventing the destruction of theatres by fire, to which Captain Eyre M. Shaw has given so much consideration. Those particularly interested in theatre construction may gain many useful hints from a carefid perusal of “Fires in Theatres,” by Captain Shaw, published by Messrs. Spon.

Japan is following the lead of France in imposing higher duties on British goods. The Sheffield Chamber of Commerce have passed a resolution expressing regret at the action of the Japanese authorities, and trusting that her Majesty’s Government will do its best to secure that British goods should not be placed at a disadvantage as compared with the goods of other nations.

A VERY extensive fall of rock occurred at Elm, a village in the Canton of Glarus, Switzerland, at the beginning of the week. The place has been almost destroyed, and 200 persons buried beneath the ruins. This is another illustration of modern mechanical geology and the effects, and lessons derivable from the fall, sliding, cutting, and scratching of such enormous quantities of rocky debris, should be carefully observed and not lost.

We understand that the dry air refrigerator on Mr. T. B. Light-foot’s patent, which was illustrated and described in The Engineer for May 13th, is now in successful operation at the London Docks, in connection with a cold chamber for storing meat. Part of the cargo recently brought over in the Cuzco, which was frozen by a refrigerator made on one of Mr. Lightfoot’s patents, previous to being shipped in Australia, is now stored in the chamber at the docks.

fewer than 686 public works, involving a total outlay of 98,500,090f., have been sanctioned by the Italian Government during the eight months ending the 31st ult. Moreover, within the same period the surveys and specifications for 111 new railway lines, covering a distance of 1200 kilos,, and estimated to cost 205,000,000f., have been completed, and contracts amounting to 131,000,000f. have already been lcluded, or are approaching it, for the construction of 810 kilos, of railway.

The output of coal in 1880 in the mining district of Dortmund, Westphalia, amounted to 22,334,831 tons, valued at £5,085,950, employing 79,152 workmen, an increase over 1879 of 2,098,788 tons, £966,038, and 3073 workmen. Frederick Krupp’s Essen Works produced- 15,549 tons forgings and bar iron, 177,641 tons steel, 7161 tons castings, or a total of 200,351 tons. The average number ' of workmen employed was 8806. The articles manufactured prised axles, wheels, tires, springs, rails, railway points and ings, plates and sheets, shafting, anchors, machinery, rolls, tool steel, cannon, gun carriages and shot.

The owners of the Wombwell Main Colliery, South Yorkshire, now making some experiments at the coke ovens, to ascertain what quantity of gas may be obtained from the escaping smoke and sulphur given off by the coke. Should the experiments prove successful, a gasometer will be erected on the works, and gas lights will be provided for all top workings, screens, engine houses, workshops, stables, lamp house, as well as for the cottages, offices, and roads adjacent to the colliery. This will be a far more economical and convenient arrangement than the use of oil and fire lamps. They are also making some important trials with the idea of extracting oil from the shale which is found on the “softs.” So far, the Leeds Mercury says, the experiments have shown favourable results.

In the removal of President Garfield from Washington to Long-branch a special track was carried as far as the Washington Monument. Another temporary track from Elberon Station, Longbranch, to the cottage prepared for the President’s reception, was also laid down. Stout - bearers lifted the mattress on which the President lay, and, placing it on a stretcher, carried it down stairs, out of the White House, to a temporary platform, where it was placed on a large wagon furnished by Adam’s Express Company. The wagon was driven carefully to the temporary track on Pennsylvania-avenue. The President was then transferred to the car, his mattress being laid on spring boards arranged in the centre of the car to prevent too much motion. The floor of the car was heavily carpeted, the sides were draped with curtains, and the windows and ventilators were covered with gauze, excluding dust, smoke, noise, and draughts. Heavy axles were fastened to the floor of the car, their weight preventing oscillation. A pilot engine ran twenty minutes ahead to clear the track.

The average yield of wheat per acre in the Red River Valley-according to an article on the resources of the Canadian wheat fields in Harper’s Hew Monthly Magazine—is 23 bushels; in Manitoba and Saskatchewan, 28 bushels. In Illinois the average of wheat to the acre is only 17 bushels ; in Iowa, 10 bushels ; in \\ isconsin, less than 10 bushels ; in Kansas, 10 bushels ; while in lexas it is So bushels. Nor does the land seem to deteriorate under a course of cropping as does the lighter soil of States in the south, for in Kildonan there are fields which have been sown with wheat every season for the last thirty-five years without the application of any fertilisers, and which in 1879 yielded an average of over 30 bushels to the acre. If one-half the ground of that comparatively small portion of soil which is drained by the Red River and its affluents were sown with wheat, the product at an average yield would be u00,000,000 bushels, or more than the entire amount raised m the United States in 1880. The centre of activity in wheat-growing, never very stable, will probably soon pass to the Red River Valley; to go later, possibly, still further northward.

Ihu new north docks, opened last week by the Prince of Wales at Liverpool, will be lighted throughout by electricity by means of powerful arc lights, each of 6000-candle power, suspended from the tops of lattice work poles, 80ft. high. Three of these are already fixed; they differ from those used elsewhere in that each post is self-supporting, without the use of stays or guy lines, which are found to be in the way of the shipping. The dispersion of the light is effected by means of circular conical-shaped reflectors, enamelled on the inside, which enable a radius of 150 yards round the light to be illuminated sufficiently for the purpose required. It is the intention of the engineer of the Dock Board at present to use the lights only at tide time, when vessels are locking in and out. One set of sheds has also been lighted in a satisfactory manner by electricity, and the system will be extended shortly to the other sheds and graving docks. When a light is required at any particular spot to enable vessels to unload or take in cargo at night, a. set of portable electric lighting tackle will be supplied which will give from one to three powerful lights. In design it is somewhat similar to the ordinary steam hoisting winch, and occupies about the same space. The whole of the work has been erected under the superintendence of Mr. lvillingworth Hedges, C.E., and has been manufactured by the Electric Lighting Supply Company, of London.

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SAMUELSON’S SHEAF-BINDING REAPING MACHINE

ENGINES OF THE STEAMSHIP VIRGINIAN.

We give tins week, at page 206, a plan and some detail drawings of the compound engines of the steamships Valeneian and Virginian.

The crank shafts of these ships are built up on the system patented by Mr. Thomas Turton, Liverpool Forge Company,

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In The Engineer of the loth July last, and the 12th and across the shaft A. The knotter shaft is then drawn back as in 19th of August, we gave respectively a classified description of Fig. 6, and next makes a revolution ; in so doing it moves the general arrangement of the binding mechanism of the forward, at the, same time bringing the ends of the string different machines exhibited at Dei'by, and accounts of the trials between the open jaws C D, as in Fig. 7. The jaw D then of the machines on the field. A fully illustrated description of closes upon the string and holds the ends fast. The string is Mr. W. A. Wood’s machine, the working of which was most then cut and the loop lifted over the hook C by a trigger E, thus highly spoken of, was given in our impression of the 25th ult. forming the knot, which is drawn tight by the weight and the We now propose to describe the binding mechanism employed expansion of the sheaf. The shaft A being now pushed forwards by Messrs. Samuelson and Co., Banbury, to whom, as well as to again into its first position, and the jaws C D opening at the the Johnston Harvester Company, a silver medal was awarded, same time, the sheaf falls to the ground, by aid of the perspective view of the machine on page 203, and the detail views of the binding mechanism given there and herewith. We may remark that the machine of Mr. McCormick, to which the gold medal wyas awarded, and the machines of the two above-mentioned makers, were all fitted with binding apparatus more or less exactly similar, and supposed to be made in America under the patent of J. F. Appleby, which seems to have been merely the importation of the idea of one Fisken, who had taken out a patent in this country which has become void. Fisken’s patent is dated November, 1877, No. 4242, and Appleby’s American patents are 17th September, 1878, No. 208,137, 18th February, 1879, No. 212,420, and 22nd June, 1880, No. 228,971. it would, however, puzzle any but the most completely educated in the various devices for knotting, gripping, cutting, and tightening, which have been covered by different patents, to see where the mechanism of the Johnstone, the Samuelson, or the McCormick bears any very striking likeness to the drawings in the specification of the patents referred to.

Of the general arrangement of the reaping machine, illustrated on page 203, we need say but little. The grain as it is cut falls upon a moving canvas platform, which conveys it to endless aprons passing over the travelling wheel ; these aprons bring the cut grain into contact Avith the binding apparatus, vdiere it is received by twro packing arms and compressed by them, and when sufficient grain has been gathered to form a sheaf, a further compression takes place automatically, and the needle brings the string to the knotter, where it is tied, the string cut, and the sheaf automatically discharged, leaving the end of the string in the knotting apparatus ready for the next sheaf to be formed.

The needle then recovers its former position, and the actions of receiving, compressing, tying, and discharging, are repeated.

Though the operations involved in the binding of grain by machinery seem numerous and complicated, no special care on the part of the driver of the machine is required, as the size of the sheaf and proper moment of binding are automatically determined by the machine, and therefore calls for but little attention beyond that required in working an ordinary self-raking reaper. The driver, however, is placed in such a position that he has the whole of the operations within his view, and can, if necessary, throw any or all of the parts of the machine out of gear. Whether the crops be light or heavy the sheaves are aU formed of one size, and it was specially noticed with this machine that the sheaves were neatly formed, with the grain upright or lodged. The behaviour of the machine was very favourably commented upon in our report of the trials, as given in our impressions for the 12tli and 19th ult. The automatic sizing of the bundles is effected by the pressure of the sheaf upon the spring 'cradle arms or levers, which are connected to a trip movement, to be more particularly presently described, at the back of the machine, which throws into gear the wheels for driving the knotter cam. The size of the . sheaves, if desired, can be altered by means of a thumb screw controlling the normal position of the cradle arm against which the sheaf is packed.

As soon as a sufficient quantity is packed against this lever or arm, it throws the knotter into gear, and thus it will be seen that by setting this lever a little forward or backward, the quantity of straw necessary to give sufficient pressure against it to it to move the trip, will be greater or less. This adjustment can be made while the machine is at work, but once set the machine always makes the same sized sheaves, however great the variation in crop, until it is altered by the attendant.

Before describing tire binding mechanism shown by Figs. 1, 2,

3, 4, and 5, we may show the principle of the knotter by diagrams 6, 7, and 8. The knotter consists of a hollow knotting shaft A, having a hook or jaw C at one end. Inside this shaft is a sliding spindle B, which has a hook or jaw D as shown. The spindle B has an independent longitudinal movement given to it, and it rotates with the main shaft or spindle A. These movements are given by gearing which is shown in Figs. 1 to 5, and 9.

The knot is formed as follows :—One end of the string is held in a pair of jaws or nippers, and then passed over the shaft A. The corn falls upon the string, and as soon as a sheaf is collected the other end of the string is brought round the sheaf and laid

Brunswick Dock. It will be seen that each crank pin and two half cheeks of each crank are forged solid in one piece, and bolted to the. other halves of the cheeks, which are forged solid, one with each length of shaft. It is not necessary to point out the great advantages offered to the smith by this method of making up a crank. Heavy keys are used to assist the bolts. The engraving is fully dimensioned. A great many of these crank shafts are now in use and earning golden opinions. The method of construction gives a slight flexibility, which is of great value. The engines of the Favonius, one of Mr. Ley land's ships,

FIG. 6

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The whole of the movements made in tying the knot, holding the string, cutting off the end of the band when the sheaf is bound, and discharging sheaf on to the ground, are performed by^ volution of the small compound cam A, Figs. 1 to 5. The action is as follows :—The string, one end of which is already held between the revolving holder or nipper plates C, is brought round the sheaf when sufficient has been collected by the needle arm to the holder C, which is now caused to rotate by the first rnovement of the cam A acting upon the spindle D, Fig. 2,

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to which the spring pawl E, Figs. 2, 3, and 4 is attached, string is guided into its place across the hook jaw of the knotter t> by the irregular shaped guide arm F, on the lower side of which is fastened the knife G, Figs. 1 and 4.

The two plies of the string being now laid across the jaws of the knotter B, the cam A continuing its rotary motion and the intermittent wheel coming into gear with the pinion H, which is shown on the spindle of the knotter shaft, causes the latter to

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revolve ; as it revolves, the jaws open and the straight ends of the string come between these jaws; as the shaft continues to revolve, the friction roller I, Fig. 4, on the back of the loose jaw comes into contact with the flat spring lv, Fig. 4, which causes the jaws to close again and lay fast hold of the string. The string is now cut by the knife G at the lower side of the placer or guide arm F, which at the same time draws the ends of the string over the jaws and completes the knot. The straight arms fixed to the cam now come into contact with the sheaf and deposit it gently on to the ground.

The cam comes back to its first position, ready for another sheaf. One end of the string always remains in the grip of the holder C ready for the next sheaf.

/V

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SECTION OF CIRCULATING PUMP

on a twelve

when running round the Isle of Wight, while recently hours’ trial trip, had her engines reversed from full speed—seventy revolutions—to full speed astern without shutting oft steam, to test the Turton’s shaft with which she is fitted ; not the least effect of the strain thus thrown on the shaft was apparent.

The accompanying engravings

and air pump, and explain themselves. In a subsequent impr sion we shall publish drawings of the boilers.

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es-

Forcing Wheels on Shafts.—The old method of shrinking cranks, wheels, &c., to their places on shafts, or securing them by driving and keying, is now to a great extent replaced by forcing them on with a hydraulic press. The question arises, then, as to what, if any, taper should be given to the bores and .axle-seats. At one of the meetings of the Master Car-builders, this question was fully discussed. Some of the members, we believe a majority, stated that they gave a slight taper, and could not get the wheels to keep tight without it. Other members said that if the bores and shafts were parallel, with a proper allowance for forcing, the wheels remained tight, and no trouble was experienced. _ Concerning the amount of this allowance, from some experiments made, it was determined that for a standard car axle the diameter of the wheel seat should be '004 larger than the wheel bore, and that this would require a pressure of about 32 tons to force the wheel home. These, we—the American Mechanical Engineer—assume, are average conditions, but the smoothness of the boring and turning would have some effect in making this variable. Thus, on wheels having a bore 4,An. diameter and 5in. long, the axles being of steel, Mr. T. \V. Peeples’ MAI. of the Manhattan Elevated R.R., N.A., rule is to reject wheels requiring less than about 26 tons, or more than about 35 tons to force them on. These wheels form excellent examples, because of the excessive duty to which they are subjected by reason of the frequency of their stoppage under the pressure of the vacuum brake. The practice with these wheels is to bore them parallel, finishing with a feed of Rn. per lathe-revolution, and to turn the axle seats taper just discernible by calipers. In an article on the subject our contemporary explains that this just perceptible taper is necessary in order that the inner part of the boss, though somewhat abraded or compressed by forcing the axle, may be as tight as the front part.

MESS US. SAMUELSON AND CO.’S S II E A F - B I N D I N G REAPING MACHINE.

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12

ENGINE-ROOM ARTIFICERS, R.N.

Sir,—Your correspondent “C. C.” has indulged in many sneers at my “ experience;” and yet he endeavours to defend his suggestions by stating that he has heard them expressed by a number of men with as much experience as myself, or perhaps more. It would have been much more satisfactory if “0. C.” had stated how, when, and where these men got their experience _ of the requirements of the Navy ; and still more satisfactory if, instead of asking so many useless questions, “ G. C.” had given a few facts for the information of the benighted people at the Admiralty and in the Navy.

Before proceeding further, I shall have to put two questions for the consideration of your readers and that of “ the vast number of the nation” whose opinions “ G. C.” professes.to represent. They are as follows :—Are all the Lords of the Admiralty, the executive, and engineer officers of the dockyards and Navy, who have practically studied this matter, such utter imbeciles as not to be able to learn those lessons which the experience of the last forty years should have taught them? Are these administrators and officers so entirely devoid of all sense of their duty to the empire at large, and to the Navy in particular, as not to attempt to devise the very best system to secure the maximum of economy and efficiency in the engineer department of the Navy ?

These are the questions for “ the vast number of the nation” to consider ; and then, if it be decided that the Admiralty and the naval officers are both imbecile and devoid of a proper sense of public duty, as “C. C.” would seem to imply, then the question will arise, Are “C. C.” and his friends the highly-gifted persons who may be safely trusted to reorganise the Navy ?—for “ C. C.” professed, in his first letter, that he knew nothing practically of the working of the engineer branch of the Navy.

It is weary work to answer such questions as “ C. C.” puts, as they have been answered a hundred times over, and the subject is so entirely threshed out that there is nothing now to be said the matter. To reply to these questions fully I should have to relate the history of naval engineering from the year 1837 to 1863, and from 1863 to the present time, and regard for your space and my time will not permit me to do that to gratify “ C. C.,” but I will endeavour to answer his questions as briefly sible.

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Geo. T, Evans,

September 14tli.

LETTEES TO THE EDITOE.

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

on as pos

Firstly, “Were all the conditions of the trial—i.e., on board the Sulphur and in the dockyards—favourable for the end required?” I reply that the experiment extended over many years, and was in the hands of men of as high principle and integrity, and of as great ability as any to be found outside the naval service; and that as far as possible the very utmost was done to obtain the best results from a bad system. I may venture to mention a few of the names of the men who were associated with that system, for they are honourable ones in the history of the Navy—Charles Atherton, of Woolwich; Trickett, of Devonport; Blaxland, of Sheerness; and Andrew Murray, C.B., of Portsmouth; these were the men, and I have no hesitation in saying that better men could not have been found in the try to occupy their positions.

Secondly, “What was the cause of failure?” The system itself was radically bad, inasmuch as it did not hold out sufficient inducements to obtain a supply of candidates of uniformly high character and intellectual ability; and it did not provide a sufficiently high course of scientific instruction for the pupils; consequently there was too much “rule-of-thumb” practice, and too little knowledge of the theory and principles which should govern the working, preservation, and repairing of the machinery of war vessels.

Thirdly, “ What is the actual necessity for two classes of engineers afloat ? What is required of a highly scientific man on a cruise ?” Surely if your correspondent knows anything of a modern man-of-war, and the conditions under which it has to remain abroad for years together, he would not have asked such absurd questions, especially when he himself suggests that there should be two classes of engineers ; for he says, “ Let those rise from the ranks who can.” Now if there were not to be a superior and an inferior class there could be no “rising from the ranks” as “C. C.” suggests. In plain words, “ C. C.’s ” plan is that a large number of people should be entered into the Navy, and that they should afterwards be divided into two classes by some mysterious test of merit, instead of having the two classes specially selected on entry, and each class siiecially trained for its own particular duties. Such a plan as “C. C.” proposes would cause a thousand times more jealousy and ill-will than can ever arise under the present system ; for no senior man would ever feel that he had been justly treated when he saw a junior placed in authority over him.

Although no one has been promoted over my head, yet I know what it has been to suffer from blighted hopes and reasonable expectations disappointed owing to overcrowded lists; and I can conceive no greater cruelty or more dishonest treatment than to seduce a lot of young men into the Navy by means of promises or hopes which can never be realised. Nor can I conceive any system more likely to produce dissatisfaction, disgust, inefficiency, and national disaster. It has done so before, and it would do so again.

Now, whether your correspondent “ C. C.” is an engine-room artificer who is ambitious of becoming an engineer in the Navy, or whether he is a member of Parliament representing ‘ ‘ a vast number of the nation,” I do not know; but this is very evident, that he has suggested nothing new, and that he is incapable of suggesting a better or more economical method of engineering in the Royal Navy than the present system. One point, however, your correspondents have, perhaps, unintentionally shown, and that is that the Admiralty, in order toget well-qualified men with a sense of discipline, should train artificers for the Navy, instead of depending upon the private trade for the supply. But this is not a new suggestion, as a proposition was made to the Admiralty several years ago that not only should boys be trained to serve as artificers, but also as stokers in the Navy. For there is just as much need of good stoker-mechanics and good ordinary stokers as there is for good artificers and scientific engineers.

Before closing this letter I must beg leave to protest most emphatically against the insinuations of both your correspondents “C. C.” and “E. X.,” that the artificers are treated as “slaves” or “drudges” by the engineer officers, or that the artificers’position in the engine-room is an uncomfortable one; for in many ways it is far superior to that of most of the junior engineers in merchant or mail steamers. I have had personal experience in many ships, and I have known as many officers—perhaps a great many more—as your correspondents, and I can safely assert that in only one case did I ever hear of any antagonism having been felt or shown towards the artificers; and in that case it was by some of the members of the “old school” of “practical mechanics,” only a very few of whom still retain a footing in the Navy as engineers.

On the other hand, I have known of scores of cases wherein the engineer officers have fought for and obtained far greater privileges for the artificers than were allowed by the ordinary regulations, or to the other chief petty officers. For example, I have known ships in which the artificers were allowed to go on shore immediately after dinner during three days of the week, in addition to the ordinary leave; and in this respect they were better off for leave than any commissioned officer in the ship, except the chaplain and the captain. I have also known of engineer officers helping the artificers to educate themselves, and encouraging them to save their money, dress well, and to maintain a good position on board and on shore.

I consider there is room for improvement as regards the comfort of the artificer, but when it is remembered that he has very little expense on board ship, and that even during the early years of his service he can save from £60 to £70 per annum, it must be confessed that the position is not a bad one even for a good mechanic.

In closing this letter I beg leave to state my positive conviction that there is far more necessity for the presence of a highly scientific engineer on board a man-of-war in action, or in ordinary times abroad, than there is for his presence in a factory on shore ; and I have not the slightest hesitation in asserting that the first naval battle will prove the truth of my words.    Experience.

Earl’s Court.

Sir,—It is with very great satisfaction that I hail the controversy at present being conducted in the columns of your journal oir the engineering of the Royal Navy. I feel certain that the country will ultimately be benefitted by the steps now being taken to partially re-engineer the Royal Navy by the practical man. How, in the name of common sense, has this monstrous muddle, which is now emerging from darkness to light through the medium of your paper, been so long allowed to exist. The naval engineers have grown so grand that they cannot entertain the idea of performing manual labour, and hail their should-be fellow-handicraftsmen who happen to join the service as engine-room artificers, as nothing-more than “ scavengers,” &c. Is not this enough to arouse the indignation of every man connected with the engineering trade ? Considering the number of engine-room artificers in H.M. Navy who are forbidden to agitate for the removal of their grievances, it behoves their immediate friends and fellow-workmen throughout the country to look after the interests of this insulted class, and in so doing the interests of the whole trade will be advanced. The fact that engine fitters who may happen to join the Navy as engine-room artificers at times of depressed trade or other circumstances, are publicly branded as “wasters” by their more fortunate fellows, ought to deter all intelligent men from joining that department of the engineering branch of the Navy as at present constituted. I look upon ‘ ‘ Experience’s ” letters as being the utterance of the whole class whose interests he advocates, which class not only rejoices at the doors of the service being closed in the faces of the younger men of the trade, but also boasts of the relegation of the temporary service engineers to the mercantile marine. I hear these latter have had their share of systematic oppression as well as the artificers,' and the system will doubtless continue until the sweeping reform advocated by you is fully carried into effect.

I may state that my principal object in writing this letter is to appeal to your readers, and ask what the Associations of Marine Engineers, the Foreman’s Association, the Amalgamated Society of Engineers, the Steam Engine Makers, and other combinations connected with the trade have been doing for some years past to allow the engineering of the Navy to be rended from their midst. Who are the engineering advisers at the Admiralty? Who is responsible for the mixed-up set dignified by the title of naval engineers? Surely, if “ wasters” from private shops are brought into the service to remedy the practical deficiencies, and to on the duty of naval engineers, these latter must be “ wasters indeed. I ask, who are the Admiralty advisers, because there have been such a multiplicity of schemes partially carried into effect with the idea of obtaining engineers Since competition from private firms has been rejected, we have had the sons of seamen and marines brought up entirely at the country’s expense, with the same end in view. After awhile there was some squabble about “ social status,” and the supply from Greenwich School was cut off. Then again we had the sons of local tradesmen, dockyard mechanics and labourers—this, in my opinion, was a more legitimate class—who were fed and clothed at their parents’ and lastly we have the late Mr. Ward Hunt’s scheme, which seems to be embodied in the remarks that “He did not see why the sons of noblemen should not engineer the service.” This intention of his has been miserably defeated, and the case stands much as it did before, save that the majority of the present students being sons of naval engineers, are removed one short step from the vulgar, although I have no doubt it is this last scheme which has caused some naval engineers to become arrogant.

The new class of students cost the country in keep, &c., about £2 per week per student—the most expensive scheme yet tried. I wonder why the above-mentioned combinations, and the engineering trade generally, allow such a state of things to exist—they have to assist to support such a wholesale sham and cheat, but are willing to engineer the Navy practically, and to bring quite as much, or more, theory than is necessary to take charge of machinery. Where are the young men, with which our workshops abound, whose practice and theory go side by side, who, after their day’s work is done, can be found studying their collection of scientific books, or attending their evening science classes ? It is from this class that our most eminent engineers have emanated.

The Admiralty has recently caused an inquiry to be made into this expensive system of scientific cramming, which forces such a superfluous amount of theory into our ships of war to rust and degenerate. It is evident that the present heads of the Admiralty getting sceptical concerning the ruinous system of their predecessors, and the time must soon arrive when the naval engineers must be again drawn from the bulk of the engineering trade, and not from a favoured few, as at present ; and in order to forward this scheme I should recommend that deputations of the representatives of the great organisations and centres of the engineering trade be sent to the; Admiralty. This deputation would represent some seventy or eighty thousand persons. At the same time they should not forget those M.P.’s who are pledged to retrenchment and reform. Surely they could not begin better than by reducing the number of well-paid ornamentals of the engine rooms of our ships of war. And as “ C. C.” suggests, let the lowest grade be the door of admittance; then there will be found quite enough intelligent to fill the high positions. This being a question of national economy and naval efficiency, I regret its being treated solely question of Engineers versus Engine-room Artificers—although I confess to a bias in favour of the artificer, who so nearly approaches the class so ably recommended in the articles which have recently appeared in your journal.    Fitter.

PNEUMATIC CLOCKS.

Sir,—In The Engineer of the 29tli June, 1877, you published a complete account, with illustrations, of my system of pneumatic clocks as adopted in Vienna. Recently another English paper has published an account of an installation of pneumatic clocks in Paris, the invention of which is attributed to M. Popp.

