we proceed to prove a theorem or solve a problem by algebraical methods—for instance, a problem as to the number of acres in a field which is reaped under certain conditions— we begin by saying, “ Let x = the number of acres in the field.” We have then defined the term x for the purpose of that particular problem ; from henceforward it stands merely as a convenient symbol for the words by which it is defined, and if we take care to preserve its meaning altered, we shall solve the problem much more easily and clearly by its aid. And this will not prevent us from defining the same term as something quite different—say the number of gallons in a particular tank—for the purposes of the next problem we may wish to attack. In both we are merely defining a term, and have only to take that we keep the term to its definition. But when Euclid defines a square as a quadrilateral figure, of which all the sides are equal, and all the angles right angles, he is not telling us in what sense he is going to use a particular word, but is giving a sufficiently accurate description of a particular thing, namely a geometrical figure of which rybody has a general knowledge, and the exact properties of which it is his purpose to investigate. And all his other definitions will be found to be of a similar character.

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definitions given to x in algebraical problems, is that in every case it expresses the unknown quantity which is the subject of inquiry. Similarly in Co-ordinate Geometry, x expresses the co-ordinate of a point as measured not up but across the paper. If in any particular case we were to reverse this, and call x the co-ordinate measured up the paper, we should be extremely likely to get our work into confusion. Similarly, in giving a scientific definition, as a term, to a word which is used in ordinary speech, it is most desirable that the scientific should not be inconsistent with the ordinary acceptation. If it is, confusion is sure to follow, from the natural error of sometimes mixing up the meaning of the scientific term with that of the ordinary word—a fallacy than which none is more common in argumentative writing of all kinds. Thus, if we were to define nature as “ the totality of all phenomena,”—a definition actually proposed—we should certainly run into confusion when

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THE FOUNDATIONS OF MECHANICS.

By Walter R. Browne, M.A.

1. It cannot, I believe, be denied that amongst those who have to apply science to practice, and especially therefore amongst engineers, there exists considerable confusion as to the meaning of the fundamental definitions and fundamental principles, on which the science of mechanics is built. These definitions and principles are explained, it is true, in the various works written upon the science ; but the explanations are not always as full and as clear as would seem requisite to prevent confusion ; nor is it always easy to reconcile, at least at first sight, the definitions and explanations given in one work with those given in another. There would thus appear to be a want of some treatise which shall apply itself specially to the task of setting forth those fundamental definitions and principles in the fullest and clearest manner; using the accounts of them given in the works above-mentioned, as a guide, but supplementing or explaining these where necessary, and taking care to show how they harmonise with the actual facts, as to which, it may be stated at the outset, there is among scientific men little or no dispute. This want was, in fact, strongly insisted upon in a leading article of The Engineer, February 25, 1881; and it is in the hope of supplying it, at least in some measure, that the following pages have been written. They are not addressed to actual beginners in mechanics, but rather to those who have studied the subject in the ordinary way, but who still feel that they need a firmer and surer grasp of the principles, especially in order to be able to apply them with confidence in jiractice. It will be assumed, therefore, that the reader is familiar with the leading facts and propositions, both of mechanics and of engineering, and free reference will be made to these whenever necessary. For the same reason no attempt will be made to divide the subject sharply into the three branches of statics, dynamics, and kinematics—a division which is convenient for the purpose of elementary instruction, but it is in some ways unfortunate as regards the study of fundamental principles. On the other hand, the treatise is still less intended for advanced students of higher dynamics, whose perfect familiarity with, and agreement in, the symbolic form of the science, renders them comparatively indifferent to the names employed for its elementary conceptions. Their business is to rear and to ornament the building; mine is the humbler one of attempting to give an accurate plan of the foundations—a part of the structure which architects and householders are both somewhat inclined to neglect, but an acquaintance with which is necessary alike for the stability of the building and for the security and comfort of its inhabitants.

2. Before beginning to consider the definitions of chanics, it will be well to make one or two remarks about definitions in general. It is necessary, in the first place, to draw a distinction, very important but often overlooked, between definitions of terms and definitions of things.* The nature of this distinction is well illustrated by the definitions used in algebra and in Euclid. When

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3.    From the distinction thus drawn several consequences follow. It is evident, for instance, that the same word may properly have several different definitions ; different, that is, not merely in the exact words used, but in the conception which those words convey, various definitions one oidy can be the definition of a thing—omitting the case of synonymous words, such “ race,” as to which there is practically very little fusion—the others must only be definitions of terms. Thus, as we have just seen, the letter x, taking it word, may be defined as a term in innumerable different ways ; but as a thing it can have but one definition, which would be somewhat as follows :—A letter in the English alphabet expressing a particular sound, which sound of course be only spoken, not written. If a word is used indiscriminately of two things which are not, like the two meanings of “race,” entirely different, but yet which cannot be brought under the same definition, confusion is nearly certain to result ; and if the practice exists, and has gone too far to be stopped, the only remedy is to banish the word from precise and scientific language altogether. To give a single instance, the word “ nature ” has been used so widely and loosely, that it would almost certainly be impossible to construct a definition which should cover the whole of its applications ; and accordingly it should never be used where accurate writing is intended.

4.    It should, however, be noted that in giving several successive definitions to the same word, care should in general be taken to preserve some connection between them. Thus the connection between the innumerable

o * This difference, which is, of course, an old one, is objected to by J. b. Mill—Logie, p. 290—but its reality and utility will be established, I believe, at least as far as mechanics are concerned, by the present treatise 1

arguing with ordinary people, who recognise the possibility at least of phenomena which are supernatural, or beyond nature.

5.    Further, it will be evident that the definition of a term will generally be much more meagre, but at the same time more complete, than the definition of a thing. A term may be used, and used correctly, of a number of things, which perhaps have no property vdiatever in common, except that to which the term applies ; and in that case the definition can express nothing beyond that property. Thus, if we define an explosive as “ a substance having the property, under the influence of heat or impact, of suddenly generating a large quantity of gas,” that definition cannot be objected to on the ground that it does not really tell us what an explosive is ; in other words, does not give us tests by which we may recognise an explosive as soon as we see it. The fact is that no such definition is possible. Under the term explosives are combined a large number of chemical substances, which, except as to this particular property, have little or nothing in common ; and as long as we deal with the theory of explosion alone, the definition given above is quite sufficient for our purposes, and indeed the only one, probably, which could be used with satisfaction.

6.    Lastly, we may draw from what has been said the obvious conclusion that there must be some things which cannot be defined. For every definition must be in words, and each of those words may be challenged for its definition ; and if this is persisted in without limit, must either come round in a circle or consent to an endless retrogression. We must therefore take our stand upon certain simple words, representing things so familiar that they can be no further elucidated; and these must form the elements, out of which all other definitions are made. Thus, if I am asked in the last result to define existence, I simply reply, “ Existence is that which I mean when I say that I myself existand I refuse to be driven further than that elementary fact. It may seem a pity that, in all .the past ages of learned disputation, no attempt has been made to settle what these elementary things shall be taken to be, and by framing a list of them to establish a common basis of argument ; but since no such attempt has been made, each man must frame his own list in the best way that he can.

7.    In the above remarks on definitions in general, we have avoided, as far as possible, illustrations taken from mechanics—the science under consideration. Their application to that science will become clear in the course of our investigation, to which we may now proceed.

8.    Definition of Mechanics.—Since our business is exclusively with definitions and first principles, we must begin by defining the science itself of which we treat. For this purpose we shall adopt the definition of Rankine (“ Applied Mechanics,” Introduction, Art. 1), which is as follows :— Mechanics is the science of rest, motion, and force.

9.    To this definition Whewell (“ Mechanics ” p. 3) practically adds another clause, defining mechanics as “the science which treats of the motion of bodies—or which treats of forces—so far as they are governed by discoverable laws.” And this clause he justifies by the following weighty words:—“ In many chemical, electrical, and magnetical phenomena the motions of bodies occur; but in those cases the circumstances and laws of the motion are not considered ; if they were, that part of the reasoning would belong to mechanics. It is probable that almost all the phenomena, in the different departments of natural philosophy, consist in the insensibly small motions of particles ; and if we knew the laws of their motions, these sciences would, so far, become branches of mechanics ; hence, it is probably only the imperfection of our knowledge which prevents the greater part of natural philosophy from being included in the science of motion.”

10.    It cannot be denied that the probability here spoken of has become very much greater in the sixty years which have elapsed since these words were written. We already talk familiarly of the mechanical theory of heat; electricity and magnetism are found to follow mechanical laws ; and the time can hardly be far distant when all the natural sciences—at least, those concerned with inorganic matter— will be recognised as branches of mechanics. But, on the other hand, we have little room for doubt that in the of all sciences, the motions are governed by discoverable, though as yet undiscovered, laws ; and therefore the clause which Whewell inserts in his definition would appear an unmeaning restriction. At the same time, the vast future extension of the science which he here anticipates furnishes an additional argument for the need of attaining an exact and accepted terminology with regard to its fundamental conceptions.

11.    Accepting Rankine’s definition of mechanics,

shall also adopt his names for the three divisions into which, from the very words of the definition, the science naturally falls; namely (1) kinematics, being the science of motions considered apart from forces ; (2) statics, being the science of forces considered as producing rest;    (3)

dynamics, being the science of forces considered as producing motion. At the same time, as mentioned at the outset, we shall not confine ourselves strictly to these divisions in the present treatment of the subject.

12.    Whilst agreeing in the matter of the above defini-

tions, Thomson and Tait—“Natural Philosophy,” p. 1— prefer a different order in the names. What we have called mechanics they style dynamics ; and they divide it into the two parts of statics and kinetics, the latter taking the place of our dynamics; while kinematics remains to represent the science of pure motion. Mechanics they prefer to use as signifying the practical science of constructing machinery, which appears to have been the original meaning of the word. But the Greek word from which the term mechanics is directly derived has a very much wider meaning than our word machine, and may fairly be applied to any arrangement or apparatus by which changes are, or might be, effected in the position, constitution, or circumstances of bodies; to anything, in fact, by which force is brought to bear. Hence the term mechanics seems sufficiently well adapted to express the science of forces and motions. Moreover, the distinction of statics and dynamics, and the use of mechanics and mechanical, in speaking of the general science, has been too long and too widely adopted, in England, France, and Germany, to be easily shaken, even if philology imperatively claimed that they should be reformed. As a matter of fact, the nomenclature of Thomson and Tait does not seem to have met with general acceptance.

13.    We define our subject then as the science of rest, motion, and force. And it is obvious that we may next be asked to define what we mean by these three terms.

14.    Definition of Motion.—It may fairly be held that motion—including rest, which is merely the negation of motion —is one of those elementary facts to which no definition can add anything in clearness ; and accordingly Thomson and Tait give no definition of it, while Whewell contents himself with observing that the idea “ is obtained or suggested, as we observe the changes of situation in things around us.” Rankine explains motion as “ the relation between two bodies when the straight line joining them changes in length, or in direction, or both ;” but this seems rather a result of motion than a definition of it. Accepting the idea of space as a final one, for our purposes at least, motion proper, or absolute motion, would mean a continuous change of place from one fixed point in space to another ; but the existence of such motion can be recognised by us only through a change of position in the thing moving, with regard to some other thing assumed to be fixed. If there were anything which we knew to be absolutely fixed in space, we might perceive absolute motion by change of place with reference to that thing. But as we know of no such thing, it follows that all motion, as tested and measured by us, must be relative—must relate, that is, to something which we assume to be fixed for the moment. Hence the same thing may often be properly said to be at rest and in motion at the same time; for it may be at rest with regard to one thing, and in motion with regard to another. Thus, take the very homely instance of a man punting his barge up a river by leaning against a pole which rests on the bottom, and by advancing his feet successively on the deck as if walking. Such a man is in motion relatively to the barge ; he is also in motion—but in a different manner—relatively to the current ; he is at rest relatively to the part of the earth immediately under his feet ; he is in motion relatively to the polar axis of the earth and to the sun ; whilst it is easy to imagine a proper motion of the whole solar system such that he would be absolutely at rest in space.

THE TELEGRAPH WORKS OF MESSRS. SIEMENS BROTHERS AT NEW CHARLTON.

At a time of year when societies of all sorts, whether they possess a scientific, ecclesiastical, or artistic character, are in the habit of deserting their town habitations, and, like individuals, fleeing to the country for recreation or research; when the public are looking for the latest theories on scientific subjects to be delivered with the usual weight at the country meetings of the British or other associations, the members of the Iron and Steel Institute are preparing, oddly enough, to hold their autumn meeting in London itself. Accordingly, the rooms of the Institution of Civil Engineers are to be given up for the purposes of the meeting from the 11th to the 14th of October. As in the case of the autumn meetings of other scientific bodies, the programme which has been preliminarily issued by the Iron and Steel Institute contains a goodly list of afternoon excursions, and other gentle ways of acquiring profitable knowledge without too much fatigue. Considering the prominence which electrical science has lately displayed in the thoughts and investigations of scientific and mechanical men, and looking at the interest which the addresses of Sir W. Armstrong and Sir W. Thomson at the late meeting of the British Association at York have stirred up in the minds of the intelligent public, who will at all times remain the main support of scientific research, we venture to think that the visit which it is intended to make to the works of Messrs. Siemens Brothers and Co., at New Charlton, on Tuesday, October the 11th, will prove one of the most successful excursions in the programme. In these works the visitor can see the entire process of making those wonderful electric cables which have now long been used to transmit the thoughts of man with a greater¹ speed than nerves themselves, and may before a very long time, perhaps, be employed to direct the terrible and withering energies of unbridled nature into channels where they can have only welcome and beneficial effects. The insulated conductor and the dynamo have become indeed the symbols of a and grand departure in practical mechanics, and the perfecting of these two elements has become the peculiar work of this generation of engineers. At the telegraph works of Messrs. Siemens Brothers at New Charlton the manufacture of the insulated conductor in its various forms suitable to the transmission of electricity will be what will chiefly interest the visitor.

used for the insulation of a metallic conductor are silk, gutta-percha, and india-rubber. Of these the first, silk, is only used for very fine wires, and in telegraph instruments. Gutta-percha can be and is advantageously used

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in cases where the conductor will not be subject to fluctuations of temperature as in sea cables, but for the majority of cases where such changes are likely to occur, as in the conductors used for military or other land purposes, india-rubber is the best possible insulator, and in an ordinary conductor there are no less than three conditions in which the india-rubber is applied, viz., solution of pure india-rubber, white rubber, and red rubber. The solution is made in benzoline, and the twisted strand of the conductor, after passing through it, is conducted through a heated chest, wherein evaporation having taken place, the wire emerges covered with a firm skin of solid india-rubber. The white and red india-rubbers are prepared and applied in a different way. The raw material is passed through roughened rollers, and well watered, by which it is cleaned and turned out in a very indescribable . shape. It is more like a rough towel of india-rubber than anything else. It is now dried and mixed between rollers with various proportions of chalk, red lead, and sulphur, the proportions being varied according as it is wished to turn out white or red rubber. After the mixing is complete the mass is passed between a pair of very close rollers, and emerges in a fine thin sheet, which is passed over the wooden rollers of a carrier to the knives by which it is cut into strips about kin. wide. After this the various strips are rolled upon reels, which are to serve the machine which receives the conductor, covered as already stated with a coat of pure india-rubber. The conductor passes between the circumferences of two grooved wheels, Avhich nearly touch each other, but immediately above and beloAv the conductor come slips of white rubber, which by the edges of the grooves are pressed tightly together and cohere firmly. The superfluous edges of the rubber are cut off by two knives, which are set to the proper distance apart. The section of the rubber and strand has then something of the shape of the planet Saturn and its rings. After this strips of red rubber are applied in the same Avay, but the joints of this last do not coincide in position with the joints of the Avhite rubber, but are at 90 deg. from these, reckoning round the centre of the strand. Over the reel rubber comes a spiral covering of Avaterproof cloth. This is made by passing calico through a black solution of india-rubber, and rolling it evenly upon rollers. After the rolling is complete the spindle is put into a lathe and the cloth cut into the proper width of strips for winding over the india-rubber. The speed with Avhich the reel carrying the cloth is carried round the conductor can be set at any desired relation with the speed at which the conductor itself is drawn forward longitudinally, so that the thickness of the cloth covering can be so regulated. After this covering is on, the conductor wound upon a spool, is vulcanised in a steam chamber at a pressure of 40 lb. of steam, and the conductor has then only to be passed through a solution of ozokerit, with a view of giving it an improved appearance, to be ready for use.

In a line to be used in a deep sea, as before stated, gutta-percha is used, and this is applied directly to the strands. Over the gutta-percha comes a spiral coat of jute yarn, which is kept in place by a single strand of the same material wound the other way round. In this form the line is coiled in iron tanks, covered with Avater, and tested for insulation. Having given satisfaction in this particular, the cable, as Ave can noAv begin to call it, is passed through the machine Avhich covers it with a spiral casing of galvanised steel wire, care being taken to keep the jute quite wTet while the wire is being applied. The cable then passes through a compound of tar and pitch, and is successively covered by three cases of hemp or Manilla yarn, betAveen Avhich, as well as finally, the black compound is applied. The cable is now complete and is stored in large tanks, some of which hold as much as five hundred knots of cable. The various coils are whitewashed as they are stored, to prevent the pressure, to Avhich the under coils are subjected Avlien the tank is full, causing them to cohere. There are twenty such tanks in all, but they are not all as large as those mentioned above. The cable floor, Avith all the machinery for coating the core, is in duplicate, and it is estimated that when in full work night and day, as much as 250 knots of cable can be turned out in a week. On such an occasion the number of employes on the whole premises would be about 2500. Among the incidental operations Avhich the visitor will observe is the testing of the steel wires and yarn used in „ covering the cores, operations Avhich are carried on with a care commensurate with the issues at stake.

Besides the insulating of conductors, the visitors will have opportunity of inspecting the rooms Avhere the dynamo-machines and electric lamps are tested and regulated, rooms where the finest classes of electric instruments are made, show rooms Avhere the most advanced apparatus depending upon electricity can be seen—such, for instance, as apply to the parallax method of exploding submarine torpedoes.

As might be expected of works Avitli Avkich the name of Messrs. Siemens is connected, there are the best safety arrangements throughout the entire establishment. There are alarm bells Avhich can be sounded by electricity in the engine room from all parts of the place, and stop the machinery in cases of accident. The buildings are almost all on the fireproof principle, and an ample water system, furnished Avith hydrants, extends throughout the Avorks, Avhich date, we belieAre, from about the year 1863, and stand compactly upon seven acres of ground.

Biiikbeck Literary and Scientific Institution, South amp tox-buiuthngs, Chancery-lane.—¹The fifty-ninth session of this institution will commence on Monday next. Evening classes Avhich are open to both sexes, are held for the study of ancient and modern languages, mathematics, natural, applied, and mental science, literature, history, law, art, music, &c.; in fact every opportunity is offered at this institution for students to prepare for any occupation or profession. The fees are very moderate, and the classes meet at hours which are convenient to persons occupied during the day. The fifty-eighth anniversary Avill be held in December, under the presidency of the Earl of Lytton, and the Countess of Lytton Avill distribute the prizes to the successful candidates of the past session. The committee again appeal for contributions towards the neAv building.

THE SMALL-ARM FACTORY AT ENFIELD.

A short description of the Government factory at Enfield is a necessary supplement to that which we gave of the Royal Arsenal in our last issue. The Enfield rifle factory is a very complete establishment, with features peculiar to itself, but of general interest to the Iron and Steel Institute. The superintendent is Col. Arbuthnot, R.A. As it stands at present, it is capable of turning out in the week 2000 rifles complete, working the ordinary hours. By working overtime the number can be increased to 3000, and by the employment of “ shifts ” working night and day 5000 pieces may be made in the week. The branch of the establishment that Avould be most likely to keep the whole back is the forge or smithery, Avhere the men have, when under pressure, to work rather too close together. Such a rate of manufacture, if long continued, would doubtless meet almost any demand. In case of a serious war, however, Ave doubt whether the store of rifled muskets in the country Avould suffice even for immediate wants, and certainly for a few Aveeks or months the demand for arms is likely to be very severe, and it is a question Avhether Enfield would have time enough allowed to meet it. Hence it follows that private firms deserve and obtain a measure of encouragement, though the orders given to them can hardly repay them for the cost of establishing machinery capable of making interchangeable arms of the service Martini-Henry pattern. The private firms that have supplied arms by contract are three, the London Armoury Company, the Birmingham Small-arms Company, and the Birmingham National Company.

The prominent characteristic features of Enfield are as follows :—Every part of a rifle is made interchangeable Avitk the corresponding part in any other rifle of the same pattern. Machinery is employed to so large an extent that the number of skilled mechanics is but feAv. The bulk of the machine work is milling. Revolving cutters, termed milling tools, are shaped to the profile required for the part to be made ; of course in many cases the edge has to be cut by two or three different-shaped milling tools, and a rough and fine milling tool are always employed for the same part and shape. This system requires very highly skilled mechanics in the machine shop, but when the tools have been adjusted by them an intelligent labourer can work with them. The machinery, which is excellent, was brought over nearly complete from America many years since, but has been inqmoved here and there. It is said, for example, that the Americans failed in all attempts to drill the hole in the stock for the end of the “ cleaning rod ” by machinery, the bit gradually deviating from its true course in boring so long a hole. This difficulty is met here and in similar cases by making the work revolve on the same axis as that of the hole to be drilled, which keeps the bit true. The barrels also are uoav differently made altogether from what they Avere when the machinery was first erected at Enfield. The present system of manufacture, which was introduced by Colonel Close, deserves notice. The barrels were formerly made of the best wrought iron, each one commencing in the form of a flat piece termed a “skelp,” weighing 8Jr lb., Avhich was bent under rolls into a IioIIoav cylinder and draAvn out as far as was required. Boring out followed. Now the barrel is supplied in the form of a solid rod of steel, and worked to the requisite form and degree of taper by means of a system of rolls placed in a train with small carriers between them so arranged that the steel rod, or skelp as it is still termed, passes in one heat through the entire train, coming to each roll at a certain exact point on its circumference, and thus receiving its required taper as Avell as its lump being formed in one short process. Every alternate pair of rolls have their axis vertical, so as to prevent the barrel from becoming oval in section. After receiving its external form it is bored out by successive bits, the work revolving on its own axis, Avhich, of course, coincides with that of the bit. This plant is comparatively neAv. As regards the general work of the department, it is difficult to select special features in machinery which is throughout of much the same character. Almost all processes embody the application of the principle of copying by milling tools to one or another part of the rifle, and all the machines work to nearly the same high standard of accuracy. Those Avho are interested in such matters might with advantage inquire as to the wear of the various tools working under these favourable conditions. It may be here noticed, by the way, that at one time the oil supposed to be necessary for the machines Avas supplied by the department, but the experiment wras tried of arranging for the men to purchase it from the department as they required it, when it Avas found that only about one-tAvelfth of the quantity hitherto used Avas expended. Instances of spiral springs which have been constantly in motion, and have lasted for a surprisingly long time, will, we believe, be found

Those Avho are interested in the rifle as an arm not merely as an article of manufacture have, of course, much to see, especially in the inspection department. “ Shading ” barrels is a test of the accuracy of any eye. Rifles are sighted up to much linger ranges than formerly, some, we believe, up to 1400 yards. It is therefore found necessary to set the sight sufficiently obliquely on the barrel to allow for the “ derivation” of the bullet to the right arising from the rotation imparted to it. Most Araluable information to difficulties occurring from “misfires” and the like may be obtained. Probably most visitors would be interested in the machine gun question, on which some remarkable trials made at Enfield. Those of special practical interest, think, related to the curious effect of deterioration on the action in very rapid firing. It Avas found that a charge might act sharply and discharge its bullet well from a certain piece, Avhich in the case of slightly sluggish action lodged its bullet half way up the barrel, the fact being that the breech supported the cartridge for so short a time that unless the charge acted very sharply the cartridge Avas unsupported. Another curious fact was the danger arising from poAvder still burning in the cartridge ejected in very rapid firing. Altogether, any visitor Avho is a judge of manufacturing questions will feel that in the accuracy of work, system, and economy, Enfield is a successful factory.

THE PAEIS ELECTRICAL EXHIBITION.

No. VII.