Will you allow me to say that the system called the Popp system is my invention patented in France by M. Popp, and that a suit is now pending by which I hope my invention will be secured to me. In any case, I shall be glad if you will allow me to point out that the engravings you published on June 29th, 1877, of my clocks and system at Vienna are illustrative of that in Paris. It is desirable that English people should not be misled by recent publications describing my system under another name, as I must under any circumstances enforce my claim to the invention.

Vienna and Paris, September 12th,    0. A. Myeri-iofer.

THE INSTITUTION OF MECHANICAL ENGINEERS.

Sir,—The correspondence in your paper upon the subject of the discussions held at the Institution of Mechanical Engineers calls attention to a want which has been felt, and thoroughly provided for in the Institution of Civil Engineers, and provided against to a large extent in the Institution of Naval Architects, i.e., the previous careful examination of papers before discussion, and a selection in the mind of the speaker of the points that he is most competent to discuss, and also, to some extent, the selection of the language best suited to convey his ideas to the audience. I do not hesitate to say that without preparation of this kind, not half-a-dozen men, even amongst our leading engineers, are competent to address a technical audience, especially when composed of the very large numbers that are lately in the habit of attending the meetings of the various institutions.

So great is the difficulty in connection with the Institution of Mechanical Engineers of obtaining copies of papers, that upon the 22nd July—eleven days previous to the meeting in Newcastle—I wrote to the secretary, asking for proofs of three papers upon subjects relating to the special branch of our business with which I am connected, with a view of joining in the discussion; but notice was taken of my application, it is not unreasonable to conclude that for some purpose altogether peculiar to the Institution of Mechanical Engineers, and affecting none of the sister institutions, the practice of forwarding early proofs to members is forbidden. I hope that the council will endeavour to work the reform indicated by you, and so largely promote the usefulness of the discussions.    A Non-Silent Member.

London. E.C., September 13th.

GOLD LOSSES.

Sir,—I am pleased to see that “ Quartz ” agrees with the general arrangement and system of gold mining machinery advocated by me in your impression of the 19th August. Since then I have gathered a few facts which might be of interest to your readers, On August 18th Mr. C. J. Harvey lectured on the reduction of auriferous quartz at the Cannon-street Hotel, and, after giving a very entertaining description of the method of treating gold by the Koroombers of India and the natives of the West Coast of Africa, he says that the latest invention for reducing auriferous quartz is the Elephant stamp, and, being portable, may be of service ; but in its present form would not be a desirable mill to

erect for a large reduction works.....When the quartz

contains gold of average fineness—without using mercury in the coffers—the coffers may give 60 to 65 per cent., and the mercury or sipple-boxes 23 per cent.; the blanket tables about 10 per cent. Then follows a description of the stamp batteries, which are made in parts to facilitate transport, &c. The battery of ten heads of stamps would pass through three tons per head each day, or for the ten heads of stamps thirty tons each day, the weight of the heaviest part of stamps being two tons, and the weight of each stamp 8J cwt.

Now, I think—going by the description of Mr. C. J. Harvey as to the work turned out by these stamps, and the result gained being a minimum of 93 per cent, and a maximum of 98 per cent.— this machine must really be the most perfect of its kind ever put before the public. However, not having the pleasure of seeing the machine at work, or otherwise, I suppose I must not say anything against it as it has been so strongly upheld by a gentleman of so much experience in gold and its reduction as Mr. Harvey. Still,

1    must take exception to its being made to facilitate transport, which I take to mean its being made in .such light parts that they may be shipped or unshipped without the aid of very strong hoisting machinery, and easily carrried to places difficult of access, and certainly no one can call two tons a light weight for that purpose. However, for the present I have no more to say on that point, but will conclude with the remarks made by the chairman— at the lecture delivered in the Cannon-street Hotel—Sir Leopold George Heath, K.C.B., who said, at the conclusion of the above lecture, that Mr. Harvey’s system differed from that which he was acquainted with more particularly in having no copper plates over which the stuff passed after leaving the stamps, and also differed in not putting quicksilver in the coffer-box. With these exceptions Mr. Harvey’s was similar to the mills in common use in California.

Now, after reading the above, comment is needless, but still it may be remarked that Mr. Alfred G. Locke, F.R.G.S., in his letter, gave statistics from many mines, which prove most conclusively that 40 per cent., and sometimes more, of the gold was lost and dumped away anywhere in the tailings, and yet Mr. Harvey only loses from

2    to 7 per cent., and by the description, I should say, using exactly the same machinery as used in California.

Perhaps “ Quartz ” can enlighten me on that subject, as he is a manufacturer and advocate of stamps, and especially as be describes a stamp which is self-contained, requiring no massive foundation, and has other advantages—according to his letter of the 9th September—he might give your readers the benefit of his exjreri-ence on the stamps advocated by Mr. Harvey.

Market-place, Aberystwyth.

VACUUM BRAKES.

Sir,—I see in your last two papers bits from two of our drivers about automatic vacuum brakes, and I quite agree with what they both say. I have had a great deal of experience with brakes of different sorts—this one in particular—and my opinion is that this Clayton brake is not worth the name of an automatic brake where the air brake comes. After we have applied the brake once we have no more power, we have not got a reserve, same as the air brake; so you see, Sir, we can only make one application, and then we are done. We have to wait while we get more vacuum for the next, and that takes a long time with a train of sixteen or eighteen coaches, and I have no doubt that some day we shall want the vacuum when we have none. The driver that has been suspended for running past Normanton is not the only one that shuts the ejector off to get a bit of steam, but this case has come to light. The guards cannot tell whether we have any vacuum or not, as there are no gauges in their vans ; therefore, in a case of emergency, they would not be prepared to help us with their hand brakes. Where are the ejectors shut off most? Why up the banks, where we want all the steam we can get. What would be the use of this brake with the ejector shut off if a carriage coupling broke when running up a bank, as it happened to the Great Northern Scotch express in Galton Tunnel a week or two ago ? Why the train would run back as it did then, and if it was not shut off and the train broke loose up a heavy bank; well, the brake is so constructed that it leaks off in about a minute. So you see, Sir, it is no better than a non-automatic brake.

Another Midland Driver.

The Landslip at Elm.—On Sunday last a most disastrous landslip occurred at Elm, a village on the highest point of the pass between Glarus and the valley of the Vorder Rhein.. No such calamity has happened in Switzerland since the destruction of Goldau, in September, 1806, by an earthslip from the Rossberg. Some 200 persons are supposed to be buried under the avalanche of rock and earth, and the work of rescue is being carried on under conditions that render success almost hopeless. . The dammed-up streams that flow through the valley are turning it into a lake, and another earthslip, still more extensive than the first, may occur at any moment. Elm is situated in the Sernf Thai at the foot of the Laaxer and Stoekli glaciers, and under the fee of the Tschingel Alp, a mountain composed principally of argillaceous schist. lor years past the Tschingel had been regarded as a perilous neighbour, but familiarity dulls apprehension, and until last week no precautions seem to have been taken to avert the impending peril. On Friday, however, after two days of heavy rain, the appearance of fissures in the mountain so alarmed the villagers that they called in a local engineer to devise means for meeting the emergency, but before anything could be done the catastrophe came. On Sunday afternoon, shortly after five o’clock, a great mass of earth and rock slipped down from the mountain, sweeping away the greater part of Unterthal, that portion of the village on the right bank of the Sernf. An hour later a second earth-slip completed the work of destruction, overwhelming at the same time all the villagers who were engaged in extricating their friends and kinsfolk from the ruins. The number of dead and buried has not yet been exactly ascertained.

Friday, October 14th.

cess.

Works, &c., Open eor Inspection. Messrs. Yarrow and Co.’s

THE MANUFACTURE OF SMALL ARMS IN THE UNITED STATES.

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THE IRON AND STEEL INSTITUTE.

The following programme of the autumn meeting, October 11th, 12th, 13th, and 14th, 1881, has just been issued to the members :—

Tuesday, October, 11th, 1881.

9.30    a.m.—General meeting of the members at the Institution of Civil Engineers. The Institxxte will be received by the president of the Local Reception Committee, Sir Henry Bessemer, F.R.S., and the vice-president, Dr. Siemens, F.R.S. A selection of papers will be read aixd discussed.

1.30    p.m.—A special train will convey the members from Charing Cross Station to the Telegraph Constructioix Works of Messrs. Siemens Brothers, at Charlton, where luncheon will be provided by the firm.

1.15 p.m.—A steamer will leave Westminster Pier for Victoria Docks, which will be inspected. The proprietors of some of the steamers in the docks have kindly proposed to entertain the members at luncheon.

7 p.m.—The Institxxte will be entertained by the Right Hon. the Lord Mayor, Alderman M‘Arthur, M.P., at dinner at the Mansion-house. Evening dress.

Wednesday, October 12th.

9.30 a.m.—General meeting of members at the Institution of Civil Engineers. A selection of papers will be read and discussed.

12.45 p.m.—Luncheon at the Westminster Palace Hotel provided by the Local Reception Committee.

2.15 p.m.—Leave Cliai-ing Cross Station by special train for Woolwich Arsenal, which will be open for inspection.

Members will also be permitted on this and the other days of the meeting to inspect a nxxmber of works, &c., in London and neighbourhood, a list of which will be found below.

7 p.m.—Annual dinner of the Institxxte at Willis’s Rooms.

Thursday, October 13th.

9.30    a.m.—General meeting of members at the Institxxtion of Civil Engineers. The reading and discxxssion of papers will be continued and concluded.

12.30    xx.m.— Luncheon at tire Westminster Palace Hotel, provided by the Local Reception Committee.

2.30    p.m.—Depart by special train from Liverpool-street Station for the Royal Small Arms Factory, Enfield Lock, and for the locomotive and cai-riage works of the Great Eastern Railway at Stratford. Omnibuses will be waiting at the Westminster Palace Hotel at 1.45, to convey members to Liverpool-street Station.

8.30    xx.m.—The Local Receptioix Committee will entertain the members and their lady friends at a conversazione to be held at the South Kensington Museum, kiixdly granted for the occasion by the Lords of the Committee of Council on Education.

9.0 a.m.—Depxart by special train—kindly provided by the London, Brighton, and South Coast Railway Company—for New-liaven and Brighton. At Newhaven the members will go over the new liarboxxr works, &c., and at Brighton the locomotive works of the London, Brighton, and South Coast Railway Compxany will be available for inspxection.

2.0px.m.—Lxxncheon at the Grand Hotel, Brighton, provided by the Local Reception Committee. Members are kindly invited by the chairman and directors of the Brighton Aquarium to pxay a visit to the Aquarium, between 4.30 and 8 px.m. Tickets for this pxurpose will be distributed at the lxxncheon.

7.0 p.m.—Depart by special train for london.

List oe Papers.

“ On the Manxxfactxxre of Steel and Steel Rails in the United States supplementary paper. By Captain W. R. Jones, Pittsburg, Pa.

‘ ‘ On a Method of Securing Homogeneity in the Bessemer Pro-” By Mr. W. D. Allen, Sheffield.

“ On the Manxxfactxxre of Ordnance at Woolwich.” By Colonel Maitland, Superintendent of the Royal Gxxn Factories, ‘Woolwich.

“On the Application of Wrought Iron and Steel to the Manufacture of Gxxn Carriages.” By Mr. H. Butler, Royal Arsenal, Woolwich.

“ On the Manufacture of Projectiles.” By Mr. ,J. Davidson, Woolwich Arsenal.

“ On the Distribution of Elements in Steel Ingots.” By Mr. G.

J. Snelus, Workington.

“ On the Use of Brown Coal in the Blast Furnace.” By Prof. P. Ritter von Tiinner, Leoben, Austria.

“ On Certain Physical Tests and Propxertjes of Steel,” By Mr. Edward Richards, Barrow Hematite Steel Works, Barrow-in-Furness.

“ On the Tin-pxlate Manxxfacture.” By Mr. Trubshaw, Tin-plate Works, Llanelly, South Wales,

“ On the Use of American Anthracite in the Blast Furnace.” By Mr. J. Hartman, Philadelphia.

“ On Cavities in Cast Steel Ingots.” By Mr. F. Stxxbbs, Manchester.

“ On the Recent Progress of the Basic Bessemer Process.” By Herr Paul Ivupelweiser, Director of the Witkowitz Works—Baron Rothschild’s—in Austria.

Torpedo Boat Works, Isle of Dogs, I opuai, E. Messrs. Samuda s Shipbuilding- and Engineering Works, 1 oplar, E. Messrs. John Penn and Co.’s Engineering-Works, Greenwich. Messrs. Maudsley, Son, and Field’s Engineering "W orks, Lambeth. Mr. Peter Brotherhood’s Engineering \Y orks. Messrs. Simpson ctnd Co.⁵s Grosvenor Engineerin°' Works, Pimlico. The Thames Ironworks, Blaekwall. Mr. J. f. Stevens’ Darlington Ironworks, Southwark Bridge-road, S.E. Mr. Allen Ransome’s Stanley Engineering Works, King’s Road, Chel-^a, S.W. Messrs. Rennie and Co.’s Works, Blackfriars-road, b.L. The Royal Dockyards, Chatham. The Times Printing and I ublishing Offices, Printing House Square, Queen Yictoria-street, E.C. The London and South-Westei-n Railway Company’s Engineering A\ orks, Nine Elms, S.W. The London, Chatham and Dover Railway Company’s Engineering Works, Wandswortli-road. S. YY.

• /N !^r’ ^le h°llse °I E. Remington and Sons, through its president, Mr. Samuel Remington, first undertook to complete with Ruiopean manufacturei-s on their own ground in the making of military fire-arms. Since that time more than a million of Remington l-ifles and carbines have been expiorted, besides lax-ge quantities of fixed ammunition.

Previous to that date we had imported arms in large quantities, while the exports were merely nominal, bxxt the impetus given to this branch of industry through the Messrs. Remington, was such that American manufacturers have since been able to compete successfully with those of all other countries. The effort of late years lias been mainly in the direction of perfecting a simple breecli-loading gun, and over five hundred patents were taken out for this piurpose from 1860 to 1871, to what practical end may be judged when a leading authority on this subject states “that with the single exception of the needle-gun, every arm on a breech-loading system xised in Europe is of American origin, both in principle and application’ a large piortion being of American manufacture.”

But it is more in the making than in the pattern of the gun that American manufactures have revolutionised old systems, and marked out the method by which fire-arms are now produced far better and cheapier than formerly. The making of each piart to exact gauge, with all pieces of the same part interchangeable, Yvas at hist deemed only an “ American notion,” so impracticable as to seem ridiculous in foreign eyes, involving the idea of making each arm

a perfect pattern. But after this system of manufacturing had been proved a success here, it was gradually introduced abroad, although in many cases the machinery and the gauges, as well as the instructors, were sent out to establish the manufacture on such basis. The production of guns on this system involved elaborate and complicated sets of machinery, the improvement of which has been going forward through many years, while the patterns of the arms themselves have at the same time been undergoing continuous change, the less practical being eliminated, and those now principally made representing, naturally, the “ survival of the fittest.”

The improvements made by the Kemingtons in different arms, and their skill in the manufacture of arms of uniform excellence, have given them a world-wide reputation. Their system has been adopted by the governments of Spain, Holland, Egypt, Denmark, Sweden and Norway, by several of the South American Republics, and by China, and they have made large sales of rifles and carbines to_ France and to the United States army and navy. Then-production at Ilion, on the order of the Provisional Government of France, in the fall of 1870 and spring of 1871, is believed to have been on a larger scale than ever before realised in any public or private arms factory, amounting in round numbers to more than 1-100 rifles and about 200 revolvers per day. This was with double gangs of workmen, each working ten hours, the factory being run twenty hours out of the twenty-four. Besides arms for military purposes, however, which are ordered in such large quantities in times, their regular production includes a great variety of sporting and hunting rifles, shot-guns and pistols, cartridges, bullets, shot-shells, rifle canes, loading implements, &c. The simple commencement of this great industry was made by Mr. Eliplialet Remington in 1816, in the producing of a barrel for a rifle at a disused farm forge, which was so successfully accomplished as to lead to the following of the arms manufacture as a life occupation.

The making of guns may naturally be divided into three general parts—the work on the barrel, that on the breech system, and the woodwork. The usual service arm, and a product of very high excellence for any kind of fire-arm, has a barrel made of decarbonised steel. It is first cut from a round bar of about 2in. in diameter, and from 8in. to lOin. in length, according to the length of barrel desired. In this shape it is styled a barrel mould, and goes to a drilling machine, where a hole is made through its centre, after which it passes to the barrel rolling machine, rolling machine consists of powerful grooved rolls, working-together, the grooves being part cylinder and part taper, through which the heated barrel mould is successively passed, with a mandrel through the hole previously drilled, until the mould is drawn out to a rough pattern of the future gun barrel. After this the barrel is sawed off to the proper length, goes to the annealing ovens, is straightened on the outside by being passed between dies representing each one-lialf of the barrel, and is then ready for the first or ‘ ‘ nut ” boring. In this operation the revolving cutting tool is drawn, not pushed, through the barrel, the tensile pull the steel bar which draws the tool tending to keep the latter exactly in the centre, from its spring to unequal resistance, effectually than would be the case with a rigid bore, this first boring, another boring is made with a somewhat larger tool, and then the barrel is examined to determine its straightness and the exact work of the bore, interior of the barrel being bright, on looking through it at a bar across a pane of ground glass, the dark line thereof will make a certain definite and exact projection along the interior, a break in which, or a wave, indicates imperfection or that the barrel is not true. The lines of light have certain definite proportions to the shadows, so that, looking in at each end of the barrel successively, its whole interior may thus be carefully examined, and the defects ordinarily found are so slight that a blow or two with a hammer will rectify them. In the rifling the cutter is operated as in the process of boring; it is drawn, not pushed, through the barrel.

The bed of the rifling machine is similar to that of a lathe, and the rod carrying the cutter is held by a carriage which is moved back and forth by gearing. The cutter is so constructed that it may be adjusted to cut a deep or shallow groove, as may be desired. In the process of rifling the barrel and the cutter bar are turned in opposite directions, and the cutter is so operated that it works first in one groove and then in another, so as to equalise any possible irregularity in the action of the tool. It is obvious that nothing short of absolute exactness will answer in this part of the work.

Before the boring is finally completed, however, which is done with a square reamer, revolved at higher speed, the rough turning-on the outside of the barrel is effected, this being followed by another boring, and then another turning, after which the outside of the barrel is ground and prolislied, the latter operation not being completed ixntil the several borings have been finished and all the milling and filing processes have been gone through with to prepare seats for the sights, square off ends, &c. The proving of the barrels also takes place before the final polishing, forty barrels, resting against a false breech, and heavily loaded with powder and slugs, being fii-ed at once. The number of distinct operations called for to complete the work on the barrel vary somewhat according to the arm being made, in some cases the piece going through eighty different hands, each of whom has a specific detail to attend to.

_ In the making of the breech system the variety of different pieces, for the many kinds of arms made, is almost innumerable. As nearly everything is done by machinery, each different piece requiring its special contrivances and tools, their mere enxxmeration woxxld make a list whose perusal woxxld be tedious. In milling machines alone there are some 400, and in lathes, drills, and every description of metal-working and labour-saving device, the machine plant is so large as to avoid the necessity of changing about in tools and fixtxxres for the prodxxction of the different pieces, a matter which in itself proves not only economical in the time of the workmen, bxxt is an effectual aid in securing the exact dxxplication of parts.

The Remington breech system, which was first brought forward in 1865, and has since been improved in many details, is distinguished for the simplicity of its action, the largeness and strength of its parts, without any excess of metal beyond what is r equired for the wear and strain to which they are likely to be subjected, its non-liability to be readily injured by exposure or moisture, and the ease and expedition with which it can be manipulated. It has less parts than are found in most other breech-loaders, but this has been attained without sacrificing any mechanical ad tages, while giving less frictional surface, and the force of the recoil shock is so admirably distributed that an excessive charge or a defective cartridge cannot cause injury. Briefly described, the receiver, which is of wrought iron, case hardened, includes the frame made to correspond externally with the stock, and is screwed to the breech of the barrel, and in this receiver are the breechblock and lock action. The breech block and hammer are of steel. To load, the hammer is brought to full cock; the breech block is pulled back by the handle at its right side, ejecting the shell of cartridge formerly exploded; the cartridge is inserted, and the breech block is pushed back to its place, closing the breech. The rapidity with which the gun can be loaded and fired has been frequently exemplified, squads of soldiers loading and firing from the shoulder, “taking fair aim,” at the rate of 25 shots in from 2 minutes 8 seconds to 2 minxxtes 55 seconds.

In the making of the stocks the excentric lathe, first brought out by Thomas Blanchard, effects a large part of the work, but much other machinery is now used in the different operations. The wood is first kiln-dried, then sawed out in the rough, and left in this shape till thoroughly seasoned. Then it is faced off on the part where the barrel is to fit, and in two subseqxxent operations is turned to the reqxxisite shape, this being afforded by a pattern stock or former, of cast iron, in accordance with the shape of which the cutters, running at a very high speed, are made to work on the wood. It is an old story, bxxt one of the related concerning an lathe, at first received with incredulity, finally effected a revolution, not only in the making of gun stocks, but most other kinds of turning. Besides this machine, however, there are others for lock and guard bedding, and for working checks or designs on the stocks, all working to special patterns, and not only producing exact shapes than could be made by hand, but doing the whole work on a gun stock in less time and with fewer hands than formerly required for the sand papering alone.

In the “ assembling ” room, to which all the separate parts brought as they are finished, the arm is finally put together. In a rifle there are fifty-five parts, the number of parts varying with each different kind of arm, but they all only find their proper place in the piece after they reach the assembling room from the various workshops and departments.

In guns for sportsmen or for match shooting, as in pistols, revolvers, &c., the same system is carried out, the workman who has the making of one part of an arm having also gauges to determine its exact size and shape, and the firm keeping duplicate sets of these gauges. The plan on which work is carried on here is one which constantly stimulates competition, for the making of each part of the gun is done by contract. The firm, of course, own all the plant and material, but, subject to the established rules and regulations, the most skilled mechanics or the best executive hands in the various shops put in bids for the complete work in making the special parts for which they have been found most competent, and the work is let out in this way. _ By such means the workmen have been brought to take a more direct and active interest in the prosperity of the firm than is usually the case in large manufacturing establishments, each contractor hiring his own gangs, and all working together in a sort of friendly rivalry, which is more suggestive of a kind of family regard than the ordinary relations of employer and employe.

The great improvements made in recent years in the preparation of fixed ammunition are fully exemplified in the departments where this branch of the business is carried on at Ilion. Nearly all the bullets now used are elongated, and are made by compression or swaging, by which they can be produced more uniform in size and weight, more homogeneous, and accurate. For this purpose a bullet-forming and a bullettrimming machine are used, in which the exact shape is given to the bullet by steel dies and punches. A lubricating machine is afterwards used to force into the grooves of the bullet a composition, for which bayberry tallow 8 parts and graphite 1 part is considered the best.

The making of the cartridge shell is effected by a double-acting Xxress. What are known as “centre fire” cartridges are now greatly pi-eferred to the fonner style with “ rim fire,” in which the fulminate was dexxosited in a thin ring around the rim at the base of the cartridge. Centre fire cartridges have a cup) anvil in the centre of the base for exploding the fulminate, of which much less is needed, while the cartridge thus made is safer against accident, and its shell may be made stronger axxd better proxxortioned. The latter cartridges are more exxxensive, bxxt the shells may readily be reloaded with simxxle contrivances for this pxirpose, and many times re-xxsed. In the loading of the shells at the factory several machines are used, one to xxrime the cux>, one to insert it in the cartridge, and another to load with the xxowder.

This is accurately done by weight, as a difference of one grain in a charge would make a material variation in the trajectory of the bxxllet, and to this extent destroy the accuracy of the sights. All the operations connected with the loading of the cartridge have been so perfected in recent years that accidents are now almost impossible, and the discharge of pxowder or fulminate in the machines would be pxractically harmless so far as the opxerative is concerned.

Among the recent improvements introdxxced by the Remingtons pxerkaps the most impxortant is their magazine gun, iix which the magazine is located xxnder the barrel, and carries nine cartridges, besides one in the chamber. The cartridges are held securely while pxassing from the magazine to the chamber of the barrel, but they do not pass over the carrier until the gun is opxened for the puxrpxose of loading, so that the firing of a defective cartridge in the gxxn cannot expxlode one of those iix the magazine. The United States Govern merit has ordered a nxxmber of these gxxns for use in the navy, although it had not been brought to its pxresent state of perfection until after the competitive trials preceding the order had been made.

Besides the regxxlar manxxfactxxre of standard arms, as above described, the Messrs. Remington have also won a high repnxtation for their prodxxctions in the line of fine spxorting guns, target rifles, &c., with barrels of Damascus twist, Stxxbs twist, and laminated steel. The great nxxmber of inferior twist barrels which now find their way into the shopxs renders it a matter of no small impiort-ance in pun-chasing a gxxn to be sxxre that the material of which it is made is as represented, and not the easily pxroduced imitations which can be made of iron of inferior quality, but which are in reality worth much less than the homogeneoxxs steel-rolled barrel. In these goods extraordinary care is given to the manxxfacture of the barrel in its interior finish, delicate gauging, and careful straightening process—the latter being an oxxeration never yet perfectly attained by any mechanical process, and in which but few men are ever capxable of becoming expxerts.

The armoury at Ilion, consists of a group) of buildings covering about four acres. Almost the entire bxxsiness of the town is furnished by the industry here carried on.

Mr. Remington, its founder, died in 1861, and the incorporation now known as E. Remington and Sons dates from 1865, Mr. Samuel Remington being president, Philo Remington vice-piresi-dent, and Carver Remington secretary.—Scientific American.