Not only does this Exhibition demonstrate the progress that has recently been made in electricity as applied to telegraphy, illumination, the transmission of power. &c., but it shows applications extending in other directions. One of the most important of these is the application to railway work. There is no doubt that railways owe much to telegraphy, since it made the existing system of railway signalling practicable, conducing to safety, speed, and economy. The combination of electricity with blocking arrangements rvas another step in advance. It is now introduced as a method of communication throughout trains ; as an aid to actuate the brakes ; to record and control the revolutions of wheels and the motion of pistons. M. Napoli’s regulator is one of the interesting applications of the last-mentioned class. M. Moline in 1863, and, later on, M. Courtin devised apparatus in which electricity formed the directing power to mechanism. The apparatus of M. Napoli will easily be understood from the figure, which shows the regulator applied to actuate the valve M. Upon the axis of M is the toothed wheel R, engaging V, and moving indifferently in either direction. At each end of the axle carrying V is an electromagnet EE¹. The two iron pulleys P P¹ are mounted as shown, turning inversely and freely on the axle. On sending

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NAPOLI’S ELECTRIC REGULATOR.

a current into E or E¹ the iron is attracted, and becomes the armature of the magnet, rotating Y in one direction or the other, according to the magnet, through which the current passes, acting through Y or It, opening or closing M as may he. The direction of the current is regulated by means of the governor Q, which, according to its velocity, causes a contact to be made by the pointer C with B or B,. Of course as soon as contact is broken at B or B,, the action of the electro-magnet ceases. It is said that the apparatus is very sensitive, and is actuated by a small Leclanche cell.

Professor Jlingerson, of Copenhagen, shows a dynamo-electric machine Avhich has excited the curiosity of everyone concerned in such machines that has visited the Exhibition. Unfortunately, the machine arrived late. It is not at work, and therefore we are compelled to wait for actual figures wherewith to decide its merits. According to the designers, the machine clevelopes with a given motive power far better results than any other machine of the same weight and dimensions. It embodies a suggestion that has often been made, but, so far as we know, never before practically carried out, or rather, submitted for public inspection. The present writer, in conjunction with a well-known engineer, designed a machine two years since to embody the same idea, but like many other things, pressure of work caused the designs to be laid aside till a favourable opportunity occurred for constructing the apparatus. The idea, too, has been mentioned in several patents, but, as we have previously said, Professor Jiinger-son has carried the idea into practice. The best way to improve any machine is to study its defects. When these are thoroughly understood, it is time enough to construct a new machine to introduce improvements. Taking the Gramme machine as a type of dynamo machine, its defects have been long known ; but whatever defects it may have, it is an excellent machine, and being so, it becomes a delicate question whether the introduction of improvements to obtain, say, from 2 to 5 per cent, better results will really prove economic. Let us explain our meaning. Professor F. Jenkin says in his admirable little book on electricity : “ The currents obtained from magneto-electric machines are obviously the result of mechanical work. We expend work at a certain rate, usually described in terms of the horsepower employed in driving the machine. The useful effect of the liorse-power thus expended is represented by a certain quantity of electricity driven through conductors under the action of electro-motive force.” Now, if a given machine gives certain results, and we then add some improvement to the machine indicated by theory, it may be that proportionally a greater percentage of horsepower will be required with the improvement, as thus introduced, to obtain a certain effect than was required before the improvement was made. Again, quoting Professor Jenkin, who continues:—“The work which the current represents is proportional to the product i q, where q is the wdiole quantity of electricity moved under the electro-motive force i in the time t; then the rate of useful i ci

unit of time is -A or i c.

If, however, the proportion of

with an improvement, the phrase so-called improvement 2,500,000 kilos, of copper during the year. It is evident in one direction. On turning it back the armature is should be used to indicate the alteration. The figures that the electricity developed in such machines must be raised. Figs. / and 9 show this plan. B is an arm on the o-iven by Professor Jungerson relating to his machine | enormous in quantity, but this only proves what we have spindle working a plate C to show “line blocked” or seem to indicate a real and not a so-called improvement; over and over again intimated, that there is no one type of “ line clear,” indicating the position of the spindles and the machine will however if possible, be put under trial dynamo machine which can be said to be the best. Each the levers interlocked with it. On the spindle is also before⁰ the close of the Exhibition.    machine should be designed with a view to the work for the cam K with notch as described. The magnet,

The ordinary form of the Gramme machine is well which, it is intended to be used.    with its armature-carrying detent, are clearly shown,

known The' essential feature is a soft iron ring wound We have previously mentioned the application of elec- The spindle also carries two arms P to act on a throughout in the same direction with a continuous insu- tricity to railway work, an important development being in spring plunger L, serving to make or break the electrical lated copper wire, the terminals of which are joined connection with absolute block working. The efforts of inven- contacts of the spring N, according as the spindle moves in together, so that the whole constitutes an endless wire tors have been directed to devise a system the use of which one direction or the other. All the contacts are broken in helix. This ring is known as the armature of the machine, would make it impossible for a collision to take place, or, the apparatus as indicated in the Figs. In order that the and revolves between the poles of electro-magnets, in fact, for two trains of any description to be upon any greatest simplicity should obtain, and only one line wire be According to the explanation of the action of this ring one section of line at the same time. _ Such has been the employed, the following construction has been adopted by M. Gangain, and accepted by M. Maudes in the new idea of Mr. Winter, whose apparatus is shown by Messrs. Usually two spring plungers arc used to signal, the one to edition of Ills work on electric machines, the interior of    Clark, Muirhead, and Co.; of Messrs. Saxby and Farmer,    send “line    clear,” the other “line    blocked,” and either

this ring does not traverse the magnetic field, and is there-    who have a complete working model of their system ; of    capable of    sounding a    bell.    To    work these plungers

fore, to° a certain extent, useless. Professor Jungerson    Mr. Sykes; and of the several railway companies in the    with the    interlocking    gear    is    an object, so that

attempts to utilise this portion of the ring. The illustra-    French, German, and other sections who exhibit apparatus    “line clear” is signalled    when    the    apparatus, points, and

was

plan he has adopted in winding.

tions herewith given will show at once the peculiarities of of this kind. The apparatus shown by Messrs. Saxby and signals stand at “line clear,” and vice versa. On the Professor Jungerson’s machine and its general resemblance Farmer consists of seven levers for working points and spindle D, Figs. 10 and 11, are fixed two arms B B¹. The to that of Gramme. We have the electro-magnets indi- signals, and the necessary telegraphic block signalling two plungers C C¹ fcr signalling are connected to bell-cated by A,, A ,' A.₃ forming a horseshoe magnet, the apparatus for three stations. The advantages claimed for crank levers, from which rods EE¹ extend downwards, poles of which are extended like those in the Gramme this system are—that the signals and points must be placed one on each side the spindle. The lower end of the machine, in order to encircle the armature as much and as in a correct position before it is possible to signal “ line rods are respectively connected by pins working in slotted closely as possible. The armature also is cylindrical like clear,” and it is impossible to move any points to obstruct holes with pawls P P¹, the noses of which project forward that of Gramme /but, as we shall see, is not wound quite a main line after the signal “ line clear” has been sent; in the path of the arms. On turning the spindle, say in similarly. The main feature of the machine, and the one nor can the signal “ line clear” be repeated till after the the direction of the arrow, one arm rises and escapes the by which it altogether differs from previous machines, is train has passed out of the section, the points locked by pawl P without affecting plunger C, but the other arm that it has fixed internal magnets inside the armature, so the signal being sent remaining so locked until the train catches pawl P, draws drown the rod moving the bell-crank that the armature revolves between two magnets instead has passed out of the section. The outdoor starting signal lever, and causes the plunger C¹ to give the signal. The of as in the Gramme machine revolving within one. The must be set to “ danger ” behind every train, and it is made opposite action takes place on turning back the spindle, and opposite magnets are similar in name, and the inventor impossible to lower a signal for a train to proceed into a C gives its signal. The plungers should spring back, but states that the introduction of these magnets greatly block section without first announcing it to the station in if they fail to act projections on EE¹ push them back, increases the magnetic influence on the revolving armature, advance. In fact, the starting signal cannot be lowered So far, then, it will be seen that the electric signals depend Professor Jungerson states that Siemens had previously to allow a train to enter a block section without the consent on the action of the spindle, and as each spindle has on it tried to introduce the interior fixed magnets, but that the of the signalman at both ends of the section. Only one a crank or arm D¹, which engages a jaw on a horizontal experiments failed because the right method of winding line wire is needed with this system. Suppose, then, sliding bar D², of which bars there are as many as there not adopted, and he attributes his own success to the three stations A, B, C, and that A has signalled to B that are spindles, the mechanical locking of the points and

a train is about to enter the section A B. Then B puts signals is also provided for. On each bar at suitable places

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In the machine under review the armature is composed of a number of rings of iron wire of the same size, insulated from one another, and arranged in groups transversely to the length of the ring. By this arrangement it is claimed that secondary currents are avoided, and that the power of the machine is increased by increasing the length of the ring. In the intervals between the groups forming the armature are the spokes B, carrying the projections B₃, on to which are fixed the strong brass discs G, G₂. One of these discs G, carries a steel ring turning freely round E,, of which the projecting part N turns in the bosh M. The other disc G₂ is fixed on the principal axle H furnished with the pulley I. The disc G, is pierced with six openings, the edges of which bevelled or furnished with wings, .Fig. 3, of such a shape that the cylinder in turning works as an air turbine taking in strong currents of air by the openings inG,, currents which traverse the wdiole interior length of the cylinder and keep it cool. The external electro-magnet ismadewithtwo branches A, A₃ united by the bed plate Aa, thus forming a horseshoe electro-magnet. In order to prevent vibrations the pole pieces are connected at the top by a non-magnetic plate—in the machine exhibited this is of brass—and carried at the bottom by two non-magnetic supports L L. The. number of layers of wire used on the electro-magnets are increased towards the poles.

The commutator is made of strips of copper, which by of the ring J are fixed to the disc Ga, these strips being insulated in the ordinary manner. The current is collected by two or four brushes of the usual kind from the commutator. They are mounted near Iv and arranged to turn round the axle for regulation; in other words, that they may be put in the best position according to circumstances. The machine can be used either as a self-exciter the usual principles, or the field magnets can be actuated by a separate exciter. The machine just described is undoubtedly the newest departure in the exhibition, although there are several other machines with interesting modifications, such, for example, as that of Siemens and Halske, constructed for electrolytic depositing purposes, shown by that firm in the German section. The coils of the field magnets of these machines, and hence the armature coils also—if coils they can be called—are made with plates of copper, one of the machines shown having such plates more than an inch thick. A large number of sheets of copper deposited by similar machines are shown, and we think it is stated that such a machine will deposit his point and signal levers right for the reception of the train, which action unlocks his electrical instrument, and he signals back to A “ line clear,” and by so signalling locks his levers in the right position for the passage of the train, and releases A’s signalling instrument, thereby permitting A to work his own levers. The system shown is one devised by Mr. Hodgson, and patented in 1877, some modifications being introduced in 1878. It is in use on the Continent—for example, between Brussels and Antwerp —and is being introduced on some of our southern lines. Fig. 1 represents a front view of the seven levers by dotted lines, and it may, perhaps, conduce to simplicity if we follow the historic development of the instruments. Fig. 2 represents a transverse section through the lever frame with one lever in its normal position, the interlocking of the lever being made by its spring catch. Figs. 3 and 4 are vertical sections on planes at right angles, of the electrical instruments, while Figs. 5, 6, 7, are sectional plans of the instruments on the lines X Y Z, Fig. 3 respectively. Each of the electrical instruments is provided with a spindle 13, worked by a handle. On the spindle D is fixed an angle piece E Figs. 3, 4, 5, &c., one side of which marked “ line blocked ” is presented at an aperture E¹ in one position of the spindle, the other side marked “ line clear ” being presented in the other position of I). The plate E Y, Fig. 7, carries an insulated metallic arm E² which, when D is turned, makes electric contact between the spring E³ E³ as indicated by the dotted lines in the figure, and so completes the circuit with the next station. On the arm is a pin E⁴ to work along the sloped face of the spring lever E⁷, so that should the spindle D not'be turned to quite its definite position it is caused to spring into that position, Fig. 6. Originally the current from the other station passing through the electro-magnet E°, Fig. 5, attracted the armature E⁵, which carried a stud to lock with E. When locked the spindle D could not be turned, and the current from the next station was necessary to release it. Instead of the stud locking with E it is now made to catch in a notch of a cam on the spindle, one side of the notch being inclined, the other square. When the handle of the spindle is in its normal position the detent armature is held by the cam to the electro-magnet. On turning the handle the detent armature, if the magnet is active, is still held to the magnet, and does not interfere with the movement of the cam, but on cessation of the current the magnet ceases to attract, the detent drops into the notch and the handle is locked are stops D². When it is intended to move a lever F, its spring catch is grasped, and the lever freed by raising F1 out of the notch of the quadrant, but this movement acts also on the rocker F² , causing one of the rocking spindles F⁴ to be partly turned. In one position of the sliding bar F⁴ is free to turn as indicated by the dotted lines, but being so turned prevents the sliding bar being moved in the direction of the arrow and locks D. If by the partial rotation of D, D² has been moved in the direction of the arrow, so that D³ is immediately over the rocking spindle F⁴, then the spindle cannot be turned as indicated by the dotted lines, and the spring catch cannot be raised, the lever F being thus locked in position. We have described this system at some length so that the principles involved may be understood, and it will probably be unnecessary to go so much into detail with the other systems exhibited.

The signals shown at Figs. 1, 2, 3, 4, and 5, on page 000, are those exhibited by the Chemin du Fer du Nord, the collection exhibited by this company being more complete or comprehensive than by any other. The electro semaphore consists of a lattice mast 8 metres in height, supported on a cast iron frame and base-plate M, and provided with four arms on two axes. The upper arms A B are to cover main line or express trains, and are to direct the drivers ; the lower arms direct the local train movements and afford the signalmen the necessary information as to movement of trains. The arms, when freed, fall so as to be out of sight.

The face of the arms A B, which guide the drivers, is painted red ; the other side is painted green, and gives no indication. Green and red glass screens are fitted to the oil-lamp L, which is raised by a chain running over the pulley P, as shown. The lower arms are painted yellow, and have no signification for drivers, but serve to give indication for the signalman from a preceding station of the departure or passage of a train towards him. All the arms are of open work so as to give less area for wind pressure to act upon, and to be, as it is supposed, more easily seem The rods T and t are in two parts so as to give motion to the levers Q, q, by means of which the signal arms are held in position by a species of ratchet or pawl, and which give motion to hammers that strike the bells 11, and announce a signal from the next station or post. The lantern, of which a plan is given at Fig. 5, has four burners, white glasses, and parabolic reflectors. The first burner / lights ahead and shows through the red or green screen glasses according to the position of the arm. The

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SAXBY AND FARMER’S ELECTRIC 'BLOCK AND LOCK SWITCH SYSTEM.

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second lights rearward, and shows through the screen ^ the tail of the other arm B. The light from the other burners / " and /'" light up the mast and its foot by of reflectors placed at an angle of 45 deg. near the top of the mast, as shown at Fig. 1. The lower arms a and b have a wedge-shaped or triangular section, as seen at a Fig. 2, and some of the light thrown down from the reflectors strikes these and makes the arms visible at night to the signalman. The electrical apparatus in the boxes marked No. 1 and No. 2, with which by means of the handles and the rods H T and t, the arms are worked, will be described hereafter, but we may here describe the action of these electric semaphores.

Each apparatus No. 1 is connected by a line wire to the apparatus No. 2 of the next signal post. Two wires thus necessary, the one for trains in one direction, and the other for those in the opposite direction. Suppose then a number of posts marked A to Z, placed at certain distances apart on a double line of way. At the moment of departure of a train, the signalman at post A gives a half turn of the handle, by which he sets the large semaphore arm, and sends a current which raises the small arm of the next post B on the road. The signalman at A immediately receives signal that this has been done, and his work with respect to this train is at an end. At the passage of the train at post B the B signalman performs the same operation as did the signalman at A, and so announces the train to C. A current at the same time is leturned to A, and his semaphore can then be set to line clear, by raising his upper arm, and so the signalling goes iiom post to post, the line between post and post being blocked by the train on the next piece of line. The forces bi ought into operation for signalling and blocking the line are thus (1) The weight or pressure brought to bear by the signalman ; (2) the attractive power of the electromagnet which balances 1 ; and (3) the electricity which bleaks the equilibrium of these, and permits the signalman to operate the semaphore. The apparatus is due to MM.

esse, Lartigue and Prudhomme. The mean cost, with posts placed about 3 5 kilometres apart, is about lOOOf. per kilometre, or ©24 16s. per mile.

,lhe apparatus shown at Figs. 6, 7, and 8 illustrate three kinds of bell signals used on the single lines of the Chemin c u ei du Nord, which give a certain pre-determined number of strokes on the bell or bells, by which the line guaids oi signalmen are advised of the departure of trains and other incidents relating to their progress. Two of these. Figs. 6 and 7, are constructed by Messrs. Siemens and Halske, of Berlin, and are largely used on the German Junes. Hie other, Fig. 8, is constructed by M. Verity, of Beauvais, and is known as the French bell sio-nal. The older type of the German signal, Fig. 6, consists°of a tower 1 carrying two bells, 11, of different sounds, which are struck by hammers m m. A fly regulator serves to regulate the rapidity of the descent of the weight P, and the action of the mechanism. The clockwork consists of the wheel B, carrying projections corresponding to the number oi bell strokes per revolution of B, the strokes being

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effected through the medium of the levers and wires C and A. An electro-magnet M, and a soft iron pallet attached to a hook holds the whole system at rest. When a current is passed to the magnet the pallet is attracted, and the clockwork moves under the action of P and rings the bell. It is objected to this arrangement that the magnet has sometimes failed to disengage the machinery, and other times to let it go when not intended, and further that there is no indication of when the weight has fully run down. The new type, Fig. 7, is much more simple—a column F, of 2‘6 metres in height, supports a cylindrical box enclosing the clockwork, also serves as the roof, cast iron wheel R, with six cam teeth A acting on a single hammer M striking on the bell T a series of six strokes. The clockwork is liberated by a current in a manner similar to that in Fig. 6. The objection to this arrangement is that there is no indication of the weight P being at the bottom of its descent. The cost of the signal Fig. 6 is ©16, and Fig. 7 ©10.

The French signal, Fig. 8, carries two bells, t and tx. The mechanism consists of the wheel A carrying 15 teeth. For each revolution it makes a series of five double strokes. The teeth C encounter two projections fixed to the vertical stems of the hammers, by which the latter are put in motion. A horizontal fly Y is used as regulator. An electromagnet holds in contact a soft iron pallet balanced by a counterweight. A dial and pointer on the spindle of the barrel R shows when the weight is near the bottom of the pillar. The mechanism in this signal is very much more delicate than in the German signal, but the other objections do not attach to it. It need hardly be said that the signal, Fig. 7, which is far the simplest of the three, might very easily be made to indicate when the weight has run down. The cost is about ©12. For all these signals a Siemens induction balance is employed.

From this easily remembered formula the following Table Pressures is constructed

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The bell in this case The clockwork consists of a

ON THE PRESSURE OF WIND UPON A FIXED PLANE SURFACE*

By Mr. Thomas Hawksley, P.P. Inst. C.E., F.R.S., &c.

The recent failures of the Tay Bridge and other important structures during heavy gales of wind, have attracted much attention to the subject of this paper. The general solution of the problem may be thus briefly stated

Let v = the velocity of the current in feet per second.

h — the height through which a heavy body must fall to produce the velocity v.

id = the weight in pounds of a cubic foot of the impinging fluid—for atmospheric air averagely about 0⁻07G5 lb. g = 32, the co-efficient of gravity.

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in which v — the absolute velocity with which the air strikes the receding plane; and 0 = the internal angle made by the obliquely placed surface and the direction of the impinging wind. Witn regard to the phenomenon called “a gust of wind,” nothing is known, either as to its cause, or as to its exceptional but almost momentary velocity, or as to the extent of the area over which it temporarily operates; but it is, notwithanding, certain that a wind pressure of even 40 lb. on the square foot is unknown in these islands, because, as may be readily shown, this intensity of pressure would have sufficed to overthrow most of the long existing factory chimneys, to overset post windmills, and to scatter the greater number of the slighter built domestic and other structures which have nevertheless “ weathered many a storm,” and still remain intact. It remains to make a passing allusion to whirlwinds, tornados, and waterspouts, all the results of spiral motions apparently produced in some obscure manner by electrical action. These phenomena are very rarely observed to occur on an important scale in these kingdoms. The powerful forces concerned in or generated by these erratic movements have never been measured, and, consequently, cannot be formulated; but it may be observed that were they known they could not be introduced with propriety into calculations of the strength of structures intended to have a commercial value, because of the extreme improbability of any particular structure falling within the range of their destructive effects. They are, in fact, within the legal category of “Actus Dei.” The conclusion of the author of this paper, therefore, is that for structural calculations a maximum wind pressure of 40 lb. per square foot may be very safely adopted, notwithstanding reported anemometrical observations to the contrary, regard to these observations the author remarks that the instruments in use are little better than philosophical toys, and that, in general, they afford no direct, comparable, or reliable indications of either velocities or pressures; and that they are often so injudiciously placed as in some instances to record the effects of combined, and, therefore, locally accelerated currents; whilst, in other instances, they record only the effects of obstructed, and, therefore, locally retarded currents. As the acquisition of accurate data is of great and increasing importance, the author suggests that the British Association and other learned societies, should unite in providing the necessary funds and observers for the purpose.

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With

* Paper read before the British Association.

THE PARIS ELECTRICAL EXHIBITION.-ELECTRIC RAILWAY SIGNALS.

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LETTEES TO THE EDITOE.

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

INSTITUTION OF MECHANICAL ENGINEERS.

Sir,—In consequence of my letter, which appeared in your impression of the 16th inst., I have received a communication from Mr. Browne, the Secretary to the Institution of Mechanical Engineers, explaining that, in response to applications, copies of the papers sent, previous to the last meeting, to all members who applied for them, including myself, and that the number of advance proofs thus sent out altogether amounted to several hundreds. Mr. Browne also calls attention to Bye-law 35, which reads as follows :—“ Any member wishing to have a copy of the papers. sent to him for consideration beforehand, can do so by sending in his name once in each year to the secretary ; and a copy of all papers shall then be forwarded to him as early as possible prior to the date of the meeting at which they are intended to be read. ”

Some of the copies sent out were possibly lost in transmission through the post, and, as this was no doubt the fate of the copies sent to myself, I can but ask your leave to express my regret for having unwittingly charged Mr. Browne’s department with neglect of my request, and to express also the satisfaction with which many will learn the practice of the Institution in preparation for the discussions.    A Non-Silent Member.

were

and trunnions, is of necessity comparatively small. To go still further, there are many points where a dozen or twenty completely fixed guns—we will suspend at present the question of recoil— would be, at least, a valuable auxiliary to those of the ordinary forts, and they would possess the cardinal virtue of requiring but little gearing. Now, the cost of the required number of guns of any of the ordinary types would be a fatal objection, but this difficulty might be overcome by the following plan:—Erect a cage or framing of wrought iron; in this framing fix the tough steel cores of the guns; build a huge brick mould round the whole, and fill up the spaces between the cores with molten cast iron. We have now fort and guns in one, the guns being merely holes in the wall of the fort. The cores would, of course, be fixed at slightly different angles, and they could be stiffened and further secured in the mass by having external flutings or ridges. They would, of course, be brought as close together as prudence would dictate. Should the casting of such a huge mass of metal prove either impossible or inadvisable, it could be done in vertical sections, working from the breech forwards, or vice versa. The absence of recoil would throw some more strain on the breech, but I think that this difficulty could be met. The protection of the muzzles with revolving discs, sunk flush with the mass, and other developments, will suggest themselves to the mind of any soldier. Such a system would be comparatively moderate in cost, would stand rough work and hard hitting, and could be worked by volunteers.

Glasgow, September 19th.

“artificial” theory. From the deep wells of the London basin within a radius of ten miles of Charing Cross, little less than twenty millions of gallons of water are pumped daily. Nearly all this water travels in the top seams of the upper chalk and the sands and pebbles immediately overlying them. Not only is the sand “ alive,” causing great annoyance in many wells by its continual infiltration choking the pumps and damaging the valves, but the sand water is only about one-third the hardness of that in the chalk, and in filtering through the chalk would dissolve it, making these “pot-holes,” which anyone may see in the chalk round London. These “pot-holes” being filled with the strata immediately above would cause depressions and subsidences similar to Blackheath. A group of these “ pot-holes ” may be seen the chalk above Caterliam Junction, and there is plenty of evidence that they exist beneath the London clay. When one considers the above, as well as the enormous quantity of water pumped in the Deptford district, I cannot think it would require the Danes to account for such subsidences, and I certainly think that that ancient people would make their burrows in a drier and less treacherous strata than that of Blackheath.