A Large Corn Sugar Factory".—The Chicago Sugar Refining Company are building a factory to convert 25,000 bushels of corn into sugar a day, or something like 8,000,000 bushels a year. The buildings cover 320,000 square feet, and are expiected to cost 1,500,000 dols. The sugar house is 160ft. square, xvith eleven stories and basement, or 140ft. high. It is to be of wood and brick, containing 4,000,000 bricks. It will be supported by 90 piiers of masonry, resting on piles, eachpner carrying about 400 tons. There will be required 42,000 forty-foot pules, or 318 miles of piling. Adjoining the sugar house is a building for corn, 60ft. by 160ft., and three stories high. It contains five large steam engines, two pumping engines, one flowing engine, and several small steam The pmmps have a capxacity of 10,000,000 gallons per day. The steam engines will be equal to 2000-horse piower, and the blowing engine blower furnishes a blast for 7000-horse power boilers. Next to the corn house is the filter house, 120ft. by 100ft., anti eleven stories high. This building is a fireproof one, built of brick, iron columns, Yvrought iron floor beams, with brick arch floors. Its txventy-four piers carry 500 tons each, or 12,000 tons. There are 2500 forty-foot pules driven 50ft. below the surface. The next building is a corn house, 60ft. square and three stories high, xvitli machinery in it to empty the cars automatically. The next is a boiler house, 75ft. by 150ft. in size, three stories and basement, with a coal bin suspended above the boilers to feed them automatically with coal. The boilers have a capacity of 7000-horse piower. There are twenty of these known as the Babcock and Wilcox section boilers, idle chimney for the house is 240ft. high, with a 12ft, inside flue. The base is 40ft. square. Between the boiler house and the chimney is an “economiser,” that the waste gases of the boilers pass through on the way to the chimney. By this means the heat is utilised by pumping the feed waters of the boiler through this economiser. The works will commence with 12,000 bushels of corn per day, which will soon increase to 25,000 per day. The corn can be received by car or vessel, and the goods likewise shipped. The company will, the Scientific American says, manufacture all kinds of starch for laundry and culinary purposes, syrup), and grape sugar.

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER

PARIS.—Madame Boyvf.au, Rue de la Banque.

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

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PUBLISHER'S 0TICJE.

%* With this week's 'number is issued as a Supplement to The Engineer, Diagrams for Calculating the Efficiency of Brakes and the Influence of Gradients in Stopping Railway Trains, as Designed by the Wcstinghoifse Brake Company. Every ropy as issued by the Publisher contains this Supplement, and subscribers are requested to notify the fact should they not receive it.

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 writer to himself, and bearing a Id. postage stamp, in order that answers received by us may be forwarded to their destination, notice will be taken of communications which do not comply with these instructions.

E. D.—We believe you can obtain what you want in about a month by writing to the secretary.

II. W. B.—We are not aware of the existence at present of any special treatise on the tunnel, but no doubt an abundance of “papers ” on its construction will ere long be forthcoming.

Nemo.—By far the greater number of compound engines have cranks at 90 deg. This arrangement is almost invariably adopted with two-cylinder engines on board ships. The exhaust ports and the low-pressure valve chest being large answer the purpose of a receiver. - Special receivers are now always dispensed with. You will find in The Engineer many examples of the very latest and best types of compound engines.

TEMPERING STEEL TOOLS.

(To the Editor oj The Engineer.)

Sir,—We wish to harden some bright steel tools, but do not wish the brightness of the surface to be impaired by becoming oxidised. If of your readers would kindly recommend some substance to coat the tools and so preserve them from the action of the air, we should be much obliged. The tools would ho heated for hardening in a lead hath.

September 13th.

PASTE FOR MOUNTING TRACINGS.

(To the Editor of The Engineer.)

Sir,—Will some of your readers be good enough to give me a receipt for strong paste suitable for pasting tracings—made on tracing paper—on to calico for shop drawings ? I find that with ordinary plain paste the tracing paper soon strips off of the calico. I remember such a receipt was given in your columns some years ago, finishing with the remark that it was a paste “ fit to hold the teeth in a saw.” Perhaps some one can mention the date or number of that Engineer.

Carnarvon, September 14th.

VELOCITY AND MOMENT U M.

(To the Editor of The Engineer.)

Sir,—In the questions propounded by “ Velocity,” he does not mention anything about the resistance of the air. However, I beg to send the following, as correct solutions, from the data given :—The momentum of a body = its mass x by velocity. Let V = velocity, y = accelerated effect of gravity, and S = feet per second. Then V² = 2 g S or V = v'2~j? S •. velocity generated in falling 20ft. — v'64'4 x 20 — V 1288 = 35-9ft. (nearly) per second .’. momentum of heavier ball = 35⁻9 x 20 cwt. = 718 cwt. (absolute units). Then the velocity required for the lighter ball = 718 -I- 15 = 47'8ft. per second.

Now V² = 2 g S

i.e. 47-82 = 64-4 S ^984*84

=    = 35-4ft., which is the answer to the first question.

As to the second, let t = the time the body would be falling, and S = the space fallen through. Then, by the law of uniform motion, S = 1125 t, and also by the law of gravity S = 16Th t-, whence 16f² = 11251 (by Ax. 1, Euc. Bk. I.). But by division unci clearing fractions 193 t — 13,500

.'. t —    = 70 seconds (nearly).

Therefore the value of S = 70² x 16₁L = 50,208Jft,. which is the answer.

Stockton-on-Tees, September 12th.*    ' James Tomkins.

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MARRIAGE.

ITanragl:lfi, C?nirch> Carnarvonshire, Mr. Charles

late Mr. John W illiams, of Glen Benno, Carnarvon.

DEATH.

THE ENGINEER.

SEPTEMBER 10, 1881.

ELECTRICITY ON TRAMWAYS.

Although several years have elapsed since steam was first used to draw cars on street tramways, nothing like a satisfactory result in a commercial sense has as yet been obtained from any engine devised for the purpose. We do not assert that it is impossible to work street tramways by steam for a less sum than horse traction would cost, but no one has succeeded in doing it for any length of time. The working expenses of a tramway are very much heavier in proportion than those of a railway. The average outlay on the principal railways of Great Britain is about 51 per cent, of the receipts, leaving 49 per cent, as profit. But the working expenses of the metropolitan tramways are about 90 per cent, of the receipts. The cost varies in different districts and at different times. It has risen to as much as 97 per cent, of the receipts, and it has fallen to about 80 per cent. A very large proportion of the outlay is incurred for traction. Horses cost much money, do not last very long, and are expensive to maintain. There is, therefore, a powerful inducement held out to directors to try any substitute for the costly and delicate horse. As we have said, the steam engine has not ceeded in taking the horse’s place. Under these circumstances, there is a good opening for the introduction of any feasible, or apparently feasible, scheme for dispensing at once with horse power and with steam locomotives. In America some success appears to have attended the system of haulage by endless ropes laid in a groove in the street, devised by A. S. Hallidie, and described and illustrated in The Engineer for 10tli October, 1879. The compressed air engines of Beaumont and Mekarski must not be looked. But it is more than probable that electricity supplies the best solution of a difficult problem. Indeed, a careful examination of the nature of the problem goes far to show that all the conditions are favourable enouo-li to an electrical solution of it.

There are two ways in which electricity may be used for the intended purpose. One has been patented by Siemens, and has been very fully described in our impression for July 8th, 1881. Electricity is generated by a dynamo machine at one end of the line, and transmitted either by a wire or by one of the rails to a dynamo motor fixed on the car to be moved. The rails can he used to transmit the current when the tramway is laid on country roads, or in places of little traffic. But it is evident that a street tramway in a crowded thoroughfare could not he so used. Dr. Siemens gets over the difficulty to a certain extent by using an overhead wire, hung on supports, and communicating with the tram-car by the aid of a little traveller running on the suspended wire, but this device is quite inapplicable to the conditions of metropolitan street traffic. If electricity is to he used to draw metropolitan tram-cars, then some form of locomotive carrying the means of generating electricity must he employed, or the locomotive and the car can he combined in one. Until the other day it would have been mercially impossible to do this. It is true that a dynamo motor might have been fitted to a street car, and that the car could carry a battery competent to work the motor and move the car ; hut the cost of the zinc used up in the battery would have been very much greater than the cost of horse-power, and besides certain practical difficulties, which will at once suggest themselves to electricians, would have been encountered. The Faure battery, however, puts the whole question in a new light. That battery, as have had occasion to explain, does not store up electricity in any way ; but by passing a current from a dynamo machine through it for a sufficient time, such changes wrought in the lead and minium, of which it is composed, that the battery is brought into a condition to restore a large part of the power expended upon it in effecting the change. A- ery exaggerated notions concerning the Faure battery have, we are sorry to say, been set afloat by those who ought to have acted more prudently. But after largely discounting all that has been said and talked about it, the fact remains that the Faure battery places at our disposal a moderate store of power in a form fairly convenient for It is unfortunately impossible at present to obtain any accurate data concerning the true dynamic value of a pound weight of Faure battery. If we take one estimate and regard 60 lb. of battery as representing 1,000,000 foot-pounds, it follows that each pound of battery is equivalent in round numbers to 16,000 foot-pounds ; horse power exerted for one hour is equivalent to

1,980,000 foot-pounds, andAi-80,000 = 123-7 say 124 lb.

16,000

It is more than probable that Sir William Thomson’s estimate that 165 lb. of battery will give 2-horse power for an hour represents very much more than could be got in practice, and from all that we can learn it seems that it would be unwise to regard a pound of Faure battery as worth more than 8000 foot-pounds. Consequently, one effective horse-power for one hour represents 248 lb., say 2501b. of battery. How, although two horses can draw a tram-car, it would be rash to assume that 2-horse power could do the same thing. It would be necessary to provide at least 4-horse power. This represents 1000 lb. of batteries; the dynamo motor and its gearing will weigh at least 500 lb. more. We may take it that a tram-car driven by Faure batteries will weigh 15 cwt. more than it otherwise would; but this additional weight will require more power to propel it, say another horse. We shall not be far from the mark if we say that one ton will about all the extra weight. Nothing approaching this has been done with a practicable steam engine which would last more than a few days. Indeed, the more successful steam tramway engines have weighed from five to six tons. We now, however, have a very important question to solve, namely, that of adhesion. Assuming that the wheels of a tramcar are coupled, can it move itself ? The weights of tramcars vary very much; we may assume that an unloaded metropolitan car weighs 2 A tons, to this we must add one ton for the batteries, and at least half a ton for extra framing and augmented size of scantling. This gives us four tons; next we have forty passengers weighing about 2lr tons. The gross weight, therefore, of a fully laden tram-car would be 6i tons. The resistance to traction of street tramways is very considerable; at six miles an hour it is not much less at any time than 20 lb. a ton, and is often very much more. Then 6'5 x 20 — 130 lb. The steepest grade to lie climbed may be taken at 1 in 30 ; this would represent 485 lb. The maximum continuous tractive effort needed would be 485 -f- 130 = 615 lb, Six miles an hour 528 X 615 33,000

nearly, or twice that actually provided. It is evident, therefore, that the weight of battery which we have named would not suffice to move the tram-car for an hour up an incline of 1 in 30. On the other hand, no incline of 1 in 30, anything like six miles long, is traversed by metropolitan tram-cars. Indeed, only comparatively short hills are met with, and something would be gained on descents to compensate for losses on ascents. But the figures we have given show that it will be indispensably necessary to provide means for varying the power of the dynamo-motor through wide limits. Another reason for this is supplied by the fact that the resistance offered by the tram-car at starting will be very much greater than when it is running, flow the power can best be made variable remains to be seen. Two-speed gearing may be provided, as in traction engines, the tram-car ascending-hills slowly, but this does not appear to be the best plan. It would be far better to adopt an arrangement by which more or less battery power may be brought to bear on the dynamo-motor to suit the demands of the road and the traffic.

We have yet to consider whether this extra power can be used up by the car. The weight on the four coupled wheels will be 65 tons ; on railways we may reckon on an adhesion of one-sixth of the insistent weight on the driving wheels ; on a street tramway it is not as much. It would be unsafe to count upon a coefficient of more than one-fifteenth, or say 9701b. But at six miles an hour on an incline of 1 in 30, a tractive force of but 615 lb. is needed, or but about one twenty-fifth of the insistent weight. We see here that the self-propelled tram-car has a great advantage over the steam hauled car. A steam locomotive weighing, at least 5 tons, would be needed to pull a car which when loaded would weigh about 5 tons. The gross load would be 10 tons, but the load available for adhesion would be only 5 tons; and it is not difficult to perceive that a co-efficient of adhesion of much less than one-twelfth won Id not suffice to work the traffic. So far, everything is in favour of the Faure battery system, but certain points remain to be considered—one of the most important is the means to be adopted for working the traffic. The re-charging of the exhausted batteries is a work of time, consequently it would be necessary to provide at the terminus a suitable house into which the car might be run while charging was going on. This implies a certain amount of demurrage for each car. If, on the other hand, batteries were kept ready charged, then means must be devised for removing the dead batteries and replacing them with fresh batteries. This could be done by grouping them all together and lifting them out with a crane, but it implies the removal of the car from the road for a certain period. This condition must,however,be complied with by all mechanically worked cars. It is not an insuperable objection,but it must be allowed for. After every drawback is taken into consideration, it will, we think, be found that a great deal remains to be said in favour of the scheme. Indeed, there are at this moment but two other devices which can be compared with it. One is the use of compressed air, the other is the use of compressed gas to drive a gas engine. The objection to both is that they probably cannot be made to pay for the same reason that steam will not repairs eats up all the profits. But excessive repairs are to a large extent needed because the machinery is reciprocating, and this defect is common to the steam, air, and gas engine alike. But in the case of electricity the motion is rotary, and the cost of repairs would no doubt be very small. This is a great point in favour of electricity as a motor for tram-cars, and ought not to be overlooked. Before, however, any step can be taken to adapt the Faure battery to the required purpose it is essential that some definite statement of facts concerning it should be put forward by competent and disinterested authorities. Sir W. Thomson appears in the guise of an enthusiast when ever he has occasion to refer to it, and yet he is the only whose statements concerning it, it would be safe to place much reliance. Others who speak about it are obviously either ignorant or naturally biased as to its merits. We make no reference to the speculators who seem determined that whatever else the battery may do it shall make money. The time has, we think, arrived for placing the battery in the market as a something to be bought and sold in the ordinary way of business. Until this is done it seems to be hopeless to expect to obtain any trustworthy evidence as to what it can really do. There is reason to believe that the figures we have given concerning it are correct, but we should be sorry to guarantee their accuracy.

THE PROPORTIONS OF MARINE ENGINES.

Last month Mr. F. C. Marshall read a paper before the members of the Institution of Mechanical Engineers,. at Newcastle, on the progress and development of the marine engine. It is many years since so good a paper has been read on the marine engine. We reported it at as great length as we could at the time. We also stated that the discussion on this paper was quite unworthy of it. In respect was the discussion a more conspicuous failure than in the fact that it took no heed of a table at the end of Mr. Marshall’s paper. This table contains an enormous quantity of information concerning various types of marine engine now in use, and the results obtained from

remove

work to be done within the provinces adjacent to the former is, we judge from the map, the connection of lines already in existence, Montreal, in the province of Quebec, being the starting point. A railway about 350 miles or so in length is at present open from that city to Callandar on the shores of Lake Nipissing. From the latter place a branch is suggestively marked upon the map to meet the steamer traffic upon Lake Superior, opposite to Sault Saint Marie, where a narrow strait connects that lake with Lake Huron. This will be about 275 miles in length, but this branch does not appear to be included in the company’s contract with the Government.

Going back to the starting point before named, Callander, we continue our examination of the main route. Rounding the northern shores of Lake Nipissing, the proposed new line is indicated for a distance of some 650 miles, until, at a place called Thunder Bay, it nearly touches Lake Superior at the western extremity of that lake, and forms a junction with a railway already in operation between Thunder Bay and a point near the eastern end of the Lake of the Woods, which has a present length of some 220 miles. The new company has to effect the junction of this section with a line already extending towards it from the city of Winnipeg, the capital of Manitoba. To do this, about 70 miles seem to be necessary. The passage of the well-known Red River is then reached, and at this point will be tapped the traffic on Lake Winnipeg, a fine sheet of water some 350 miles long extending northwards until the Nelson River debouching from it gives direct communication with Arctic seas.

them as regards economy of fuel. We doubt that the gentlemen who spoke on the paper did more than glance at the table. If they had dipped into it a little they would have found no lack of matter to talk about. It is a pity that it should be suffered to drop into oblivion. We propose here to give an idea of some of the things which it apparently teaches.

The table is intended to show the average consumption of coal per indicated horse-power per hour, by steamships with compound engines of various types, on long sea voyages. The value of such a table depends on its accuracy, and we understand that this one is based entirely on sea-going logs. The users of the various types of engines named feel quite certain that they are paying for coal, and getting a return in power precisely as set forth by Mr. Marshall. We have in the table, firstly, particulars of thirty pairs of engines, “Type A”; secondly, particulars of their boilers ; and lastly, four columns, in the first of which is set forth the indicated power ; in the second the coal consumption per twenty-four hours; in the third the consumption per indicated liorse-power per hour; and in the last the heating surface per pound of coal per hour. For example, we find that engines No. 2 have two cylinders 42in. and 80in. diameter, 48in. stroke, 552ft. of piston speed per minute, 72'5 lb. working pressure above the atmosphere. Steam is supplied by two boilers, each 13ft. Gin. diameter by 18ft. Gin. long, having in all 6000ft. of heating surface, or per indicated horse-power ST9 square feet. The indicated power is 1881; the total consumption of coal in twenty-four hours, 32'25 tons. Per indicated horse-power per hour, 1 ‘GO lb. The heating surface per pound of coal per hour is 14)93 square feet. In other cases the size of the propeller and its pitch, and the number, length, and diameter of the tubes in the surface condenser are given. Mr. Marshall has struck averages from his thirty examples, according to which the piston speed is 467 feet per minute ; the working pressure 77*4 lb.; the heating surface per horse-power per hour, 3*917 square feet; the coal per horse per hour, 1*828 lb.; and the heating surface per pound of coal per hour, 2*178 square feet. We have next particulars of eight additional engines, four of which are of “ Type C,” that is, with four vertical cylinders arranged tandem fashion, and four of “ Type B,” with two tandem cylinders only, and one crank, as used by Mr. Holt; and at the last of all we have particulars of one engine with three cylinders, one high and two low-pressure, with three cranks at angles of 120 deg. The averages for the eight engines are— piston speed, 437ft. per minute; working pressure, 76'G lb.; heating surface per indicated horse-power, 4*22 square feet; coal per horse-power per hour, 2*026 lb.; heating surface per pound of coal 2*096 square feet. The single type of three cylinder engine has a piston speed of 605ft., a working pressure of 901b., heating surface per indicated horse-power 3*09ft., coal per indicated horse-power per hour 2*035 lb., heating surface per pound of coal 1*52 square feet. A closer examination of the table shows that the averages given are practically of little or no value. They give us general indications of the principles observed in designing marine engines as far as proportions are concerned ; but they do no more. But the table teaches the startling fact that the consumption of fuel per horse-power per hour appears to be totally independent of the size of the engines, the proportions between the cylinders, the piston speed, the working pressure, and the condensing surface, of everything, in fact, save the quantity of heating surface per indicated horse-power ; and even this does not exert an invariable influence. It is commonly supposed that the larger an engine is the more economically will it work. We have here, however, the case of two engines in Class A. That is to say, ordinary two-cylinder inverted engines, driving two cranks at right angles. One of these—No. 4 —indicates 2200-horse-power; the other—No. 5—420-horse power only; the consumption of fuel is practically the same in both, No. 4 using 1*66 lb. per indicated horsepower per hour, and No. 5 using 1*67 lb. The heating surface in the case of the small engine is 2*136, and in that of the large engine 2*266 square feet per lb. of coal per hour, or slightly in favour of the latter. As to pressures, No. 4 carries 80 lb., and No. 5 100 lb. steam ; but the large engine has 484ft. of piston speed per minute, while the small one has but 360ft. The cylinders of No. 4 are respectively 46in. and 87in. in diameter, stroke 57in.; while No. 5 has cylinders 22in. and 44in., with 30in. stroke. Again, we have No. 9, indicating 1801-horse power, on a consumption of 1*7 lb. per horsepower per hour ; while No. 10 indicates 650-horse power, with a consumption of 1*72 lb., or practically the same. The pressures are 82*5 lb. and 80 lb., or very nearly identical. The piston speed of the large engine is 486ft., that of the small 400ft. per minute. The heating surface in the case of the large engine is 3*705 square feet, and in that of the small one 2*34 square feet per pound of coal per hour. The table abounds in similar cases, and it is impossible to avoid the deduction that augmenting the pressure from 80 lb. to 100 lb. does not promote economy, nor does piston speed affect it within limits of 120ft. or so per minute ; nor does size of engine exert any appreciable influence. Nevertheless, some engines are more economical than others. We may well ask, with Mi*. Marshall’s table before us, why is this 1 Mr. Marshall draws attention to four special sets of engines in class A which are not economical, burning, as they do, 2 lb. and 2*25 lb. of coal per horse per hour. He explains in a foot-note that their boiler-power is very limited, and this is the only instance, save one, where we are supplied with any indication of the reason why one engine may be more or less economical than another. In effect, we find that the heating surface per pound of coal per hour is, in the worst case, but 1*23 square feet. The best performance cited by Mr. Marshall is that of engines No. 1, Class A : Coal per indicated horse-power per hour, 1*5 lb.; heating surface, 3*12 square feet per pound of coal. These engines are never pressed, burn Welsh coal, and cut off early. They indicate 900-horse power. The piston speed of the non-economical engines is 450ft. to 530ft. per minute. No. 1 works at 450ft. The working pressure is pretty nearly the same for both—70 lb. The power of the worst engine cited—No. 29—is 1250-horses. Here then we have apparently a distinct proof that if the heating surface per pound of coal per hour be cut down to 1*23 square feet or thereabouts, the consumption of fuel will be 2*25 lb. But we find a little higher up in the table, engines No. 17 burning but 1*85 lb., although the heating surface is but 1*64 square feet per pound, which again is identically the same consumption as No. 18, with a heating surface of 2*26 square feet per pound. Furthermore, Nos. 14 and 15 burn respectively 1*80 lb. and 1*83 lb., or nearly the same, although the heating surface for the first is 3*065 square feet, and for the second but l*839ft. Thus an addition of nearly two-thirds to the heating surface fails to realise any economy in consumption of fuel. When the weight and first cost, and cost of maintenance of heating surface are borne in mind, it will be seen that this is a most important statement. The engines indicate respectively 2000 and 2745-horse power ; one works at 701b. the other at 751b. In another instance we have engines requiring 1*7 lb., although the heating surface is 3*705 lb. per pound of coal; while another pair burns 1*67 lb. with but 1*725 square feet of heating surface, or actually less than one-half as much. The engines with the least surface indicate 2677-liorse power, while the engines with the most indicate 1801-horse power. The first has but 2*88 square feet of heating surface per pound of coal per hour, while the latter has 6*3ft.; the latter carries 82*5 lb., while the former carries but 72 lb. It thus appears that while ljr square feet of heating surface per pound of coal per hour is too little, 2 square feet is probably quite enough. The heating surface allowed per indicated horse-power varies between 6*3 square feet as a maximum, and 2*77 square feet as a minimum ; but 3 square feet seem to be competent to give about as good a result as can be got, probably the best, if the weight and cost of heating surface be borne in mind. To double heating surface means very nearly doubling the size and weight of the boilers. Indeed it is by no means certain that the engines with the hard pressed boilers, cited by Mr. Marshall, do not in the long run pay as well as others worked more easily. Assuming that the two boilers with water, of No. 29, weigh 100 tons, which is under the mark, then to double the heating surface, bringing it up to 5^ square feet per indicated horse-power, would represent another 100 tons, worth at least £500 a year, representing cargo. This would purchase 1000 tons of coal, but the engines in question burn 29 tons in 24 hours, indicating 1250-liorse power. With the augmented boiler power they would burn but 24 tons. The saving would be 5 tons a day, or for 200 days under steam just 1000 tons of coal. It will thus be seen that even on the most favourable assumptions it may be very bad policy to secure high economy by the adoption of large boiler power.

Mr. Marshall has mixed up Air. Holt’s single tandem engines with the double tandems of the Britannic type, and gives as an average a consumption of 2 *026 lb. of coai per horse per hour, with 4*22 square feet of heating surface per indicated horse-power. From this average he draws the deduction that the tandem type is not so economical as the more common, or two-cylinders side-by-side type, yet he is scarcely, we think, justified in doing this, for he cites one double tandem burning but 1*77 lb. per indicated horsepower, which is less than the average performance of class A, while those of class B—Mr. Flolt’s engines— average 1*916 lb. against 1*828 lb., the average for class A. Indeed, it is not difficult to see that type has very little to do with economy. The difference between Mr. Holt’s single tandem engines with a fly-wheel, and the ordinary side-by-side cylinder engine, is as great perhaps as it is possible to find existing in the mercantile marine ; and yet the difference in consumption between this type and type A is, according to Mr. Marshall’s average, only *088 lb. of coal per liorse-power per hour in favour of A. In other words, a ship of 600 horse-power indicated, would save 531b. of coal per hour, or a little over 11 cwt. per day, or say 5s., by not using the single tandem type ; but Mr. Holt, thanks to his short engine-room, would save possibly 40 tons of cargo space, worth, at least £200 a year, instead.

It is often said, and with truth, that figures are dry reading. We have been compelled to give a great many figures here ; still these set forth facts so important to the whole shipowning community, as well as to the marine engineers who supply their wants, that we may we think well be excused. If Mr. Marshall is right—and it is not easy to see where he is wrong—then it is evident that not only are there no hard-and-fast rules for designing and proportioning marine engines and boilers, but that there are still considerable opportunities at the disposal of the engineer for economising weight, and first cost, and space occupied. If Mr. Marshall be right, boiler power is as a rule too great, or, at all events, there is far more surface provided than is needful for economy. By paying due attention to conveying air into stokeholes, to giving sufficiently tall chimneys, and to properly proportioning uptakes, combustion chambers, and grate bars, draught may in many cases be improved with most satisfactory results. A good draught and small boilers will apparently be found more economical than a bad draught and big boilers. It follows that draught is worth paying for. We shall have more to say about Mr. Marshall’s paper. For the present we have said enough, we believe, to set our readers thinking.

THE CANADA-PACIFIC RAILWAY.

We have recently made full inquiry with the view of ascertaining something definite as to the route to be followed by this important work, which, after years of disputation, disappointment, and heartburning, has at length been determined upon by the Dominion of Canada. The result of those inquiries, which were most courteously answered, has been curiously vague. We learn that the line has been commenced without accurate survey or estimates having been prepared, and this fact at once places this undertaking without the category of railways known to all previous experience. Perhaps, however, we should except from this the great American line to San Francisco, and the knowledge of difficulties overcome in the construction of that important communication may those which we should ourselves conceive to be inevitable to the realisation of a work commenced upon such apparently insufficient data as are available for the Canada-Pacific Railway. We must, of course, admit the circumstances to be exceptional. The only condition to which the Canadian Government binds itself is a pro rata cash payment per mile of line completed by the company which has undertaken to carry the work through, and the grant of land to it on either side of the length of line completed, the total money payment to be 25 million dollars, and the total land grant 25 millions of acres. It may therefore be assumed that, as far as the Government of Canada and the interests it protects are concerned, it matters little how far the estimates of constructive cost vary in the long run ; but it will be far otherwise, we should say, as regards those who entrust their money to the venture.

Canada is a country in which political strife runs high, and party feeling seems to have an undue and regrettable prominence in every question of public enterprise. It was without wonder, therefore, that we read in Canadian journals the assertion that the bargain now concluded was “ iniquitous,” and might be superseded by another offering far greater pecuniary advantages to the Government. Such is said of every great undertaking for which a Government is responsible, and so we shall not attempt to discuss whether or no the agreement with the syndicate of the Canada-Pacific Railway is economically a wise one or not; but, accepting it as an accomplished fact, just offer a few remarks upon the route it is probable the new railway will take, and the advantages it will offer to settlers in Ontario and Manitoba, but more especially to those of British Columbia, which distant province will, by its agency, be brought for the first time into direct communication with the Atlantic Ocean.

It was, indeed,' to secure this last advantage that the work was first proposed. The British Columbians made its construction the condition upon which they consented to become part of the Canadian Dominion, and the delay which occurred in its fulfilment nearly caused them to sever the newly established connection. We have been favoured with a pamphlet published by the Canada-Pacific Railway Company entitled, “The Fertile Belt,” for such is the term applied to the country through which it is proposed to carry a large section of the railway. In that pamphlet is a map showing approximately the course proposed to be followed by the railway to join the shores of the Atlantic with those of the Pacific Ocean. The

Leaving Winnipeg, which is perhaps one of the most rapidly developed cities the world has ever known, a rail already laid brings us to Rapid City, and, en route, touches the southernmost end of Lake Manitoba, an inland sea about 200 miles in length. At this point, Rapid City, we leave behind us all trace of completed railways, and enter upon what the directors of the Canada-Pacific Railway term the “Fertile Belt.” We have reason to believe from what we have recently read respecting this region in the columns of our contemporary, Colonies and India, that such a description of it by no means passes accuracy of representation. The weight of evidence demonstrates it to be one of the finest wheatgrowing countries in the world, and it is through its rich lands that the Government of Canada have ceded to the Canada-Pacific Railway Company grants on either side of their line, by the sale and settlement of which the company hopes to recoup itself for the large outlay it will have to undertake. This belt extends apparently for about 800 miles, and the line will have to cross the important rivers called Assiniboine and Saskatchewan and their tributaries, the waters of which are the chief agents in fertilising the country to be passed. At the western extremity of that “ fertile belt ” the foot of the far-famed and dreaded Rocky Mountains is reached.

Up to this point, so far as we have been able to judge, the constructors of this new railway will have had tolerably plain sailing, but when the spurs of the Rocky Mountains are entered there will be encountered engineering difficulties second to none experienced in railway construction. It is evident from the varied suggestions for crossing this range of mountains which have appeared in Colonies and India that there is a wide diversity of opinion as to the most favourable pass for crossing. We see that the map from which we have been working indicates the Yellow Head Pass as that prominent in the minds of the directors of the company, but the journal above referred

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RAILWAYS AND THE POPULATION.

The prominent truths revealed by the recent census—that the population has grown with unprecedented rapidity, and that the migration of the working people to the chief towns goes at an accelerated rate—-demonstrate the growing worth of the railway lines which connect the populous centres ; and they have confirmed the managers of the lines in the wisdom of augmenting the travelling facilities of such places. Birmingham, though it is embraced in the London and North-Western, the Midland, and the Great Western systems, yet lacks, its traders and its general inhabitants believe, all the railway accommodation to which it has a claim, and the North-Western Company is preparing to meet some at least of those requirements. Two years hence the communication between Birmingham and Derby and the north-east Midlands generally will have been greatly improved. By that time a line eight and a-half miles in length connecting Birmingham with a new station in the centre of the city of Lichfield, will make it unnecessary for passengers to travel thither via Walsall, and will lessen the distance between the Midland metropolis and the Cathedral City by about one-half; while upon the road there will be stations at localities known as Four Oaks, Watford Gap, and Shenstone. The work is expected to be begun next month,

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to has on several occasions notified objections raised to it and other passes considered by local engineers to offer greater advantages. At the present time, we understand, the company has a large surveying staff engaged in the examination of every suggested pass, and, of course, every estimate that may have been formed of the cost that will be involved in surmounting this difficulty must be considered to be purely hypothetical, and it is mainly with reference to this obstacle that we have referred in our remarks to the very doubtful data upon which the estimates for this line have been based. In fact, on the works required to overcome it, a million more or a million less than any present estimate may have to be spent. The doubtfulness of the route to be here ultimately adopted of course renders it impracticable to say anything with definiteness as to the mileage that will have to be constructed. Possibly, we should say, the surmounting of the Ilocky Mountains range, reckoning from the extremity of the Fertile Belt to their westernmost foot, will be 250 to 300 miles. Very probably, we think, the latter figure will be reached. Once descended into the fertile plains of British Columbia, the line passes by Lake Kamloups and reaches the shore of the Pacific Ocean at Port Moody, wheret the directors may rest from their labours. This final’ section from the foot of the Rocky Mountains to Port Moody we may assume to be about 250 miles.

Having thus taken our readers a short gallop across the entire continent of North America, we may summarise the figures we have given en passant—Montreal to Callander, 350 constructed miles; Callander to Thunder Bay, 650 still to be made ; Thunder Bay to Lake of the Woods, 220 constructed ; connecting link with present line from Winnipeg, 70 to be constructed ; through Winnipeg to Rapid City, 275 constructed ; from Rapid City, through the “ Fertile Belt,” to foot of Rocky Mountains, 800 to be constructed ; across Rocky Mountains 300, and to Port Moody 250, both to be constructed; total, 845 constructed, 2070 to be constructed.

We see from the foregoing statement that the total length of line required to connect the Atlantic and Pacific oceans will be about 2915 miles, of which 2070 still remain to be undertaken. The estimate upon which the contract between the Canadian Government and the Canada-Pacific Railway Company is based assumes only 1950 miles, and it is possible—though we are without definite information on the point—that some of the unfinished sections we have included in our estimate will have to be completed index pendently of the company. It seems to us that it will be wise to assume a total of fully 3000 miles as required to achieve the object in view. To this mileage, as far as regards the intentions of the company, though apart, we presume, from its contract, has to be added the branch shown on the plan as designed between Callander and Sault Saint Marie, which we estimate at 275 miles. This length, added to the 2070 miles required as the main line, gives a total of 2345 miles to be constructed by the company to carry out its designs as shown upon the map. •

We have thus given a general outline of the route to be followed and the length of railway to be constructed throughout it. A uniform gauge of 4ft. 8|in. is to be maintained along the entire system, and the standard of construction is to be that of the Union Pacific Railway of the United States. The contract binds the company to commence work on the 1st July of the present year, and active operations are now in progress. The date of full completion is fixed for the 1st May, 1891. We understand that on the fulfilment of the contract the company will have handed over to it by the Government, in full possession, the 841 miles of railway at present completed, and this fact must not be overlooked in 'estimating the advantages which will be secured to its shareholders. The enterprise is one of the greatest yet undertaken in railway struction, and we sincerely wish its promoters every possible success, and congratulate British Columbia on the prospect now before it of at length realising what has been its cherished dream and its just demand.

THE BLACKHEATII SUBSIDENCES.

The exploration of the subsidences on Blackheath, with a view to ascertain their cause, does not appear to have yielded such results as may be pronounced altogether decisive. The committee of the Lewisham and Black-heath Scientific Association by whom the operations conducted have drawn up a report, which has been published by the Council of the Society, and which is a very fitting and interesting record of the proceedings. A description of the subsidences, illustrated by drawings, appeared in The Engineer of February 4th, and correspondence off the subject ensued in our columns. Subsequent to the appearance of that account, the rnittee proceeded to have a timbered shaft made in one of the subsidences occupying the central part of the Heath, the work being carried to a depth of 43ft. From that point the exploration was continued by means of an iron tube or gas pipe, an inch and a-half in diameter, which was driven down to a depth of 84ft. 6in. from the surface. At this depth the loose steel-pointed plug at the lower end of the tube came in contact with some hard mass, which it could neither pierce nor thrust aside, and as the committee had more than exhausted the fund available for defraying the cost of the enterprise, they decided to withdraw the pipe and fill in the shaft, but leaving in it a length of pipe to the depth of 43ft., so as to permit the water level to be observed from time to time. This plan was adopted at the suggestion of the Astronomer Royal, Sir George Airy, who was himself a member of the executive subcommittee, and manifested a lively interest in the subject. Before closing the shaft, care was also taken to secure specimens of the strata penetrated.

There is a very natural expression of regret on the part of the committee that they were not provided with sufficient funds to give full effect to their plans. The work done, although highly interesting, was necessarily incomplete, and the committee themselves differ in opinion as to the conclusions to be drawn from the data which they have obtained. The weight of geological opinion, expressed by such eminent authorities as Professor Prestwich, Mr.

Whitaker, Mr. C. E. He Ranee, and Mr. T. Y. Holmes, is in favour of the idea that the subsidences—of which three have appeared on Blackheath—are due to artificial causes, originating at a remote date. The supposition thus advanced is also espoused by Mr. Spurrell, who has paid special attention to investigations of this nature. This last-named gentleman has no hesitation in classing the explored subsidence as a Danes'’ Hole, and considers “ there is no mystery whatever ” as to the nature of the phenomenon. This view of the case is enforced by a somewhat elaborate paper from the pen of Mr. T. V. Holmes, published as an appendix to the report, and illustrated by diagrams. The committee, nevertheless, state that in their collective capacity they u decline to give their adherence to either of the theories which have been considered.” It certainly seems to us that there are difficulties on both sides, though it seems the most reasonable course to accept the opinion which lias received the largest amount of scientific support. This opinion is adverse to the hydro-geological theory, and throws us back on the archaeological explanation. The latter has for its support the fact that Danes’ Holes do exist, and are carried down into the chalk. Yet it is not clear that any Danes’ Hole ever acted after the manner of the subsidences on Blackheath. Mr. Holmes himself states it as characteristic of the Danes’ Holes, that the vertical shaft is of very small diameter, namely, 2ft. 6in. to 3ft. But we observe that when the earth fell in at Blackheath the subsidence presented the appearance of a shaft fully 7ft. in diameter. There was also a remarkable correspondence between the earth which had fallen to the bottom of the shaft, and that which remained at the surface of the ground. The quantity of water which flowed into the shaft during the exploration would indicate that human beings would not be likely to adopt such a hiding place. On the other hand Mr. Holmes suggests that the original shaft had been enlarged by the percolations and dripping of the water from above, and that the earth had slipped in from the sides at the summit after the shaft had been abandoned in bygone ages. Concerning the inconvenience caused by the water, Mr. Holmes submits that this could have been easily obviated by stopping the sides with clay for a foot or two. There is, however, the fact that the committee found the water very much too troublesome, and the contractor for the wrork does not appear to have adopted the archieological plan for excluding the flood. Some interesting facts cerning the creation of subsidences on a sewage farm at Whitlingham, near Norwich, were narrated in our columns in a letter from Mr. Alfred W. Morant, of Leeds, and referred to by Mr. Holmes in his memoir. Mr. Holmes also took the trouble to visit the sewage farm in question, and saw the circular holes described by Mr. Morant. Concerning these Mr. Holmes admits that they “ are by far the best examples of geological subsidences at all resembling those of Blackheath,” that he has seen or heard of. But he considers that the circumstances differ from those which occur at Blackheath. At Whitlingham the chalk is “ probably not more than 20ft. from the face,” though Mr. Morant estimated it at 30ft. or 40ft. At Blackheath the depth of the chalk is 100ft.    “ At

Whitlingham,” says Mr. Holmes, “ the chalk is disturbed, and therefore most likely fissured, while at Blackheath it is unfaulted and undisturbed in any way.” At Whitlingham the surface water sinks freely through permeable material to the chalk below, whereas at Blackheath, Mr. Holmes contends the water is cut off from the chalk by the intervention of the clayey shell-beds. Owing to the presence of this clay, lie also exonerates the pumping-engines of the West Kent Waterworks from the charge of abstracting water from the Blackheath pebble beds.

There can be no question that Mr. Holmes has investigated the subject with great care, and his conclusions therefore claim the greater respect. Whether he has done more to disturb one theory than to establish another is perhaps a question. “ Granting the pre-existence of the shaft and chamber,” he says, “ it is easy to show how the flow of water into them would be the proximate cause of a subsidence such as we have explored.” Without this artificial shaft and chamber, Mr. Holmes considers it practically impossible for the observed result to be brought about. Yet it is curious that three artificial shafts should all collapse within two or three years of each other, after holding up for centuries. Perhaps, in summing up the controversy, we may congratulate the Exploration Committee on their embarras du richesse. They have two very excellent theories before them, either of which may be held sufficient to account for the phenomenon which has thus been investigated. We can only regret that they were not provided with an exchequer sufficiently large to enable them to carry the exploration down the requisite hundred feet into the chalk, so as to prove or disprove the existence of the artificial chamber which Mr. Holmes and other geologists expect to find there.

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under the supervision of Mr. W. T. Foxlee, C.E., the resident engineer of the company. Numerous bridges and cuttings will prevent the completion of the undertaking within the two years. The same company are about to adapt to passenger traffic likewise a line of about three miles, from Acton to Stechford, which they are completing with the original intention of supplying a more direct and less crowded route for mineral and other traffic from the Walsall and Wolverhampton districts to the South.

THE FAURE BATTERY AND THE ELECTRIC LIGHT.

Some experiments of considerable importance have lately been carried out by Mr. Keates, the Consulting Chemist to the Metropolitan Board of Works, in which a Faure accumulator has been employed in the production of the electric light. The lamps used on this occasion were respectively those of Maxim and Swan, one of each description being attached at a time. M. Faure states that in these experiments 40 cells represent about half an available liorse-power for three hours. The Maxim light being placed in connection with the accumulator, 30 cells were found to give the light of 16 candles. With the same number of cells the Swan lamp gave the light of 22’4 caudles ; with 35 cells the lights became respectively 45‘3 candles and 65’6.

40 cells the Maxim light rose to 101 candles, and the Swan to 141. Thus far the Swan light gave the greatest amount of candle-power. But with 45 cells the Maxim light rose to 229 candles, while the Swan only displayed 204. The capacity of the latter was evidently being overtaxed, for in about a minute the carbon loop broke. A power of 50 cells was then connected with the Maxim light, which then rose to 333 candles, but in about a minute the carbon loop shared the same fate as the Swan. The experiments are also interesting as showing the great increase of light obtained by a comparatively small increment of power. Thus, in the case of the Maxim lamp, taking 30 cells as the standard, an increase of one-sixth nearly trebled the light ; an increase of two-sixths augmented the light more than six times; three-sixths increased it fourteen times, and four-sixths twenty-one times.

A MARINE EXHIBITION.

An exhibition is to be held next June in the Agricultural Hall, Islington. Judging by the statements concerning this exhibition which have been made public, it appears to deserve a good deal of attention. In a very large degree it will be quite novel, and we have reason to think that it will be well done. Although confined to a special subject, yet that subject covers a very wide range. The exhibition will be open for only a short time, and will be made, it is said, attractive to the general public as well as to technical men. Of course the co-operation of those wrho can exhibit is essential to the success of such enterprises. It is to be hoped that this will not be lacking. Such displays are totally different from international exhibitions, and have many points in their favour which huge undertakings of the kind lack.

LIGHTING PASSENGER VESSELS WITH GAS.

A novel experiment is being made by the Dublin Steam Packet Company. Now that several of the great steamship companies are adopting the electric light for their vessels, performing long voyages, it is interesting to note that the cheaper system of lighting by means of compressed oil gas is being-adopted by the Dublin Steam Packet Company for their vessels plying between Dublin and Holyhead. Gas-producing works on Pintsch’s system are being constructed at H olyhead, andthe vessels will be ready for the improved illumination by the time that the long nights have set in. Gas has never been fairly tried on board ship, but the objections to coal gas were too numerous for it to gain favour. The facilities, however, which the compressed oil gas give for this cleanly and effective form of light, have been so fully demonstrated, that its economy, added to other advantages, has forced its adoption by the Dublin Company, which has tried it and found it greatly appreciated by its passengers.

LITERATURE.

La Locomotiva. By Ollivetti e S. Fadda. Torino : Ermano Loscher. 1881.

This is a very practical treatise, intended for engine-drivers, railway officials in general, and students, based upon the German edition of Brosin’s and Koch’s “ School of the .Engine-driver.” Part I. treats of the boiler and its fittings, of tramway engines, and contains the Italian regulations for testing boilers. Part II. describes the locomotive engine in general, its details, the tender, the different systems of automatic brakes, and locomotives for narrow gauges and tramways. Part III., which has not been published yet, will treat of the maintenance and the driving of locomotives, and of the different methods of proceeding in case of breakdowns and accidents. The technical terms are given in French, English, and German. We can recommend this book strongly to Italian engineers, considering that amongst the fifty locomotives, portable, and fixed engines at the Milan Exhibition, there are not less than three-quarters of the whole number with faulty construction of connecting rods and air pump rods ; i.e., the' keys to adjust the brasses are placed in such a way that the rods get either shorter or longer as the brasses wear, to the imminent danger of piston and cylinder covers. There are, further, over one-half of the total number where the crosshead pins are considerably out of centre with regard to centre of pressure. Both these grave errors of construction are fully and clearly explained in Part II., pp. 334 and 346, of the work before us. We can ascribe such defective design only to the imperfect training of Italian mechanical engineers.

TENDEES.

BREWERY PLANT, HYTHE.

For erecting a new tun room for Messrs. Mackeson and Co., at leir Brewery, Hytlie, Kent. Messrs. Scam ell and Colyer, !, Great George-street, Westminster, architects. Quantities by

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The Steamer City of Rome, 82GG tons, built at Barrow for the iman Line, is fast approaching completion. She will be ready r delivery to her owners in about a fortnight. She is about to he a practical and scientific trial trip before being put on her ation on the 13th of October.

CROSS-CUT SAW.

PICKLES’ STEAM

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We illustrate by engravings herewith a powerful cross-cutting machine, driven direct by a horizontal steam engine, made by Messrs. Pickles and Son, Eoyd Ironworks, Hebden Bridge, Manchester. It will be seen that the whole is attached to one bed-plate of strong section, the relative positions of all the working parts of the machine being thus definitely fixed, and free from the effects of settlement, &c. The steam engine has upon its disc crank-shaft a strong bevel wheel, which gives motion to another bevel wheel of less diameter, through the boss of which slides the shaft A, having a planed longitudinal feather groove, and a feather key in the bevel wheel to fit it, thus giving it the necessary motion, and still allows it to slide in and out as required for advancing and withdrawing the saw. The other end of this shaft is carried in a strong sliding carriage, carrying the saw spindle, on which are keyed cast steel bevel wheels. The circular saw, which is 7ft. 6in. diameter, is fixed between the collars in the usual manner by a screw nut. The sliding carriage works upon large planed ways, and is worked backward and forward by screw motion, the return motion being accelerated. It is also provided with adjustable stop motion, which will stop the progress of the saw in either direction, the motion to the screw being transmitted through bevel and spur wheels driven by belt from pulley B to pulleys C. It is fitted with automatic feed and also with hand feed through the large hand wheel. This is found of great advantage when cutting very crooked timber, as it can be fed up very slowly. The lever for the power feed motion is placed close to the hand wheel, as is also the starting valve for the engine, thus placing the machine perfectly under the control of the operator. The whole machine is laid upon a suitable bed level with the floor, and the timber to be cut is fixed in front of the machine. Great advantage is said to attend driving the saw directly from the engine, as it dispenses with counter-shaft, belts, &c., and also enables it to be run at varying speeds to suit the nature of the timber under operation ; and it can also be placed in positions where it -would not be possible to fix countershafts—a fact which particularly recommends it to timber merchants and saw-mill proprietors.

SHEEWIN’S SMALL SHEAEING MACHINE.

We illustrate herewith a novel and, for many purposes, an exceedingly advantageous form of shearing machine, designed and constructed by Mr. Geo. E. Sherwin, of the Central Works, Birmingham. The engraving is so distinct as to need very little further explanation. The principal feature in this machine is the simplicity of the gearing secured by the employment of and wheel for transmitting motion to the shear blade.

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The stop on the vertical bar, seen at the left hand of the illustration, can be fixed at any height on the bar so as to give a long or short stroke as may be desired. The upward move-ment goes on until the projecting part in front of the hammei-head strikes against this stop and lifts it upward. This moves one of the friction rollers away from the lifting board, and the hammer-head being thus released delivers its blow, and a mass of 15 cwt. falling 5ft. 6in. comes down with no light force. When it is desired to hold up the hammer-head at the top of its lift, the catch at the right-hand side is brought down into such a position that it is thrown by a spring under a projecting part of the hammer-head at the moment when the latter. ceases to rise. The hammer-head thus remains suspended until the foot lever is pressed down, when the catch is withdrawn and the hammer-head falls. The slides are V-shaped, and can be closed in when worn. The lifting boards are made of oak, ash, or other hard and durable wood, and the surfaces are well coated with plumbago.

VERTICAL ENGINE FOR DRIVING DYNAMO ELECTRIC MACHINE.

matter to obtain the requisite machinery to deal with it, and so constructed as to be easily conveyed to its destination by the existing methods of transport. To accomplish this end two things are necessary—First, a material possessing the greatest strength and tenacity, and capable of being put into the best form or shape to give a maximum of strength with a minimum of material. Second, a method of construction which shall present no difficulty in putting the machine together at its destination, and which without relying upon bolts, &c., for its strength, shall be easily erected and self-contained when together. Th« former purpose is secured by making the parts of a mild cast steel, and the second by casting the various parts so that they interlock each other, much after the fashion of Crandall’s patent toy bricks, &c. for children.

In a Hall’s crusher just completed by the above company, no part of which exceeds 3001b., these points have been fully secured, and the result is a machine probably not more than one-half the weight of any other machine of a similar size.

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

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(From our own Correspondent.)

Upon ’Change in Birmingham this afternoon, as in Wolverhampton yesterday, the market wore a better appearance than for some weeks past. Nearly all traders expressed confidence that the future would dcvelope the improvement that has already taken place. Finished ironmasters reported themselves as mostly well occupied. Sheet and hoop makers have sufficient orders ahead to keep them fully running for two or three months. Such firms were reluctant to book further yet awhile, believing that prices will continue to rise.

The galvanisers continue the best customers of the sheet makers, and they are supplying specifications as fast as makers need them. Export merchants are also buying well on account of Russia and other continental markets—Australia, India, and elsewhere. Some sheet makers are declining orders offered them this week by Liverpool merchants, because of their inability to execute them within the required period. Doubles and lattens are the gauges mostly called for, and as to both, it is remarked by makers that consumers allow their orders to run as much as possible upon the extreme which come within the denomination doubles or

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Under certain conditions it is not easy to find room for an degree of accuracy required. It is well known that when damp engine and belt to drive dynamo-electric machines for a strap has a tendency to stretch and slip, thus decreasing* the supplying the electric light, while in others the light lias to Vie number of revolutions made by the dynamo machine, whereas used under such circumstances that the belt may get wet, slip, by driving by gearing this difficulty is entirely avoided, and a and cause irregular driving. To meet both objections Messrs, perfect regularity in the speed of the dynamo machine is ensured. Ransomes, Head, and Jefferies, of Ipswich, have brought out the This is a matter of the utmost importance. These engines are vertical spur-geared engine illustrated herewith. It will be supplied with boilers complete, or the engine alone can be purchased readily seen that with this arrangement much less space is and steam taken from any existing boiler. Engines of this type have occupied than when a strap is used, and it is well suited for all been supplied to the Great Eastern Railway Company for use on situations subject to damp, or where for want of room it would board their continental steamers. The whole arrangement is very be difficult to get at the straps so as to adjust them with the compact, and has much to recommend it.

SMITH’S SIGNAL WHISTLES.

The purpose of the steam whistle which we illustrate above is readily explained. According to “ the rule of the road or sea,” “ If, in order to get out of the way of another ship, a steamer alters her course to starboard, that is to say, goes to the right, she may say so by making one short blast on her whistles, if, in

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whistle, which means I am going astern.” In other words, the signal is used as a whistle to indicate the direction in which the ship using the whistle is running. It is evident, however, that it is very easy to make mistakes in this way. The first of two blasts might not be heard for example, and the signal would then be mistaken for one blast. To get over this difficulty, Messrs. Smith Brothers and Co., of Hyson Green, have introduced the much-needed whistle which we illustrate. This instrument gives one distinct and characteristic sound for each signal, viz., starboard, port, and astern. A high-toned note, pitched in a given key, may be used for port, a low bass note for starboard, and the two in combination, which produce a loud, peculiar harmonious sound, for astern or for fog signal ; or, if desired, the two when in combination will produce a discord. Each of these sounds may be made continuous, because it is distinct. The whole consists of a gun-metal cylindrical bell .divided vertically into two parts by means of a metallic bar or blade, which acts as a sounding board and concentrates the sound, and forms two chambers in one bell. In these chambers a regulating stop or stops are placed, in order to produce from each chamber two distinct notes, one a high-toned note, the other a low base note. This bell is then firmly secured to the lever valve cock.

Models and drawings of this apparatus were submitted by the makers to Admiral Sir Richard Collinson, K.C.B., Deputy-Master of the Trinity House ; Mr. Thomas Grey, Chief Marine Secretary of the Board of Trade ; and Mr. James N. Douglas, Chief Engineer to the Trinity House, the result being that the whistle was experimented with at Blackwall, on a lightship called the Nab, on the 1st of January, 1S81, in the presence of Admiral Sir R. Collinson, Mr. Thomas Gray, Mr. James N. Douglas, Captain Brown, Mr. Slight, and other gentlemen, report of this trial has been sent in to the President of the Board of Trade, Mr. Joseph Chamberlain, M.P., and to Mr. Thomas Gray.

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HALL’S PATENT CP USHER FOR MOUNTAINOUS DISTRICTS.