Boston Waterworks, Lincolnshire, Sept. 19th.

on

John Shaw.

ROSICRUCIAN.

DEEP WATER DOCKS AT DAGENHAM.

Sir,—In the description of these docks in The Engineer of the 23rd inst., there are two points upon which we will feel obliged if you will allow us to make our remarks. First, as to the engineers. Their names have somehow been transposed, as it is stated that “ the Act of Parliament was obtained last session, Mr. Janies Abernetliy, President Inst. O.E., being the engineer, assisted by Messrs. Bell and Miller,” whereas Messrs. Bell and Miller were the engineers who prepared this scheme, and carried it through Parliament, assisted by Mr. Abernethy as consulting engineer, and the plans as now arranged by Mr. Abernethy and Messrs. Bell and Miller will be carried out by them as joint engineers.

The other point is regarding the lock shown on the plan, the length of which is 675ft. The annexed sketch shows the length

PLAN OR L0CKy

' SCALE OF FEET

lOff    Entf 300 '• "AQQt

INDICATED HORSE-POWER FROM DIAGRAMS.

Sir,—The present system of working out the indicated horsepower of rotative engines from the card is, I think, an unfair method of comparison for different classes of engines, for the reason that the pressure in the cylinder is not the actual horse-power communicated to the shafting or machinery on account of the position of the crank; for instance, a cylinder with 601b. effective pressure at the commencement of the stroke, does not impart that

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TRANSMITTED TO SHAFTING

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intended, which is 800ft., divided into two chambers of 500ft. and 300ft. respectively, the object being to save water in lockage. A largo proportion of vessels which will use these docks will be 300ft. and under. These can be locked through the small chamber. All vessels above 300ft. and under 500ft. can be locked through the large chamber; and for all vessels over 500ft. the two chambers will be thrown into one.

By this arrangement the single large lock serves the purpose of two locks, and prevents any unnecessary waste of water in locking. Culverts and sluices of great capacity are carried to the bottom of the outer lock walls, which at low water will off ectually clear away any mud which may he deposited.

R. R. Bell and D. Miller, MM. Inst. C.E.

pressure or work to the shafting on account of the position of the crank, but simply ^ or 18 lb. for the r\ of the stroke, or 42 lb. for the -fa, &c.

I enclose a set of diagrams, showing the difference between the work on the piston and the actual work transmitted to the shafting, by which you will see that the compound engine—when the high-pressure piston is cutting off at, or later than half stroke—gives a greater percentage of actual horse-power or useful effect than the simple economic engine, for the reason that the simple engine

September 26th.

PRES. ON IND. \ CARD

THE CLARK AND WEBB CHAIN BRAKE AND THE CONTINUOUS BRAKE RETURNS.

RATIO CF USEFUL EFFECT

w|a

3|2

ojo

/ ! 5-si |—§r

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- A

2S-a'xE = E2-Q AV. 63-3 P.CENT

Sir,—In your issue of the 22nd of April last I called attention to a statement made by the London and North-Western and the West Coast Railway Companies, in the continuous brake returns for December 31st, 1880, which, I pointed out, was utterly at variance with facts. The assertion made by the above companies was, that the Clark and Webb Chain Brake “ cannot creep on when not required to do so, whilst the train is running at speed, all danger on that score being consequently avoided.” I pointed out eighteen instances in the “ Returns ” for 1880 where the brake had crept on when not required to do so, and expressed a desire that the above companies would withdraw the objectionable assertion from their next returns to the Board of Trade. Such, however, is the desire of the London and North-Western Company to claim merits for their brake which it does not possess, that this unfounded assertion is again made in the “ Returns ” for the six months ending June 30th, 1881—pp. 9 and 10—with the trifling omission," however, of the words “ whilst the train is running at speed.” On page 31 of the above “ Returns ” will be found two instances where the Clark and Webb chain brake went on when not required to do so ; on page 32, 2; on page 33, 1 ; and on page 55, 1. One can only feel amazed at the boldness of a company which can repeatedly publish to the world a statement which is so flatly contradicted by

J. N. Armtta

PROPORTION \ OF POWER ' TRANSMITTED TO SHAFTINQ^

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52

CONDENSING E N C i N E SCALE 60

cutting off at never lias tlie full initial pressure in the cylinder on the half-stroke of the crank, which is its most effective position. In the simple engine, when the crank is at half-stroke and greatest speed, and giving off the most useful effect, the indicated pressure on the piston is less instead of greater, and when the crank is at the commencement of the stroke and less speed and least useful, the indicated pressure on the piston is greatest. In the compound engine this is not the case—unless a high grade of expansion the high-pressure piston—the high-pressure piston gives out its greatest amount of useful effect at half-stroke of crank, when the

is on

facts.    ,    |,

18, Shakespeare-street; Bradford, September 24th.    ---

f-

VACUUM BRAKES.

Sir,—Permit me also to confirm all that has been said in your paper as to the dangers of the vacuum brake which we Midland drivers have to use. This leaking-off brake is, indeed, Sir, nothing more tham a jf^Wf; If % sloWfin action—very difficult indeed to-regulate the brake power—talcesi > a very long time t$ get it off, amfthe stopping force all leaks away in little more than a minute.

Our drivers are being suspended, fined, and censured most severely, because this brake does not act properly. But I assure you, Sir, it is not tbeifeen’s fault, but it is in the construction of the brake itself. Only on Monday last, the 12th inst., the 5 p.m. express, ex St. Pancras, ran right by Bedford platform. As it happened, there was nothing in the way or there might have been a very fearful disaster in consequence of this brake failure. Not many weeks ago p, collision might have resulted had not the steam brake on the engine-arid tender done good work after the train brake had leaked off. It is quite true that this leaking-off brake is no use to us when running down inclines, and we have even received orders that the guards must apply their ordinary hand brakes when descending the Sickey incline. This will prove to you, Sir, that our company does know that this brake is not to be trusted down this incline.    A Fourth Midland Driver.

OUR COAST DEFENCES—A SUGGESTION.

Sir,—As a means of supplementing our present systems of coast defence, you will, perhaps, consider the following suggestion worthy of a place in your widely-read journal.

There are points of defence on many of our rivers and narrower estuaries when the whole play of the guns, both on the carriage

\-..... _ —

RATIO OF \ Jo Jo USEFUL EFFECT)    ,    ¹    '

PRES. ON IND. CARD

PROPORTION OF POWER TRANSMITTED , TO SHAFTING ■

10-5

122-10 AV. PRES.

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'COMPOUND

SCALE Wo

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72*0 P. CENT

===== 3S-QI0—:— 122.1

speed is greatest. In the direct engines, such as pumping engines, the pressure on the piston represents useful effect, thus giving about 50 per cent, of useful effect above the. rotative engines. According to my diagrams, if we take the position of the crank and piston at each ^ of stroke of crank, the actual horse-power communicated to the shafting is considerably less for the simple than the compound engine. In the diagrams, I have not taken into consideration the angles of the connecting-rods.

September, 26th.    -

ENGINE-ROOM ARTIFICERS.

Sir,—On reading “Experience’s ” letter, I am compelled to beg a little more space for a few words in your next issue. I don’t know what time may have intervened between “ Experience ” reading my letter and the penning of his own, but he has evidently trusted to his memory, from the mis-statements and wrongly-quoted sentences.

On looking his letter through, I find that to correct all this, I should simply have to reproduce my letter from beginning to end. This, of course, is not to be thought of. I must therefore beg those who are interested and may be able to lay our letters side by side— mine of The Engineer for August 5th, and “ Experience’s ” of The Engineer this week.

I desire, however, to draw attention to the third paragraph in his letter. He there gives these words as a quotation from my former letter : “ That he knew nothing practically of the working of the engineer branch of the Navy.” Now, for my words as printed in your journal—“ I must plead ignorance as far as actual personal experience goes.” I need make no comment on the dissimilarity of the two sentences.

“Experience” has given a hint as to his own position in the engineering world, and I will return the confidence by informing him that I myself am, as near as I can judge, about midway between the individuals he mentions, and have done a good deal of work on board of warships in connection with the engine department.

Referring to the trial on the Sulphur, “ Experience ” lets out something that I certainly expected, viz., “the inducements not .being sufficient.” I say make them sufficient. I am convinced it could be done. My letters, I may as well say, have not been intended as suggesting a definite system, but a general idea of what I consider the best system. To what I have already remarked, I may add that I think the admitting of candidates when only boys a great mistake, as plenty of young men would be willing to join on the completion of their apprenticeship in the many establishments throughout the country. No sensible person would dispute the desirability of giving all recruits a period of training on first entering the service.

“Experience’s” experience and mine evidently differ very widely as to the present position of the artificer. I can only stick to mine, and say do away with the grade altogether. Let the junior engineers do their work. In other words, let them he junior engineers, except in the cases where they can rise. Give all the same chances of passing the examination, and those who fail cannot in justice be jealouus of those who go through. We don’t find it so on deck or on shore.

Should “Experience” again put in an appearance, I must ask him to favour me "by giving the circumstances that would require the indispensable presence of a highly scientific man, either on a cruise or in action. I shall be the more obliged if he will do so, as to be kept waiting till the contemplated battle comes off would be most unsatisfactory,

I will close by saying that I dislike the word “sneer,” and am very sorry “ Experience ” has taken me up so bitterly. What I like is a good sharp criticism. “Experience” is entirely mistaken if he thinks my words have been written in any mean spirit whatever.    O. O,

Edinburgh, September 21st.

Sir,—I have taken considerable interest in the various letters which have appeared in The Engineer respecting the engineering of the Royal Navy. The letter signed “Experience” in The Engineer of September 16th appears to my mind to be from the lien of a man who is not at all entitled to the respect which an experienced man should command.

“Experience” says there is far more necessity for the presence of a highly scientific engineer on board a man-of-war in action than there is for his presence in a works on shore. I should like to know who are the men who design and construct the splendid machinery which now propel our vessels. I think “ Experience ” will find it much easier to wind up his wa-tcli than to make one.

In an action at sea what great part would “ Experience ” take in the matter ? The engines would be worked to the order of those in command of the vessel. If a shell reached the engine-room, would “ Experience” make an elaborate calculation as to whether the explosion had increased or lowered his vacuum ? I consider at that moment that one good, practical man would be worth half a dozen of the class “ Experience ” seems to belong to.

Engineers should he men who have been accustomed in their youth to the construction and erection of engines and boilers. The very able letter signed “Fitter ” mentions the case of young men who have theory and practice side by side. I know young men who have received a fair education, who have served from seven to ten years in an engineering works, and thoroughly understand every branch in the construction of engines and boilers ; their spare time has been spent at science classes; they are well up in drawing; speak and act like gentlemen. Now, supposing them to have entered the Navy as engine-room artificers, why should they not rise by merit to the position of chief engineer? Surely the man who can construct an engine is the best man to drive one supposing him to be as I state above.

What does “Experience” mean by mysterious test of merit? What does he mean by each class specially trained for their duties? A chief engineer should be one who understands the theory and practice, and not a man whose whole time has been spent at school and college, and therefore knows nothing of a real engineer’s duties. If a man considers himself too much the gentleman to soil his hands and follow a laborious occupation, in order to have a thorough knowledge of the construction of an engine and the real charge of same when at work, then he has no right to occupy a position for which he is not all fitted.

I would much rather see a vessel engineered by a good, practical man who has no more theoretical knowledge than is required to work out his diagrams than by a man like “ Experience.”

‘ ‘ Experience ” speaks of engineers of the old school. What does it matter if a man, however humble his birth, or however low his position may have been, if by real hard work he rises to the post of chief engineer? Does “Experience” think such men cannot gain the respect of those on board, whether under or above them ?    W. L.

C. J. L.

THE BLACKHEATH SUBSIDENCES.

Sir,—In your impression of the 16th inst., you noticed the Black-heath subsidences and the two theories which seem to find favour in relation thereto. From what I have seen of the London strata I should be inclined to support the “natural” as against the

The S.S. Charkieh.—In the account in our impression of the 9th inst. of the trial trip of the Charkieh, the name of one of the agents for the constructors of the engines, Messrs. Jack and Co., was incorrectly spelt, the name of the firm being given as Allen Anderson, instead of Allen Alderson and Co., as it should have been

RAILWAY MATTERS.

NOTES AND MEMORANDA.

MISCELLANEA.

A TELEGRAM from the Berlin correspondent of the Morning Post states that the completion and opening of a second electric railway in Berlin will shortly take place.

The London and South-Western Railway Company is erecting a rather costly and lengthy bridge at Southampton to carry the traffic at present permitted to pass the railway by two level crossings.

A second section of the West Lancashire Railway—the section which carries the line over the river Douglas to Longton, a distance of about four miles—is now approaching completion, and is expected to be open about the end of October.

At the close of the year 1880 there were in use upon the railways of the United Kingdom 13,384 locomotive engines; 29,505 carriages for the conveyance of piassengers only; 11,280 other vehicles attached to passenger trains ; 379,934 wagons of all kinds for the conveyance of general merchandise, minerals, and live stock; and 11,081 other vehicles, such as ballast wagons, &c., not used for traffic purposes. The total number of vehicles of all descriptions was 432,400.

The tonnage of coal taken to London by the various lines of railway during the last three months was 448,692, 493,194, and 504,301. The Midland carried in August 101,005 tons; the London and North-Western, 125,405 tons; the Great Western, 70,183 tons; the Great Northern, 89,298 tons ; the Great Eastern, 45,149 tons ; and other lines, 7321 tons. The tonnage carried by all the lines of railway to the metropolis during the first eight months of 1881 was 4,199,102 tons, or 270,799 tons more than in the same months of 1880.

The statistics of railway construction in India show the total length of lines open on the 1st of January last was 9325 miles, of which 838 miles had been added during the year. Between that date and the close of the financial year—1880-81—200 more miles had been opened, and numerous important railway undertakings are in progress, among which is the extension of the Punjab Northern Railway to Pesliawur. The increase of net railway revenue last year, as compared with the previous year, amounted to considerably over half a million sterling.

The Maidstone and Ashford Railway is about to be commenced. This line, which is about eighteen miles in length, commences at Maidstone by a junction with the Chatham and Dover Company’s line, and terminates at Ashford, where it forms a junction with the South-Eastern Company’s railway. The new line will, the Railway News says, open up a fresh route to the Kentish watering places. It is now proposed, as soon as the plans have been approved of by the War Department, to improve the railway facilities at Sheerness by extending the rails to the upper part of the town.

According to the report of the Secretary of State for India, more than nineteen-twentieths of the total number of 155,734 persons employed on the Indian railways at the close of September, 1880, were natives. The remainder were composed, in nearly equal proportions, of Eurasians and Europeans. Railway managers in India, it appears, hesitate to leave the driving of passenger trains or even of goods trains on the main lines in the hands of native drivers ; but natives are employed more than they were on branch lines and as shunters, steps having been taken for establishing schools in which natives can qualify for the position of foremen mechanics.

The Board of Trade report on the collision which took place on the lltli of August, at Cromer station, on the Great Eastern, when a special excursion train from North Walsham entered Cr station at too high a speed, and came into collision with two empty carriages which were standing at the end of the dock line into which the excursion train had been turned. Twenty-seven passengers are returned as having been injured. Major-General Hutchinson concludes his report as follows :—“ This was a case in which a good continuous brake, not allowed to be ordinarily used for running into terminal stations, would have been of the greatest service in enabling the driver to rectify his mistake.”

This German Railway Union has agreed upon certain specifications to be satisfied in the steel rails they use. The tests to be made in the work we believe we have given before, but as they not uninstructive, we may give them again. They placed on two supports 3ft. 4in. apart, must bear a load of 20 tons for several hours without permanent flexure. In like position it must bear, without breaking, two strokes of the monkey of a pile-driver, a weight of 11001b., falling 13ft., and, without any injury, a fall of the monkey 5ft. The rail must be capable of being bent in the cold state either way to the extent of 2in., without showing cracks or tissues. It must further be capable of bearing a curvature 0‘9in. in Oft. lOin.

At Council Bluffs, Iowa, on Monday last, a terrific explosion occurred. A car load of gunpowder, bound for Denver, was in Rock Island Railway yard. It arrived on Saturday, but the Pacific Railway refused to receive it, deciding it to be a dangerous freight. The cause of the explosion is at present unknown. It demolished the company’s roundhouse and repair shops. Several other buildings were destroyed and also fifty cars. The explosion dug a hole in the ground 15ft. deep and 45ft. in diameter. It broke nearly every window in Council Bluffs; also many at Omaha, across the river. The concussion xvas felt twenty miles away. The Times’ New Y ork correspondent says the damage inflicted amounted to £40,000. Nobody was hurt.

The accident which occurred to the 10.31 p.m. mail train from Normanton to Crewe, at Heaton Norris station, near Stockport, on the 3rd ult., on the London and North-Western Railway, forms the subject of a report to the Board of Trade, train was turned through facing points into a goods line about 320 yards long, ending in buffer stops at the north end of Heaton Norris station. The engine cleared away these buffer stops and ran on to the north end of the platform, where it knocked down three brick piers, each 2ft. long by lift, thick, supporting a verandah roof, and then came to rest. The brake appliances consisted of the tender hand brake, a chain brake, applicable by the driver and by guard by means of a cord, to the last four vehicles. After a full consideration of all the evidence the report concludes : ■—“ This only furnishes another instance of how little the action of this brake, when required to be used on an emergency, is to be depended on. In a distance of 200 yards, with a speed much in excess of what was stated to have been the case on this occasion, the train, if supplied with a quickly-acting continuous brake, would have been stopped without difficulty.”

published by Le Parlernent pretending to show the comparative frequency of railway accidents in France, Belgium, and England, at the different pteriods of the railway system. According to this authority between 1835 and 1854, which may be described as the embryo condition of the system, the following the death and accident roll in the three countries

The production of lead in Germany amounted in 1880 to 85,305 tonnes. Among the largo producers were : Mecliernich, 20,275 tons ; Stolberg, 19,375 tons ; Hartz, 10,159 tons; Frieberg, 0107 tons; Tarnowitz, 7430 tons; Ems, 0395 tons; and Rhcnisli-Nassau Works, 8612 to According to Mr. W. T. Blandford, F.R.S., the great plain of Northern India is not an old sea-basin. The vast plain traversed by the Indus, Ganges, and Brahmaputra has constantly been considered, both by geological and lithological writers, as the basin of *a great sea; but on examining the evidence, there does not appear to be a single fact in favour of the sea having at any geological period occupied the Gangetic or eastern position of the plain. The tract, Mr. Blandford says, is evidently an area of depression filled up to above sea-level, through a long period of geological range of time.

ns.

The Imperial German subterranean telegraph net projected some years ago has been completed. It connects 221 towns and cities, and stretches from Konigsberg toStrasburg, from Breslau toEmden, and from Thorn to Aix la Cliapelle. The first underground cable of the system was laid in March, 1870, from Berlin to Halske, and the last portion of the net, extending from Cologne to Aix la Cliapelle, was imbedded this summer. The laying of all these cables has taken about 58 months, and cost the empire, in round numbers, about 30,200,000 marks. The total length of the subterranean cables is 5,403,050 kilometres, and that of the wires contained in them 37,372,871 kilometres, 18 of the 23 lines being seven-wired and five four-wired. The advantages of such a subterranean system of telegrapihy, both in peace and war, being equally beyond the reach of meteorological influence and hostile axe, must be apparent.

The Registrar-General’s annual abstract of Irish agricultural statistics lias been issued. The total extent under crops in 1881 was 5,191,301 acres, being an increase over the previous year of 110,277 acres. The increases were, roughly, 30,000 acres in Leinster, 20,000 in Munster, 35,000 in Ulster, and 11,000 in Connaught. In 1880 the extent returned under

Statistics are

are

are :—A rail

In this case the

was

France, one

lulled in every 1,955,555, and one injured in every 490,551; England, one killed in every 5,256,290, anil one injured in every 311,345; Belgium, one killed in every 8,861,S04, and one injured in every 2,000,000. In the next pieriod, from 1859 to 1869, there improvement:—France, one killed in every 13,323,014, and one injured in every 673,927 ; England, one killed in every 15,229,078, and one injured in every 407,260; Belgium, one killed in every 13,000,003, and one injured in every 1,793,10S. During the most recent period from 1872 to 1879, the loss of life still showed a tendency to diminish in France, but to increase in England:—France, one killed in every 27,879,000 ; England, one killed in every 13,423,000; t>---- one killed in every 25,289,421. Between 1808 and 1877,

killed in every 5,256,290, and one injured in every 311,345;

was an

Belgium, one killed in every 25,289,421. Between 1808 and 1877, the six great French railway companies had 773 accidents, which fatal to 218 piersons, and caused injury to 2158. The fatalities were very unevenly spireail over the pieriod, there being 155 in 1871, and none at all in 1873. It must not, however, be forgotten that it is very difficult in France to gain the whole truth about railway accidents.

were

grass was 10,259,108 acres. There is a decrease this year of 167,420 acres. There is an increase of 21,700 acres in the extent of land under tillage ; an increase of 5801 acres of wheat, of 10,437 acres of oats; and there is a decrease of 7808 acres of barley, leaving a net increase of 10,400 acres under cereals. The acreage under potatoes has increased by 33,043 acres. There is a decrease of 7400 acres under turnips, and of 7858 acres under cabbage, so that the net increase is 21,000. Flax shows a decrease of 10,455 acres. The return of live stock shows an increase of 32,962 in cattle, and of 237,772 in pngs, and a decrease of 303,880 in sheep).

A bottle apparently cast adrift by some one wishing to gain information of the set of certain ocean currents has been found off the island of Vanceo Leon, of the Fiji group. The bottle contained the following document in the state, it is said, of the most pierfect preservation :—“"Whoever finds this, please forward to the Meteorological Office, London, S.W., with pilace and date of finding. From Pleione, San Francisco, to United Kingdom, 18 days out, lat. 4 deg. 21 min. S., long. 118 deg. 42 min. W.; March 3rd, 1880. Current last 24 hours S. 9 deg., W. 25 min. Chas. S. Renant.” Kubulau Point, off which the bottle was pricked up>, is in 00 deg. 55 min. south latitude, and 179 deg. east longitude. During its 15 months’ voyage the bottle travelled in a direct line 0700 miles, having made 12 deg. 34 min. of southing, and 61 deg. 18 min. of westing between the pioints where the bottle was thrown over and where it was picked up. The ocean is studded with islands, but the bottle is uninjured.

In a letter on a new seismometer, sent to Nature by Mr. S. E. Peal, he suggests that as a rule a piendulum cannot record vertical or oblique motions, and yet these are often the most necessary and valuable to record. (1) To do this, and yet as easily allow of lateral registration, I would say, supiport a heavy—leaden—ball of, some 100 lb. by a 30ft. or 40ft. spriral or rubber spiring of suitable strength. It will be found that a very considerable amount of vertical priay can take priace, especially vertical effort, ere the ball can be affected, and that lateral priay of the supiport will piroduce very little effect indeed, unless, as is most unlikely, the motion is prolonged and is continuous in one direction. (2) Around the sphere, and at a very short distance from its surface, radial rods actuated like the key priugs of a cornet are supported, say at every 30 deg. all over the surface, contact with any one of which will electrically record time, and the piencil attached to the priunger record distance of stroke on revolving piaper attached to priunger tube.

The effects of Gulf Streams upion climates formed the subject of a paper read at York by Dr. S. Haugliton. He said that the Gulf Stream, and its counter current, the Labrador current, produced impiortant effects upion climate. The northern hemispiliere was warmer than the southern from lat. 0 deg. to lat. 30 deg., and it was colder than the southern from lat. 40 deg. to 60 deg. The higher temperature of the southern hemisphere in the temperate latitudes was expriained by the existence of three Gulf Streams in that hemisphere, while there was only one in the North Atlantic, and a piartial one through Behring’s Straits in the northern hemispriiere. The general climatal effect of the Gulf Stream was therefore to make the annual range of tempterature less, but it had no effect whatever upion the summer heat, or upon the fruiting of priants and trees, that required a given July temperature for production. The January tempieratures in the North Atlantic at 70 deg. were raised by the Gulf Stream, whilst the July tempieratures remain unaffected. The effect of the cold currents, which were indirectly caused by the warm currents to pireserve the proper condition of equilibrium, was nothing at all upon the January temperatures, but they lowered the July tempieratures. The effect of the cold water wTas to lower the July tempierature and to leave the January untouched, and the effect of the warm current from the south was to raise January and to leave July unaltered.