The Savile-street Foundry and Engineering Company of Sheffield devotes much attention to the manufacture of crushing machinery and mining plant generally, suitable for the treatment

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order to get out of the way of another ship, a steamer alters her course to port, that is to say, if she goes to the left, she may say so by making two short blasts on her steam whistle. If, in order to get out of the way of another ship, a steamer goes full speed astern, she may say so by making three short blasts with her

of gold, silver, copper, and lead ores, quartz, &c., and as it not unfrequently happens, the richest deposits of ore are found in outlying districts, and on mountains where transit is not only difficult but exceedingly costly, it has always been a troublesome

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lattens, as the case may be. Thus they obtain from makers all the possible advantage they can for a certain price.

Sheets of galvanising qualities were priced at—singles, £7 15s.; doubles, £8 10s.; and lattens, £9 15s. to £10 ; export qualities were about 5s. per ton less than these figures.

Hoop-makers reported that fresh orders had this week arrived of encouraging extent from New South Wales. The United States, Italy, and Spain are also taking supplies. Prices ranged from £6 5s. up to £6 10s. and £6 15s. at the works. Tube strip sold well, and makers intimated that they should soon be standing out for better prices.

The slight increase of activity which recently began to manifest itself amongst the marked bar firms is slowly but steadily extending and increasing. The portions of the works that, however, are employed fuller time are the forges as distinct from the mills. The Earl of Dudley’s bars were quoted this afternoon at £7 12s. fid.; those of the New British Iron Company and Messrs. J. Bradley and Co., £7 10s.; and those of Messrs. Wm. Barrow and Sons, Messrs. Phillip Williams and Sons, Messrs. Wm. Millington and Co., and one or two other similar firms, £7.

As to common bars, it was boasted that prices had of late so risen that “no reliable quality” was now to be obtained at less than £fi per ton. This figure is an advance upon six weeks or so ago of a good os. per ton. Medium quality bars were £fi 10s. The producers of both these descriptions are reported to be more active than of late, and consumers cannot get any of them to promise prompt delivery.

Boiler-plate manufacturers reported rather less tardiness by buyers in entering the market, but the improvement was not at all marked. Prices were £8 10s. to £9 10s.

Tin-plates are in steady output at the mills in South Staffordshire and East Worcestershire. The chief export markets to which they are going are the United States, Australia, Germany, and France. Prices are without much fluctuation, but they are not what they should be.

The monthly Australian mail, delivered on Monday afternoon and Tuesday, has bought under the average of orders; but accounts due are well met, as a rule. Recent purchases in the leading goods—such as galvanised roofing sheets and fencing wire —have satisfied for the greater part the chief current requirements ; consequently new buying is rare. Ordinary brands of galvanised corrugated sheets were realising, at date of mail, £20 10s. for twenty-six weeks, delivered in Melbourne ; and for best brands £1 more was being asked. Drawn fencing wire was selling at £12 10s. for No. 6; £13 5s. for No. 7 ; and £13 15s. for No. 8. Bar and rod iron was moving at £8 10s. to £10 10s. Sheet iron was going off quietly. Assortments of Nos. 8 to 18 were selling at £11, while for Nos. 20 to 26 £13 10s. was obtained. Plate iron was firm at £11 to £13; hoop iron, for trade purposes, was offered at £9 10s.

There was not a good demand either to-day or yesterday for cold blast pig iron; yet such demand as existed was a slight improvement upon that which has prevailed for several weeks past. Stocks in makers’ hands have been in process of gradual reduction, and there is now some expectation that two furnaces may be put on to that description of iron. Indeed Messrs. M. and W. Grazebrook are already relighting one of their furnaces at Dudley for the production of cold blast pigs ; but the corresponding plant of Messrs. P. Williams and Son, who are the other chief cold blast firm in the district, remains at present inoperative.

£4 5s. was the figure asked for cold blast pigs, £3 5s. to £3 2s. fid. for Staffordshire hot blast, and £3 for Shropshire sorts. Tart mine native pigs were £2 10s., and cinder sorts £2.

Hematites were announced as in better sale, notwithstanding that vendors were firm in their prices. Tredegar sorts were immovable at £3 5s. “Ulverston” hematites were quoted £3 6s., and Barrow sorts £3 7s. 6d. Neither of these latter brands could, however, secure purchasers at the figure named.

Medium quality foreign pigs, such as Derbyshire and Northampton and Lincoln, were strengthened by the negotiations going between the Scotch and Cleveland pig makers. But consumers refused for the present to believe that those negotiations will result in definite action. From 45s. to 46s. was about the quotation for the three classes of pigs mentioned.

A little business is still being done in the pigs of the Cleveland district, mainly for foundry purposes. But to-day the transactions were checked by the higher prices now demanded. Consumers had somewhat expected that there would be a reduction in the price charged for Cleveland iron delivered in this district. This expectation arose upon an effort by the pig iron firms of Cleveland to induce the railway carriers to lower the charge of 12s. fid. per ton now made to 10s. When, however, the project was discussed by the railway managers it could not be carried out mainly because of the objection on the part of the carriers themselves, who held that the business cannot well be carried on at a profit upon a lower scale than that which now prevails.

The manifested unrest of the miners has strengthened the coal market alike in North and also South Staffordshire. On ’Change in Wolverhampton yesterday, and in Birmingham to-day, colliery proprietors were averse to selling more than comparatively small quantities at current rates. These remain upon the summer scale. Most vendors intimated that customers must look for an early return of the winter scale.

The hardware orders from New Zealand that on Tuesday were

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being distributed are respectively more valuable than those for the Australias. The merchants who do a large business upon commission are they who, in respect of New Zealand and South America, are most actively engaged.

Wrought iron tubes are dearer, receiving circulars announcing a decrease in discounts of from 5 to 7^ per cent, upon tubes and fittings, cent, discount, and steam tubes 62^ per cent, discount. The new prices for fittings leaves them mostly 2^ per cent, greater in discount than tubes. There is now a tolerably general agreement re-established amongst the tube makers both in this country and in Scotland to maintain the manufacturers’ list upon this scale. A renewed determination to save the business from the inordinate competition that has lately been going on has been come to at a meeting in Birmingham, that was attended by all the firms of note both in this district and throughout Scotland. Each and all have bound themselves by a deposit of £250 to abide by the arrangement. The new terms do not apply to trade with the Continent of Europe.

The War-office, as well as India, is just now buying tools. Some of the axe orders for Woolwich have reached this district, and a fair share of those for the spades and shovels may probably go to Stourbridge.

The nut and bolt trade has not yet settled down to the new list of wages recently determined upon at a meeting of the masters in Birmingham after some agitation by the men. Upon the advanced scale, the employers, in what is known as the Birmingham and Smethwick districts, are all paying, but the employers in the Darlaston district are not yet unanimous as to the course that should be pursued. Two prominent firms have followed the lead taken in Birmingham and Smethwick ; the rest have not yet so determined. A few nights ago there was a meeting of Darlaston workmen, and under the advice of Mr. Juggins, the president of their union, it was determined that the men at the works of one of the firms that have not yet adopted the new scale should be called out; and the firm was named. It was at the same time intimated that the other firms would be treated seriatim in the same manner. But it does not follow that the conflict will be carried on to the extent that might be inferred. Prior to the men being called out, a seven days’ notice has been served on the firm. During that interval the Darlaston masters will be meeting. It is, however, worthy of mention, as some indication of the firmness of the operatives, that Mr. Juggins intimated that, in the event of a strike, they were “prepared to send twenty men away to situations where the new scale of wages would be paid to the last farthing.”

Upwards of fifty of the principal merchants and manufacturers of Walsall and neighbourhood have already given in their names as members of the Chamber of Commerce that has been started in that important centre of the leather trades, and additional ones are expected daily.

On Monday the Wolverhampton Town Council had under their consideration the acceptance of tenders for sinking operations in connection with the use of powerful pumping apparatus at Coxford, the source of the water supply of the district. A dumb well for a 38in. diameter pump had to be sunk in search of water, and the Corporation were to find all the mechanical appli tenders were received, ranging gradually from £1945 to £322. This last sum was from a builder who had had no experience beyond sinking common house wells. The next above it was £620, by an experienced well-sinker. Such was the penny-wise-pound-foolish spirit of the Council that a resolution proposing the acceptance of the £620 tender was rejected, and the matter referred back to the Waterworks Council, with a strong recommendation of the lowest tender.

NOTES FROM LANCASHIRE {From our own Correspondent.)

Manchester.—“The iron market here has during the past week, to some extent, been affected by the upward movement at Glasgow and Middlesbrough, and although in well-informed quarters here there is still no belief in any combined material reduction of the output, the rumoured possibility of furnaces being damped down has evidently had some influence upon wavering buyers. The result has been that orders for pig iron have been given out more freely during the past week, and sellers have been enabled to hold out for prices which bixyers a fortnight back were not disposed to give.

Lancashire makers of pig iron have sold pretty largely as compared with the limited business recently doing, and are firm at 44s. to 45s., less 2g for forge and foundry qualities delivered equal to Manchester. The books of local makers are now pretty well filled for the remainder of the year, and deliveries beyond this they are not disposed to entertain at all for the present.

In orxtside brands of pig iron there has also been more doing, but this has been chiefly in the Lincolnshire brands, moderate sales of which are reported at 44s. to 45s., less 2J for forge and foundry numbers delivered equal to Manchester. The comparatively high prices quoted for Derbyshire and Middlesbrough still stand in the way of any considerable business being done with thesein this district.

The finished ironmakers of this district continue actively employed. For bar iron particularly there is a good demand, and makers in some cases are so full of orders that they cannot quote for anything like early delivery. Hoops and sheets are also in good demand, and both tank and boiler plates move off moderately well. The pressure, as I have pointed out previously, is mainly for shipments, the home trade, although showing some improvement, being still only limited. For delivery into the Manchester district, prices are firm at £6 2s. Gd. for bars, £6 12s. Gd. for hoops, £7 15s. to £8 for sheets, £6 15s. to £7 for tank plates, £8 10s. to £9 10s. for best boiler plates, £11 10s. for some brands of steel plates, and £12 10s. to £13 for others; £910s. to £10 for hammered axles, and £G 15s. upwards, according to width of flange, for rolled girders. For delivery at Liverpool, hoops are quoted at £615s., and puddled bars £4 15s. to £5 per ton.

An indication that the finished iron trade in this district is being carried on with a very fair margin of profit is afforded in the recent report of the Pearson and Knowles Coal and Iron Company, Limited, which shows that during the twelve months ending 30tli June last a profit of £43,468 had been made on a capital of £830,000.

Although I do not hear of much new work of a special character in hand in this district, I find most of the large tool-makers well employed on the ordinary class of work. Machinists and engineers are also kept _ fairly busy with the orders they have in hand, but the new work in prospect is only limited.

Wire-makers are tolerably busy, the small copper wire ropes particularly. The demand is growing considerably, and for this special class of work Messrs. Johnson, Clapham, and Morris, of Manchester, are finding it necessary to lay down extra plant,

I have had brought under my notice this week a new rolling mill which has just been designed and patented by Mr. John Windle, of Manchester, and late of the Railway Steel Plant Works, Newt Heath, for rolling out of steel ingots or blooms of metal weldless ring plates for boilers. The longitudinal seams in boilers structed of ordinary plates are necessarily an element of weakness, and Mr. Windle’s invention aims at the removal of this by structing the boiler of seamless metal rings. The rolling operation for producing these rings is somewhat similar to that adopted in rolling railway tires. The ingot or bloom is first dealt with by punching a hole into which a mandril is inserted. The mass of metal with the mandril in position is then placed under a steam hammer in a swage which is formed to confine the metal sideways so as to produce an extension of the length under the blows of the hammer until a rough cylinder of sufficient length is obtained. The ingot can, however, if desirable be cast in the form of hollow cylinder and then elongated if necessary.

this process the cylinder is passed to the rolling mill, the special construction of which may be described as follows r—A fixed and a movable roller are employed, and the axles of these rollers are provided with top bearings. To enable the ingot ring or mass of metal to be placed in position and the rolled ring to be removed, the upper bearing of the movable roller is arranged to be withdrawn, and this bearing is fixed on the outer end of a lever, hinged to a sliding standard connected with the carriage which carries the movable roller, and the sliding standard is actuated by means of hydraulic cylinders. Vibrating frames are also employed, each carrying two, three, or more rollers in place of one, the upper ends of the shafts being stayed. A number of carrying rollers are connected by means of bevel or other suitable gearing with revolving shafts, and thus assist in the carrying round of the ring. These ring plates can be produced in any required shape, and with flanged or thickened edges if desired, and I understand that a company is being formed to lay down the necessary plant for manufacturing boilers and plates on this principle. These plates can be rolled from 2ft. diameter up to 14ft., and 4ft. wide, whilst it is claimed that the cost of rolling will be less than that of making up straight plates.

The local authorities interested in the proposed .new line from Manchester to Southport, to which I referred a week or two back, are busily engaged collecting the necessary information and statistics, and the project appears to be receiving a good deal of support.

One very absorbing matter of interest during the past week has been the course of action to be taken by the cotton spinners in this district to counteract the ‘ ‘ corner ” in the Liverpool cotton market, and there seems now to be very little doubt that a week’s stoppage of work will be almost generally carried out at the mills througlioixt Lancashire.

In the coal trade an active demand is maintained for the better qualities suitable for house fire purposes, and the pits generally are pretty near in full work, whilst prices have had an upward tendency to the extent of 3d. or 6d. per ton upon the lowest figures ruling last month. Other classes of fuel, however, are without improvement, slack, if anything, being weaker. Pit prices are about 8s. 6d. for best coals ; (is. Gd. to 7s. for good second qualities ; Gs. for common house coals ; os. to 5s. 3d. for steam and furnace coals; 4s. to 4s. Gd. burgy; and 3s. 3d. to 3s. 9d. slack.

Shipments are still very moderate, and for steam coal delivered at Garston or Liverpool it is difficult to realise more than Gs. 3d. to Gs. 9d. per ton.

Coke continues in steady demand at 9s. to 10s. for common up to 12s. and 15s. per ton for better sorts at the ovens.

The possibility of a renewal of the wages disputes in the coal trade is causing a good deal of uneasiness. At the close of the month the men in the West Lancashire district will ask for an advance, but the result of sliding scale arrangements in other districts has been to reduce them, and against a reduction there is at present a strike at one of the Wigan Coal and Iron Company’s pits.

Barrow.—The hematite pig iron trade is more briskly employed, and a good business, especially with foreign consumers, has been done during the past few days. The Bessemer iron trade is very fully employed, and this quality of metal finds a very ready market, as steel makers have in hand such a large number of orders which require early delivery. Prices of iron show no change. No. 1 Bessemer is worth GOs. at works ; No. 2, 58s. Gd.; and No. 3, 57s. per ton. Forge iron, No. 3, is worth about 58s. per ton. Steel rails are selling at about £6 5s. per ton. Iron shipbuilders have booked several new orders lately, and their establishments are all very fully employed. Engineers, especially in the marine department, are doing a very steady and a very brisk trade, and work is in hand, generally speaking, for some twelve months to come. Iron ore is in steady request at late prices. Coal is dearer to buy, and there are indications of further advances during the winter. Shipping more actively employed.

{From our own Correspondent.)

The Cleveland ironmasters met before ’Change on Tuesday to consider the proposition of their Scotch competitors that 20 per cent, of the furnaces in each district should be put out. The result of the meeting was that a committee was appointed to confer with a similar committee from Glasgow as to the feasibility of the scheme, and report next week. It is, of course, one thing to decide that a course of action is desirable, and another that it is practicable. As to the first point it is for the furnace proprietors alone to decide upon, as to the latter all connected with the trade may have an opinion. These opinions vary greatly. The general resrdt has, however, been, firstly, to stiffen the market, and secondly, to stop trade in all departments. Smelters will hardly sell forward at all, and for present delivery only at an advanced price. Buyers will not give this, except for small quantities to satisfy pressing wants. Consequently but little was done at the iron market held at Middlesbrough on Tuesday. No. 3 g.m.b. was sold at 37s. fid. to 38s. f.o.b., and forge at a shilling less. Warrants were from Gd. to fid. per ton more than makers’ iron. Connal’s stores remain constant at 186,327 tons. The question of the mysterious disappearance of some 20,000 tons, which it is thought should have accumulated during August, has not yet been cleared up. Great efforts are being made by producers to show that the returns were correct, but they have not succeeded in convincing merchants, consumers, or the general public. The impression remains as strong as ever that stock to the above amount must have accumulated and now exists somewhere or other, though unaccounted for. It is argued that in July stocks accumulated some 5000 tons. In August, which is also a thirty-one days’ month, the accumulation would have been the same had the circumstances been identical. They were, however, not identical, being mainly in favour of a greater accumulation in August. For instance, in July there was a strike which laid off twenty-four furnaces half a week, whereby a produce of some 5000 tons was lost. This should have increased the gain' in August to 10,000 tons relatively to July. But in August Stockton race week occurred, which laid off all the rolling mills in the district, and diminished the consumption by 10,000 tons. This added to the previous amount would make the August accumulation 20,000 tons ; but the shipments for August were ascertained to be about 3000 tons less than July, raising the total obtained to 23,000 tons. On the other hand, one furnace was turned from Cleveland on to hematite, which would make a difference of, say, 1000 tons the other way. The net result is, that if July returns are correct—and as they scarcely differed from the calculations of anyone, it is highly probable they were—there must have been an accumulation of stock in August of at least 20,000 tons. The official returns show only 500 tons, and under the circumstances it is impossible to accept them as correct. The only source of disposal not taken into account above is inland distribution. This is mainly done by merchants. These gentlemen universally agree that less passed through their hands in August than in July.

The stocks, as announced, being probably erroneous, and the proposal to curtail the make being certainly artificial and problematical as to consequences, a sharp reaction to the present enhancement of values may be expected sooner or later, and very likely within an exceedingly short space of time. There does not seem to be any solid basis whatever for a rise of prices, and, if it should continue, the result can only be a curtailment of consumption, a discouragement of enterprise, and disastrous effects generally.

The manufactured iron trade remains unchanged. The supply is quite equal to the demand, and the prices, though steady, will not bear the slightest rise. Plates are offered at £6 to £6 2s. Gd; angles and bars, at £5 12s. Gd,, free in trucks Middlesbrough, less 2^ per cent.

_ From 100 to 200 members and associates of the British Association visited Cleveland last Thursday, and were entertained at the Zetland Hotel, Saltburn, by some of the leading ironmasters. The closing of the Eston Works against them robbed the excursion of its chief attraction. Nevertheless, not a little enjoyment, as well as edification, seems to have been obtained by the visitors. It noteworthy, however, that none of the more prominent members of the Association were present. The places visited were the Upleatliam Mines, Guisborough Abbey, Port Clarence Ironworks, Port Clarence salt bore-hole, and the cliffs between Saltburn and Marske.

THE SHEFFIELD DISTRICT.

{From our own Correspondent.)

A VERY decided improvement has taken place in the coal trade, and the pits, particularly in the Barnsley district, are now working fairly well. The quantity of coal carried to London by rail during August last exceeded the weight sent in August, 1880, by over 55,000 tons, the Great Northern alone carrying nearly 90,000 tons, or fully 18,000 tons more than in July, and 13,000 tons in excess of the quantity forwarded during August, 1880. The Midland sent nearly 27,000 tons more than in August, 1880. To Hull and Grimsby very heavy consignments are now being sent to complete the season trade, which will close by the end of next month. Gas and locomotive coal are also in heavy request, and the coke trade continues brisk.

The shareholders in the Holmes Collieries, Rotherham, have confirmed the resolutions in favour of voluntary liquidation passed a short time ago. Mr. R. J. Evans, accountant, Sheffield, and Mr. E. G. Lancaster, land agent, Barnsley, have been appointed the liquidators.

I gave you last week certain figures showing the operations of the proposed new tariff sought to be imposed by France. The president of the Sheffield Chamber stated, at a meeting held last Friday, that after an examination of the general tariff proposed to be substituted for the existing treaty, he had come to the conclusion that it would amount practically to a prohibition of Sheffield goods.

The much-talked-of removal—or proposed removal—of the business of Messrs. Wilson, Cammell, and Co., Limited, from Dron-field to Workington, reminds me that the works known as the Dronfield Steel Works were erected in 1872 for the working out of Wilson ” patent for a railway wheel. The style of the company was originally “The Wilson and Cammell Patent Wheel Company, Limited,” but it was afterwards changed to its present title, and the plant was also altered to that suitable for the production of rails, and every successful invention and improvement in machinery and appliances for the handling of both raw and finished material were introduced through the enterprise of the proprietors. They were also the first in the district to adopt the electric light, which is now gradually coming into operation at other establishments. AVlren the Dronfield Steel Works erected, the selling price of steel rails at the works was £15 per ton, and of late years it has scarcely been maintained at one-tliird that figure. The current price is about £5 12s. Gd.

While everybody is talking of the example thus set of migration to the sea-board, it is curious what a heavy business is doing in steel rails. Perhaps there never was a time when the output was so great. Contracts have been recently received, and are now in course of completion, for the Great Eastern, the Midland, the Great Northern, the Great Western, and other home railway companies, while good orders have also been received from the Indian State Railway, from America, from South America, and other parts. I am assured by the very best authority that the steel rail trade never was brisker than it is now, and that low as the prices are, the quantities are large and a profit is made on all transactions that are booked.

Messrs. Butler and Co., Trinity Works, Eyre-street, have just completed a cabinet of cutlery intended for the Prince of Wales. The cabinet, which is of polished oak, is fitted with seven drawers, each with tastefully-arranged compartments, which contain a complete table service for fifty persons, numbering altogether upwards of GOO pieces. The cutlery is silver mounted, with handles of finest ivory, and every article is crested with the Prince of Wales’s feathers and motto.

Thomas Dickenson, a collier, employed at the Oaks Collieries— Avliere the terrible explosion took place some twelve years ago— has been sent to prison for two months, with hard labour, for neglecting to underpin beneath a seam of coal. His failure to prop up the coal might easily have caused a great disaster.

NOTES FROM SCOTLAND.

{From our oim Correspondent.)

The Glasgow iron market has been in an irregular and excited state during the week, owing to the proposal of the Scotch ironmasters to extinguish a proportion of the blast furnaces, putting out of these is made conditional upon a similar course being adopted in the Cleveland district, and as the Scotch masters declined a few months ago to damp furnaces when the Middlesbrough men were prepared to do so, there has not been wanting an element of uncertainty about the matter, which has rendered the speculative transactions that have taken place all the more exciting. What the Scotch masters propose is that 20 per cent, of the furnaces should be thrown off, which would reduce the production here by about 5000 tons a week, and almost, if not altogether, carry off the pig iron that is now being placed in store. From Wednesday of last week uirtil Tuesday of thepresent, when the Cleveland smelters met to consider the question, the warrant market has been very active, and the prices, although irregular, have advanced nearly 2s. per ton. A sudden increase of this aipount is generally sufficient to cause some little financial difficulty amongst members of the ring, but so far only one broker has failed to meet his liabilities, and these are fortunately not very heavy. _ While the business in the market has mainly been of a speculative kind in warrants, there has also been more doing in makers’ iron by purchasers who have been induced to come forward xmder the apprehension that values may still further advance. There has also been a little more buying for shipment to Canada, and manufacturers have likewise been purchasing more freely than usual. The result is that the quantity of iron sent into store is considerably smaller than for some weeks past, amounting to 1500 tons, and bringing up the stock in Messrs. Connal and Co.’s stores to 583,500 tons. The shipments of pig iron for the past week have been 14,812 tons, against 13,795 in the preceding week, and 11,721 in the corresponding week of last year.

Business was done in the warrant market on Friday forenoon at 47s. 10UL to 47s. Gd. cash, and 47s. fid. to 47s. Gd. one month; the afternoon quotations being 47s. Gd. to 47s. 8d. cash, and 47s. 7£d. to 47s. 9d. one month. On Monday a large business was done up to 48s. 2d. cash and one month; whilst on Tuesday the market was irregular, with an extensive business at 48s. Id. to 47s. 8d. cash, 48s. 2d. to 47s. 9d. one month. The market was strong on Wednesday, when business was done up to 49s. 2d. cash and 49s. 3d. one month. To-day—Thursday—the tone was also very strong, with a further advance to 49s lOd. cash and 49s. lid. one’month.

Owing to the advance in warrants and a better demand, the quotations of makers’ iron have advanced all round, and whilst I write they are as follows:—Gartsherrie, f.o.b. at Glasgow, No. 1, per ton, 55s.; No. 3, 49s.; Coltness, 57s. and 50s.; Summerlee, 54s. Gd. and 47s. Gd.; Langloan, 57s. and 50s.; Carnbroe, 51s. and 47s.; Calder, 55s. and 49s. Gd. Clyde, 49s. Gd. and 46s. Gd.; Govan, at Broomielaw, 48s. Gd. and 46s.; Quarter, 48s. Gd. and 46s.; Monkland, 48s. Gd. and 46s.; Glengarnock, at Ardrossan, 51s. and 47s.; Eglinton, 48s. Gd. and 46s. Gd.; Dalmellington, 48s. Gd. and 45s. Gd.; Shotts, at Leith, 57s. and 49s. Gd.; Kinneil, at Bo’ness, 48s. Gd. and 46s. Gd.; and Carron, at Grangemouth, 49s. and 47s. 6d.

Despite the advance in the prices of pig iron noted above, it

&ept. 16, 1881.

THE ENGINEER

213

that contracts for forward delivery are

appears

offered at terms rather below those now prevailing, while malleable iron has likewise been sold at lower rates. The demand for the latter for the United States, which lias of late been to have slackened.

THE PATENT J0CJRNAL.

Condensed from the Journal of the Commissioners of Pa. tents.

somewhat brisk, appears There is a probability, however, that if the negotiations now proceeding should result in the damping of furnaces, the inquiry for manufactured iron will increase. As yet there is certainly no general advance in the rates.

The operations of the Steel Company of Scotland were much interrupted this past summer with a prolonged strike of operatives, but notwithstanding this serious drawback, the directors have intimated that they are prepared to pay a dividend at the rate of 5h per cent.

The coal trade continues very active for the season, and at the different ports especially an extensive business is being done.

Up till a few days ago the miners’ leaders were apparently in hopeless opposition to each other. Mr. Macdonald, M.P., would have nothing to do with the new union which was formed some time ago, and some of his old friends were endeavouring to start an opposition organisation. Now, however, I learn that the different parties have been reconciled, and that a strong effort will be made to get the miners to move for an advance of wages. No doubt the advance in the prices of iron have raised hopes that such a movement might be successful at the present juncture.