A paper was read at York on the alleged decomposition of the elements, by Professor Dewar, M.A., F.R.S. In his remarks he dealt chiefly with the spiectroscopiic work from which Mr. Norman Lockyer had drawn conclusions very different from those of Professors Liveing and Dewar, especially concerning the value of evidence on the subject. Professor Dewar argued that Mr. Lockyer’s views regarding the existence of carbon vapour in the corona of the sun would not bear scientific investigation, and that his views regarding the modification of the spiectrum of magnesium equally illusory, and gave no pircof of the decompiosition of elementary substances. Finally he discussed Mr. Lockyer’s theory of “basic lines,” and addressed himself to a refutation of the same. The results recorded, he said, strongly confirmed Young’s observations, and left little doubt that the few as yet unresolved coincidences either would yield to a higher dispersion or were merely accidental. It would indeed be strange if amongst all the variety of chemical elements and the still greater variety of vibrations which some of them were capable of taking upi, there were no two which could take up vibrations of the same period. They certainly should have supposed that substances like iron and titanium, with such a large number of lines, must each consist of more than one kind of molecule, and that not single lines, but several lines of each, would be found repeated with the spectra of other chemical elements.

were

The fact that hardly a single coincidence could be established was a strong argument that the materials of iron and titanium, even if they be not homogeneous, were still different from those of other chemical elements. The supposition that the different elements might be resolved into simpile constituents and even into a single substance had long been a favourite spieculation with chemists ; but however pirobable that hypiothesis might appear (i priori, it must be acknowledged, according to Professor Dewar, that the facts derived from the most piowerful method of analytical investigation yet devised, gave it but scant supiport.

some

At tlie recent Wirral Agricultural Show, Messrs. Ransome and Marshall were awarded high commendation for their collection of machinery in motion.

An instrument, invented by Mr. J. Mackenzie, is exhibited in the Paris Electrical Exhibition, which signals any number from one to 999 by one movement of the operator.

An observatory has been completed on the top of Pie du Nudi at 2000 metres above sea level. The old observatory down the mountain some distance will become a station for travellers.

We are requested to say that Mr. Wilson Wingate, late of the firm of Thomas Wingate and Co., Glasgow and Westminster, has removed his offices to Mansion House-buildings, Queen Victoria-street, E.C.

The 80-ton steam hammer at the Creusot Works, and which we illustrated in our account of the Paris Exhibition, 1878, lias been converted into a 100-ton hammer by placing a lump, weighing 20 tons, on the tup.

The works for the water supply of Milton-next-Sittingbourne have been completed and were formally opened on the 27tli instant. They have been carried out by Mr. Henry Robinson, C.E., of Westminster, the contractor being Mr. George Torkington.

The Mersey Docks and Harbour Board has assented to a proposal of the Mersey Railway Company to sink a second shaft on the Birkenhead side of the river, so that the works of the heading and main tunnel may be proceeded with simultaneously.

At a meeting of the Carmarthen and Cardigan Railway Company, held at the Guildhall Tavern on Tuesday last, it was resolved to liquidate the affairs of the company voluntarily, with Mr. Henry Spain and Mr. David Cornfoot as liquidators; and it was stated that the first distribution of about £200,000 will be made in about a fortnight.

On Saturday a steamer of 2000 tons was launched from the shipyard of Messrs. Wigham, Richardson and Co., but was not named. Immediately after the launch the berth was prepared for a large Transatlantic liner, to be built of steel, and to be delivered within ten months. The engines of both steamers are of the builders’ own make.

The Norwich Town Council have agreed to accept the tender of Messrs. Crompton and Co., of London, for lighting several of the principal streets of the city by means of electricity for twelve months, at a cost not exceeding £400. Nearly 100 gas lamps will be superseded, and the extra cost of the light will be only about £100 per year.

An international exhibition of smoke-preventing appliances will be held in the Royal Albert Hall, South Kensington, from the 24th October to 2(itli November, in connection with the Smoko Abatement Committee. Regulations and forms of application for space may be had on application (by letter) to Mr. Gilbert R. Redgrave, Exhibition-buildings, Queen’s-gate, South Kensington.

A syllabus of subjects of a special class for students intending to sitformine managers’ certificates and others has beenissuedby the Wigan Mining and Mechanical School. Mr. M. W. Peace is the secretary, from whom particulars may be obtained. Mr. C. M. Percy, E.G.S., and Mining Engineer, is lecturer in the engineering subjects, and Mr. R. Bettey, F. G. S., in the department of mining and chemistry.

A new submarine cable, which will be the most northerly in Europe, is to be laid between Thurso, in Caithness, and Iceland, passing-by the Faroe Islands. The chief office in Iceland will be at Reikiavik, and the line will connect with Stappen, the chief town of the Vester-Amt, and with Madruvel in the Norder-Amt. The estimated cost of the cable, the plans for which have been prepared at Copenhagen, is about £200,000.

South Kensington is being so crammed with archaeological, antiquarian, and “high art” objects, including more or less genuine Chippendale and other furniture, that it is now proposed to turn out the technical objects of instruction. South Kensington owes a great deal of its early success to a revival of the use of old materials, such as terra-cotta, and the use of new materials; but now she is getting ashamed of her practical origin.

General Patent-laws have been lately passed and promulgated in Turkey and Liberia. The Turkish Patent-law is substantially a copy of the French and German systems. Any person may take a patent on deposit of drawings and specifications. Longest term of the patent fifteen years ; annual tax, 18 dols. The invention must be worked within two years from the date of the patent. The penalties for infringement and the proceedings are the same as in European countries. In Liberia the patentee must be the inventor, or must have lawfully acquired the invention from the inventor. Drawings and specifications must be furnished. The Government fee is 50 dols. The invention must, according to the Journal of the Society of Arts, be worked within three years after the grant of the patent.

Archdeacon Denison has circulated amongst his villagers at Brent Knoll, in Somerset, a paper setting forth the extent to which he has, after unceasing efforts, during the last quarter of a century, supplied the district with water. Finding that epidemic disease prevailed for want of water, he dug for wells, and has now ten reservoirs, four springs, and eight dams with fountains, filter beds, tanks, and pumps. The drinking water is supplied through galvanised pipe directly from the springs. The six lower reservoirs are fish pools, pools for swans and ducks, and drinking places for cattle. The Archdeacon has set an example which might be followed by many a wealthy landowner. He has done great good, and, after all, has only spent £1500 on the works. He now calls upon the people to take up the matter and continue what he has successfully commenced.

The sale next month of the celebrated paddle-sliip Castalia is announced. She is of 1553 tons, and was built, it will be remembered, on Captain Dicey’s plans by the Thames Ironworks and Shipbuilding Company, her engines, which were fitted by Messrs. J. and A. Blytli, being of 250-horse power nominal. The four boilers were by Messrs. Maudslay, Sons, and Co. In the announcement of the sale, which is by order of the mortgagees, Messrs. Bayley and Ridley state that the vessel “has two first-class saloons on deck, handsomely fitted; second-class saloon, ladies’ saloon, private cabins, and every requisite accommodation for a first-class passenger trade. The Castalia is similar in construction to the well-known Calais-Douvres, and during the short time she was on the Channel station proved herself a remarkably comfortable and steady vessel, and was a great favourite with passengers.” She is now lying in the Thames, near Erith.

In a paper read before the British Association on the formation of coal, by E. Wethered, F.G.S., F.C.S., the author gives Iris reasons for concluding —“ (1) That coal was not formed from vegetation of the Lepidodendroid type, and that therefore the Stigmaria found in the underclays are not the roots of the vegetation which gave rise to the coal; (2) that the varieties of coal and the change which sometimes takes place in one and the same seam are not due to metamorphism, nor are they dependent upon the contorted state of the surrounding strata, but arise from the greater or less chemical decomposition of the vegetable mass, influenced by the circumstances under which it was submerged. On the land grew the vegetation of the period, represented by the Lepidod-endrons, Sigillaria, Calamites, &c. As the land sank and the waters encroached, the land vegetation was gradually washed but the roots remained in many cases, and those which

away,    ,    , .

offered the greatest resistance to decay are the ones preserved in a fossil state—hence the occurrence of Stigmaria. As the waters advanced the ground would become swampy, and then we might expect to see spring up reeds, mosses, and other vegetation suitable to the changed condition ; it is to vegetation of this kind that the author ascribes the formation of coal.”

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give clear information on the subject? Stalybridge, September 27th.

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In truth, so long as marine engine builders had to rely on sea-water for feed, it was simply impossible that any progress should have been made. With the introduction of the surface condenser, the practice of marine engineering may be said to have been revolutionised. Indeed, economy was almost forced on the engineer, will not be difficult to gather that excellence of workmanship and material are far more essential to the success of the marine engine than proportion—that is to say, proportion of heating and cooling surface. There are, however, other points, to be attended to besides these in designing a marine engine; and it is much to be desired that Mr. Marshall—or some one equally competent—will give the world a table of the dimensions of the engines with which be has already to some extent dealt. Thus we want to know the length of the crank pins, connecting rods, and main bearings, and the diameter of the crank pins, main bearings, pumps, thrust bearings, and so on. We suspect that a comparison of the figures setting out these dimensions would show that there is a great diversity between the practice of our principal engineers. From this information it ought to be possible to deduce some general and simple rules, which ought to be of great value. As we have already said, Mr. Marshall deserves the thanks of engineers all over the world for what he has done. May we venture to hope that he will go yet further, and supplement his table with additional information!

tects or engineers. It may be objected that this class, at the present date at least, is too small, too scattered, and too busy, to be likely to combine in forming an institution of their own. We would suggest, in reply to this, that the society might very well embrace manufacturing engineers, makers of finished iron and steel, makers of ropes, files, lamps, and other description of stores—in short, all those who make it their business to supply large quantities of some article, to public bodies or private firms, on what may be called the Competitive Tender system. It is on the consideration of the defects in this system that our suggestion for an association of those who work under it is based. The system itself is so well known to nearly all our readers that a very brief description will suffice, railway company, we will say, or a colonial Government, makes up its mind to buy 10,000 tons of steel rads. It invites tenders for these, either by public advertisement, or by private letters to a certain number of selected firms. In either case each applicant receives a drawing of the rail section, and a specification of the quality, mode of manufacture, date and place of delivery, &c. On the back of this is generally found a form of tender, on which the tenderer has simply to fill in his own signature, and the price per ton at which he will undertake the contract, the whole of the conditions being stated for him. These tenders are sent in, and opened by the officials of the company on a fixed day, when, in almost every case, the lowest tender is accepted as the basis of the contract.

This is the system in its simplest and perhaps its most satisfactory form. There can be little dispute about what has to be done, and the quantity to be supplied is so large that it is well worth while for both sides to take

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyvkau, jRue de la Banque.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

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

TO CORRESPONDENTS.

%* In order to avoid trouble and confusion, we find it necessary to inform correspondents that letters of inquiry addressed 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. No notice will be taken of communications which do not comply with these instructions.

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

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

Nobody.— “Mine Drainage,” by Stephen Mitchell, published by Crosby Lockwood and Co., contains descriptions of almost every steam pump in the market.

A Poor Scholar.— There is nothing new in the idea except the particular use of the screw elevator, which would cost too much and wear too much to make it practicable. It is, moreover, impracticable for a dredger in other respects.

SMALL COAL AS A LOCOMOTIVE FUEL.

{To the Editor of The Engineer.)

Sir,-Having observed that Belgian and French small coal—slack—is being used by locomotives on a French line of railway, I should like to be informed if small coal has been successfully used in locomotives on any English railway. If so, from what mine or mines is the coal extracted, and on what line or lines is it employed ?    A Subscriber.

Dieppe, September 23rd.

OVENS FOR ANNEALING SMALL IRON CASTINGS.

{To the Editor of The Engineer.)

Sir,—I shall feel obliged if any of your correspondents could give me the best form of stove or oven, and method of working the same, for annealing small castings made from ordinary foundry iron. Could any of your readers also give me the title and price of any book that would

J. S.

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MEETING NEXT WEEK.

Society of Engineers.—Monday, Oct. 3rd, at 7.30 p.m., a paper will be read on “Iron Roofs,” by Mr. Arthur T. Walmisley, the leading features of which are as follows :—Original roofs. Gradual change from combination of wood and iron framework to complete iron structures Various forms of trusses. Straight and curved rafters. Pitch of roof! Connections, rivetted joints, bolts or pins. Comparative advantages of one system of truss over another. Examples to be found in practice. Adoption of truss or arch form. Use of tied arches. Examples of arches. Single or multiple spans. Loads on a roof. Calculation of wind pressure. Diagonal bracing. Bearing surfaces. Expansion rollers Hipped ribs. Gable ends. Domes. Sliding roofs. Best systems of glazing. Ridge and furrow, or other form of covering.

Prevention of corrosion. Cost of roofs. General conclusion.

„ „    DEATH.

On the 6tli Aug., at St. Kilda, Melbourne, from the effects of an accident while riding, Frederic J. Pirani, M.A., C.E., Lecturer in Natural Philosophy and Logic at the Melbourne University, aged 30.

THE ENGINEER.

SEPTEMBER 30, 1881.

MARINE ENGINES PAST AND PRESENT.

After reading what we have recently published in connection with Mr. Marshall’s paper concerning the apparent absence of all method or system in proportioning marine engines and boilers to each other and to the work to be done, we shall not be surprised if we are asked—How does it happen that such admirable results are obtained from the modern marine engine ? It may be pointed out that but a few years have elapsed since a consumption of 5 lb. of coal per horse per hour was considered good work. It is not ten years since engines needing but 31b. of coai per horse per hour were supposed to have reached the summit of perfection. How does it happen, then, that engineers who apparently have given little or no attention to questions of proportions have been able to achieve the magnificent results attained in the present day? The answer is, we think, easily given. So long as a certain minimum of heating and cooling surface is provided, the machinery a steamship will do well. If more surface be present, although it may do no good, it will do no harm, so far as coal-burning is concerned. Thus, if a condenser gives a vacuum of 26in. of mercury, doubling its dimensions may, perhaps, either not augment the vacuum at all, or only by a wholly insignificant trifle. If a boiler evaporates 10 lb. of water per pound of coal, no increase in the heating surface can much improve it. Making the machinery and boilers of a ship unnecessarily large will not render them less economical as regards fuel. But too much size means too much first cost, and an increase in various other expenses which the shipowner must provide for. Thus it will be seen that the diversity of practice in the matter of proportion need not touch economy of fuel in any way, and, consequently, every marine engine builder can follow his own devices as much as he likes, and one engine will be as good as another.

The difference between 1*75 lb. and 5 lb. of coal per horse per hour is, however, enormous ; but that it should exist need be no matter of wonder. The old jet condensing engines were nearly always employed to drive paddle-wheels, and they moved at comparatively slow speeds. The pressure of steam carried did not exceed 10 lb. or 121b., and expansion was scarcely known at sea. If it had been practical with such low pressures as were alone available, the results obtained could not have been very satisfactory. Again, at least one-half of all the water taken into the boilers in the way of feed had to be blown out again boiling hot to prevent salting. Pistons and valves were not always as tight as they might have been, and few marine boilers evaporated more than 71b. of water per pound of coal burned. The modern marine boiler working with clean water is at least 50 per cent, more economical than the old-fashioned boiler fed with salt water. In spite of blowing off, the heating surfaces always became encrusted with a deposit of sulphate and carbonate of lime to a degree unknown in modeiai practice, and fatal to economy. The use of the surface condenser and improved tubular boilers would alone have sufficed to reduce the consumption of fuel from 5 lb. to 3 lb. of coal per horse per hour. Expansion has done the rest. It must not be forgotten that the marine engine was for a long time the most wasteful piece of steam machinery. Land engines were doing very well with 3 lb. of coal per horse per hour, while the marine engine was burning 5 lb. and 6 lb. Until it became possible to dispense with the use of brine for feed water, it was impossible that any progress could be made. High-pressure steam could not be carried, because the sulphates and carbonates of lime were precipitated with such certainty and rapidity that a boiler might be burned out and ruined in a week or ten days. A few attempts were made to carry high steam—made from sea-water— that is to say, 40 lb. or so, but they ended in failure ; and 30 lb. may be looked upon as the very highest pressure ever reached in practice with sea-water boiler feed. It is to the surface condenser then that the success of the modern marine engine is mainly due. In 1842 there be no doubt that there were in existence engines which did not need more than 4 lb. of coal per horse per hour. But in that very year Messrs. Seaward published a pamphlet, in which the following passage occurs :—“ We guarantee that the consumption of fuel in marine engines, constructed upon our improved system, shall be under six pounds of good coal per horse per hour, the engines working at their full efficient force, with the steam passage open at least four-fifths of the entire stroke of the piston.” Messrs. Seaward had a high reputation, and it is clear that many ships required more coal than those engined by that firm. The circumstance that it is claimed as an advantage that the steam was worked without expansion is quite suggestive, and deserves to be noticed. As it may be doubted that any high degree of economy had been obtained on land forty years ago, we may state that there was in 1842 a rotative Woolf engine working at Messrs. Cubitt’s factory Vauxhall Bridge, and constructed by Messrs. Bennie, which indicated 60-horse power, making 19 revolutions per minute, and from careful experiments it was found to burn but 2’5 lb. of Welsh steam coal per horse per hour. Thus the builders of marine engines could not argue that their engines were better than those of other engineers. The reverse was the fact.

From all that we have written it

COMPETITIVE TENDERS.

We recently gave some account of the Contractors’ Congress held at Liege, and suggested the desirability of forming a society of contractors in this country. At that time we had chiefly in our mind contractors properly so called, i.e., men who undertake contracts for buildings, railways, docks, &c> &c., under the control of either areni-every

pains that it shall be supplied at the lowest fair rate. This term we may define as that rate which, provided the order is executed in the best and cheapest manner, will leave to the contractor a reasonable margin of profit, say between 5 and 10 per cent, on the amount of the order. With this definition we do not think that either the company or the contractor will be disposed to quarrel. But now let us take another case. The Harbour Board of a flourishing seaport resolve to construct a new dock. Tenders are invited, and drawings and specifications are issued, as before ; but instead of each being contained on a single piece of paper, twenty sheets of double elephant will perhaps hardly suffice for the former, and 200 pages of folio for the latter. The excavation, pumping, temporary works, walls, inverts, quoins, lock-gates, bridges, and a hundred other matters have all to be considered and estimated for. The quantities for all these must therefore be got out and settled; and when all is done, there are sure to be some points—connected, for instance, with the exact nature of the foundations—which cannot be absolutely fixed until the work is in progress. For these reasons a schedule of prices is annexed to the contract, in which the rates are stated which are to be allowed for certain classes of work, if the quantities for such work turn out to be in excess or defect of those calculated in the specification. It is clear that a contract of this sort is not a thing to be lightly undertaken. Let us now go to the other extreme. The Harbour Board require, not a new dock, but 3-ton crane. They send out invitations to tender just before, but the specification is limited to a few particulars as to height, reach of jib, and so forth. The design of the crane is left to the contractor, subject, however, throughout to the approval of the harbour engineer; and he is required to state a lump sum which will cover the whole cost of manufacture, freight, erection, testing, and probably maintenance for a period of at least several months.

We believe that, all the descriptions of contract we wish to consider may be comprised under one or other of these three heads ; and any person who is accustomed to do work under any one of these systems would be eligible member of our proposed Society of Contractors. Of course, in each case the amount of the tender may vary enormously, being sometimes reckoned in tens of thousands, and sometimes in tens of pounds. In England, indeed, the third system is seldom employed for important tracts; but in the United States the largest bridges continually built in this way, each tenderer submitting his own design with a lump sum estimate. It will not escape the reader that, under either of the three systems, there is plenty of room for difficulties and complications to arise; and it is these which we propose briefly to consider, from the point of view of a contractor, but of a contractor who is quite ready to face all the results of fair and open competition.

In the first place, the parties letting the contract—whom may call for brevity the company—are in the advantageous position of having something to dispose of which a large number of persons are very anxious to acquire. Consequently they are able not only to command the lowest price, but also to fix the conditions of the contract, and this, as we have already seen, they are careful to do. The specification is, of course, drawn up by the engineer, and he is naturally anxious, not only to guard the company against the consequences of any failure of duty by the contractor, or of any unforeseen difficulties ; but perhaps still more against the consequences of any mistake that may have been made by himself. Hence, while, in such a case as the dock contract, the quantities are always stated in the specification, it is nearly always added that those exact quantities are not binding on the company, and must be checked by the contractor. This would not be a serious matter, were it not that the very short time often allowed for the preparation of tenders strongly tempts the tenderer to take the quantities on trust, and thereby possibly involve himself in trouble. A much more important point is the clause almost always inserted, to the effect that any dispute arising out of the contract shall be referred to the sole and final decision of the engineer. Now, this engineer is the person by whom the company is throughout represented, and by whom the drawings and specifications have been prepared; and his professional reputation and standing with his employers are to a great extent involved in the decision of any important dispute. This clause virtually places the settlement of disputes solely in the hands of a

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party who is deeply interested in the issue; and we think it will be admitted that this is not fair for all concerned, while it is, of course, specially hard upon the contractor. We cannot help thinking that in all cases appeal should be allowed to some consulting engineer of high standing, to be named by the company in the form of tender. Most public bodies have some one leading engineer whom they consult occasionally, and to whom the designs of any important work are shown ; and there would be no objection to his being named as the referee. Of course, no formal arbitration would be allowed; each party would simply prepare a statement of the case, with any necessary plans, and on these the referee would decide. The costs should in all cases follow the decision, which would act as a considerable inducement to settle such matters amicably.

It may safely be assumed that wherever two parties fail to settle a dispute between themselves, there is considerable fault on one side or the other, and most probably on both. Now the comparative publicity given to disputes by such a reference would tend decidedly to keep both parties within the bounds of reason. An engineer who was continually resorting to the referee would soon forfeit the confidence of his employers; and a contractor of the same disposition would soon find a difficulty in getting his tenders accepted. Under the existing system the knowledge of such contentions never gets beyond the walls of the engineer’s office, where they are summarily decided.

But there is another general condition of tenders which has a far worse effect than the above, not only on the contractor, but, as we firmly believe, on the nation at large. This is the rule which, the moment a tenderer has signed and sent in his tender, and it is accepted, makes it absolutely binding on him, and puts him under legal compulsion to execute the work at the exact figure quoted. It is easy to see the results of this system. Let the reader glance through any lists to which he may have access, giving the tenders actually sent in for certain contracts—such lists, for instance, as are published from time to time in our own columns. In almost all cases he will find the order to be as follows. At the top of the list come two or three sums, which soar altogether beyond the bounds of reason. These come from firms who have either erred greatly in estimating, on the side of excess, or else, for some reason or other, “ do not care for the job.” Below these come a cluster of tenders all very near together. These, of course, express what is about the fair value of the work to be done. But below these again — much below—often twenty or thirty per cent, below—comes a solitary tender, belonging of course to some unfortunate wight who, by some error in his calculations, or by some ignorance or misunderstanding of the terms, has undertaken to do the work for much less than the price it will sarily cost him. It is needless to say that, in nineteen out of twenty, this is the tender which is accepted. In order to see the likelihood of such a case occurring, it is only necessary to remember how complicated the work to be done under a contract often is, how numerous the designs and calculations generally required for making estimate, how short the time generally allowed for their preparation, and, lastly, how vague and doubtful is frequently the wording of a specification, and how liable to be mistaken by one who has, perhaps, had no previous experience of that particular class of work. As a matter of fact, which anybody can test for himself, the case does continually that, according to our firm belief, at least four out of every five contracts let by open tender executed at a loss, and in the fifth the profit is usually made only by “scamping” the work, or by dextrous manipulation of the elastic term “ extras.”

Now it is not hard to show that this result is a bad all round. That it is bad for contractors nobody will deny. . That it is bad for the nation as a whole is scarcely less evident. A nation lives and prospers only because its citizens can earn money by honest labour ; and if labours not only for nothing, but less than nothing, it is evident that the prosperity of the nation must so far suffer. In fact, it is clear that if the system were only carried far enough in any particular trade, that trade would be altogether ruined. Lastly, we should not despair of convincing the lessors of contracts that the result is bad even for them. In the first place, whatever the vigilance of engineers and inspectors, they may rest assured that work which is done at a loss will, in most cases, be of worse quality than work done at a fair profit ; and in almost all work which is let on the competitive tender system high quality is of the greatest importance. In the second place, the direct tendency of this state of things is to ruin and drive out of the market a large number of firms, especially those who, being weaker and less known, are disposed to quote the lowest prices ; and the result is that, when a rush comes and prices go up, the few strong firms who are left find the power is in their hands, and use it. Lastly, the obvious effect is to produce a chronic state of dissatisfaction, both among those who lose the contracts and those who get them ; and this can hardly fail to work for the disadvantage of all parties concerned.

Those who draw attention to an evil are generally asked, with an air of triumph, whether they can find any remedy; but for this inevitable question we are prepared. We venture to suggest a course which, if not the best possible, at least appears open to no very serious objection. It is that the tenderer whose offer is accepted should be furnished on application with the amounts of the other tenders —the names, of course, being omitted—and that within say, three days of the date of receiving it he should be allowed, not to modify his tender in any way, but simply to withdraw it. He would thus, in most cases, have his eyes opened to the probability of having made some serious blunder, and would be enabled to escape from the consequences if he chose. The company would then, of course treat with the next above him on the list, whose price would in all probability be that at which the work could be done with the very lowest current margin of profit according to the state of the times ; and with this ’ think that even the company should fairly be content.

. It may be said that everybody must expect to suffer for Ins own mistakes. Granted; but how much need he suffer ? Take the common case in which the tenderer has to get out his own quantities, and then name a lump sum. The head of the firm has naturally no time to devote to the quantities himself ; he employs a draughtsman to get them out, and another draughtsman to check them. The former omits to notice that a large part of the work is in duplicate, and does not multiply by 2—we are thinking of cases we have ourselves known ; the latter fails to detect the error, and the firm finds itself saddled with a contract entailing an inevitable loss of some hundreds or thousands of pounds. Granted the fault, is not the penalty somewhat excessive ? Would it not be sufficient, in justice and equity, that the unfortunate manufacturer should forfeit the time and money expended on his estimate, and undergo the humiliation of having to confess his mistake by withdrawing his tender 1 It cannot, we think, be maintained that the chance of escape thus left would encourage carelessness in tendering. It might do so, if permission were given to amend the offer ; but where it is a case of simple withdrawal, the only effect of recklessly or carelessly tendering too low is to destroy the tenderer’s chance of the order, and at the same time lower his business reputation in the eyes of all to whom the circumstances become known.

We have thus sketched one or two of the more serious evils which accrue from the present system of competitive tenders. We may, perhaps, return to the subject again, and point to others which affect the lessor equally with the lessee of the contract. Meantime the former will probably be content to sa}r, “ Our business is not to protect the contractor but ourselves, and to get our work done at the lowest possible rates. If a firm do not like our terms, they need not send in a tender.” Granted ; but a firm which went on the principle of never tendering, except where the terms were satisfactory, would simply never tender at all; and its withdrawal would have no good effect, because, in these days of keen competition, there are always plenty of people willing to take almost any risk in the hope of obtaining business. It is precisely for this reason that we advocate the formation of an association of contractors, numerous and powerful enough to make its influence felt in every quarter. Such an association would in fact do for the masters what the Trades Union system has long done for the men ; namely, provide that, in the contracts for which they are competitors, the lessor should not take undue advantage of the fact of competition. As long as a master could deal with each individual workman by himself, he could not only keep down his wages, but could make what stipulations he pleased as to truck, dismissal, and so forth; but the existence of the Union has changed all this, in some respects, to the advantage of the community at large, if not of the masters themselves. Cannot these latter turn the same principle to account in cases where they in their turn are the competitors, and by showing a united front insure that the conditions of the struggle shall be less unfavourable, not to say ruinous, to those who engage in it.

THE QUEENSLAND TRANS-CONTINENTAL RAILWAY.

In our impression of the 2nd inst. we gave some particular" of the several railway projects which are occupying attention in Australia, and particularly of the trans-continental railway to the Gulf of Carpentaria which the Queensland Government is strongly supporting. The preliminary survey of the country which would form the probable line of route, was made, as we then said, by Mr. R. Watson. We now learn from the Melbourne Argus that an overland expedition left Brisbane for the Gulf of Carpentaria last Thursday under the command of General Feilding, representative of some English capitalists who have been invited to undertake the construction of the proposed trans-continental railway. Mr. John Robinson, an experienced English railway engineer, is a member of the party, which also includes Messrs. Peter Grant and Harry Raff, surveyors and experienced bush-men ; Mr. Lyster, late of the 71st Highlanders, and son of Mr. Lyster, of Liverpool; a black tracker, a blacksmith, a cook, and two liorsekeepers. As far as Roma, the present western terminus of the southern and western line, 300 miles from Brisbane, .the party travelled by special train. For the long journey through the interior they are well equipped. They have three light wagons and twenty-eight horses, and are provided with all practicable comforts. First of all, the party will proceed due west to Charleville, on the Warrego, about 150 miles from Roma, and then describe a N.N.W. course to Point Parker, on the south-western shores of the Gulf of Carpentaria. They will probably pass through Blackall, on the Upper Barcoo, Aramac, at the head of the Thompson, Muttaburra, and then make for the Cloncurry River, which is one of the system of streams that fall in the Gulf. Thence there will be a long stage of 300 or 400 miles to Point Parker. A depot is to be formed at the Cloncurry. The Gulf of Carpentaria should be reached about this date. On the return journey General Feilding intends to strike across from the Cloncurry to Townsville, on the Pacific coast, in lat. 19 S.; for the trans-continental scheme, in its complete form, will include connections with Rockhampton and Townsville. This trip will be conducted quite independently of the recent flying surveys made for the Government of Queensland. Possible deviations of fiftymiiles or 100 to the right and left are contemplated. The object of General Feilding is to find good land and a suitable route for the proposed works. On the completion of his inspection, the English syndicate will submit proposals to the Queensland Government. Ths length of the projected line is estimated at 1000 miles. The route of the other proposed line which, as we previously mentioned, is before the Queensland Government, viz., one running in a south-west direction, 600 miles from Charleville, via Cunnamulla, on the Lower Warrego, to the South Australian border, has been travelled over within the last three weeks, on behalf of the projectors, who are Victorian capitalists, by Mr. Jenkin Collier. Mr. Collier was to meet General Feild-ing’s party at Michellstown, near Roma, on Monday last. It is expected that General Feilding will return to Townsville by November. The basis on which these large undertakings are to be carried out is a liberal land grant from the Crown to the capitalists who execute the works. A recent Act empowers the Government to enter into provisional agreements with bond fide companies. These agreements must subsequently be ratified by special Acts. It was expected that the northern scheme would of the chief subjects for legislation during the present session, but, as we announced last week, no legislation will be proposed until next year.

THE MOVEMENT IN THE STEEL TRADE.

There has been much discussion of the causes for the alleged intention of some of the producers of heavy steel goods, such as rails, in the Sheffield district, to migrate towards the coast. Some of the reasons for such a movement, if it he actually resolved upon, seem, however, to have been overlooked. There has been of late a change in the steel rail manufacture, which must be taken into account. When steel rails began to be made in quantity here, they were chiefly for home railways, and it is worth notice that at that time it was the exception to find any other than private firms making them. Hence, for the home trade, the South of Yorkshire and the Midlands were excellent centres, because the rails could be put from the works on to the lines of the great consumers. But there has been a very marked change. Instead of sending out the great bulk of the rails for other countries in iron, as we used to do, we now send them out in steel. The iron rails were produced on or near the seaboard, and very naturally the trade in steel rails in substitution for the collapsed iron manufacture has sprung up on the seaboard—in Wales and in Cleveland and Durham. Another change is also noticeable. Many of the great companies produce now their own steel rails, and thus the inland steel rail mills of private firms are deprived of what composed a considerable part of their trade. Could they compete in that which has sprung up—the demand for steel rails for the colonies and for foreign nations ? Against the coast steel mills they were doubly handicapped First for foreign ores they had to pay a carriage from the place of import to the works, and then they had to pay the carriage of the manufactured rails to the place of shipment; and it is evident that this was an advantage that could not be gainsaid to the coast mills—and it is one that could not be overcome by any possible reduction that railway companies could make unless the latter would carry ores and rails free. Some of the mills on the coast are so situated that they can deliver the rails from the mills to the vessels without using other than their own lines, and it is manifest that no railway could carry rails fifty or sixty miles for the fraction of cost that the carriage on their own lines to the pier is to the coast mills. But there was a second advantage which the latter possess. Most of the mills on the coast are new and have many improvements on the old processes of manufacture—the direct process, the use of cheap ores, &c. It is claimed for one of the companies formed to work the Thomas-Gilchrist process that the cost of producing steel by that process is less by 10s. per ton than under the old ; and it is clear that such a gain as this must be a boon to the works that adopt it, and must with others place them in a position for competition that is very favourable. It is largely to these two changes that the tendency we have noticed is due, and it is scarcely to be expected that that tendency will be checked until the inland manufacturers either find new markets for their production or find some method of materially cheapening the cost of production. At the same time it will be seen that there is a danger to the coast mills, for the supplies of iron ore from other countries are rather irregular, and are also, it is believed, at their maximum, so that the seaboard mills will have to endeavour either to substitute the costly ores of the north-west, or by some of the new processes to endeavour to use entirely the local cheap ores. The tendency of the trade is for the present unmistakeable, and the effect of the tendency will be watched with some anxiety.

THE SEVERN TUNNEL.

After some rather formidable difficulties, the two main headings of the Severn Tunnel in course of construction for the Great Western Railway Company were united on Monday night last, and a clear passage thus made under the bed of the river. The difficulties have been brought about chiefly by the flooding of the headings, which occurred now nearly two years ago. Water from springs in the surrounding hills on the Monmouthshire side drove in a large mass of the somewhat fractured pennant sandstone through which the tunnel passes, and so filled the workings on that side. The heading on the Gloucester side also filled, and the work was stopped, as described in our impression for the 24th October, 1879. There was at that time only 120 yards of the heading remaining to be driven. Very powerful pumping machinery was then put to work under the contractor, Mr. A. T. Walker, to whom the completion of the tunnel was let, and the work of driving the heading was resumed after several months’ delay. The meeting of the two headings shows but Sin. of divergence, and considering that the distance driven has been upwards of two miles, that the headings are 7ft. high, with a width of 7ft., started from a base of only 15ft., the work, it will be seen, reflects great credit on the skill and attention of the engineering staff. It should be mentioned that the heading from the Monmouthshire side was driven 11,000ft. from the bottom of a shaft 180ft. deep. This was a very wet shaft, and there was very great difficulty in seeing down or getting plumb lines steady on account of vibration caused by the pumps. The Great Western Railway Company constructed the heading on the Monmouthshire side by its own officers, and up to the time of the stoppage, on the Gloucestershire side, Mr. Oliver Norris, then contractor, had driven 1680ft., this heading being driven on a decline of one foot in a hundred. The remaining portion was carried out by Mr. A. T. Walker the present contractor. The accuracy with which the lines taken and the engineering work carried through thus far is, of course, due to the engineering staff—Mr. Charles Richardson, assisted by Mr. A. W. Gooch and Mr. John J. Geach. The land portions of the work remain to be completed, and will, no doubt, occupy a considerable time. The tunnel will also have to be widened to a width of thirty feet, with a proportional height. The completion of the headings is a fact of great interest from an engineering and geological point of view, and gives every hope that the tunnel will now be completed by Mr. Walker, at a speed which will satisfy even the railway company.

UNIVERSITY COLLEGE, LONDON.

Amongst other reminders of the recommencement of the studious part of the year, we have the syllabus of this college, or as it is entitled, “ Faculties of Arts, and Laws, and of Science, including the Department of Applied Science and Technology, and the Slade School of Fine Art.” We do not intend to dwell upon the well-arranged list of subjects in this syllabus, nor

engineering laboratory over which Professor A. B. W. Kennedy presides, but it will interest some of our readers to know that the introductory address to the arts and science faculties is to be delivered by Professor the Rev. T. G. Bonney, M.A., F.R.S., Tuesday afternoon next—4th October.—at three o’clock, and is open to the public without ticket and free of charge. Professor Bonney’s subject i3 “A Chapter in the Life-History of an Old University,” and we believe the lecture will be a sketch of the development of the English universities and university system. From Professor Bonney’s long and intimate connection with the University of Cambridge it will be, we should say, sure to contain much interesting matter. Professor Bonney is Professor of Geology at the London University. This address

is the formal opening of the college session, and the ordinary work of the session begins on the 5th. We ought also to direct attention to the course of ten lectures on “ Small Motors,” namely, water, air, gas, and steam, which are to he delivered by Professor Kennedy on Tuesday evenings from six to seven o’clock, beginning on the 11th October. There is also one advantage about the engineering classes and laboratory which should be made known, namely, that it can be joined for short periods by young men who have done practical work, independently of their giving up a whole session to attend classes or an ything of that kind. Those who wish to know- more about the lectures, classes, &c., should apply to the secretary of the college, Gower-street.

ELECTRIC LIGHTING BY WATER POWER.

Godalming is one of the first of the small towns to take advantage of an available water supply, to provide its streets and public buildings with light, instead of burning coal which must be brought from a considerable distance. An experiment was made at Godaiming last Monday night to light a portion of the town by electricity generated by power supplied through a water-wheel in the little river Wey. One large Siemens’ arc lamp and several of Swan’s small incandescent lamps were tried, and the water potential ordinarily doing no work, was converted into electric potential and illumination of a highly satisfactory character. It is proposed to fix turbines in the river Wey, so as to obtain power for driving the necessary number of dynamo-electric machines to supply electricity for a number of lights to supply the Charterhouse School, Godaiming, and perhaps Guildford. For some weeks past the town, of Chesterfield has been in darkness, owing to the Corporation being unable to come to terms with the gas company for the continued lighting of the streets by gas. It appears that the latter has raised its price, an arrangement to which the Corporation refuse to accede, consequently the lamps have been removed, and the town is in total darkness every night, much to the danger and inconvenience of the inhabitants. Accidents at night are of frequent occurrence, and an indignation meeting has been held, but neither the Corporation nor the gas company shows any signs of giving way. Chesterfield, as everyone knows, is surrounded with coal and coal mines, and yet the price of gas is at least 50 per cent, higher than in the south of London. Cannot the people of Chesterfield manage to get a few electric lights started to light the town ? One or two at the highest available points, such as the top of that queer church steeple, and the top of the Stephenson Memorial Hall, would nearly light the place, and coal to work engines could be obtained at a nominal price, if water power is not available.

BOILERS OF THE STEAMSHIPS VIRGINIAN AND VALENCIAN.

We illustrate on page 242 and herewith the boilers of the steamships Virginian and Valencian, the engines of which vessels we have already illustrated. Our engravings are so complete that little description is necessary. It will be seen that they are of the double-ended type. We append the most important particulars concerning them.

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10012-6

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Grate surface.....

Tube section.....

Funnel .......

Working pressure.. Test.........

2S0

S4

..    ..    70-88

...    ..    90 lb. per sq. inch.

..    .. 180 lb.....

Calculated weight of boilers and receivers ..    .. 160

water

31

Total

Steel Plates.

Name. No. Length. Breadth

ft. in.

in.

47}

47}

42

42

133

13}

13}

13}

Tons, cwt qr. lb. 5    3    0

99    3    0 24

259    8    3 24

Thick

ness.

Position.

fl A -e -2 -C 3: SS 22 22

Shell.

Outside rings bottom plates .. top    „

Inside ,, bottom ,,

>. top

Butt straps outside, rings outside „    ,, inside

inside    ,, outside

,, inside

33

33

IrjW

33

33

13

Furnace fronts.

Conditions of Construction.

Shell—longitudinal seams—double rivetted, double butt straps, holes drilled in place after bending, plates taken apart, and burr taken off the holes, and slightly countersunk from the inside,

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POSITION OF DOME NECKS

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LITERATURE.

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33

Circumferential seams—holes drilled in place after bending, burr taken off and slightly countersunk from the inside.

Factor of safety used llivetting in longitudinal seams ...    = 73*8 per cent.

Furnaces—longitudinal seams—single rivetted, double butt straps, holes drilled in place after bending, burr taken off the holes, and slightly countersunk from inside.

Constant for furnaces ...

Constant for long stays Constant for short stays Constant for stay tubes Steam receivers—longitudinal seams—double rivetted lap joints, holes drilled in place after bending, burr taken off the holes and slightly countersunk from the inside.

Circumferential seams—same conditions as longitudinal seams.

.    =    5-4

.    = 90000

100

80

80

The Slide Valve Practically Explained. By Joshua Rose.

Philadelphia : H. Carey Bird and Co. 1880.

In tlie secondary part of the title of this little hook, which we have not given above, the author further describes the hook as “ embracing simple and complete demonstrations of the operation of each element in a slide valve movement, and illustrating the effects of variations in their proportions by examples carefully selected from the most recent and successful practice.” We do not quote all this part of the title merely for the purpose of telling those who may see the hook mentioned in a publisher’s prospectus that this title is misleading, because there is much in the book to recommend it. The title, however, claims a great deal too much, because the slide valves dealt with are in all cases of the simple kind such as those commonly used in locomotive engines ; and, indeed, the reader is led to believe that Mr. Rose’s experience has been confined to locomotive practice, as nearly all his illustrations of the movements of valves, and diagrams given for that purpose, are drawn from locomotive engine. The simple valve, without lap or lead, is first considered, and the method of constructing a diagram, which gives at a glance the extent to which the valve is open at all points of the stroke of the piston, is clearly explained. The objections to this form of valve set forth, and the effect of giving lead and lap and exhaust lap and clearance, are next described and illustrated in a manner which will enable any apprentice or workmen to gain clear ideas of the best form of simple valve and its operation. Information is given upon the necessary area of steam and exhaust ports, and where Zeuner is quoted the author is on safe ground, as the width of the steam port is made to depend on the piston. This cannot be said, however, of the quotation from Mr. Burgh’s “ Slide Valve, Practically Considered,” which gives horse-power X . ’6 to ⁻5 = area of port in square inches, a formula which is said to he deduced from extended experience in all classes of engines. Mr. Rose and his readers again safe with the quotation from Clark’s “ Railway Machinery,” but it must be remembered that the constants given refer to locomotive practice. A very good cliag is given for finding the relative movements of crank pin, piston, slide valve, opening of steam ports and expansion and compression, but the description needs a little revision to make it quite clear to those unacquainted with such diagrams. The book concludes with a description of a method of determining the position of the excentric before the crank shaft is put on the engine, and it may he mentioned that the use of plumb hobs and levels is here advocated for a purpose much better served by a square for all small engines such as those dealt with. The book is useful, as it answers with very tolerable clearness the elementary questions which occur to learners and workmen.

.    =    5-4

Rivetting in longitudinal seams ...    — 70*8 per cent.

Factor of safety

S £ O A, O’ £

HH

are

ram

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XX

4    6 6

2 12 0

5- 2 5 2

5    11}

6    5}

r—I i-H r~H rH

24

24

24

24

12

12

Jarrow B Quality.

30

30

Manhole doors and rings. Gusset plates in dome.

Jarrow B B Quality.

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6 10

4 10

3 3}

2 10}

Furnace bottoms.

33

33

33

Shell of steam domes.

Quality.

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33

S3

60}

66}

66}

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wings.

33

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34}

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33

33

Steam dome ends.

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33

33

Furnace crowns.

outside.

33

Com. chamber top middle.

wings, back middle.

33

wings.

>>

3)

33

,, side wings inside.

outside, middle.

33

33

33

Back tube plates middle.

II

33

wings.

Steam dome necks.

THE S.S. CITY OF ROME.

The great steamship City of Rome, built by the Barrow Shipbuilding Company for the Inman fleet, made a preliminary trial trip on Wednesday from the Clyde, near Greenock. It was intended that a regular six hours’ run for speed should be made, but owing to some slight difficulty which attended the heating of one of the main crankshaft bearings, it was only possible to run under half steam. With this the speed realised was about 13 knots per hour, but this can hardly be taken as an indication of the speed, she will make under better conditions and on the two days trip, which will be completed to-night. We gave so full a description of this vessel in our impression for the 17th of June last that it is quite unneessary to go into any particulars until the full results of the trials are known ; but it may be remarked that with a vessel of 8826 tons tonnage and 586ft. in length over all, and with engines of 10,000-horse power, it could hardly be expected that a preliminary run should indicate no necessary readjustments in such enormous machinery. The estimated speed is 18 knots with 8000-liorse power.

Position.

Diam.

Length.! •

m.

No.

Circumferential seams . ,,    at butts

Longitudinal ditto , Furnace butt straps Flame-box edges

joining tube plate

Boiler ends......

,, top plates

Dome shell......

,, gussets ..

,, neck at top ..

bottom

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South Kensington Museum.—Visitors during the week ending Sept. 24th, 1881:—On Monday, Tuesday, and Saturday, free, from 10 a.m to 10 p.m., Museum, 11,595; mercantile marine, building materials, and other collections, 4704. On Wednesday, Thursday, and Friday, admission 6d., from 10 a.m. till 5 p.m., Museum, 1900; mercantile marine, building materials, and other collections, 020. Total, 18,879. Average of corresponding week in former years, 19,027. Total from the opening of the Museum, 20,377,495.

Trial Trip of a Norwegian Steamer.—There proceeded to sea on the 21st instant, from the yard of Messrs. Raylton, Dixon, and Co., her builders, a handsome iron screw steamer named the Lesseps, which has been built to the order of Herr Jacob Christenson of Bergen. Her dimensions are 270ft. long by 34ft. 9in. breadth of beam, and 24ft. depth of hold, and her burden is about 2000 tons on 22ft. draught. She is built on the three-decked rule, having upper and main decks laid, the latter of iron; water ballast in a large chamber in main hold forward of the engine-room. In a full poop aft are placed commodious cabins for the captain, chief officers, and two or three spare berths. She is fitted with steam steering gear on bridge house on deck, steam winches, patent self-reefing topsails, and all the latest improvements for a vessel of her class. Her engines, of 150-horse-power nominal, are by Messrs. Blair and Co., of Stockton, and gave every satisfaction her trial trip round to the Tyne. She has been built under the immediate superintendence of Captain Hansen, who takes command of her, and along with whom was associated Mr. Johnson, who superintended the construction and fixing of the engines. Her builder, owners, and a party of their friends, accompanied the ship on her trial trip from Middlesbrough to the Tyne, from whence she will take a cargo of coals direct to Alexandria.

Mineral Statistics oe the United Kingdom for 1880.— In the Mineral Statistics—the latest volume of which has just appeared—it is stated that the computed value of the minerals produced in the United Kingdom for the past year was £74,094,038 ; and out of this vast sum £08,900,000 represents the value of the coal and iron ; clays, salt, and lead ore forming the largest part of the remainder. The coal it may be stated is valued at between 8s. and 9s. per ton—a rather high prices when the fact is remembered that none of the sliding scales give so high a price, and that Durham, which contributes more than a sixth of the whole of that raised in the United Kingdom, lias on the average of all the coal sold been receiving between four and five shillings per ton for the great part of the output winch is included in the quantity that gives the facts for its sliding scale return. Allowing, however, for any over-estimate of the price of coal and iron, it will be at evident how largely the country is drawing upon its stores of minerals, from Wolfram of which it would seem that only 19 cwt. was produced, to tlie 14G millions tons of coal. Butin addition to this vast production we needed to import a large quantity of minerals, chiefly iron ore and lead, and the vastness of the dealings in minerals and in the metals that are obtained from part of these is at once evident. The value of the iron ore imported is estimated at slightly over £1 per ton, and 2,G32,G01 tons were brought in ; whilst of lead, both as ore and as sheet lead, there was a considerable importation. Against this is to be set our exports of minerals, but it will not be surprising to find that very little, comparatively, is sent out of the country in this shape, except coals — metals forming our chief mode of exporting the stores of minerals that we have. The declared value of the coal and fuel we exported was £8,372,933, an amount which, though representing a large tonnage, is not the highest value that has been recorded, and is small when set against the value of the total amount of coal duced. In fact, it would appear that except a tithe of the coal, use the minerals we produce, but that use includes the very large production of metals and other manufactures for export.. And thus it is that, though the “mineral statistics ” do not show it, our great use of the minerals is to serve the purposes of our foreign trade in manufactured goods. Hence the value to the mineral trades and that portion of our commerce, if even it be a reflected value. It is to be regretted that for the purposes of that trade have to import so largely some materials such as the rich ores of Spain, but under present conditions of manufacture it would to be inevitable, though something is being done by the friends of dephosphorisation to lessen that import. It remains to be seen whether the returns of the present year and of future years will show their success; but an age that takes up tlie cause of the Bradford manufacture and purposes to stimulate them by fashionable patronage should have an interest in the attempt that is being made to successfully use our own iron ores for the manufacture of that form of metal that the changing requirements of the age make essential.