*4* It has come to our notice that some applicants of the Patent-office Sales Department, for Po.tent Specifications, have caused much unnecessary trouble and annoyance both to thermselves and to the Patent-office officials by giving the number of the page of The Engineer o.t 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 finding the numbers of the Specification.

Applications for Letters Patent.

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

6th September, 1881.

3861.    Moulding Machine, J. Mosedale, AVest Drayton, and E. Urry, Stoke Newington.

3862.    Regenerative Kilns, J. Dunnachie, Lanark.

3863.    Ornamental Tiles, G. Jobson, Derby.

3864.    Nitro-cellulose, S. Pitt, Sutton.—(J. Ilyatt,U.S.)

3865.    Pentagraph Machines, J. Hope, Providence.

3866.    Fire-escape, AV. R. Lake, London.—(R. Dustin, St. John, Canada.)

3867.    Penholders, J. G. Hester, Washington.

3868.    Glove Fastenings, AV. L. AVise, AVestminster.— (F. A. C. J. Omler, Luxembourg.)

3S69. Motive Power Engine, AV. AA’hiteman, London. —(17. Roettger, Germany, and H. de Day, Drussels.)

3870.    Toilet Cabinet, E. R. Johnson, London.

3871.    Dynamo-electric Machines, H. A. Harborrow, Marylebone, London.

3S85. Fire-extinguishing Apparatus, AV. R-. Lake, Southampton-buildings, London.—A communication from the A. Burritt Hardware Company, AVater-bury, U S.—7th September, 1881.

3910. Design of Monetary and other Documents, A. A. Cochrane, AVestminster.—9th September, 1881.

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

3139. Projectiles, A. C. MacLeod, Salop.— 8<7t August, 1878.

3533. Gyrophone, M. A. AVier, Shepherd’s Bush.— 6th September, 1878.

3552.    Kitchen Ranges, T. E. Clarke, Minehead.—7th September, 1878.

3553.    Tilling Land, P. Everitt and T. Cooper, Great Ryburgh.—7th September, 1878.

3753. Paring the Curls of Hat Brims, AV. E. Carrington, Stockport.—23rd September, 1878.

35S6. Atalves, J. Harrison, Liverpool.—1077i September,

3631. Bolting Flour, E. Poggioli, Bologna, Italy.— 14th September, 1878.

4521. \⁷acuum Brakes, J. A. F. Aspinall, Incliicore.— 7th November, 1878.

3565.    Treating Clay, R. Pickwell, Hull.—9th September, 1S7S.

3566.    Knife-cleaning Machines, C. Cowdery, Newent. —9th September, 1878.

3572. Iron and Steel, AV. Drake, Sheffield.— 16th September, 1878.

3592. Door Locks, S. Russell, London.— lltli September, 1S7S.

3601. Barometer Cases, J. AVitherspoon, London.— 11th September, 1S78.

3604. Expanding Dining Tables, J. G.AVilson, London. —12th September, 1878.

WALES & ADJOINING COUNTIES.

[From our own Correspondent.)

It is now understood that Mr. Spencer, who had made an offer for the works and collieries of Pentyrch, has amended that offer, and is in treaty for the whole of the freehold as well. "Whether this will be accepted or not remains to be seen. The extensive mineral property on the estate extends to the margin of the Treforest Steel and Iron Works, and considering the vigorous and successful way in which these are conducted, I should not be surprised at the proprietory going in for a bid also, as well as Mr. Spencer. It is true the lower veins are deep, but the upper would be worked cheaply.

At length the Garth Anchor AVorks have been dismantled and the whole of the valuable machinery sold. During one of the latest spurts a bid was made for the works, and several men of capital would have taken them, but the figure was too high. As an illustration of the losses which “foreign” capitalists incur by speculating in the principality, I hear that house property this estate, in connection with the works, and which cost £24,000, sold for £14,000. In addition to this sale, a large quantity of old iron rails, &c., was dispersed by auction at the Clydach Forge, near Abergavenny, this week.

The “ Havod Yale Colliery ” is one of the last enterprises in the Rhondda Valley. It will be started forthwith by Jones and Co.

“ take” comprises several hundred acres, and the seam that has to be worked will be No. 1.

I regret to announce the continued illness of the able manager at Dowlais, Mr. Menelaus. Unquestionably the laborious duties connected with keeping this great industry afloat in a time of serious industrial trial told heavily upon him.

I hear of possible changes in the colliery management at Dowlais. For a considerable period they have been most ably managed by Mr. Truran, and to lose him would be a serious event.

Advices from America have told favourably the AVelsh iron market,, prices are steady, and the inquiry for iron and steel rails is firm and increasing. Some good cargoes of rails left this week for New York, and also quantities of spiegel and tin-plate. Wrought and cast scrap iron and rails still in demand, but at the lessened price quoted in my last.

Some chagrin has been felt here that the Indian orders for rails have gone to Sheffield. There was a firm belief that some would have been placed here.

The great subject of interest under discussion in Swansea this week is the question whether Mr. Walker will have to put the new docks into the necessary state of completion by the time of the visit of the Prince of AVales. There was a strong prevalent up to Tuesday that he would not. Now, however, hopes are again strong. Doubtless by next week I shall have personal opportunities for seeing whether the hopeful view is the likeliest.

There is no change of any account in the steam coal trade, and most, if not all, of our coalowners have got their hands full.

A slight falling off was to bo noticed in the Newport shipping last week. Cardiff, on the contrary, showed its usual average of over 100,000 tons, while Swansea exceeded its total of the previous week by 0000 tons. Coasting freights are better, and steam freights generally indicate an improvement. From now to the end of next month this may be expected to continue. The looming “ difficulty ’’—the closing of the Baltic ports—always gives a stimulus at this period.

I hear of great losses sustained by leading Bristolians by the Avon Engine Works.

The Parkend Tin-plate Works, Dean Forest, at which a month ago notices were issued, are going on as usual, the only alteration being a day-by° day contract. At Lydney a good deal of brisk business is being done. In the tin-plate department surprise is manifested that there should be so much dependence on the North of England for pig when it would be so easy to make it on the ground. The Welsh tin-plate works going on fairly well, with no change, however, as to price, and on the whole a greater tendency to fall back than to advance. The Ebbw Vale Company have been large importers of foreign ore this week. The works there and at Rhymney, Dowlais, and Treforest, are well off for orders.

The colliery plant at Hendredenny, comprising several useful engines, is to be sold this week.

Old rails—ruling prices at present about 65s.

I have just heard that through the instrumentality of Mr. Turquand, the works of Mr. Booker have been sold for £50,000, and th& freehold for another £20,000. This, I find, at Bristol gives hopes to the shareholders of the AVest of England Bank, and from £1 to 30s. are being offered for their shares. The coal mines of Pentyrch are still to let.

rumour

on

The new

are

Oil

dull,

7th September, 1881.

3872. Extracting Fatty Matters from Raw Fat, R.

AVheen, Deptford Creek, London.

3S73. Preventing Efflux of Gases from Drains, &c., C. S. Rolfe, AVestminster.

3874. Looms, E. Smethurst, Manchester.

3575.    Starting Engines, A. 13. Brown, Edinburgh.

3576.    Boots and Shoes, AV. R. Lake, London.—(/. D. Anthony, Providence, Rhode Island.)

3877.    Gasholders, A. Fleming, Glasgow.

3878.    Steam Engines, C. Bedford, Birstall.

3879.    Gas, A. M. Clark, London.—(F. Hgner, U.S.)

3880.    Revolving Armatures, AV. R. Lake, London.— (C. Dion, New York.)

3581.    Gelatinisation of Unmalted Grain, E. Luck, Blackfriars-road, London.

3582.    Distillation of Small AVood, R. Ilaldine and J. Telfer, Glasgow.

3SS3. Maturing Spirits, E. Luck, London.

38S4. Boots and Shoes, T. Laycock, Northampton. 3885. F’ire Extinguishing Apparatus, AV. R. Lake.— (A. Burritt Hardware Company, Watcrbury, U.S.)

Sth September, 1881.

3586.    Hollow Moulded Forms, E. Hoskins and C. Harvey, Birmingham.

3587.    Fountain Pen-holders, B. FI. Sparling, Oldham. 3S8S. Bicycles, H. Ilaes, AVednesbury.

38S9. Safety Valves, T. Davies, Sheffield.

3S90. Electric Lamps, D. Gerald-Fitzgerald, Brixton.

3891.    Steam AVinches, T. Archer, jun., .Dunston.

3892.    Ornamenting Linoleum, <fec., J. Allin, London.

3893.    Electric Lighting, AV. R. Lake.—(IF. Hill, U.S.) 3S94. Permanent AVay, A. Berhard, Strand, London. 3895. Horseshoes, T. Brown, Sheffield.

3596.    Spinning, <fcc., Yarn, AV. Lancaster, Accrington, and E. Slater, Burnley.

3597.    Motive Power Engines, II. G. Hosmer, London.

3598.    Igniting Gas, A. J. Hallam, Salford, and J. AValsh, Over Darwen.

3599.    Brake Mechanism, T. AV. Duffy, Liverpool.

3900.    Loom Shuttles, J. S. Crowley.—(Messieurs J. S. Jaques and Co., Lowell, U.S.)

3901.    Gas, J. D. Johnson.—(F. Coignet, Paris.)

3902.    Packing Chloride of Lime, J. C. Steele, Glasgow.

3903.    Utilising AVater as Motive Power, A. Galland. —(G. Falconnier, Nyon, Switzerland.)

3904.    Bone Boiling, G. AV. von Nawrocki. —(A. Leuner, Landshut, Davaria.)

3905.    Casks, &c., IF. Blair, Glasgow.

3906.    Producing Patterns upon AVoven Fabrics, J. Barlow and J. AVarburton, Bolton.

9th September, 1881.

3907. Rotary Motion, J. J. Read, Dublin.

390S. Coupling Apparatus, B. Askew, Edinburgh.

3909.    Speed Indicator, J. L. Pattullo, North Shields.

3910.    Preventing Fraud, A. Cochrane, AVestminster.

3911.    Reflectors, J. AVetter.—( W. Wheeler, U.S.)

3912.    Cable Railroad, F. Devooght, Antwerp.

3913.    Fire-arms, M. Kaufmann, London.

3914.    Preparing Fibres, AV. and AV. Lord, Todmorden.

3915.    ATolins, E. Edwards.—(F. von Zebrowski, Gnesen.)

3916.    Bicycles, R. II. Froude, Kensington.

3917.    Hot Forgings, A. Storer, London.

3918.    Case for Lace, <&c., E. J. V. Earle, London.

3919.    Rollers, J. Bardsley, Manchester.

3920.    Rotary Engines, R. Hodson, London.

3921.    Stitching Button-holes, AV. R. Lake.—(/. Gut-mann, Devlin.)

3922.    Umbrellas, A. Clark.—(F. Farradesclie, Paris.)

3923.    Exlosives, AV. R. Lake.—(P. Sandoz, Paris.)

10th September, 1881.

3924.    Keeping Tobacco Moist, J. B. Davies, Bilbao.

3925.    Locking Devices, G. AA⁷. von Nawrocki.—(L. Schmetzer, Davaria.)

3926.    Secondary Batteries, J. S. Sellon, London.

3927.    Sugar, J. Duncan and B. E. Newlands, London.

3928.    Box, R. M. Clark, Paisley.

3929.    Teleradiophone, E. J. F. Mereadier, Paris.

3930.    Albumen, AV. P. Thompson.— (U. Hillman, U.S.)

3931.    AVringing Cotton, J. Wolstenholme, Radeliffe.

3932.    Dynamo Machines, P. Jensen.—(T. Edison, U.S.)

3933.    Flower-pots, A. Bonty, Harrogate.

3934.    Transmitting Motion, A. M. Clark.—(A. Samper, Paris.)

12f/i September, 1881.

3935.    Spinning, &c., Cotton, I. Buckley and E. Crossley, Dukinfield.

3936.    Harvesting Apparatus, H. K. Stone, Hull.

3937.    Direct-acting Steam Pumps, G. IFeywood and S. Spencer, Radcliffe Bridge.

3938.    Frame for Washing Machines, A. Shaw, Lock-wood, near Huddersfield.

3939.    Worm Gearing, A. Shaw, Lockwood.

3940.    Removing Impurities from AVater, A. AV. L. Iteddie.—(M. le Baron N. de Derschau, St. Petersburg.)

3941.    Steering Screw Steamers, F. H. F. Engel.— (G. W. Claussen, Dremerhaven, Germany.)

3942.    Striking Mechanism for Clocks, J. AVetter.— (0. 0. Liivaas, Moss, Norway.)

3943.    Pneumatic Accumulator, J. AA⁷etter. — (M. Scharfberg, Austria-Hungary.)

3944.    Telephones, AV. E. irisii, Sunderland.

3945.    Markers, J. Taylor, Birmingham.

3946.    Telephones, AV. E. Irish, Sunderland.

3947.    Velocipedes, G. M. P. Moleswortli, Bidcford. 394S. Boxes for Safety Matches, S. Pitt.— (F. A.

Thomson, Kandy, Ceylon.)

Inventions Protected for Six Months on deposit of Complete Specifications.

3S64. Preparing Compounds of Nitrocellulose, &c., S. Pitt, Sutton.—A communication from J, AV. Hyatt, Newark, U.S.— 6th September, 1881.

3867. Penholders, J. G. Hester, Washington, U.S.— 6th September, 1881.

3S76. Sewing Machines, AAr. R. Lake, Southampton-buildings, London.—A communication from J. Bi Anthony, Providence, Rhode Island, U.S.—7th September, 1S81.

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

3062. Hydraulic Machinery, Sir J. AVhitwortli, Manchester.— 7th September, 1874.

3064. Hydraulic Machinery, Sir J. AVhitworth, Manchester.—7th September, 1874.

3099. Breech-loading Guns, AV. AA⁷. Greener, Birmingham.—9th September, 1874.

3925. AVood Paving, H. S. S. Copland, Adelplii, London. —27th December, 1872.

3121. Cleaning Grain, J. AV. Throop, Liverpool.—11th September, 1574.

Notices of Intention to Proceed •with Applications.

Last day for filing opposition, 30th September, 1881.

1900. Utilising AVaste Heat, T. Jackson, Edinburgh. —3rd May, 1881.

1902. Cutting Tubes, AA⁷. Maiden, Hyde, and E. F. Cowley, AValsall.—3rd May, 1881.

1907. AVorking the Pressing Bars of Paper Cutting Machines, H. J. Iiaddan, London.—A communication from F. A. Barthel.—3rd May, 1881.

1933. Obtaining Motive Power, D. AVollatt, Burton-on-Trent.—4th May, 1881.

1946. Registering Fares, T. AVilson, Pentonville, London.—4th May, 1881.

1951.    Sewing Machines, M. C. Denne, Eastbourne, and T. J. Denne, Red Hill.—4th May, 1881.

1952.    Feeding Bottles, J. Thomas, Brixton.—5th May, 1881.

1954. Sliding AVindows, F. Attock, Newton Heath.— 5th May, 1SS1.

1963. Pencil Cases, G. AV. von Nawrocki, Berlin.—A communication from J. Faber.—5th May, 1881.

1976. Stoves and Fireplaces, J. Garrick, Glasgow.— 6th May, 1881.

1979. Fur Garments, AV. IF. Beck, London.—A communication from F. Jungmann.—6th May, 1881.

1981. Cornice Poles, G. Giles, Birmingham.—7th May, 1881.

1996. Holding Hats, &e., M. Conratli, North Audley-street, London.—7th May, 1881.

1998. Speculum Tubes, J. H. Aveling and J. J. Hicks, London.—7th May, 1881.

2010. AVarming Apparatus, IF. J. IFaddan, London.—■ A com. from A. II. Godefroy.—9tli May, 1881.

2026. Separator, H. E. Kratz, Mark-lane, London.—A communication from M. Beal.—16th May, 1881.

2038. Electric Lighting Apparatus, H. J. Haddan, London.—Com. from R. J. Gulcher.—16tli May, 1881.

2063. Tank for Carrying Liquids, H. Kirkhouse, Penarth, and FI. Lewis, Treherbert.—\2th May, 1881.

20S3. Motive-power Engines, J. Robson, Birmingham.—12th May, 1SS1.

2129. Safety Atalve, AV. R. Lake, London.—A communication from A. M. Pleischal.—16th May, 1881.

2147. AVater-waste Preventers, AV. Bartholomew, Albert Embankment, Surrey.—17f/i May, 1SS1.

2156. Torpedo Boats, J. H. Johnson, London.—A communication from A. J. Lagane.—17th May, 1881.

2172. Fire-escape Ladders, A. M. Clark, London.—A com. from R.AVinters & R.Vosburgh.—18tliMay, 1881.

2190. Paper Bags, E. P. Alexander, London.—A communication from L. G. Fisher.—19th May, 1881.

2203. Bevelling Angle Bars, J. IF. Johnson, London. —Com. from AV. Higlifield.—19th May, 1881.

2221. Dressing AA'oollen Fabrics, J. AV. Bannister and AV. Bywater, Leeds.—21st May, 1881.

2272. Secondary Batteries, J. AV. Swan, Newcastle-upon-Tyne.—24f/i May, 1SS1.

2304. Electric Light, AV. Crookes, Ludgate-liill, London.—25th May, 1SS1.

2600. Cleaning Potatoes, J. Boardman, Rainford.— 15th June, 18S1.

2612. Electric Lamps, AV. Crookes, Ludgate-hill, London. — 15th June, 1881.

2730. Hygienic Sweetmeats, IF. Borios and P. A’. Tostain, Paris.—22nd June, 1881.

2834. Reverberatory Furnaces, G. Fenwick, Gateshead, and R. Cochrane, Durham.—28th June, 1881.

2864. Sharpening Saws, F. Myers, Southampton-buildings, London.—36th June, 1881.

3300. Repeating Gun, F. J. Cheesbrough, Liverpool.— A communication from J. Nemetz.—28th July, 1881.

3360. Applying AVater-ballast Tanks to Steamers, C. Christie, Newcastle-upon-Tyne.—3rd August, 1881.

3414. Throttle \talves, R. D. Napier, Glasgow.—6th August, 1881.

3425. Clocks, II. J. Haddan, Kensington.—A communication from A. Dardenne.—Sth August, 1881.

3522. Knitting Machinery, A. Paget, Loughborough. —13th August, 1881.

3539. Electrical Apparatus, AV. R. Lake, London.— A communication from C. AVilliams, jun., F. AV. Harrington, and T. AV. Lane.—15th August, 1SS1.

3605. Black Ink, H. S. L. Gurney, AVarrington.—19th August, 1881.

3679. Electric Light Regulators, S. Pitt, Sutton.— Com. from S. J. Burrell.—23rd August, 1881.

3689. Bolts for Fastening Doors,’ A. H. AVindsor, Brentwood.—24th August, 1881.

3691. Aerial Navigation, A. L. Blackman, Southampton-buildings, London.—24tli August, 1881.

3725. Refrigerating Apparatus, H. D. Cogswell, San Francisco.—26th August, 1S81.

2867. Penholders, j. G. Hester, AVashington.—6lh September, 1881.

Last do.y for filing opposition, 4th August, 1881.

1990. Fire-arms, E. de Pass, London.—Com. from La Societe Frangois Lebacq et Kretz.—7th May, 1SS1.

2000. AVrought Iron AVindow Frames, E. Edwards, from C. A. Schiitz.—9th May, 1881.

2006. Corking Bottles, J. P. Jackson, Liverpool.— Partly a com. from C. Duclnh—9th May, 18S1.

200S. Beverages, B. Hunt, London.—A communication from Yves-Frangois Marchier.—9t/i May, 1SS1.

2014. Scales for AVeighing, Dr. O. Gerike, Berlin.— 9th May, 1881.

2022. Chairs, T. Harrison and C. AV. Garthwaite, Huddersfield.—9 th May, 1881.

2033. Sole Plates, &c., for Boots, M. Slack and Pi.

Slack, Bollington.—10tA. May,

2035. Treating Iridium, AV. P. Thompson, London.— A communication from J. Holland.—10(4 May, 1S81. 2010. Artificial Stone, P. Jensen, London.—A communication from E. J. Erichsen.—10th Mo.y, 1881. 2041. Controlling Electric Currents, L. M. do B. y O’Lawlor, London.—16tli May, 1S81.

2054. Kailway13rak.es, H. H. Duke, Westbury.—11 th May, 1881.

2075. Power Hammers, J. Paterson, London.—12th May, 18S1.

2095.    Spinning Fibres, S. Tweedale, Accrington.— 13th May, 1881.

2096.    Supplying Gum to Paper, &c., J. J. Allen, Halifax.—13th May, 1881.

2102. Tin and Terne Plates, D. Leyshon, Penclawdd. —13 thMay, 1881.

2106. Rock Tunnelling, H. N. Penrice, Hatfield.— 1‘dth May, 1881.

2110. Vacuum Pans, A. Watt, Liverpool.—14th May, 1881.

2159. Railway Brakes, C. D. Abel, London.—A communication from J. Hardy.—187/f. May, 1881.

2210. Paper, T. Wilson, Hollingbourne.—26th May, 1881.

2215. Couplings, P. R. Allen, Southwark.—2077i May, 1881.

2266. Spinning, E. Crossley, L. J. Crossley, and W.

Sutcliffe, Halifax.—24th May, 1SS1.

23S9. Preventing Boots from Slipping, W. R. Lake, from E. Willms, A. Lequin, and E. Le Gallois.—31sf May, 1881.

2488. Explosive Compounds, C. D. Abel, London.— Com.fromM. Sanlaville &R. Laligant.—8f7i/Mwe,lSSl. 2620. Drawing Tubes from Boilers, W. C. Dixon, Basingstoke.—16th June, 1881.

2976. Extracting Fatty Matters, W. P. Thompson, Liverpool.—Com. fromF. Seltsam.—7th July, 1881. 3036. Raking Hay, H. J. Maeey, Wootton Bassett.— 11th July, 1881.

3406. Foot Skates, J. F. Walters, Bayswater.—6th August, 1881.

3432. Securing India-rubber Tires, W. R. Foster and

T.    J. Williams, Bermondsey.—Sth August, 1881.

3445. Preparing Tea, J. P. Brougham, Inverness.—

6th August, 1881.

3602. Extracting Essences from Fruit, A. J. M.

Bolanchi, AVest Dulwich.—ISt/i August, 1881.

3620. Dressing Enamelled Bricks, J. Craig, Kilmarnock.—19th August, 1881.

3637. Sewing Machines, AA⁷. AYebster, Leeds.— 20th August, 1881.

36S3. AVinding Gear for Mines, J. Craven, AArakefield. -—24th August, 1881.

3826. Dust Pans, E. L. Dietz and M. A. Dietz, Oakland,

U. S.—2nd September, 1SS1.

3S64. Nitro-cellulose, S. Pitt.—A communication from J. AV. Hyatt, Newark, U.S.—6t,h September, 1881. 3910. Preventing Fraud, A. A. Cochrane, AA⁷est-minster.—9th September, 1881.

London.—A communication

London.—Com.

1881.

Patents Sealed.

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

1035. Cleaning Knives, H. Courteen, Clapham-road, London.—16th March, 1881.

1069. Date Powder, F. Pool, High Holborn, London. —12th March, 1881.

1072. Railway Switches, A. E. McDonald, New York. —12th March, 1881.

1076. Speed Regulators, IF. Charlton, Gateshead-on-Tyne, and J. AY. AVailes, AVednosbury.—12th March, 1881.

1079. Cutting Gymp, &c., O. L. Deschamps, Paris.— 12th March, 1881.

1104. Compressing Hay, &c., J. H. Ladd, London.— 14th March, 1881.

1118. Draining, &c., C. IF. Binney, Ilford, and S. AV Blyth, Ongar.—15tli March, 1881.

1137. Tin Plates, &c., F. H. F. Engel, Hamburg.— 16th March, 1881.

1149. Door Locks, AA⁷. R. Comings, London.—16th March, 1881.

1162. Steam Generator, J. Swain, Oldham.—17th March, 1881.

1181. Taps or Cocks, S. Hands and AV. AVeaver, AVolver-hampton.—18th March, 1881.

1190. Cutting the Teeth of Combs, F. II. F. Engel, Hamburg.—ISt/i. March, 1881.    J

1226. Printing Machines, AV. Evans, M. Smith, and D. Braithwaite, Manchester.—21s4 March, 1881.

1251. Automatic Dip-pip

S. Chandler and G. AV. Stevenson, London.—22nd March, 1881.

1282. Steam Boilers, C. AV. King, Manchester.—23rd, March, 1881.

1284. Multicharge Guns, F. J. Cheesbrough, Liverpool.- 23rd March, 1881.

1396. Thrashing Machines, J. Marshall, Gainsborough.—29th March, 1SS1.

1445. Hair Felt, J. Erskine, Greenock, N.B.—ls< April, 1881.

1494. Steam A⁷alves, J. Gresham, Salford.—6th April, 1881.

1510. Heels and Soles of Boots, F. Hocking, London. —6th April, 1881.

2660. Feeding Fibrous Material to Carding Engines, A. M. Clark, London.—17th June, 1881.

26S4. Breaking Stones, IF. J. Bamu, Brussels.—1S</j June, 1881.

2747. Purification of AVater, G. Bischop, Hart-street, London.—23rd June, 18S1.

2766. Engines for Compressing Aik, AA⁷. R. Lake, London.—24tli June, 1881.

2836. Removing Coarse Hair from Fur, AV. R. Lake,-London.—28th June, 1SS1.

2S52. AGolins, <fee., AV. R. Lake, London.—29tli June, 1881.

2S57. Pumps, K. AV. A. Leverkus, Manchester.—30th June, 1881.

2942. Railway Tipping AVagons, G. F. Redfern, South-street, London.—5tli July, 1881.

3058. Journal Bearings, AV. R. Lake, London.—12th July, 1881.

3086. Hammocks, A. M. Clark, London.—14f/t July, 1881.

3160. Looms, H. J. Haddan, Kensington, London.— 26th July, 1881.

3182. Boiler Furnaces, P. F. Dundon, San Francisco, U.S.—21st July, 1881.

(List of Letters Po.tent which passed the Great Seal on the 13th September, 1SS1.)