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TANK LOCOMOTIVE, BOMBAY, BARODA, AND CENTRAL INDIA RAILWAY.

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On pages 219 ancl 220 of our last impression we gave description and illustration of a

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DEATH OF MR. JOHN FRASER, C.E.

THE STEAMSHIP CLYDE.

The steamship Clyde, the latest addition to the fine fleet of the Peninsular and Oriental Steam Navigation Company, is a vessel of over 4100 tons gross register, constructed of steel, and classed at Lloyd’s 100 Al. Her principal dimensions are :—Length between perpendiculars, 390ft.; breadth moulded, 42ft.; depth moulded, 34ft.; she is spar decked, built with straight stem and elliptic stern, is fitted with two funnels, and rigged as a three-masted schooner—the masts and principal yards being of steel. Eight transverse bulkheads divide the hull into separate water-tight compartments, and three complete decks are fitted, the upper two of which are plated with steel for their entire length. In addition to these decks there is a hurricane or promenade deck, which extends for 140ft. amidships, at the fore end of which there is a flying or look-out bridge. The lower holds and ’tween decks afford capacity for 3750 tons of cargo, the loading and discharging of which is effected by four cargo hatchways. The Clyde has accommodation for 13G first and 48 second-class passengers in rooms ranged along each side of the main deck, and under hurricane deck amidships. All these rooms are spacious and well-ventilated, and lighted through hinged square ports. The bath rooms contain solid marble baths, supplied with hot and cold water. The main saloon, which is situated aft of engines and boilers measures 45ft. by 39ft., and is lighted from the sides and through a large skylight on the roof of the deck-house overhead. The deck-house encloses music-room, captain’s-room, and the companion, through which entrance to the main saloon is obtained. All these apartments are furnished in a highly artistic style, the work of the saloon, music-room, and companion-room being from designs by Mr. John J. Burnet, jun., architect, Glasgow, general style of architecture is that of a freely treated renaissance. Every feature has been carefully studied, and, even to the minutest item, specially designed. The companion-room and the adjacent music-room is a happy blending of Moorish architecture with the renaissance. The balustrading which surrounds the stair-' way is of solid polished sycamore, while the panelling of the room is executed in the same light wood, the whole giving an impression of massiveness, but without any suggestion of sombreness. In the main saloon the panelling fore and aft on the side of the vessel, and across the aft end of saloon, is worked into bays, divided by pilasters which carry the ceiling or deck beams. The principal woods employed are satin-wood and sycamore, down to the dado, and from that to the floor darker woods, mahogany, walnut, and others. Gold is largely used in combination with the delicate whites and greys which constitute the prevailing colours of the painted work. Dining tables are fitted in the saloon to accommodate the whole of the first-class passengers. Two principal tables occupy the centre of the saloon in fore and aft directions, and rows of smaller athwartsliip-tables are placed at each side, the seating in connection with which consists of circular revolving chairs of special design. A smoking-room in a deck-licuse on the upper deck is panelled all round in white-veined marble, decora-tively incised and gilded, while the floor is laid with parquet. The accommodation for second-class passengers is in the fore part of the main deck, arranged in six berth- rooms at sides of vessel, with dining accommodation in centre. The engines of the Clyde, which are by Messrs. Denny and Co., are of the compound inverted direct-acting type, of fully 5000-liorse power indicated. The low and high pressure cylinders are lOOin. and 5Sin. diameter respectively, and the stroke of piston is 5ft. 3in. Steam is supplied by four main double-ended steel boilers, and one auxiliary single-ended boiler, having in all twenty-six furnaces, with 4G9 square feet of grate surface.

The total heating surface is 11,560 square feet, propeller is of Vickers’s steel, 19ft. diameter. Situated in the vicinity of the machinery room are various subsidiary engines, to overtake work for which the main engines are often not available. The arrangements for suppressing any outbreak of fire on board have also received careful attention, steam pipes capable of a large discharge being led to all the cargo and coal spaces, and to each separate compartment where there is any possibility of fire originating. The official trials of the Clyde up the mile showed a speed of 15⁻8G knots, and down the mile a speed of 16 knots, or a mean speed of 15‘93 knots—as we mentioned in our last impression. This is the highest speed on trial by eight-tenths of a knot ever attained by the Peninsular and Oriental Company in any of their steamers. The draughts of water on trial were lGft. 5in. forward and 20ft. 5in. aft.

The Clyde is being fitted with one of the smaller machines made by Messrs. J. and E. Hall, Dartford, to refrigerate a chamber of 600 cubic feet, and to supply 21 cwt. of ice per diem.

TANK LOCOMOTIVE—BOMBAY AND CENTRAL INDIA RAILWAY.

passenger locomotive recently constructed for the Bombay, Barocla, and Central India Railway. At the same time mention was made of some tank engines constructed at the same time, and made from the same specification, altered only with respect to the tank and the dimensions. The description given at page 219 will therefore ipply to the tank locomotive which we give on page 246.

Technical Education in the IVigan District.—For twenty-three years an institution has existed at Wigan, established for the purpose of affording technical instruction in all matters appertaining to mining and mechanical engineering, and iron and steel manufacture. The Wigan Mining and Mechanical School is associated with the Science and Art Department at South Kensington, and with the City and Guilds of London Institute for the Advancement of Technical Education. A separate section is devoted to instructing persons who actually hold, or intend to compete for, mine managers’ certificates of competency, and so much success has a!tended the work of this section that nearly all the colliery managers in the Lancashire coalfield have at one time or another attended the lectures. An important feature in the course of instruction is in the visits which the students make during the session to various works, sixteen separate visits were made, each extending over an afternoon, and included blast furnaces, forges, rolling mills, Bessemer steel works, collieries above and below ground, engineering establishments, corn mills, paper mills, and printing offices. This year the town of Warrington has thought well to follow in the wake of its neighbour, and at a successful inaugural meeting a week ago, classes were formed to give technical instruction in applied mechanics, iron and steel manufacture, and the steam engine. Warrington contains perhaps the largest forges and rolling mills in England, and is the most appropriate centre for such technical education as is mentioned above. At the Wigan Grammar School also an engineering section has been established, which meets every Saturday, thus not interfering with the regular work of the school. Instruction is given in mechanical drawing, building construction, the principles of mechanics, and the steam engine. This section is likely to have considerable success, and on Saturday last the first of a series of excursions was made to several important collieries. Altogether technical education seems to be doing a good work in the important manufacturing and mining district of which Wigan is the centre. As Mr. Hall, the inspector of mines, at a meeting the other day said, persons intending to become engineers, either mining or mechanical, or to be engaged in iron and steel manufacture, have facilities in these classes and excursions for fitting themselves for good positions, not possessed by many districts of the kingdom. Nearly every important engineering industry is represented in this neighbourhood, either in M igan, or Bolton, or W arrington, and the proprietors and managers display commendable willingness to assist students having a thirst for technical knowledge.

BAGSHAWE’S PATENT STEEL BUCKET BACKS AND LINKS FOR DREDGERS.

Amongst the specialities manufactured by Messrs. John Spencer and Sons, Newcastle-on-Tyne, are the steel bucket backs for dredgers, invented by Mr. W. Bagshawe, of 27, \\ estgate-road, Newcastle-upon-Tyne, and which have now been thoroughly tried on various dredgers. They have given the greatest satisfaction as to the economy in repairs resulting in their use, some engineers estimating the reduction in the repairing account of their buckets at seventy-five per cent, of the former cost. In addition, the smooth hardened surface presented by these backs does not grind ay the tumbler like the ordinary back, so that the expensive repairs on the tumbler are also considerably reduced. The

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P LA P

novelty of this invention consists in the application of movable wearing plates to the bucket backs and links, so that the parts subject to wear can be easily replaced, and the life of the bucket infinitely prolonged. The annexed drawing shows a steel bucket back of an ordinary form, but instead of having the bars and links on the back separate, the two links are joined together, forming a kind of hollow box girder, the wearing surfaces of which are provided with two recesses, into which are fitted hardened steel plates. Those hardened steel plates not only resist the wearing action of the tumbler very

II

7,

I)

5ECTION

much longer than the ordinary links, but when sufficiently worn are easily replaced by others, and the bucket is again in as good a condition as before.

It is well known that the wear and tear of buckets, links, and tumblers form a serious item in the cost of repairs in a dredger. In the ordinary iron buckets that have the links rivetted to the backs, besides the links getting rapidly worn out by the action of the tumblers on their narrow surfaces, the rivets by which the links are held to the bucket backs, from the heavy strain they have to bear, soon get loose, and the rivet holes get worn larger, and have to be rivetted again and again with rivets always increasing in size until the holes soon become too large for further rivetting, hence the bucket is useless. In the case of the ordinary

BACK ELEVATION

cast steel bucket backs the wear and tear of the rivets is avoided, and the bars on the backs wear longer than iron ones, but when worn by the action of the tumbler there is no satisfactory way of repairing them, and although the bucket is in every other respect in good condition it has still to be thrown aside. These patent backs overcome all these objections. They are cast in steel as tough as wrought iron; the links are cast on to the back, so that there are no rivets to give way; the movable plates for the wearing surfaces are hardened, and consequently wear longer, and when worn are easily replaced, and the increase in the bearing surface still further increases the durability, thus reducing the cost of repairs to buckets and tumblers to a minimum.

Mr. Deas, the chief engineer to the Clyde Navigation, after having given these backs an extended trial, has ordered other dredgers to be fitted with them, and various other orders are in hand for harbour boards, both at home and abroad.

The sudden death of Mr. John Fraser, C.E., who for many years filled the position of engineer to the Great Northern Railway Company, and which occurred on Saturday night, at his residence, Grove House, Headingley, is announced by the Leeds Mercury. The deceased gentleman was sixty-four years of age. During the week he had been visited by Mr. Hy. Oakley, general traffic manager of the Great Northern Railway Company, and prior to his death showed no symptoms of illness, having been in the usual way at his place of business in Park-square on Friday. On that day Mr. Fraser, who was the son of the late Mr. James Fraser, architect, Manchester, dined at the house of a relative, along with Mr. Oakley and other friends, and showed no signs of ill health when he retired to rest. He was not again seen until nine o’clock on the following morning, when he was found dead in bed. The actual cause of death was fatty formation in the region of the heart. The deceased gentleman was well known in local circles, and also in other parts of the country, by his connection with the Great Northern Railway. Mr. Fraser, who was the brother of Mr. J. B. Fraser, architect to the same railway company, has, during the past few years, assisted in the construction of several railways for that company. Amongst these may be mentioned the Bradford, Halifax, and Thornton line, the Castleford and Garforth line, the Bramley, Stanningley, and Pudsey line, several lines in Leicestershire near Melton, ancl including the Waltham branch, and the continuation of the Thornton line to Keighley, about half of which has now been finished. During the last parliamentary session Mr. Fraser obtained an Act fcr the formation of railway communication between Bees-ton and Batley, via Tingley, for which the surveying is now being carried on.

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

(From our own Correspondent.)

This week has been an eventful week in the iron trade of the Midlands. Prices have gone up all round, and so too have prices of raw commodities other than iron.

The Earl of Dudley led off by issuing, through his agent, Mr. E. Fisher Smith, the following circular, which was received by customers on Wednesday:—“I beg to inform you that the Earl of Dudley’s prices for all descriptions of finished iron have been this day—September 27th—advanced 10s. per ton.” By the same post customers of Messrs. William Barrows and Sons, of the Bloomfield Ironworks, Tipton, received circulars couched in similar terms. And it is assumed that, as usually happens, Messrs. Phillip Williams and Son, Messrs. Wm. Millington and Go., and such like high-class firms will also advance 10s. per ton. The rise relates alike to marked bars, sheets, and plates.

The Earl of Dudley’s new bar price is £8 2s. Gd., and that of the other houses named £7 10s. It is customary for a difference of 12s. Gd. per ton to rule between the Earl of Dudley’s quotations and those of the other best makers. Messrs. Barrow’s sheets, it is concluded, become £9 10s. to £11, and their boiler plates £9 10s. Messrs. Phillip Williams’ “Mike” hoops, it is assumed, become £8, and the S. H. plates of Messrs. Millington £9.

Messrs. E. T. Wright and Son announced on ’Change in Wolverhampton on Wednesday that they should act in concert with the other houses, and put up 10s. Their new prices they gave as “ Monmoor” plates £9, and “Monmoor” sheets £8 10s. per ton.

It is not thought that any action will be taken by either the New British Iron Company, of Corngreaves, near Birmingham, or by Messrs. Jno. Bradley and Co. For these firms have for five months past stood, nominally at any rate, 10s. per ton above their fellows since they refused to follow the general lead when last April marked iron was reduced to the extent of the present rise, and there is good reason to believe that, during part of the time at least, they have been securing the £7 10s. for bars against the £7 of their competitors. The advance now declared, it will, therefore, be seen, only brings the generality of the makers up to the standard of these two exceptional producers.

The effect on ’Change in Birmingham this afternoon of the action of the best houses was to determine makers of second-class finished iron to ask an advance on last week’s prices of between 2s. Gd. and 5s. per ton. Third-class houses asked a rise of 2s. Gd. per ton. Thus it was difficult to buy anything like good bars at less than £6 10s., and minimum qualities were about £6 5s.

Hoops and strips were also worth more by 2s. Gd. per ton, last week’s quotation of £G 10s. to £G 15s. being advanced in some cases to £G 12s. Gd. to £6 17s. Gd. at works.

Galvanising sheets were likewise stronger. Best producers held “singles” at £8, the same firms asking £8 15s. for doubles, and £10 for lattens. But these were rather the extreme prices than those at which business was generally transacted. This firmness of the sheet market, combined with the advanced prices of spelter, is having the effect of perceptibly strengthening the quotations of the galvanisers themselves. Messrs. Davies Bros, and Co., of the Crown Galvanised Ironworks, Wolverhampton, have issued a circular, which reached customers on Wednesday, in which they say :

‘ ‘ We are compelled to cancel all present quotations until quarter day next. In the meantime we shall have pleasure in quoting you specially upon receipt of specification.” The galvanisers are all well full of work, mainly on account of the Colonies, South America, and India.

Pig iron was very firm this afternoon as to all descriptions on offer. Stavely—Derbyshire—pigs were still held by the makers, who declined to sell at less than £2 10s. per ton delivered. They began to stock at £2 Gs. six weeks ago, and they express their determination to hold till they can get the figure which they now demand. £2 10s. was also demanded for most qualities of Derbyshire and Northamptonshire pigs. But sales at that figure were very rare—the rise of 5s., which £2 10s. means, being more than those consumers care to give who are unable to demand with the authority that characterises the marked houses the full rise of 10s. per ton.

The best brand of Northampton pigs offered was not to be had at under 52s. Gd., which was an advance on the quotations of the same firm last week of 2s. Gd. per ton, and last week’s quotation was itself an advance upon the previous week to the same extent. There were, however, this afternoon no transactions reported at the rise. Consumers were prepared to give 17s. Gd., but they were not generally willing to advance upon that sum.

For all-mine Staffordshire pigs 5s. per ton advance was asked, making hot blast sorts £3 5s. to £3 7s. Gd., and here and there even £3 10s. It transpired that the Lillesliall Iron Company— Shropshire—had announced their intention of making some change in tlieir pig prices on quarter day, but the extent of the alteration was not known.

Native part-mine and common pigs were worth more by 2s. Gd. on the week. The former became £2 12s. Gd. to £2 17s. Gd., and the latter £2 2s. Gd. to £2 5s.

Circulars are daily expected from the Earl of Dudley announcing advance in furnace and forge coal of Is. per ton, and in slack of Gd. This would bring the “ standard ” for furnace coal up to 10s. per ton. Other Staffordshire coalmasters would also put up their prices. Cannock Chase house coal, it is anticipated, will be pretty much simultaneously advanced Is. per ton, and some coal merchants believe that on best deep sorts the rise may perhaps be 2s. This will bring about an advance in colliers’ wages. In Staffordshire it will be 3d. “per day,” or stint in the thick seams, and l^d. in the thin seams. The amount of the rise in the Cannock Chase wages is not yet known.

An important engineering contract has been secured for this district this week. It is for the making of a swing bridge at Cairo of 150ft. long and 46ft. wide. The successful tenderer is Mr. S. Woodall, of the Windmill Works, Dudley.

Messrs. Lloyd and Lloyd, the Albion Tube Works, Birmingham,

are

are noAV

Local

some cases

con-

THE NORTH OF ENGLAND.

THE SHEFFIELD DISTRICT.

Messrs. Joseph Armstrong and Co., of the Brinswortli Iron and Steel Works, near Rotherham, have filed a petition for the liquidation of their affairs. The liabilities are estimated at £25,000. This is the firm to which Herr Krupp, of Essen, recently forwarded the first consignment of an order for 70 tons of steel rails. The arrival of the Prussian steel rails in the heart of the South Yorkshire district caused a good deal of excitement, but on inquiry it was found that the rails were exceptional sections, and were intended to be used for switches and crossings on a railway in Norfolk. It would not have paid a local firm to fix their rolls for so small an order, and as Messrs. Armstrong knew that Krupp had a heavy order for the particular section required, the firm placed the work with them. Of course, under these and other circumstances, the “ incident ” ceased to have any commercial influence as establishing the ability or otherwise of the Prussian firm to undersell English makers at their own doors.

Messrs. Wilson, Cammell, and Co., Limited, of the Dronfield full of orders for steel rails that I am told they

stated.

more

grinding of their sickles. Tavo of their Avorkmen have been before the Eckingtonmagistrates who ordered them to pay damages at the rate of £1 per week for every week they absented themselves from their employment. The men told the magistrates they Avere not dissatisfied Avitli their employment, but that they could not return to work unless the other men “ on strike” returned also. The only course points to nothing less than that the men are not at liberty to do as they like, and it is alleged that in breaking their contracts and preferring to pay the penalties, they have behind them the power which is interested in making the firm surrender.

The Duke of Norfolk on Monday inspected the New Corn Exchange at Sheffield, Avliicli Messrs. M. E. ILadfield and Son, architects, have just completed for his grace at a cost of £G0,000.

The neAv workhouse at Pittsmooi, and offices at Sheffield, have been finished at a cost of £287,000.

Gartslierrie, f.o.b. at GlasgoAv, per ton, No. 1, GOs.;

have received a gold medal for their exhibits of wrought iron tubes at the Adelaide Exhibition.

The strike in the Darlaston nut and bolt trade continues. The plan of calling off the operatives from firms seriatim is being adhered to ; and from the 1st October a levy of Gd. per week will be made to support them.

Some four hundred operatives in the malleable nail trade on Tuesday ended a four months’ strike by submitting to a 15 per cent, reduction in wages. The matter has been settled not a week too soon, for the trade was drifting away to other manufacturing centres.

A novel order has just been executed by Messrs. Chance, Bros., and Co., of Spon Lane, Birmingham. It is for the construction of a re volving light for a lighthouse near Sydney, New South "Wales. The diameter of tire lantern is 6ft. and the height about 9ft. It is termed a “ first order dioptric revolving light,” and is the largest and most powerful of its kind in the world. The merging beam has a luminous intensity of 12,000 candles, and the flash will be visible in ordinary weather at a distance of from forty to fifty miles out. The electricity is generated by an 8-horse Otto gas engine giving motion to a French dynamo-electric machine. Messrs. Chance have a somewhat similar order on hand for Italy.

The North Staffordshire Railway Company [lias recently opened a new railway station at Uttoxeter at a cost of £15,000. It affords the accommodation divided between three old ones, which will be taken down, and facilitates transfer of traffic between the Derby and Stoke and the Churnet Valley lines.

As ’Change closed this afternoon in Birmingham it became known that the Lillieshall Iron Co., of Shropshire, who rule the pig trade, had declared an advance of prices by 5s. a ton. Their figure is now £3 5s. for hot air, and £4 5s. for cold blast iron. Black country makers quoted 5s. above these prices. The six leading Staffordshire galvanised iron manufacturers met, and advanced prices to such an extent as to leave the minimum price for sheets of 24 gauge at £1410s. delivered London.

NOTES FROM LANCASHIRE.

{From, our own Correspondent.)

Manchester.—During the week a fair amount of business has been done in the iron trade of this district. Moderately good sales, both of local and outside brands of pig iron, have been made, and finished iron makers continue very busy. The further upward movement which has taken place in pig iron during the last two or three days has, however, tended to unsettle the market, and although makers are holding firmly for advanced rates, buyers do not at present respond very readily. The result has been that during the last few days operations in pig iron have been checked, and it has been only on transactions to a very limited extent that the top prices now being asked by makers have been realised. Opinions as to the future vary and change considerably, and frequently in direct opposition. The general tone of the market here, however, may be said to be buoyant, and buyers would operate for forward business; but this makers do not care to entertain, and it is in very rare cases that they Avill quote at all for deliveries beyond the end of the present year.

Lancashire makers of pig iron have again advanced their prices, and for delivery equal to Manchester their quotations 46s. Gd. for No. 4 forge, and 47s. Gd. for No. 3 foundry, less 2b. Although it can scarcely be said that these figures have been actually realised, considerable sales have b een made both in foundry and forge iron at prices slightly below them, and 47s. has been obtained on a moderately large quantity of foundry iron, makers who have now very little iron to offer for this year and will not sell beyond, are in a position to hold firmly for their prices for the present at least.

In outside brands the chief business doing is still in Lincolnshire iron, of which moderate sales are reported during the week at prices ranging from 46s. 4d. to 47s. 4d. per ton, less 2 b delivered into this district, but makers are now asking 2s. per ton above these figures. Other brands are quoted so much above this market that prices, so far as consumers here are concerned, are little more than nominal, and any transactions are mostly of a speculative character.

The finished iron trade continues brisk throughout, and amongst manufacturers there is a general feeling of confidence that the improvement which has set in will be permanent. In the whole make of the forges for the remainder of the year is already sold. Where makers are in a position to book prompt specifications, they are firm at £6 5s. for bars delivered equal to Manchester, whilst for forward delivery £G 10s. is asked; hoops are quoted at £6 15s. and sheets £7 17s. Gd. to £8 per ton. Although there is not the pressure of inquiries which there was, there is a fair quantity of new business offering, and of bars, hoops, sheets, and plates considerable shipments are being made. One feature in the trade at present is the growing business which is being done with America. In engineering shops throughout the district I hear of American orders for tools and machines, whilst the encouraging prospects .of doing business in the United States have,, during the last few weeks, induced several of the local machinists to go over. For finished iron of all descriptions siderable orders are also coming "    ' n the States, and 11:

this week of an American buyer who has just come over with the view of making heavy purchases of steel rails.

Tool makers throughout this district continue well supplied with orders, and amongst engineers and machinists there is a fair amount of work stirring.

Railway carriage and wagon builders report an improvement in trade. More inquiries are coming in, both on home and foreign accounts, and although there is no actual pressure of work generally, some of the large firms are busy.

The massive crank and propeller shafts supplied by Sir Joseph Whitworth and Co., of Manchester, for the City of Rome, have satisfactorily undergone their trial on board the steamer. In a previous report I gave a brief description of these pieces of machinery, which are probably the heaviest of their kind yet constructed, the crank, which has three throws, weighing 61J tons, and the crank shaft, which is made of fluid-pressed steel forged hollow, lS^tons.. During the past week Messrs. Whitworth have had the satisfaction of receiving a telegram stating that this heavy machinery is working exceedingly well.

In the brassfounding trades makers are very busy with orders for steamship and marine engine fittings for both home and foreign shipbuilding yards.

A rather serious strike in the engineering trade is at present going on at Blackburn. About a thousand men employed at the works of Messrs. Clayton and Goodfellow and Messrs. Yates have, 1 hear, turned out against a reduction in wages, and at present there does not seem much prospect of the dispute being settled.

1 he proposed new railway out of Manchester to Southport, and to which I have previously referred, is being urged by the colliery proprietors and cotton spinners in the Leigh district should take that route instead of the one suggested through Pendleton, and a deputation has this week waited upon the Lancashire and York-sinre Railway Company, who have promised to take the matter into caretui consideration.

Throughout all the Lancashire colliery districts there is a continued good demand for the better classes of round coal suitable or house fire purposes, and the inferior sorts for ironmaking and steam purposes also seem to be moving off better than of late.

ie pi s are mosuly being kept going full time, and prices have an upward tendency, winch will lead to some advance with the close T 4rnt li This, however, will not be to any large extent. “JJ® Chester district it will probably be confined to the rmmT™yi °ct<?ber adv.ance of 10(1 • per ton on delivery rates for tm^oii rm1Si°nlyi’ aiiCliin °-ther districts to about 6d. and Is. per w i C?\at the S¹* mouth- Ensine classes of fuel will temUnGo w^v    “ Present plentiful supplies of slack to 7s. for seconds, 4s. 9d. to 5s. 6d. for common coal, 4s. to 4s. 3d. for burgy, and 3s. Gd. to 3s. 9d. for slack.

Shipping is moderately active, with sellers holding out for slightly higher prices. Steam coal delivered at Liverpool or Garston averages about Gs. 9d. to 7s. 3d. per ton.

The agitation for an advance of wages amongst the colliers in the West Lancashire district has now fairly commenced. A circular has been issued setting forth their reasons for requesting an advance of 15 per cent., and in the course of the next week the employers will be waited upon for their replies. So far as I can hear there is a disposition to give some advance to the men if a substantial advance can be maintained in prices, but just at present the prospects of the men’s application being favourably received are not very promising.

Barrow.—The movements in the hematite pig iron trade this week have been a continuation of those which, during the past month, have witnessed a slow but marked development in the demand and in the market value of metal; and as at present makers have a difficulty, in many instances, to complete deliveries in contracts already entered into, the demand for the moment cannot be altogether met. Stocks have not been absolutely reduced, but a far less weight of iron and steel is in hand than has been the case for some months past. Very heavy deliveries of metal have been made during the past month or two, and much has yet to be exported to theContinent, thecolonies, and America during the remainder of the year. Prices are given at Gls. toG2s. for No. 1 Bessemer, with 59s., and even 60s. for average qualities of this class of metal. Forge iron, No. 3, is selling for three months’ delivery at 58s. per ton. The steel trade is very fully employed, and there is not the slightest scarcity of orders. Makers have large contracts for steel in hand, and are likely to be fully employed up to Christmas. Rails are selling very well, but blooms are also a feature of the trade, and arrangements are in progress at the Barrow works for the production of more than double the tonnage of blooms which now are made at these works. This movement has been rendered necessary, because there has of late been a marked development in the trade with America in this class of goods. It is noticeable that as shipbuilders hand over the new ships they build to owners, a more than a ratio balance of new orders are coming to hand. Iron ore and coal are in improved request. Shipping is brisk.

[From our oivn Correspondent.)

The excitement which has pervaded the iron trade for the last three weeks is now abating somewhat. The total rise in pig iron has now reached 5s. Gd. per ton, and it scarcely seems likely to exceed that amount unless some new factor comes into the calculation. The restriction of output by 12\ per cent, has been fully determined upon both by the Cleveland and the Scotch ironmasters, and will be put into operation from and after October 1st for six months. It is computed that the Middlesbrough stocks may in consequence be reduced by 70,000 tons, but as there would even in that case be still nearly 400,000 tons available, it cannot be said that there is the slightest prospect of a scarcity. The rise in value which has already taken place is therefore the product of a panic rather than of any dearth actually felt, or likely to be felt, and it is not likely that the restriction when commenced will have any further effect. The natural balance of the market having been disturbed, a number of unexpected oscillations are now taking place in various directions. Thus, the coal and coke owners have had a meeting. Foreseeing that their products might fall in value, they have determined to adopt the ironmasters’ expedient, and restrict output also. In Scotland, the miners, acting under Mr. Macdonald’s advice, are about to restrict their labours. But in Durham the employers will take the lead. Thus, in a certain sense, masters and workmen are about to pull together, the only difference being that in the former case the same number of hands will be retained in partial employment, and in the latter case fewer hands in full employment. Mr. Macdonald and the men prefer his plan as likely to maintain the present rate of prices ; employers always prefer the other as likely to lower them. Consequent on the advance in pig iron the owners of iron-making materials are in most cases trying to get more for their goods. In this they are certainly most illogical, for it is difficult to see how diminishing the production of iron should increase the demand for ironmaking materials. Among other things there has been a rush among merchants and speculators to buy up, as far as possible, the supply of purple ore for next year. So keen has the desire to speculate been, that the price of this comlnodity was quickly forced up Is. 6d. and even 2s. per ton. Some consumers even were scared into paying the advance, but, generally speaking, they refuse to do so, not seeing any reason for it. The price has now fallen back to about 10s. per ton, free on truck, at Lancashire Avorks.

The price of G.M.B. pig iron .on Tuesday Avas 42s. Gd. per ton, f.o.b. Middlesbrough. Forge iron was Is. per ton less, and Avarrants exactly the same price as makers’ iron. The stock in Connal’s stores has at last begun to decline, being noAV 18G,120 tons, or 377 tons less than the previous Aveek. In Glasgow they hold 587,702 tons. Manufactured iron is very firm. Shipbuilders have been buying largely since they fairly realised the fact that pig iron was advancing in price. The total of the contracts placed Avith northern manufacturers during the last fortnight has been scarcely less than 50,000 tons of plates and 20,000 tons of angles. It is long since such brisk buying has been knoAvn. The resrxlt is that the order-books of most manufacturers are full for some time to come. The market \-alue of sliip-plates is iioav £6 10s., and angles and bars £5 15s. per ton. The strike of platers’ helpers at Sunderland has assumed a neAv phase. Finding that these men Avere determined to have their own Avay or nothing, the employers sent emissaries to Scotland, and elseAvliere, and easily engaged several hundred labourers on the very terms [which the Sunderland men rejected. Great excitement Avas the result, leading to no small amount of rioting. No serious cases of damage to property, life, or limb have, however, been reported so far. One young man, mistaken for the son of a shipbuilder, Avas waylaid and beaten, and several yards have been broken into, and attempts made to get at the “blacklegs.” In this, lioAvever, they have not been very successful. A military force is understood to be held in readiness in case of further disturbances. The general impression is that the men are slowly but certainly being beaten.

{From our own Correspondent.)

The iron trade maintained the firmness noticed last Aveek. Holders stand out for a slight advance, and the rise in Staffordshire iron Avill no doubt be promptly responded to in South Yorkshire and North Derbyshire.

In the coal trade there is also continued briskness. At several of the local collieries additional wagons are being hired, the rate for wagons being about 3s. per week. House coal, it is expected, Avill be raised Is. ton to-morrow throughout the collieries of South Yorkshire. The few days of fine Aveatlier have been folloAved by severe frosts at night, Avhich usually tell on the demand for house fuel. Steam fuel is still fairly active considering that the export trade is about finished for the season.

In the lighter cutlery trades I hear of several excellent “lines” having been recently received, both on local and colonial account. Generally trade is in a good state in table cutlery, as well as in scissors, razors, and similar goods. The call from the United States is maintained, and there is again a noticeable improvement in the secondary qualities.

Steel rails, armour-plates, and ship-plates, are very heavily ordered. Two firms are booked fonvard in rails to the middle of next year. Armour-plates are also being turned out in considerable quantities, chiefly for our own Government, though there is a good contract in hand for China.

Messrs. Vickers, Sons, and Co., of the River Don Works, have been turning out several very heavy steel screws for the colossal ocean steamers now being built. The firm lately made for the Cunard Company’s new mail steamer, the Servia, a steel screw weighing about 38 tons. The same firm have now at their works a piece of steel screw shafting for the same vessel which weighs 25 tons.

Steel Works, are so

cannot possibly accomplish their removal so rapidly as has been - If I am rightly informed, they have work on their books than sufficient to keep their mills running full up to the month of May next year. It is expected that the company will erect an extensive establishment at Workington, and then when they are able to overtake work there, gradually remove their plant as occasion requires.

Mr. Thomas W. Stears, gas engineer and contractor, Hull, has made a proposal to light several South Yorkshire villages with gas. The offer has first been made to the Darton Local Board, and that 'body has held a special meeting at which to consider it. In the year I8G7 the Barnsley Gas Company obtained parliamentary powers to extend their limits, and, amongst other places, to supply the inhabitants of Darton with gas. They have not fully exercised their powers, aird Mr. Stears offers to light the district in the event of the company declining to do so. The board passed a resolution authorising him on their behalf to apply to the gas company to know whether they intend to exercise their rights with regard to the laying of gas mains to supply the inhabitants. If the gas company do not give a satisfactory reply, the board, so far as they legally can, authorise Mr. Stears to open the roadways and lay gas pipes at his own cost

."Messrs. Thomas Staniforth and Co., sickle manufacturers, Hackenthorpe, upon whose premises two men were recently captured while endeavouring to blow them up, have had a dispute with the Sickle Grinders’ Union which interferes sadly with the

NOTES FROM SCOTLAND.

(From our own Correspondent.)

The GlasgoAv warrant market has again been very active and excited this Aveek, and a most extensive business has been done. A number of buyers have been drawn out to make purchases on account of the advancing prices, and merchants have also been purchasing largely from makers to guard themselves against eventualities, it being suspected that something like a “corner” was contemplated by the bulls, avIio are now having their innings after a long time of depression. Prices have again decidedly advanced, and there is a difference of opinion as to whether they have reached the highest point. Some are of opinion that the effect of the limitation of production has already been fully discounted, while others regard it as possible that Avhen the furnaces are actually damped at the end of the present Aveek, there Avill be a fresh run of buying. There are sixteen furnaces to be put out on Saturday, which will leave 115 blowing, and reduce the output by about 3000 tons a week. In the course of the past Aveek fully 2000 tons were added to the stocks in Messrs. Connal and Co.’s stores, which noAV amount to about 589,000 tons. The shipments of pig iron have been smaller than in the preceding week; but there is air improArement in the arrivals from Cleveland, which is in extensive demand in the foundries and malleable Avorks.

A most extensive business Avas done in the warrant market on Thursday and Friday up to 51s. lOd. cash, there being a relapse on Friday to 51s. Ljd. On Monday forenoon the tone Avas very steady, with transactions between 51s. 8d. and 51s. lOd. cash. The market Avas closed that afternoon, owing to President Garfield’s funeral. The market Avas flat on Tuesday, with a slow demand at 51s. 4d. to 51s. cash, and 51s. lO^d. to 51s. 2d. one month. The market Avas steady on Wednesday with business from 51s. 4d. to 51s. 8d. cash. To-day—Thursday—the tone was again flat at vvitli little disposition to do business, and the quotations fell from 51s. Sd. to 51s. lgd. per ton.

Makers’ prices are all advanced this Aveek, the quotations being as follows

No. 3, 52s. Gd.; Coltness, G2s. and 58s.; Langloan, G2s. and 53s.; Summerlee, GOs. and 52s.; Calder, 60s. and 52s.; Carnbroe, 54s. Gd. and 50s.; Clyde, 53s. and 50s.; Monkland, 51s. Gd. and 49s.; Quarter, 51s. Gd. and 49s.; Govan, at Broomielaw, 51s. Gd. and 49s.; Shotts, at Leith, GOs. and 53s.; Carron, at Grangemouth, 52s. Gd. and 51s. Gd.; Glengarnock, at Ardrossan, 54s. Gd. and 50s.; Eglinton, 52s. and 48s.; Dalmellington, 52s. and 49s.

The malleable iron trade appears to occupy a better position than it did some time ago, Avhen there were complaints as to a scarcity of fresh orders. These have been coming to hand more freely, and the prospects of this branch have brightened considerably. Messrs. Blake, Barclay, and Co., engineers, Greenock, have received the contract to make the entire plant for a large sugar refinery in China, the intended capacity of Avhiclx is 150 tons a week. The cost of the machinery for the refinery is set doAvn at about £00,000.

The directors of the Steel Company of Scotland have just issued their report for the period from 1st September last year to 14th July last. They explain that strikes at Newton and Blochairn works have deteriorated the tools and seriously reduced the dividend. But the output of the ten and a-half months sIioavs the production of ingots and manufactured materials to be at the rate of about 50 per cent, more than that of last year in all departments. The directors recommend a dividend of 7s. Gd. per share, to be paid out of a balance of £20,665, which will leave £2080 to be carried to next account.

The tone of the coal trade continues good. For home use the demand appears to be slightly expanding, while the shipping department is very busy. At Glasgow, indeed, it has of late been difficult to obtain ships to carry the orders aAvay, and the statement is made that from this cause a number of contracts entered into early in the season will not be carried out. Freights have been advancing, but prices as yet show hardly any change. The shipments on the whole are heavy, and compare most favourably

Ill the Eastern mining

(From our oxen Correspondent.)

One of the finest Clyde-built vessels that lias visited Cardiff was docked on Friday in Roath basin, laden with over 5000 tons of coal, and was despatched on Wednesday. This was the Tower Hill, owned by Liverpool merchants. Her bunker coal was 2000 tons. A notable vessel, too, the Powhattan, is also loading at Swansea for Canada and the Brazil trade.

I hear it likely that Mr. Green will succeed Mr. Truran at Dowlais collieries. There now a more hopeful condition of things at Bedlinog. The seam of coal is improving, and probably in a short time there will be 300 colliers at work there. Dowlais has sunk over £100,000 in the undertaking, yet if good hard steam coal is won of the character, say, of Hariss’s navigation, or Penrhiwceiber, the colliery will pay. Mr. Menelaus has returned to Dowlais, but is prohibited from taking active part in the management.

The action of the Scotch and other ironmasters to reduce the make of pig has told favourably in this quarter, and better prices are obtainable.

It is evident that for some time buyers have been reducing stock, hoping to see prices tumble down, and now everybody is wanting quotations and wishing to buy. It may be accepted tain that the present ruling prices will be exceeded in a few days, and the higher rate maintained. It is the confident opinion that all varieties of iron and steel will see no lower figure this side of Christmas.

The two new lines

The Engineer at

arc

4133.    Purifying Gas, L. T. AA⁷right, Beckton.

4134.    Toilet Glasses, E. Elmslie, St. Lconard’s-on-Sca.

4135.    Shoes, G. H. Ellis, London.

4136.    Heating Apparatus, AA⁷. Trusweff, Sheffield.

4137.    Motive Power, R. AVatson, Glasgow.

413S. Filling Bottles, A. Davis cfc H. Forges, London.

4139.    Coating Metals, T. S. AVebb, London.

4140.    Mules, T. H. Blamires, Huddersfield.

4141.    Lamps, <fec., J. AAfflby, Barnsley.

4142.    Wheels or Pulleys, C. F. Brodie, Aberdeen.

4143.    Embroidery, J. Renals.-(J. Steiger, Herisau.)

4144.    Checking Apparatus, J. N. Maskelyne, London. ⁴⁴⁴’⁷- Sockets, D. Mackieand J. Jopson, Birmingham. 4146. Fishing Baits, G. Burt, Birmingham.

414,. Roasting Coffee, <fcc.,AV. R. Lake.—(D. Strang, A eec Zealand.)

4145.    Suspending Apparatus, II. Skerrett, Birmingham.    °

4149. Copper, A. Geteliell, Boston, U.S.

on

1.

Ken'

with those at the same time last year, when, however, business was considerably hampered by a strike of colliers, counties trade continues brisk, but prices are unchanged.

A meeting of the Lanarkshire miners was held at Hamilton towards the close of last week, when reports were given in by deputations that had waited upon the colliery managers soliciting an anvance of wages. Some of the masters told the men that their application had come too soon ; but the majority gave as an answer that they would raise the wages when an advance became general. A letter was read from Mr. Macdonald, M.P., in which that gentleman told the men that their demand was a just one, and advised them to persevere in it. The following resolution was adopted :—“That unless the (id. be conceded by the 1st October, there be a meeting held on Monday, the 3rd, and all men from that date come to four days per week, eight hours per day. ”

The Clyde shipbuilding trade is highly prosperous, there being at the present time 141 vessels in course of construction, as against ninety-three at the same time last year. The launches during the month have been numerous, and represent an extensive tonnage.

The new Inman liner City of Rome came round from Barrow to the Clyde early this week, and the public have been admitted to see her at 2s. Gd. a head, the money to go to a charitable institution—the Clyde training ship Cumberland.

Waterworks carried out by Mr. Leslie, engineer, Edinburgh, have just been opened at Bridge of Weir. A large number of similar schemes are in progress throughout Scotland at present, some of them well advanced towards completion.

An exhibition of gas and electric apparatus has been held at Aberdeen, one of the features of which was that the public had an opportunity of seeing Swan’s electric light and Bray’s gas lamps in competition. But no accurate test of the respective merits and cost of the lights was obtainable.

WALES & ADJOINING COUNTIES.

scorns as cer-

now in progress in in Glamorganshire are being carried on with great expedition, the Clydach and the Rhondda, Caepliilly, and Newport, Mon. I shall fully expect that the Taff Vale will work the latter. No public movement has yet been made towards a revival of the Rhondda and Swansea line. Swansea at present lias its hands full with preparing the new dock, and getting ready to welcome the Prince of Wales. When this event is passed by the necessary steps will, we hear, be taken.

First-class coals in the Swansea valley are hardening in price ; seconds are slightly flagging. This cannot be said of Cardiff, where the demand for all varieties continues at full pressure, and little difficulty is found in getting a slight advance upon market rates for pressing deliveries. Most of tlic large coalowners are well sold for some time yet to come, and a good winters work for the colliers is secured. The foreign coal export of the past week from all Wales was only a little below 150,000 tons, and out of this 107,000 tons were sent by Cardiff. In addition to this all the railways have been busy, London and North-Western taking great quantities to midland and north, where the Welsh 4ft. is obtaining a good deal of favour.

I am glad to report a steady falling in of colliers to the ranks of tlie Miners’ Permanent Fund. This lias been done quietly and without any stir in the local newspaper, but I am assured that if tlie lists were to be published there would be a good deal of surprise evoked at such a result. The colliers fought against it openly, and caused the movers to bring all their jmwers of argument to convince. Tlie collier now tacitly shows that lie has been convinced. Several sufferers of late from fatal accidents in coal mines were members of the fund.

The tramway scheme at Merthyr is at last showing life. A London capitalist has come forward to carry it out. As the tramway practically links two places, one containing 35,000 and the other 25,000 people, there can be no doubt hut that the capitalist lias made a good investment.

A Urge number of tin-plate workers and colliers left Wales this week for America.

Proposed Neav Railavay.—-The North-Eastern Railway Company have decided to construct a railway from Alnwick via Wooler to Cornhill, provided the landowners in Central Northumberland agree to provide the land oil the route of the proposed line on satisfactory terms. The line thus conditionally agreed upon will be about thirty miles in length, and will connect the Alnwick and Kelso branches of the North-Eastern system.

THE PATENT J03KNAL.

Condensed from the Journal of the Commissioners of Patents.

*** It bas come to our notice that some applicants of the Patent-office Sales Department, for Patent Specifications, have caused much unnecessary trouble and annoyance both to themselves and to the Patent-office officials by giving the number of the page of 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.

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

207A September, 1881.

4044. Churns, J. M. Hill, Harpford.

4015. Rowing Boats, J. H. Clasper, Oxford.

4040. Condensing Heat, H. Defty and C. C. Braithwaite, London.

40±7. Vegetable Material, M. Hilton, Prestwich.

4048.    Match Box, J. Darling, Glasgow.

4049.    Securing Picks, T. Trussell, Nottingham.

4050.    Springs for Doors, A. Martin, AVoolwich.

4051.    Driving Mechanism, E. R. Settle, Coventry.

4052.    Alarms, H. II. Lake.—{II. C. lioome, Jersey, U.S.)

4053.    Heels, AAr. Brown and AV. Peover, London.

4054.    Concrete, E. de Pass.—(IF. Hunt, U.S.)

4055.    Furniture, F. and AV. Parker, London.

4056.    Spinning Frames, J. Erskine, Strabane.

4057.    Currents, 11. E. Newton.—(Socidtii Universelle d'Electricite Tommasi, Paris.)

4058.    Cables, H. H. Lake.—(J. B. Henck, jun., U.S.)

4059.    Bath, H. H. Lake.—{II. Barda, Vienna.)

4060.    Batteries, A. M. Clark.—(A. de Kcibath, Paris.) 4001. Drawing off Liquids, II. II. Lake.—{E. Judytski,

Moscoic.)

21,sZ September, 1881.

4062.    Sugar Cane, AV. Thompson.— {G. Baze, France.)

4063.    Hair-pins, A. M. Clark.—(M. T. Foote, U.S.)

4064.    Digging Potatoes, J. Anderson, Monifieth.

4065.    Building AA⁷alls, AV. AA'hite, Abergavenny.

406.6. Fancy Boxes, J. Carter, Belfast.

4067. Receptacles, G. Horner, Halifax.

406S. Carding Machines, II. J. Haddan.—(Gouchez et Compagnie, Paris.)

4969. Indicating Apparatus, AV. P. Thompson.— (IV. IV. Gary, Boston, U.S.)

4070.    Indicating Apparatus, AV. P. Thompson.—(IF. IF. Gary, Boston, U.S.)

4071.    Leno, &c., Cloth, T. Bottomley, Buttershaw.

4072.    Sized Yarns, F. A. Gatty, Accrington.

4073.    Show Cases, A. AA⁷. Reddie.—{L. G. Blood, U.S.)

4074.    Skirts, J. F. Wanner, London.

4075.    AA⁷ooden Boxes, J. AVoinersley, Norwich.

4076.    Cases, E. B. Burr and AA⁷. T. Scott, Essex.

4077.    Holding Cords, SirC. II. Pennell, Cornwall.

4078.    Alarm Signals, J. Norris, Sunningdale.

22nd September, 1881.

4079. Motive Power Apparatus, E. Edwards.—(0. Leinbrock, Gottlenba, Dresden.)

4050.    Cutting, <fcc., Wire, It. Pemberton, Warrington.

4051.    Safety Valves, J. Challender, Manchester.

4082. Generators, L. Shaw <fe F. Fletcher, Manchester.

4053.    Measuring AVater, AV. Richards, Surrey.

4054.    Racquets, A. Hodgkinson, Manchester.

4085.    Moulding Clay, C. H. Murray, London.

4086.    Gas Engines, J. Atkinson, London.

40S7. Cutting Holes, J. II. Smiles, Stockton-on-Tecs. 10S8. Treating Sewage, H. E. Newton.—(i. de lioas-sen, Paris.)

4089.    Brakes, L. Silvermann, Westminster.

4090.    Cleansing Floors, AV. Saunders, Stepney.

4091.    Tricycles, J. Adams, Camberwell.

4092.    Binding Corn, J. Howard &E. Bousfield, Bedford.

4093.    Cables, E. G. Brewer.— (P. B. Delany and F. II. Johnson, Neio York, U.S.)

4: 94. Pumps, F. P. Preston, J. T. Prestige, E J. Preston, and J. A. Fowler, Deptford, and E. AA⁷. de Rusett, Anerley.

4095. Printing Machinery, II. H. Lake.—(/. A. Ileuse and G. Jouanny, Paris.)

23 rd September, 1881.

4096.    Boxes, J. Nall, Penistone.

4097.    Making Cards, J. Sellers, Scholes.

409S. Furnaces, AV. Ireland, Macclesfield.

4099.    Uniiairing Hides, &c , J. AA⁷. Janson, London.

4100.    Beer, H. Bonneville.—{D. Corniliac, Paris.)

4101.    Cleansing Buildings, G. de Liebhaber, France.

4102.    AVindow Sashes, A. Bedborough, AA⁷estminster.

4103.    Nail Driver, J. Hardinge, AVestminster.

4104.    Treating Diamondiferous Blue Ground, A. J. Struthers, Hawick.

4105.    Winding Thread, R. Spondlin.— (Baumwollspin-nerei and Zwirnerei, Niederuster, Zurich.)

4106.    A⁷elocipedes, J. E. Leeson, Oldham.

4107.    Dynamo-electric Machines, F. L. Fahrig, Southampton.

410S. Umbrellas, H. A. Davis, London.

4109.    Curtain Rollers, M. F. Rust, London.

4110.    Fire-arms, H. FI. Lake.—(/. II. Bullard, U.S.)

4111.    Dressing Cases, T. H. Mann, London.

4112.    Printing Colours, J. AV. Stringer, Bradford.

4113.    Tunnelling, &c., J. D. Brunton, AVestininster.

4114.    Raising Water, AV. Rainbow, London.

4115.    Flood Valves, F. Dyer, London.

247/t September, 1881.