10S5. Fastening Folding Cards, G. AV. von Nawrocki, Berlin.—14th March, 1881.

1116. Registering the Depths of Liquids, A. Lege, Clerkenwell.—15th March, 18S1.

1126. Sharpening Pencils, J. Darling, Glasgow, N.B. —15th March, 18S1.

1138. Ornamental Blind, AA⁷. P. \. AVyk, London.— 16th March, 1881.

1146. AVater Heaters, A. Sweet, London.—16f/t March, 1SS1.

1151. Fireman’s Dresses, C. AVraa, Blackfriars-road, London.—16th March, 1881.

1164. Lock-stitch Sewing Machines, B. Hunt, London.—17f/t March, 1881.

11SS. Alkali, J. Maotcar, Glasgow, N.B.—13th March, 1SS1.

1195. Balloons, E. G. Brewer, London.—l'Sth March, 1881. „ ,

1230. UnbreakabLe Composition, A. C. Henderson, London.—21 sLMarcli, 1881.

1238. Inclined Tramways, H. P. Holt, Leeds.— 21st March, 1881.    .    _ _

1244. Coating Metal Plates, R. Lewis and J. Lewis, Llanelly.—21s< March, 18S1.

1258. Packing Bottles in Cases, S. C. Davidson, Belfast.—22nd March, 18S1.

1319. Suspending Swing Looking Glasses, G. Keey, Birmingham.—24th March, 1S81.

1354. Casting Metals, J. C. Mewbum, London.— 26th March, 1881.

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ends of the two parts of the link can be opened or moved a sufficient distance from each other to admit of the insertion of the ends of the links or other contrivances to be connected or discon-

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1368. Gas, E. P. Alexander, Southampton-buildings, London.—28th March, 1881.

1381. Boots, I. Kay, Sheffield.—29th March, 1S81.

1394. Signalling Apparatus, J. C. Park and H. J. Pryce, {Sow, London.—29th March, 1881.

1405. Springs for Pistons, D. Blackadder, Sheffield.— 39th March, 1881.

1409. Gas Motor Engines, J. E. A. Gwynne and W. I. Ellis, London.—31sf March, 1881.

1427. Measuring Contents of Embankments, J. Imray, London.—31sJ 3Iarch, 1881.

1461. Condensed Milk, A. M. Clark, London.—2nd April, 1881.

1502. Preparing Warps for Weaving, G. C. Taylor, Huddersfield.—Sth April, 1881.

1527. Concentration of Soda Solutions, J. Imray, London.—Ith April, 1881.

15G7. Air Refrigerating Machines, T. B. Lightfoot, Hartford.—11 th April, 18S1.

1708. Boat Plug, A. M. Clark, London. -19th April, 1881.

1739. Stiffeners for Corsets, E. P. Alexander, London.—22nd April, 1SS1.

1901. Harvesters, E. P. Alexander, London.—3rd May, 1881.

2328. Human and other Figures, F. F. Bastier, Paris. — 27th May, 1881.

2420. Steam Boiler Furnaces, J. Henderson, London. —1st June, 18S1.

2498. Motor Engines, W. R. Lake, London.—Sth June, 1SS1.

2847. Collecting Fares, W. R. Lake, London.—29th June, 1881.

2944. Electric Telegraph Wire Ropes, J. P. Hooper, London.—5th July, 1881.

2953. Thermometer, M. Immisch, London.— 6th July, 1881.

29G2. Railway Vehicles, W. R. Lake, London.—6th July, 1881.

2995. Telephonic Apparatus, A. C. Brown and H. A. C. Saunders, London.—7th July, 1SS1.

3019. Combing Wool, W. R. Moss, Bolton.—9t/i July, 1881.

3031. Earrings, T. Perks, jun., Birmingham, and B. J. Perryman, Aston.—9th July, 1881.

30G1. Pencil Cases, W. E. Wiley, Birmingham.—13th July, 1SS1.

30G3. Yeast and Vinegar, J. Jensen, Xewcastle-on-Tyne.—13th July, 1SS1.

3157. Hose Coupling, W. E. Gedge, London.—20th July, 1SS1.

3101. Looms, H. J. Haddan, Kensington, London.— 20th July, 1881.

List of Specifications published during the week ending September 10th, 1881.

654, 6d.; 678, 4d.; 6S4, 6d.; 739, 4d.; 790, 4d.; 1233, Gd.; 1426, 8d.; 1971, Gd.; 2593, Gd.; 2G22, Gd.

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

ABSTRACTS OF SPECIFICATIONS,

Prepared by ourselves expressly for The Engineer at the office of Her 3Iajesty’s Commissioners of Patents.

321. Construction of Harbour and Dock Works, IF. R. Kinipple.—25tli January, 1881..—{Provisional protection not allowed.) 2d.

This consists in forming the foundations or the exterior portions or walls of such foundations of concrete, which is placed thereon—preferably in dredged channels—at that period before its setting when the concrete is in a plastic or clay-like condition.

370. Gas Motor Engines, II. P. Holt and F. IF. Crosslejj.—27th January, 1S81. Is.

This consists, First, in the use of a reservoir C, communicating with a gas-motor engine by a passage containing a check valve B, so that during the working of the engine the reservoir becomes charged from the cylinder with fluid under pressure available for

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starting the engine; Secondly, in connecting the check valve B to a movable cam, so that the valve may, when required for starting the engine, receive movements suitable for admission of compressed fluid from the reservoir to the cylinder; Thirdly, in the combination of a regulating valve controlled by a cataract, with a collapsible bag on the supply pipe of a gas-motor engine.

399 Steaming Textile Fabrics, E. Buckley.—29 th January, 1881.—(A communication by her late husband.)—{Provisional protection not allowed.) 2d, The apparatus consists externally of a box or vessel of cast iron or other suitable material closed at the bottom and open at the top. Above the bottom of this vessel is a false bottom, which is perforated all over, so that steam being admitted to the space below the false bottom will pass through the same into the vessel. Above the false bottom is a copper cylinder extending across the centre of the vessel, and above the top of the vessel is a steam pipe, which is connected with the copper cylinder and also by a supply pipe with the boiler. Sloping upwards from the top of the box or vessel—and nearly touching the steam pipe on each side—are two flat steam chests.

421. Machine Rest and Tool Holders for Lathes, II. and IF. Sutcliffe.—1st February, 1881. Od.

A stand is employed which rests upon and is secured to the gantry of the lathe, there being screw adjustments for setting the said stand. The latter carries a sliding head having One end of each spindle is so constructed as to receive and hold a drill or other tool. The other end of the spindle has thereon a spiral or other spring, and there are as many such spindles as there are drills, cutting, chasing, or other tools required to be used. The holding head has a lateral sliding or a ratary motion, so as to bring the required tool into position for work, and a catch and stop appliance insures the true relative position of the tool to the tap or other article to be operated upon.

428. Stocking and Sock Suspenders, II. 31. Knight. —1st Februo.ry, 1881. Gd.

This relates, First, to the application to and the employment with stocking suspenders, of a pad of india-rubber or equivalent material, secured to same by metal clips; Secondly, to the construction of suspenders out of one piece of metal for the gripping portion, in combination with or without the india-rubber or other pad.

433.    Lamps, W. II. Bulpitt.—1st February, 18S1. (hi. This consists in an improved mode of supplying air

to and for ventilating lamps from the bottom, in conjunction with a chamber and outer casing for effectively burning petroleum or other volatile oils.

434.    Railway Wheels, IF. II. Kit'son.—lst February 1881. Od.

The drawing shows a part section of a railway wheel in which a ring is used to secure the tyre A to the wheel centre or body B, a ring E, washer, or layer of wood, paper, or other analogous material being

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0/Lcr~:-interposed between the metallic disc D and the fastening ring 0, for the purpose of obviating any noise arising from direct contact of the metallic disc with the metallic fastening ring.

450. Sewing Machines, A. 31. Clark.—2nd February, 1881.—{A communication from A. J. Hurtu.) 2s. id.

The chief features of this invention consists in making the looper shaft in two parts, connected together in such manner that while the one receives continuous uniform rotary motion, the other, which carries the hook, receives at each revolution a slower or faster motion than the first, as may be required, in order that the needle thread shall be thrown rapidly off the shuttle.

476. Preventing Collisions of Railway Trains, IF. L. Wise.—ith February, 1881.—{A communication from Messieurs Bonfaut and Gayc.) lOd.

This relates partly to the method of automatically arresting a train by causing a rod or bar carried by tlie locomotive, when acted upon by an inclined bar or surface upon the permanent way, to move upward, and through suitable mechanism to shut off the supply of the actuating fluid to the engine.

480. Shackles or Slip Hooks for Pole Chains, &c., II. Bezer.—ith February, 1881. Gd.

The frame of the shackle is formed with an opening in which the tail end of the latch lies, this end being formed so that it can be easily taken hold of by the finger or otherwise, and moved sideways when it is required to release the latch; a stop limits the movement of the latch and thereby prevents the spring being overstrained. The latch and the frame are so shaped, relatively to each other, that the part of the latch from the pivot on which it works to the head, which part has to move outwards, projects beyond the frame, while the part from the pivot to the tail, which has to move within the frame, has the frame projecting beyond it.

492.    Safety and Economical Lamp, V. Ragosine.— 5th February, 1881.—-{A communication from C. von Kordig.) (id.

This relates to a lamp principally adapted for burning the luminous or light-producing composition known by the name of “ kordigene.” The lamp is composed of a cylindrical reservoir widened towards the bottom, in order to form a second reservoir. These reservoirs are surrounded with a casing, thereby forming a double wall, in order to prevent the radiation of heat during the burning of the lamp. Within the first-named reservoir is enclosed a perforated cylinder, which is widened at its upper part. This cylinder is perforated throughout its length, and is fixed on the bottom of the second-named reservoir. Within this cylinder is enclosed another cylinder, which is perforated with only a small number of holes, and which is narrowed at the upper part so as to terminate in a tube of small diameter. This last-named cylinder is filled with asbestos, cotton, wool, or a similar material. Where this cylinder is fitted or screwed by a cone on the tube of the burner is a perforated plate.

493.    Condensing Apparatus, &c., J. IF. Cade.—5th February, 1881.- {A communication from A. 3Ien-tion.) G d.

The First part of the invention consists in the use as a condensing or cooling surface, of tubes made of

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annealed glass, and in the method of supporting and fixing such tubes in a frame; and Secondly, in the general construction and arrangement of the densing apparatus, wherein such annealed glass tubes are employed.

495. Hatters Irons, H. A. Bonneville.— 5tli February, 1S81.—A communication from F. C. Taylor.) {Complete ) 4d.

This relates to an iron having its face and one or more concave surfaces provided with a bead or beads, in combination with a suitable handle connected thereto in a manner as will admit the reversibility of said iron.

501. Turning over Leaves of Music, &c., R. II. Padbury.—5th February, 1SS1. (id.

This relates to the adaptation to the music rest or other convenient part of a piano or music stand, or any other musical instrument, of an apparatus having flyers or turners brought round by springs and actuated at will.

505. Chimneys or Flues, <fcc., T. Rowan.—5th February, 1881. 6 d.

This relates chiefly to means for ensuring an effectual up draught in the chimneys or flues, and for filtering or purifying the smoke therefrom, so as to free it from dust, soot, sulphuretted hydrogen, and carbonic acid, and neutralising these gases.

510. Steam Boilers or Generators, H. II. Lake.—7th February, 1881.—(A communication from D. Ren-shaic and H. T. Litchfield.) id.

The boiler shell instead of being cylindrical is made large at the top and small at the bottom, both the bottom and top being curved and connected with each other by straight or fiat sides. At intervals along the

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if sides of the said shell sets of concentric water tubes . arranged vertically, the ends of the tubes being

panded into perforations in the upper and lower portion of the flat sides.

516.    Refrigerators, Ice Safes, and Preserving ^ Cabinets, G. Gilbert.—7th February, 1SS1. Gd.

This relates to the employment of a sliding door or frame.

517.    Combination or Letter Locks, E. Allebos.—7th February, 1881. (id.

This consists in the suppression ordinary lock in the system of letter combination safety closings for safes, and replacing this lock by set of bolts having notches, and set in motion by pins in a drum upon a central button which takes the place of a key, and also acts by its stem on a slider in connection with the buttons of a letter combination.

519. Alarum Apparatus, P. Everitt.—7th February, 1881. Gd.

The apparatus is fixed to a door or window, which, when opened, causes a hammer to strike a bell by the descent of a weight.

527- Water Closets, A. Clark.—7th February, 1881. Cd.

This consists, First, in constructing the casing of water closet apparatus of earthenware or other material with the trap, and independent of the basin or pan; Secondly, in the construction of water closet apparatus, consisting of revolving or lift-up basin or pan mounted in the casing, and provided with a combined flushing pipe and scraper.

530.    Mountings for Boots and Shoes with Ice Spur, L. Bensel.—Sth February, 1881.—(Not proceeded fcitli.)

The metal mounting of the shape of the heel is secured thereto, either by screws or by clamps, and carries a plate capable of turning on pivots, near the forward part of the heel, which plate has one or more ice spurs, so arranged that when the plate is turned into one position it bears with its edge upon the plate of the mounting, while the ice spur or spurs project downwards beneath the heel, so as to give the wearer a firm hold on the ice or snow.

531.    Clothiers’ Pressing and Ironing Machine, W. S. Clark and R. Davenport.—Sth February, 1881. —(Not proceeded with.) 2d.

A light frame is employed, on the top of which is fixed a headstock carrying one shaft in fixed bearings and another shaft in swing bearings. On each of these shafts is a hollow drum or roller, the peripheries of which run in contact, or almost in contact with each other ; the adjustable roller fixed on the shaft in swing bearings is heated. The two shafts are geared together by spur-wheels, and motion is communicated to them by a treadle or otherwise, and a pinion connected to a fly-wliecl is employed to reduce the speed.

532.    Gas Motor Engines, J. Fielding.—Sth February,

1S81. bd.

This consists, First, in introducing the charge into

the cylinder through a port or ports in the wall thereof, uncovered or opened by the main piston itself when it approaches the end of its acting stroke ; Secondly, in a gas motor engine wherein one side of the piston acts as an air and gas pump, and the other receives the force of the explosion, causing the succes-a number of tubes. The drawing is a side elevation of the condenser, the outer case and division plates being in section.

537.    Weaving Textile Fabrics, IF. Dewhirst.—Sth February, 1881.—{Not proceeded with.) 2d,

The warps are made of yarns, either of mohair, alpacca, worsted, or other wools, which are wound on the warp beam of the loom, and made the length of the piece, and such yarns are spun in the usual way, and afterwards placed on a warping machine for the purpose of preparing them for the warp beam of the loom, and when the warps of either of the said yarns are beamed, they are placed in a two treadle loom, and worked in the usual way; the weft, which is of cotton, is wound either on a tube or on a bobbin, and placed in the shuttle to be woven across the piece in the usual way.

538.    Cutting and Assorting Tea, I). Whyte.—Sth February, 1881. 0 d.

In this apparatus the tea is rubbed or pressed between revolving arms and the wire cloth or honeycombed metal bottom of a containing casing.

540.    Creating an Upward Draught in Chimneys, Shafts, <fcc., E. H. A. Herbert.—Sth February, 1881. —{Not proceeded vnth.) 2d.

The chimney shaft or pipe is capped with an elbow-having vertical and horizontal parts, and supported so as to be capable of easy rotation by the air in motion, acting on the fan blade or vane, by which this horizontal part is surmounted. Through the vertical part of the elbow is inserted a tube of much smaller diameter than the said horizontal part of the elbow, and concentric therewith, and of sufficient length to pass the upward channel or thereabouts. This tube has an enlarged mouthpiece thus always presented to tli» moving air, which in passing through it and the horizontal part of the elbow, draw out the contents of the vertical portion, and thus create the upward draught-therein.

541.    Withdrawing Corks or Bungs from Bottles, Casks, &c., F. W. Russell.—8th February, 1881. 6 d.

This consists in the employment of a cord, wire, or tape inserted in place in the act of corking, and passing either across, beneath, or through the cork or bung, or around the same, and between it and the sides of the mouth or bungliole of the bottle, jar, cask, or other vessel at two or more opposite sides of the cork or bung, a bight or loop of the cord, tape, or wire being allowed to project for the purpose of being seized in order to lift out or withdraw the cork or bung.

543. Stringing Pianofortes, II. H. Lake.—Sth February, 1SS1.—(A communication from A. K. Ilebard.) 8 d.

This relates to a double strand piano-string tension, device, consisting of a block with side projections, formed with holes to receive the ends of the strings which are passed through the said holes and wound round the projections, and a screw bolt passed through, the block and through a vertical flange upon the frame, covering the wrest block.

547- Registering Apparatus for Preventing Fraui> by Conductors of Omnibuses, Tramway Cars, &c., H. J. B. Kemiclo.il.—9th February, 1881.—{A communication from C. E. Wilson Bunster.)—{Not proceeded with.) 2d.

This relates to the employment of a bar or turnstile connected with registering apparatus.

548. Connecting and Disconnecting Link, J. Walker. —9th February, 1881. 6d.

The link is formed in two parts by being divided at both ends, the abutting portions of each part being bevelled, stepped, or otherwise suitably formed, so that when they are brought together they will bear one against the other. Across the centre of the link; is a bar divided in the centre, the two parts so formed, being attached to or formed on the inner face of tho respective parts of the link. Through the side of tin* link, and through the length of the said bar, is drilled, or otherwise formed, a hole, into which is introduced a bolt or rivet for the purpose of rivetting or connecting together the two parts of the link in such a manner as to admit of their being turned at an angle to each other on the said rivet or bolt, so that the abutting

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nectea; then by turning tho portions of the link back to their former positions so that tlicir respective ends again abut against each other, the ends of the said links or analogous contrivances will be securely enclosed within the connecting and disconnecting link

549. Hydraulic Lifting Apparatus, 31. Scott.—9th February, 1881.—{Not proceeded with.) 2d.

This relates to appliances to be employed in connection with hydraulic lifts and cranes, of the kind in which the weight of the moving parts of the lift or crane and load is raised by hydraulic pressure, the object being to economise the hydraulic power employed, by utilising the descent of the weights for

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This consists in marking the required pattern or patterns directly on the lining material itself, by stamping, printing, embossing, or other suitable means, and so dispense entirely with the paper patterns.

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accumulating pressure to be subsequently used for raising the weights.

550.    Fire-grate Cardboard Ornaments, S. H. Sharp.—9th February, 1881.—(Not proceeded with.) id.

This consists in making the ornaments by preference from one piece of material, and in stamping out of the material by means of a die an ornamental design or fretwork, by which means a free passage of air is admitted through the fretwork, thereby rendering such articles useful as well as ornamental.

551.    Fire-arms and Cartridges, L. Joalland.—9th February, 1881.—(Not proceeded with.) 2d.

The rifle is constructed with two barrels and for a range of 200 metres, which may be increased by rifling the bore of the tubes. The left barrel of this rifle contains tubes varying in number from three to six, according to the diameter of the barrel, said tubes serving to direct the lead, while the right is preferably smooth, although it may be constructed like the left side. The cartridge contains in its upper part as many tubes or conduits as there are tubes in the barrel to which it belongs, while the case of the cartridge receives the charge of gunpowder necessary for the gun. The cartridge may be made of metal, cardboard, or other suitable material, and is preferably composed of two parts screwed together in the centre for the purpose of facilitating the renewal of the charge.

552.    Machinery for Digging, Reaping, and Mowing, J. Parker.—9th February, 1881. (3d.

This relates, First, to the combination of an ordinary portable engine with a digging implement; Secondly, to the arrangement of gear allowing the combined machine to go either way, the engine always turning in one direction ; Thirdly, to the arrangement of digging tools when driven by cranks or excentrics, with supporting rollers to follow the inequalities of the ground; Fourthly, to the hinged fork-heads for facilitating the backward movement of the implement ; Fifthly, to driving the fork-heads by excen-tric gear ; Sixthly, to the arrangement for hinging and lifting the digging tools.

553.    Production of Ice, J. II. Willcox.—9th February, 1881. 6d.

This consists of the construction, arrangement, and combination of hollow longitudinal cells in ice-making machines, having similar cells placed transversely thereto, so that the blocks of ice can be readily removed therefrom without fracture, and so that the

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said cells are capable of adjustment, in order to produce blocks of ice of greater or less thickness, as may be desirable.

554.    Producing Polychromatic Prints, L. A. Groth. —9th February, 1881.—(A communication from G. Schwarzwald.)—(Not proceeded with.) id.

This consists hi applying to any object which has been partly or entirely covered with a layer of adhesive material, pulverised colours by moans of a vertically movable distribution.

555.    Compounds for Obliterating Smallpox Marks, Ac., E. Marriott.—9th February, 1881.— (Not proceeded with.) id.

The ingredients are pumice stone, elder flower, glycerine, white soap, and fatty matter.

556.    Instrument for Measuring Lines, F. P. d’Opdorp. — 9th February, 1881.—(Not proceeded with.) 2d.

This relates to an instrument for measuring the distance from one point to another on maps and charts.

557- Draw-off Taps of Kitchen Boilers, Ac., J. Davidson. —9th February, 1881. 6d.

This relates to the construction of draw-off taps of kitchen boilers or like hot water apparatus, so that they will open automatically, thereby ensuring safety in case of obstruction occurring in the pipes.

559. Decorating Buttons, J. H. Johnson.—9tli February, 1881.— (A communication from C. D. Dobbs.) 0 d.

This consists in forming holes (of suitable shape in cross section) in the button or other article, and sinking therein powdered or finely divided tinsel or glittering material.

561. Roofing Tile, C. D. Phillips.—9th February, 1881. 6d.

On each of the four sides of the tile is formed a system of grooves with corresponding tenons, so that

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each tile shall lock into another top and bottom right and left-hand side.

566. Feeding Wool to Carding Machinery, Ac., F. Craven.—9th February, 1881.— (Not proceeded with.) id.

The wool is raised from the box or hopper by a succession of rollers running at a varying speed; to some of these rollers a traverse motion is given hi order to blend the wool. The cleaning and burring is accomplished by having guards to the topmost rollers.

569^. Silicious Pig Iron, A. Crawford.—lOthFebruary,

This consists in the production of a highly silicious pig iron, that is to say, a pig iron containing from 7 to 8 per cent, and upwards of silicon, by smelting with the iron-producing materials either “open hearth” steel slags, Bessemer slags, or analogous slags sufficiently high in silica and low in sulphur and phosphorous essentially.

570. Facilitating the Cutting-out of Ladies and Children’s Dresses, Ac., J. G. Dowd.— 10th February, 1881 .—(Provisional protection not allowed.)

564. Injectors, W. L. Wise.—9th February, 1881.— (A communication from II. Cuau.) (id.

This consists in the use in combination of a lifting or drawing injector, a special ejector E, having two opposing nozzles E¹ B, separated by a small annular

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space (the generating lines of the said nozzles being inclined to their common axis at an angle of fifteen degrees), and a two-way cock, whereby the said ejector and injector are successively supplied with steam.

565. Gas Engines, A. T. Allcock.—9th February, 1881.

6d.

This consists partly in the general arrangement of the valves A and B, whereby the admission of the charge to the cylinder and the exhaust from it are regulated and governed by the main valve A alone and

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rendered constant, the time of cut-off and of ignition being determined by the cut-off valve B alone, the ignition taking place through the port A¹ in the main valve A.

571. Ventilating, Cooling, and Warming Buildings, Ac., II. Mestern.—19th February, 1881. 9d.

The apparatus consists of two chambers, one within the other, the inner one being open at each end, and communicating with the outer one at the bottom, and a space being formed between the two chambers. At the upper part of the apparatus water under pressure entering by a pipe is admitted through a nozzle

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in finely divided _ streams into the top of the inner chamber, into which also air is free to enter through apertures or passages over the open top. At the bottom of said outer chamber is fitted a pipe to carry off waste water, and at the top a chamber with a cap or cover, perforated at the top to serve as a distributor. 572. Aerated Beverages, H. S. Wellcome. —10th February, 1881.—(Not proceeded with.) id.

The beverage is prepared by combining with aerated water one (or a combination of any one or all) of the following substances Caffeia or caffiena, theo-bromina, cocoina, guaranin, and ilixn.nt.Tiin

Cigars, T.“ Browning. — 10th February, 1881.—(Not proceeded with.) 2d.

This consists in the construction or arrangement of trays to be used in conjunction with a casing in such a manner that a free passage of air is allowed to enter and pass through them and between cigars, which are laid or arranged, singly and loosely in the trays for the purpose of conditioning or ageing them.

576. Spinning and Doubling Cotton, Ac., G. Bod-—10th February, 1881.—(Not proceeded with.)

This relates principally to “ring throstle” spinning and doubling frames, and especially to the arrangements for supporting and lubricating the spindles, and to the construction of the rings of such machines.

578. Braces, Garters, Ac., G. ' Walker.—lOi/i February, 1881—-(Not proceeded with.) 2d.

This consists in making the brace ends, Ac., of chain, silk, cotton, cord, twisted wire, leather, or any woollen or other textile material, in any required combination, for the purposes (so far as relates to brace ends) of facilitating the action of the runner upon the roller, and of preventing the unequal strain upon and injury to the sewn thread, uniting the buttons to the trousers.

579. Electro-photographic Receivers for Telegraphs, II. Chameroy.—10th February, 1SS1. Cd.

The inventor arranges his apparatus in several different ways, but space will only permit of our describing one of these arrangements. In the figure, A is a mirror, B a truncated cone swung so as to be movable, and attached to a magnetic needle ; C is a drum on which the sensitised paper is rolled ; D a bath containing a developing liquid ; E the paper ; F the clockwork which draws it forward. The cone B is open above and pierced with two holes on its lower

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surface, the needle inclining in one or other directions according to the direction of the current, and thus the ray of light striking the mirror is projected through the holes in the cone and through the hole H in the cover of the camera K, striking the sensitised paper all the time the current passes, and consequently produces signs similar to those of the Morse telegraph.

580.    Safety Hooks for the Cages of Collieries, Ac., W. Hewitt.—10th February, 1881.—(Not proceeded with.)

The detaching apparatus used with an ascending cage to prevent the cage from being wound over the rope pulley consists of two L-shaped levers joined together at the bottom of the vertical legs thereof ; the inside faces of the said vertical legs are in the same plane, but are recessed to admit or retain certain pins or bolts. The recesses made in the inside faces (the faces which are brought together) of the long vertical legs of the L-shaped levers are equally divided between the right and left leg ; First, one vertical recess into which fits the shank of the suspending bolt is made at the top end of the said legs ; Secondly, one transverse recess which cuts into the bottom end of the vertical recess is of the same form and made to admit the transverse equal sided projection on the bottom end of the said suspending bolt; Thirdly, one transverse recess under and cutting into the second named recess is of about the same width as a bolt, the said recess being made taper for a short distance from the end thereof.

581.    Slow Combustion Smoke Consuming Grates, F. Edwards, jun.—lOth February, 1881. 6d.

This consists in the adaptation to slow combustion grates of a movable screen or blind suspended in front of the bars by means of chains and balance weights so arranged as to be readily accessible for inspection and repairs without in any way unsetting the grate.

582.    Galleries of Gasaliers, Ac., J. Sherwood.—10th February, 1881. 4 d.

A clip or lever which is governed by a spring is attached to one or more of the arms for the purpose of keeping the globe or glass steady.

583.    Treatment in Centrifugal Machines of Sugar, Ac., J. H. Johnson.—lOt/i February, 1881.—(A communication from E. Etienne.—(Not proceeded with.) 2d.

This relates to a system of liquoring in the centrifugal machine by the employment of cleare without steam.

584.    Purifying the Smoke from Boiler Furnaces, Ac., 0. Buhner and W. Stones.—10th February, 1881. —(Not proceeded with.) id.

A tank of water is placed between the fire or furnace and chimney. Above the tank is fixed an arrangement of perforated pipes, plates, or grating, from or through which a continuous shower, or dropping of water, takes place, which falls into the tank below. A suitable space is provided between the perforated pipe, plate, or grating, and the tank, through which the smoke passes previous to going up the chimney, which, whilst passing through the shower, spray, or dropping of water, is relieved thereby of its impurities, these being thrown down into the water contained in the tank.

585.    Machines for Setting Saws, Ac., W. J. Marks and T. Pritchard.—10th February, 18S1.—(Not proceeded with.) id.

Pegs or punches are arranged in a frame so as to be able to rise and fall, their position in the frame being regulated by a spring. The saw is placed on an anvil, and the punch is struck by a hammer.

586.    Steering Apparatus, G.B. Davis.—lOthFebruary, 1881. 6d.

This consists, First, in the combination of a nut and shaft with the coned surfaces or friction plates in combination with the sheaves and worm wheel for use in steering vessels ; Secondly, the arrangement of the valve operated by the steersman and counter operated by the engine.

590. Mechanical Plaiters for Piling Cloth, W.

1881. 6d.

a quick threaded screw

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cut from opposite cuds for communicating a self-reversing traversing motion for the purpose of piling cloth while in the form of a rope.

592. Manufacture of Combs, Porcupines’ Gills, Ac., T. R. Harding.—10th February, 1881. Od.

This consists, First, in the method of drilling porcupines’ gill stocks, and card staves in a helical form ; Secondly, in the making of combs cut out of rolled brass without bending; Thirdly, the making of circle combs of rolled brass bent to form and jointed.

594. Bicycles, Ac., H. G. H. Berkeley.—11th Feb-1001.—(Provisional protection

This consists in the application and use to the axle of the driving wheel of a bicycle or other velocipede, at each side thereof, a toothed wheel or pinion geared mto by a toothed, wheel placed immediately above it the same vertical centre line, or to either side of it as found most suitable. To these engaging toothed wheels are attached the propelling levers and treadles, so that for producing a forward motion of the bicycle or other velocipede, the feet act on the treadles in the reverse direction to that at present the case.

595. Folding Easy Chairs, A. Lloyd.—11th February, 1881. 6d.

The seat is formed by two frames hinged together by the front rails, the arms of the chair to be attached to the top frame of seat, and when used as bed, the said arms to act as rest—in place of legs—for head of bed. The back is hinged on to the bottom frame of seat, and so constructed as to act as rest—in place of legs—for foot of bed.

597- Fastenings for Brooches, Bracelets, Ac., & Wood and G. R. Jolliffe.—11th February, 1S81.-—(Not 'proceeded with.) id.

This relates to a means for preventing brooches, Ac., from coming undone.

598. Slide Valves of Steam Engines, F. Pilkington. —11th February, 1881. 6d.

The laps at each end of the slide valve are dispensed with, and in place thereof a supplementary slide is arranged to work on the existing valve free, and which is carried along by the slide valve and acts as

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the lap, a given amount of play or space being left between the two valves to supply the required quantity of steam to the port, and which slide is arranged to follow the valve and then to cut off the steam supply at any required point in the stroke of the engine.

599. Machinery for Mixing the Proof

Hat Manufacturers, S. Forrest.—Uth February, 1881.—(Not proceeded with.) id.

This relates to the employment of a pair of mixing hoops or elliptic bars, one edge of each of which is filled in with a suitable blade, which presents a wider surface to the material and thus assists in the mixing operation.

601.    Bracelets, Rings, and Glove Fasteners, W. West.—11th February, 1881. 6d.

This consists of two semi-elliptical or other shaped parts connected together by thin strips or bands of metal, connected with one part sliding into and out of the other part, and thereby effecting the closing and opening of the bracelet or other article.

602.    Appliance for Preventing the Bursting of Water Pipes by Frost, Ac., L. Appleton.—11th February, 1881 .—(Not proceeded with.) id.

This relates to the construction and arrangement of vent tap or cock to be applied to ordinary water supply pipes and to the circulating pipes of hot water apparatus.

603.    Apparatus for Spinning and Twisting Worsted Yarns, Ac., H. Illingworth.—11th February, 1881. —(Not proceeded with.) id.

In place of applying the tubes or spindles which carry the bobbins vertically, or so as to operate at a tangent to a radial line from the driving cylinder, they are placed in an oblique direction, or so that the bands operate equally, or thereabout, at the highest and lowest positions of their traverse.

604. Bicycles, Tricycles, &c., J. H. Gosling.—11th February, 1881 .—(Not proceeded with.)

This relates to improvements in or applicable to the socket heads of bicycles, tricycles, and other velocipedes, whereby the friction of such socket heads is diminished, and the necessity of using a lubricant is avoided.

605. Apparatus for Washing, Bleaching, and Dyeing Textile Fabrics, D. Stewart.—11th February, 1881 .—(Not proceeded with.) id.

This consists in forming the conducting revolving pullies, wheels, rollers, or drums, or their acting rims or peripheries, of porcelain, pottery, earthen and stoneware, or china or glass ware.

606. Corsets, R. Langridge.—llth February, 1881.— (Not proceeded with.) 2d.

This relates to the manner of sewing the seams.

609. Spring Beds, <fcc., E. P. Alexander.—12th February, 1881.—(A communication from A. Herbert.)

This relates to the construction and arrangement of spring bed or reclining surface, consisting of an elastic frame formed of two longitudinal blade springs connected together transversely, this elastic frame being capable of adaptation to all kinds of bedsteads, and constituting separately a mattress or hammock.

612. Harrows, II. G. Grant.—12th February, 1881.— (A communication from C. Moulin.) id.

The harrow may be formed with movable or fixed teeth as desired, and consists of a number of crossbars

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fixed by means of wedges, and so arranged that oild set of crossbars turn on the said wedges as on pivots. The teeth turn with one series of bars. To make the said teeth movable or fixed when required a hand lever under the control of the operator is carried by an upright frame. A curved rack or disc is mounted the bars, and a spring latch on the lower end of the lever enters in one or other notch in the curved rack and fixes the teeth.

613. Moulds for the Manufacture of Sugar, J. Duncan and B. E. R. Neiolands.—12tft February, 1881. Gd.

The outside of the mould of each individual slab of sugar is made of a separate piece of metal bent or cast to shape, on each side of which is placed a thin iron

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higher resistance than the lamp, it will be found that on switching on the current to the carbon and the lamp a smaller portion will flow through D than through C, and the light developed will be correspondingly less, but as D builds up by the deposition upon it of carbon from the surrounding gas, its resistance

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platc. These moulds are used either separately or placed side by side. The drawing shows a vertical section of a mould.

614. Preparation of Fruit, A. J. M. Bolmachi.—12tli February, 1881. lid.

This consists in the manufacture of substances suitable for producing beverages by treating the fruit “ ceratoria siliqua,” either separately or in combination with the seed or seeds known as “ vicia sativa ” and “ Dholl,” by grinding or disintegrating the fruit, and afterwards'roasting it in a ground state.

616. Piston Rings, A. Henshaw.—lith February, 1881.

Gd.

The ring is cast or formed of any suitable metal in its rough state of a larger diameter than the diameter of the cylinder it is intended for, with a gap of suitable size in its periphery; this is closed by compressing

gradually falls, permitting an increased flow of current and increased brilliancy of light. When the light is equal to the standard lamp the operation is to be arrested.

650. Looms, A. M. Clark.—Ibth February, 1881.—(A communication from C. Coupland and J. II. Tingue.)

The object is to provide for weaving double-piled fabrics, such as plush, and for weaving two or more pieces of fabric at once with a single lay and reed.

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plate provided with fastening prongs bent at right angles thereto.

2593. Improvements in Electric Clocks, A. M. Clo.rk.—lith June, 1S81.—(A communication from J. Schwdzer.) Gd.

In this clock the barrel is dispensed with, and two wheels are employed, of which one is fixed on the arbor of the minute hand and drives the motion work which moves the hour hand. The other drives the pinion on the escapement wheel arbor. Thus the power is applied directly to the centre wheel. A ratchet wheel having fine teeth rides loose on the same arbor as the first wheel mentioned above. This wheel is rotated by the gravity of a weight, which is raised again when it has fallen to its lowest point by electrical action, the ratchet wheel in the meantime, whilst the weight is being lifted, being turned by the stress of a spring. The specification describes at length the means of determining with precision the closing and breaking of the electrical circuit in connection with the lifting of the weight.

2622. Drying Limestone, Sugar, Cereals, &c., W. R. Lake.—lGthJune, 1881.—(A communication from The Intmxational Pavement Company, Incorporated.— (iComplete.) Gd.

This consists of a hopper for containing material to be dried, a conveyer, a revolving drying cylinder constructed to receive the material from the said conveyor and pass it through the cylinder, a discharge chute to carry off the dried material, an air chamber enclosing the drying cylinder, pipes for enabling the air chamber to communicate with the interior of the said drying cylinder, and a chimney for carrying off the vapours evolved from the material during drying. 4311. Extracting Grease, IF. Bricrley.—22nd October, 1880. —(A communication from E. Haase.)—(Not proceeded with.) 2d.

This relates to the method of extracting the grease from greasy substances by means of benzine, sulpho-carburet, or similar substances, and at a temperature lower than the one of boiling water.

5397- Horizontal Saw Frames, T. N. Robinson.— 23rd December, 1880. id.

A double crank shaft is used for actuating two horizontal frame saws.

244,852. Sulky or Wheel Plough, JohnF. Carnagy, Covington, Ind.—Filed June 1st, 1881.

Claim.—(1) In a wheel plough, the combination, with the plough, of the sliding pole or tongue, and means adapting the backward sliding tongue to lift the plough free from obstructions or out of the ground. (2) The combination, in a wheel plough or its equivalent, of the sliding pole or tongue,

movement of said

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the plough having a hinged connection with the frame, and the cord or chain connecting said plough and tongue, arranged to lift the plough when the tongue is backed, substantially as described. (3) The combination, with the frame of a wheel plough or its equivalent, of the fixed pole beam E, sliding pole F, and cord or chain G, arranged and operating substantially as described, whereby the backward movement of the tongue is made to lift the plough free from an obstruction.

244,918. Electrical Signal Transmitter, Garret S.

Mott, Philadelphia, Pa.—Filed February, 14th, 1S81.

Brief— A transmitter adapted to send signals, but so arranged that no signals will be transmitted while winding. The contact electrode rides back over a

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the ring with a suitable cramp or similar means, and while it is thus compressed it is turned up to the exact diameter of the inside of the cylinder.

617. Portable Drilling Machines, T. and R. Lees. —lith February, 1SS1. Gd.

This consists in the employment, use, or adaption of a differential motion to portable drilling machines

For this purpose two shuttles are used with a reed of usual width by placing a second shuttle race above the usual race-way. The drawing is a front elevation of a lay and reed.

654. Sorting or Separating Seeds or Grain, K. H. Sanders.—lbth February, 18S1. Gd.

This relates to effecting the separation of the seed by means of an inclined travelling apron, receiving simultaneously a longitudinal continuous motion and a transverse to-and-fro shaking motion.

678. Preparing Oxychinolines, Z. H. Skraup.— lGth February, 1881. id.

This consists in the preparation of oxychinolines by by the action of glycerine and sulphuric acid upon a mixture of mononitrophenol and monoamidophenoL

684. Fancy Yarns, G. A. J. Schott.—17tA February, 1881.—{Complete.) Gd.

This relates, First, to a new or improved fancy yam «r twist consisting of a plain thread or yam of wool or other suitable fibrous material, either single or manifold, laid in an undulating or wavy line, and

244,742. Vehicle Wheel, John S. Crowell, Spring-field, Ohio.—Filed March 26th, 1881.

Claim.—{1) The combination of the hub body having longitudinal grooves formed in its outer surface, the rigid spokes having the inner bent ends seated in said grooves, and the collars applied to the hub and engaging circumferentially over the ends of the spokes, as described and shown. (2) The hub body provided with the threaded necks and the outwardly-inclined spoke seats E, in combination with the collars D and the spokes B, having bent inner ends. (3) The metallic hub provided with the threaded necks at the ends, the spoke seats E, the radial web G, provided with spoke seats I in its two sides, and the collars D, provided with the faces K, L, and M. (4) In combination with the felly and a hub provided with recesses in its periphery, the rigid thrust spokes constructed in pairs from a single bent rod of metal, the two spokes of each

spring bridge while in the act of winding. Claim.— The combination, in an electrical signal transmitter, of a brake plate and rotating carrier having a yielding contact piece, with a pivotted spring lever having one end adapted to bear on the said brake plate in the path of said contact piece, substantially as specified.

CONTENTS.

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The Engineer, September 16th, 1881.

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pair being secured at their inner ends in the of the hub by means of collars encircling the same, substantially as shown. (5) In a metallic wheel, the combination of a felly, a hub provided with spoke receiving grooves in its periphery, and spokes constructed in pairs, each pair consisting of a single bent rod of metal seated at the middle against the felly, and secured at its ends to opposite ends of the hub by means of collars, applied substantially as described, to maintain a strong endwise pressure upon the spokes. (6) In a carriage wheel, two rigid spokes having their inner ends attached to opposite ends of the hub by means of encircling collars and their outer ends ari-anged to bear against each other witli a thrusting or pushing action.

recesses

a series of

The Paris Electrical Exhibition. No. V. (Illustrated.) ....................

Life Among the Lighthouses. No. I.......199

Johnson’s Telephone Transmitter. (Illustrated.) 200 Consumption of Power in Rolling Iron and Steel

Engines of the s.s. Virginian. (Illustrated.) .. 202 Samuelson’s Sheaf-binDing Reaping Machine.

(Illustrated.)..........

Letters to the Editor—•

Engine-room Artificers, R.N

Pneumatic Clocks ......

The Institution of Mechanical Engineers .. 204

Gold Losses.............

Vacuum Brakes...........

The Iron and Steel Institute ..    .

199

200

203

204

204

204

for the purpose of providing a uniform feed action to the drill according to the work to be operated upon, and controlled by the stud or pin upon which the two wheels are keyed.

623.    Separating Metallic Minerals, &c., A. Browne.—lith February, 1881.—(A communication from II. Strickland.)—(Not proceeded with.) 2d.

This consists in separating metallic minerals from each other; also from any non-metallic substance or substances which may be present, by means of one or more rising columns of water.

624.    Retaining Heat in Cooked Food, E. A. Brydges.—14th February, 1881.—(A communication from Dr. E. Finne.) Gd.

The apparatus consists of an outer ease or box and interior cylinders, having the space between the outer case or box and the inner cylinder filled with cork, cut into small bits or pieces, and cotton.

625.    Apparatus for Obtaining the Products of Distillation from the Gases of Coke Ovens, J. C. Mewburn.—14th February, 1881.—(A communication from T. Scholz and F. Stroehmer.) 6d.

This consists partly in the introduction of steam in both directions into the evacuating tube of coke ovens—that is to say, in the direction of the evacuating gases and in the opposite direction—for cooling the tubes for mixing with the gases, and for regulating the progress of the cooking process.

628. Metallic Cartridge Cases, IF. Lorenz.—14th February, 1881.— (Not proceeded with.) 2d.

The cartridge cases are manufactured of east steel.

632.    Fancy Woollen Looms, <fcc., IF. Tetley.—lith February, 1881.—(Not proceeded icith.) 2d.

This relates, First, to an arrangement of apparatus by means of which the peg cylinder may be turned round in either direction ; Secondly, to the use of draw-bars formed in two parts connected together by a socket joint or hinge ; Thirdly, to placing a series of howls mounted upon a flat rod' between the peg lags and the draw-bars.

633.    Looms, E. Smith.—lith February, 1SS1. Gd.

This consists in the use of shuttle carriers for special

shuttles in looms, provided with spring shuttle-holders and fixed on radial arms, for the purpose of weaving “dhootas” or other bordered or fancy fabrics.

639. Carbon for Electric Lighting Purpgses, IF. li. Lake.—Ibfh February, 1881.—(A communicati from H. G. Maxim.) Sd.

This is a method of making carbon conductors of uniform capacity and resistance. The inventor’s apparatus permits of the carbon being tested in comparison with a standard lamp, at the same time that it is gradually added to by the deposition on it of carbon from a surrounding carbonaceous gas, until its light is equal to that of the standard lamp. The apparatus is shown in the figure, H being a tube leading to an exhausting apparatus, and I a vessel containing gasoline or other volatile hydrocarbon oil. The method of using it is as follows:—The cock N being closed the air is exhausted from globe L, after which a current is passed through the carbon D, to expel occluded gases which should also lx; pumped out. Then on opening N the vapour of gasoline will flow from I into the globe, filling it to the required degree— a pressure of about lin. of mercury is

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combined with two pliable continuous entwining threads; Secondly, to the arrangement of apparatus sisting of the additional rollers A A¹, adjustable plate C, toothed wheels N, O. P, Q, bearers H, brackets R, rod E E, and when necessary an interpolated friction roller in combination with rollers B B¹, spindle I, bobbin K, guides L M, guide wire D, and arms F G.

739. Marking the Ground for Lawn Tennis, &c., F. H. Ayres.—21st February, 1881. id.

This consists in the combination with a tank for holding colour, of a wheel driving an elevator wheel either by a pitch chain or gearing, and a trough, either whole or jointed, to convey the colour to the ground, either direct or over a distributing wheel.

790. Heating Furnaces by Coal Dust, <fcc., G. E. Vaughan.—2ith February, 1881.— (A communicati from G. M. Thomson.) id.

This consists of an apparatus for burning coal dust and other pulverised fuels, composed of a hopper and of a horizontal shaft, provided with worms or screw blades set in opposite directions from the centre, whereby the fuel is conveyed into pipes, in which it is mixed with atmospheric air, and thence blown into a combustion chamber.

on

1233. Horizontal Wind Motor, L. A. Pur per.—21st March, 1881. Gd.

This consists essentially of a four or more sided or round frame, shell, or case containing a ring, fly, or pallet wheel, fixed on a rotating upright shaft, the wind being conducted into such frame, shell, or case, so as to act on the said wing, fly, or pallet wheel in

____ direction of its revolution, only the opposing

currents being diverted or excluded from the said frame, shell, or case, either by means of special closing parts, or by means of conducting boards or pallets.

1426. Harvesting and Sheaf-binding Machinery, J. Hornsby, J. Innocent, and G. T. Rutter.—31si March, 1881. 8 d.    .

One part relates to means for raising and lowering the machine in order to adapt it to the height of the corn to he cut. The binding apparatus is automatic in its action, and so constructed that all the sheaves are of about the same size.

1971. Lacing Hooks and Studs for Wearing Apparel, H. J. Haddan.—6th May, 1881.—(A communication from G. IF. Prentice.—-(Complete.) Gd.

One form of stud consists of an improved metallic connection, having a central shank to receive the button head, which may he moulded thereon during the process of manufacture, an intermediate neck portion adapted to receive an eyelet, and a connecting

the

244,759. Master-Key Lock, Daniel K. Miller, Philadelphia, Pa.—Filed November 8th, 1880.

Claim.—(1) The combination of the bolt and the notched tumblers of a master-key lock with twostumps independent of the tumblers, one stump being adapted to the notches brought into line by the special key, and the other to the notches brought into line by the master-key, and with devices whereby the entrance of either stump into its nstches is caused to release the bolt, as set forth. (2) The combination of the bolt and the notched tumblers of a master-key lock, a dog B, having two stumps M Ml formed on or secured

| 244.759|

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thereto, and a bolt retaining and releasing device to which said dog is pivotted, said stump M being adapted to the special key notches and the stump Mi to the master-key notches, all substantially as specified. (3) The combination of the notched tumblers the locking bolt C, having two notches F and G, and a stump-carrier having a lug or projection adapted to either of the notches F and G of the bolt, as specified. (4) The combination of the notched tumblers, the locking holt B, having two notches F and G, and a stump-carrier consisting of a bell crank lever D, one arm of which has a lug or projection adapted to either of said notches in the bolt, as set forth.

244,805. Horse Hay-rake, William II. Hall, Tiffin, Ohio.—Filed May 20th, 1881.

Claim.—(1) The combination with a rake head and a cap secured to the rake head, and provided with an elongated groove in its side adjacent to the rake head, of two rake teeth having their upper ends bent at

.    ..204

.    .. 205

Manufacture of Small-arms in the United

States ..................

Leading Articles—

Electricity on Tramways........

The Proportions of Marine Engines The Canada Pacific Railway ..

The Blackheath Subsidences Railways and the Population ..

The Faure Battery and the Electric Light 209 A Marine Exhibition Lighting Steamships with Gas Literature—

La Locomotiva ........

Tenders—

Brewery Plant, Hythe Pickles’ Steam Cross-cut Saw. (Illustrated.) .. 210 Sherwin’s Small Shearing Machine. (Illustrated.)

Massey’s Drop Stamp. (Illustrated.)......210

Vertical Engine with Dynamo-electric Machine. (Illustrated.)............

Smith’s Signal Whistles. (Illustrated.) ..

Hall’s Crusher for Mountainous Districts.

(Illustrated.)..................

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 211

Notes from Lancashire ......

Notes from the North of England

Notes from Sheffield........

Notes from Scotland........

Notes from Wales and Adjoining Counties .. 212 The Patent Journal Abstracts OF PATENT SPECIFICATIONS. (Illus.) 214 Abstracts of American Patent Specifications.

(Illustrated.)............

Paragraphs—

Paddington Station........

University College, London

Forcing Wheels on Shafts......

Landslip at Elm..........

A Large Corn Sugar Factory The Steamer City of Rome Naval Engineer Appointments South Kensington Museum ..

The Inventor of the Screw Propeller

208

.. 207 .. 207

208

.    .. 209

209

209

209

209

210

211

.. 211

211

212

212

212

216

. ..200

202

.    .. 204

.    .. 205

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|244.3C5j

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right angles and in opposite directions, said bent portions being arranged to overlap each other, and secured in the groove in the cap, substantially as set forth. (2) The combination, with a rake head and grooved cap secured thereto, of two rake teeth having arms C D formed on their upper ends, one of said arms being provided with a lug E, which engages with the other tooth, whereby the displacement of both teeth rom the cap is prevented, substantially as set forth

The Inventor of the Screw Propeller.— The French give Frederic Sauvage the credit of the invention of the screw propeller, and accordingly the French Government and the people of Boulogne have contributed to the expense of a statue of Sauvage, who was born in Boulogne in 178C. His father was a shipbuilder in that town, and came of a very old family.

South Kensington Museum.—Visitors during the week ending Sept. 10th, 1881 :—On Monday, Tuesday, and Saturday, free, from 10 a.m. to 10 p.m., Museum, 12,679; mercantile marine, building materials, and other collections, 6192. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. till 6 p.m., Museum, 1908; mercantile marine, building materials, and other collections, 692. Total, 21,471. Average of sponding week in former years, 18,967. Total from the opening of the Museum, 20,338,264.

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The object of these diagrams is to facilitate a comparison between the different stops made by trains when the speed of the train and the distance in which the stop was made are known. The forces concerned in producing the stop, inclusive of brake power, fviction, and gravity, assumed to be uniformly acting throughout the stop, and thus a basis of comparison may bo made by expressing the average efficiency of these retarding forces as a percentage of the weight of the train.

This average may be calculated by the formula x — 3‘34y, in which x = the retarding forces in percentage of the weight of the train, also called the ‘ pjGaoENTAQE op retardation.’ v — speed in miles per hour, d = distance of stop in feet.

The large diagram, however, renders such calculations unnecessary.

are

xlt*ain is stopped from a speed of 62 miles

Exampl* : hour, in 940 fret ,

Tlien a' t;! ^ ₍ ^rsection a of the horizontal speed line and the vertical ^ &»We find that 13*6 is the nearest percentage line. Thus t Harding force is 13-6 per cent of the gross weight of th*

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The percentage line 13 -Q intersects the 50 mile speed line at b, which shows the distance required to be 613 feet.

ALLOWANCE FOR GRADIENTS.

Should the stop be mads upon a gradient, the equivalent distance on a level may be ascertained by the aid of the lower diagram. The influence of a gradient is equal to the fall or rise per 100 units of distance, and the rate must be expressed in percentages. Thus, 1 in 100 = 1 per cent. If the gradient rises, this must be deducted from the percentage of retarding forces previously obtained : if the gradient falls, it must be added.

Example : Suppose the stop above alluded to took place on a falling gradient of 1 in 80, then, by following the vertical line 80 down to the curve, the horizontal line at the point of intersection shows almost 1 3 per cent, which added to the percentage of efficiency already obtained, 13-6, brings the real efficiency of the brake to 14 9 per cent.

The quickest stop ever made by a brake is mentioned in a paper read by Captain Douglas Galton before the Institution of Mechanical Engineers, April 1879. The experimental van. fitted witb the Westinghouse AUTOMATIC Brake, when travelling at a speed of 60 miles per hour, was slipped from the train and was stopped in 167 yards, which gives a percentage of retardation of a little under 24 per cent.

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