4116.    Drawing Corks, J. AV. Nottingham, London.

4117.    Self-filling Buckets, G. Affix, Isle of Dogs.

4118.    Giving Change for Money, G. Abseil, London.

4119.    Laths, A. M. Ross, Edinburgh.

4120.    Cutting Chenille, AV. P. Thompson.—(E. Lepain-tcuv, Paris.)

4121.    Driving Bicycles, T. E. Heath, jun., Penarth.

4122.    Pocket Knife, L. Groth.-(F. Praunegger, Gratz.)

4123.    Closing Bottles, L. A. Groth.—{F. Praunegger. Gratz.)

4124.    Switches, &c., Dr. II. Aron, Berlin.

4125.    Combing AVool, J F. Harrison, Bradford.

4126.    Condensing Vapours, A. Chapman, Liverpool..

4127.    1 ire Alarm, B. Miffs.—(P. Charpentier, Paris.)

4128.    Distributing Apparatus, J. Imray.—(M. Deprez and J. Carpentier, Paris.)

4129.    Spinning Cotton, J. Bastow, Bradford.

4130.    Pulp, AA⁷. C. Horne, Bexley.

4131.    Lace Curtains, AV. C. Horne, Bexley.

267/4 September, 1881.

4132.    Asbestos, C. J. Allport, London, and A. Hollin^s Salford.

Inventions Protected for Six Months on deposit of Complete Specifications.

4011. Electric Lamps, B. Hunt, Serle-street, Lincoln’s-mn-fields, London.—A communication from A. E Brown, Cleveland, U.S.—177/z September, 1SS1.

1023. Stitching Lapfed Seams, R. H. Brandon, Rue Laffitte, Paris.—A communication from the Morley Sewing Machine Company, Holyoke, U.S. - 197 A September, 1831.

4032. Sewing Machines, C. A. Snow, Washington, U.S.—A communication from F. G. Altman and F. Pommer, Edina, U.S.—19th September, 1881.

4040. Utilising Heat, H. Dcfty and C. C. Braithwaite, Queen Victoria-street, London.- 207/t September, 1SS1.

4110. Fire-arms, H. H. Lake, Southampton-buildings London.—A communication from J. H. Bullard, Springfield, U.S.—23rd September, 1881.

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

3261. Preserving Timber, D. R. Gardner, Glasgow.— 19th August, 1878.

3714. Life Saving Apparatus, R. Rose, Leadcnliall-street, London.— 197A September, 1S7S.

4026. Harvesting Machines, G. Kearsley, Ripon, and E. AVhitworth, Longsight.—lltli October, 1S78.

3742. Mowers, E. Edmonds, Fleet-street, London.— 21st September, 1S7S.

3769. Brick Making Machines, AV. R. Lake, South-ampton-buildings, London.—24th September, 1878.

3S17. Roller Skates, A\r. P. Gregg, Boston, U.S.— 27th September, 1878.

3751.    Marine Engine Governors, E. G. Colton, Lord-street, Liverpool.—23rd September, 1S78.

3752.    Joints of Steam Boilers, R. Hudson, Gilder-some.—2bth September, 1S7S.

3S12. Expansion Gearing, J. Daglish, Tynemouth, <fc H. Lawrence, Durham.—27th September, 1878.

4017. Centrifugal Machines, C. D. Abel, Southamp-ton-buildings, London.—117/t October, 1878.

3S06. Lozenges, &c., J. and J. AA’ilson, Glasgow.—27tli September, 1878.

3784. Candles, E. G. Brewer, Cliancery-lane, London. —2bth September, 1878.

37S6. Glands, F. M. B. Faull, Dock-street, Newport. —257/i September, 1S7S.

3788. Carriage Lamps, F. E. Merry, Pimlico.—2bth September, 187S.

3796. Porous Blocks, G. H. Lilley, Broughton-road, London.—26th September, 1878.

3801. Signalling, E. B. Bright, Delahay-street, London.—26f7t September, 1S7S.

3829. Dressing Grain, <fec., H. Cutler, High-street, London.—287/4 September, 1878.

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

3250. Electric Printing Telegraphs, A. M. Clark, Chancery-lane, London.—22nd September, 1874.

3241. Ice-making Apparatus, J. Kyle, Glasgow.—22nd September, 1874.

3264. Steam Engines, AV., J., and AV. McNaught, Rochdale. —24th September, 1874.

3306. Circulating, &c., AVater, R. Berryman, Hartford, U.S.—26774 September, 1874.

3263. Feeding AVool, &c., A. H. Maclean, Greenwood. —247/4 September, 1874. '

3310. Twisting, <fcc., Tobacco, J. E. II. Andrew, Stockport.—2S7/4 September, 1874.

Notices of Intention to Proceed with Applications.

Last day for filing opposition, lilh October, 1881.

2166. Spring Mattresses, G. D. Peters, Moorfields.— IS7/4 May, 1SS1.

2193.    Roundabouts, F. II. F. Engel, Hamburg.—A communication fromW. Stulir.—19th May, 1881.

2194.    Looms for Weaving, J. Leeming and R. AVilkin-son, Bradford.—197/4 May, 1881.

2195.    Figured Cloth, J. AVarburton, Bolton.—197/4 May, 1881.

2204. Lathes, H. J. Haddan, Strand, London.—Com. from E. Kretschmann.—207/4 May, 1SS1.

2207.    AA⁷orking Brakes, J. Armstrong, AA⁷ellington-street, Swindon.—207/4May, 1881.

2208.    Ironing, AV. H. Davey, London, and H. Fabian, Erith, Kent.—207/4 May, 1881.

2209.    Gunpowder Flasks, F. AV. Ticehurst, Birmingham.—207/4 May, 1881.

2213.    Hydrogen Gas, E. S. Samuell, Liverpool.—207/4 May, 1881.

2214.    Umbrella Furniture, AAr. G. Denham and F. A. Ellis, London.—207/4 May, 18S1.

2222.    Springs for Doors, A. McMillan, Thornliebank. —21s7 May, 1881.

2223.    Steam Generators, N. G. Kimberley, Stoke Newington, London.—21s7 May, 1SS1.

2229. Fire-grate Screens, S. H. Ogden, Manchester. —21s7 May, 1SS1.

2231.    AVashing Glasses, &c., T. AA⁷ood, Newton Heath, near Manchester.—21st May, 1SS1.

2232.    Frames, <fcc., of Pianofortes, T. J. Brinsmead, AA⁷igmore-strect, London.—21sZ May, 1SS1.

2239. Shaving Machine, E. P. Alexander, Southamp-ton-buildings, London.—A communication from H. A. House and S. D. Castle.—23rd May, 1881.

2244. Reamers, &c., H. Lindley, Salford.—23rd May, 1SS1.

2253.    Railway Signals, AAr. Morgan-Brown, London. —Com. from G. H. Roth.—247/4 May, 1SS1.

2254.    Brick Pressing, H. AVedekind, London.—Com. from O. Hoffmann A H. Dueberg.—247/4 May, 1881.

2255.    Racket Bats, &c., G. Hookham, Birmingham.— 247/4 May, 1881.

2291. Steering A’essels, &c., J. Neil and J. L. Corbett, Glasgow.—257/4 May, 1881.

2295. Regulating Gas, A. Pope, Slough.—257/4 May, 1881.

2340. Screw Propellers, T. Turton and G. Allibon, Liverpool.—27th May, 1SS1.

238S. Evaporating Apparatus, AV. R. .Lake, London. —A communication from C. Lachaize and C. Tete-vuide.—31s7 May, 1SS1.

2423. Organic Substances, W. L. AArisc, London.— Com. from Dr. H. Grouven.—ls7 June, 1881.

2456. Axle Boxes, J. Bottomley, Manchester. — 47/4 June, 1SS1.

2469, Sewing Machines, C. Pieper, Berlin.—A communication from E. Brtincker.—7th June, 1881.

2748. Feeding AVool, AV. Cliffe and T. E. Ainley, Gol-car.—23rd June, 1S81.

2759. Door Latches, S. L. Coales, Newport Pagnell. —247/4 June, 1881.

3037. Securing Joints, J. Gooddy, AArombwell.—117/4 July, 18S1.

3540. Match Boxes, R. LI. Thompson, Oakley-road, London.—157/4 August, 1881.

3S05. Velocipedes, J. Humpage, Brunswick-street, Bristol.—ls7 September, 1881.

Last day for filing opposition, 187/4 October, 1881.

2005. Paper Cloth, AV. T. Harvey, High Holborn, London.—9th May, 1SSL

2252. Annealing Furnaces, E. James, Tipton, and E. Handley, Birmingham.—247/4 May, 1SS1.

2259. Fog-horn Apparatus, H. J. Haddan, London. —Com. from O. C. Hansen.—247/4 May, 1SS1.

227S. Couplings, A. Verity, Bramlev, near Leeds.— 247/4 May, 1SS1.

2299. Cleaning Revolving Screens, W. H. Price, AA⁷rexham.—257/4 May, 1881.

2313. Woven Fabrics, «fcc., F. McCance, Belfast.—267/4 May, 1881.

2324. Boxes for Biscuits, AV. I. Palmer, Reading. — 267/4 May, 1SS1.

2337. Graters, L. Field, Birmingham.—27th May, 1881.

2342. Brick-making Machines, F., J. and E. Firth, Dewsbury.—277/4 May, 1SS1.

2371. Strainer Plates, J. H. Annandale, I.asswade. —307/4 May, 1881.

2412. Ornamental Surfaces, J. Cowan and O. Stuart, Liverpool.—Is/ June, 1SS1.

2422. Fluid Meter, AV. R. Lake, London.—A communication from L. J. E. Jacquet.—Is/ June, 1SS1.

2501. Supporting Looking-glasses, AV. J. Hindc, Oseney-crescent, London.—Sth June, 18S1.

2509.    Roses of Watering Cans, J. Ludlow, Birmingham.—9th June, 1881.

2510.    Filling Bottles, R. Bardsley, Manchester.—9th, June, 1881.

2532. Electric Cables, G. E. Gourard, London.— Com. from P. Delany & E. Johnson.—107/i June, 1SS1.

2541. Spade Rifle, J. F. Fuller, Dublin.—11th June, 1881.

205S. Life-saving Apparatus, A. D. Roth, Blackheath. —177/i June, 1881.

2715. Neck-ties, J. Thomas and B. White, Wood-street, London.—21st June, 1SS1.

2826. Electric Fuses, D. Johnson, Chester, and E. Spoil, Bishopsgate-street, London.—2S7/i June, 1SS1.

2914. Compound Resembling Wood, C. D. Abel, London.—Com. from B. Harras.—4 th July, 1SS1.

2961. Gas Motor Engines, C. G. Bcechev, Liverpool. •—67/7 July, 1SS1.

3139. Lamps, W. R. Lake, London.—A communication from E. Requa and F. Lambert.—\9th July, 1881.

344S. Axle, (fee., Boxes, J. Hooloy, High-street, Macclesfield.—9th A ugust, 1SS1.

3534. Shoes for Horses, E. Brewer, London.—A communication from E. Schneider.—137/t August, 1881.

3557. Check-action for Pianofortes, J. Brinsmead, Wigmore-street, London.—167/i. August, 1SS1.

3582. Waste Water Preventers, C. Winn, Birmingham.'—177/i August, 1SS1.

3799. Electric Lamps, W. Crookes, Ludgate-hill, London.—31st August, 1881.

3943. Pneumatic Accumulator, J. Wetter, New AVands-worth.—A communication from M. Scharfberg.— 12t/i September, 1SS1.

3985. Door Knobs, H. H. Lake, London.—A communication from C. Harrington.—157/t September, 18S1.

3995. Transporting, &c., Fruits, II. Bonneville, London.—Com. from D. Corniliac.—19th September, 1881.

4004. Cases, AAr. R. Lake, London.—A communication from C. AA⁷. Livermore.—lOZ/i September, 1881.

Patents Sealed.

(List of Letters Patent which passed the Great Seal on the 23rd September, 1881.)

1121. Cast Iron Pots, J. V. Hope, AArednesbury.—157/4 March, 1881.

1321. Recording Apparatus, J. B. Moscrop, Stratford. —247/4 March, 1SS1. .

1328. Boilers, AA⁷. Arnold, Barnsley.—247/4 March, 1SS1.

1337. Looms, AV. Priestley and AA⁷. Dcighton, Bradford. —267/4 March, 1SS1.

1347. Combing AA⁷ool, J. Midgley, Bradford.—267/4 March, 1881.

1353. Supplying Districts with Steam, T. Ritson, Greenock.—26th March, 1SS1.

1359. Screw Propellers, N. D. Spartali, Liverpool.— —267A March, 1881.

1377. Airing Gussets, &c., AV. Sachs, Berlin.—297/4 March, 1S81.

13S0. Ornamental Screens, AV. E. Crowther, Manchester.— 297/4 March, 1SS1.

1385.    Bobbins, J. Clayton, Bradford.—297/4 March, 1881.

1402. Costume Stands, J. Kettle, Stepney Green, London.—307/4 March, 18S1.

1414. Lead, &c., Pipes, J. S. Rigby, Farnworth, and J. Mangnall, Manchester.— 31s7 March, 1SS1.

1416. Pneumatic Revolution Indicators, A. Buden-berg, Manchester.—31s7 March, 1881.

1446. Venetian Blinds, T. Kauffman, Cologne.—Is7 April, 1881.

1457. Ventilating Apparatus, R. H. Reeves, Park-hurst.— 2nd April, 18S1.

1475. AVindow Blinds, AV. II. Dandy, Great Driffield. —57/4 April, 1SS1.

1486. Chairs, C. H. Chadburn, Liverpool.—5th April, 1SS1.

1500. Rails for Tramways, E. Frfere, Antwerp.—6th April, 18S1.

1587. Mineral Oil, AV. Young, Losswado, Midlothian. —127/4 April, 1881.

1678. Removing Vegetable Fibre, J. II. Riley, Bury.

■—167/4 April, 1881.

1711. AA⁷earing Apparel, J. Ramsay, Glasgow.—207/4 April, 1SS1.

2105. Ornamental Embossed Fabrics, F. C. Jeune, Queen Victoria-street, London.—137/4 May, 1881.

216o₈ Lubricators, F. AA⁷olff, Copenhagen.—187/4 May,

2251. Breech-loading Mechanism, G. Quick, Buxted. —247/4 May, 1881.

2449. Measuring Apparatus, C. V. Boys, Wing, Oakham.—3rd July, 1SS1.

2647. Locomotive Engines, L. A. Groth, Tinsbury-pavement, London.—17th June, 1S81.

3057. Boots and Shoes, C. Lion, Crispin-street, Spital-fields, London.—127/4 July, 1SS1.

3141. Tooth-brushes, G. Gillies, Cloudesley-street, London.—197/4 July, 1881.

{List of Letters Patent ichich passed the Great Seal the 27th September, 1881.)

1366.    Drain Traps, F. AV. Hagen and G. C. Akrigg, Kingston-upon-Hull.—287/4 March, 1SS1.

1367.    Ceilings, T. AA⁷rigley, Chancery-lane, London.— 287/4 March, 1881.

1386.    Utilising Liquid Fuel, II. N. Crellin, jun., Parkside, Richmond, and C. S. Rolfe, Westminster.

-—297/4 March, 1SS1.

13S8. Gas Engines, J. A. Ewins and II. Newman, Birmingham.—297/4 March, 1881.

1399.    Coating Sheets or Plates, I. Matthews, Aber-carne.—307/4 March, 1881.

1400.    Treating Biscuits, F. II. F. Engel, Hamburg.— —307/4 March, 1881.

1412. Carbons, J. Scott and AV II. Akester, Newcastle-upon-Tyne.—31s7 March, 1SS1.

1418. AVsaving Fabrics, AA⁷. Strang, Glasgow.—31s7 March, 1881.

1425. Screws, J. Mackintirc, Tudor-streot, London.— 31s7 March, 1881.

1429.    Sanitary Receptacles, J. Turner and J. Robert-shaw, Manchester.—31s7 March, 1881.

1430.    Railway. Brakes, E. AV. Furrell, Strand, London.—1st April, 1881.

1431.    Knitting Machinery, AV. Morgan-Brown, South-ampton-buildings, London.—lsZ April, 1881.

1435. Enclosing Materials, AV. A. G. Schonlieyder, Stoke Newington, London.—Is7 April, 1SS1.

1456. Fire-extinguisher, AA⁷. II. Beck, Cannon-street, London.—2nd April, 1881.

145S. Feeding Sheet Paper, B. M. Justice, South-ampton-buildings, London.—2nd April, 1SS1.

1460. Rakes of Harvesters, G. E. Vaughan, Chancery-lane, London.—2nd April, 1SS1.

1462. Arranging Types, F. AA⁷icks, Glasgow.—47/4 April, 1881.

1479. AVire Healds, H. B. Barlow, Manchester.—57A April, 1881.

149S. Cabinets, R. Kerr, Paisley.—6th April, 1SS1.

1526. Electric Lamps, J. D. F. Andrews, Regency-street, AVestminster.—7th April, 1SSL

1539. Brakes, AV. L. Jackson, Manchester. —Sth April, 188

1559. Supporting Photographic Films, A. Pumphrey, Birmingham.—9th April, 1881.

1596. Electric Lamps, A. AV. L. Reddie, Chancery-lane, London.—127/t April, 1SS1.

1612. Power Looms, J., F., and G. Priestley, Bradford.—137/4 April, 18*1.

1628. ATentilating House Drains, G. E. Mibeard, sington, and T. Crajiper, Chelsea.—137/t April, 1881.

1647. Pencil Holders, P. Lawrence, Farringdon-street, London.—147/t April, 1SS1.

16S6. Proteine Substances, H. II. Lake, Soutliamp-ton-buildings, London.—1SZ/4 April, 18S1.

1724. Regulating Apparatus, AV. R. Lake, Southamp-ton-buildings, London.—207/4 April, 1S81.

1S07. Slide Valves, A. M. Clark, Chancery-lane, London.—26lh April, 1881.

21S2. Treating Ores, J. Hargreaves Jid T. Robinson, AVidnes.—197/4 May, 1881.

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648. Securing the Handles of Cross-cut Saws, <fcc., A. J. and 11. F. Drury.—15th February, 1881. Gd. This consists in the

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same

2235. Utilising Purple Orb, J. H. Sanders, Abchurch-lane, London.—21-st May, 1881.

29SS. Telephonic Apparatus, G. L. Anders, Lombard-street, London.—72/i. July, 1SS1.

3012. Compounds for Castings, J. J. Sachs, Sunbury. —Sth July, 1881.

3032. Begulating Electric Currents, Sir W. Thomson, Lanark.—9th July, 1881.

3009. Illuminating Gas, W. B. Lake, Southampton-buildings, London.—13t/i July, 1881.

3114. Roofs, AV. R. Lake, Southampton-buildings, London.—16th July, 1881.

3200. Sheaf-binding Mechanism, H. H. Lake, Southampton-buildings, London.—22nd July, 1881.

3234. Illuminating Gas, S. Pitt, Sutton.—23rd July, 1881.

3283. Electric Generators, S. Pitt, Sutton.—26th July, 1881.

3295. Spinning Yarns, T. Lawson, Leeds.—27tli July,

1881.

List of Specifications published during the week ending September 24th, 1881. 1171*, 4d.; 272*, ad.; 2362*, 4d.; 2131*, 4d.; 4008, 0d.; 295, 2d.; 385, 2d.; 475, 0d.; 544, 6d.; 573, Is.; 575, 4d.; 577, 8d.; 587, 8d.; 589, 6d.; 591, 0d.; 007, Is. 4d.; 611, 0d.; 015, Is. 4d.; 620, lOd.; 622, lOd.; 631, Sd.; 635, Od.; 638, 6d.; 644, 6d.; 648, 6d.; 649, lOd.; 652, 6d.; 653, Is. 2d.; 655, Sd.; 656, Gd.;    660,    6d.;    605,    6d.;    60S,    6d.;    672,    6d.;    673, 4d.;

075, 6d.;    679,    Gd.;    6S0,    6d.;    6S2,    Gd.;    6S5,    6d.;    6S7, 6d.;

811, Sd.;    S12,    2d.;    813,    2d.;    S14,    2d.;    815,    2d.;    S16, 2d.;

S17, 2d.;    818,    2d.;    S19,    2d.;    820,    4d.;    821,    Gd.;    S23, 2d.;

S25, 2d.;    S20,    Gd.;    827,    Sd.;    828,    2d.;    833,    2d.;    836, 4d.;

838, 2d.;    840,    4d.;    843,    6d.;    S44,    2d.;    845,    2d.;    849, 4d.;

852, 2d.;    853,    6d.;    S54,    2d.;    899,    6d.;    964,    4d.;    965, 4d.;

966, 4d.; 967, 4d.; 970, 0d.; 9S9, 6d.; 1656, 6d.; 1074,6d.; 1204, 2d.; 14S0, 6d.; 1907, 2d.; 2566, 6d.; 2772,

2776, 6d.; 2S04, 6d.

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

ABSTEA0TS OF SPECIFICATIONS.

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

295. Refrigerating Apparatus, J. Gwynne.—22nd January, 1881..—(Fold.) 2 d.

The air compressing and cold air cylinders are arranged overhead and vertically, so that they are kept dry and free from dirt and oil, and long pipes for connecting the cylinders with the cold chamber are dispensed with. All the cooling is effected by surface contact, so that water has not to be mixed with the air and afterwards withdrawn.

385. Chronographs, J. II. Johnson.—2817; January, 1SS1.—(A communication from A. L. Strasburger.)— (Void.) 2 d.

This relates to means for setting the hand of the chronograph in motion or stopping it instantaneously at any given point on the dial, or return it to zero at will. 475. Cleaning and Rolling up Carpets, P. Jensen. —4th February, 1881.—(A communication from Messieurs Mayer, Langfelder, and Hammerschlag.) Gd.

The carpet to be cleaned is by means of a serrated appliance fastened to a jointed endless belt or web, that it can be passed round a series of rolls. At or above the first roll, which may be the driving one, is placed a brush which is adjustable, and which serves to free the carpet from the light surface dust before it comes to the boaters ; it also raises the nap of the wool, and thus prepares it for the beating. The carpet having been thoroughly beaten is removed from the clamps and placed on a truck or carriage, one end of the carpet being jambed into a slit in a spindle on the carriage, and by means of a handle on the spindle wound thereon, thus avoiding all folding or creasing. 544. Appliances for Consolidation and Working of Metals, <fcc., D. Adamson.—9 27t February, 1881. 6d.

The drawing is a front elevation in section of a press for consolidating and compressing metals, <fcc. A is the bed-plate connected by two standards B to the entablature C; D is the cylinder cast with the entablature; E is the piston cast with the rod or

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ram F. There arc two stud pins E¹, which prevent the piston turning on the cylinder, and cause the die G to descend in a proper position. The die—shaped to form a manhole-plate—is fixed to the end of the rod F. If is a corresponding die fitted on the bedplate A.

573. Apparatus for Correctly Transcribing Musical Compositions, A. P. Hodgson.—16th February, 1881. Is.

This relates to an instrument for transcribing music formed by combining an upright piano with a printing apparatus and noting instrument.

575. Absorbent Fabric, It. II. Smithett.—10th February, 1881.    4c2.

This consists in manufacturing the material from asbestos.

577- Compound Marine Steam Engines, A. C. Kirk. —102/i. February, 1881.    8(2.

This relates to constructing marine engines so as to expand the steam through three stages, two cylinders being employed for the third stage.

587- Hydraulic Cranes, &c., F. IF. Walker.—10th February, 1881. 8(2.

This consists, First, in means for varying the power of an hydraulic crane by the use of a doubled chain, of which one limb can at pleasure be locked fast, so that when the doubled chain is taken up by the ram it operates on the load either by one limb only or by both limbs, as the case may be ; Secondly, in the method of constructing ingot cranes, so that the beam of the crane and the rising parts are at all times (when the crane is in use) nearly water borne by

pressure water acting constantly within a cylinder beneath a supporting ram, the load being lifted and lowered by supplying and withdrawing pressure water to and from another cylinder or cylinders, to act beneath a lifting ram or rams contained therein. 589. Mangling and Wringing Machines, N. Tap-holme.—10th February, 1881.    6(2.

This consists essentially in so forming the framing and other parts of a mangling and wringing machine as that it will disappear below and be retained in the stand, and further consists in so making the stand and cover of the said machine as that it will form a table, which can be used as an ordinary article of furniture (say for kitchen use), the said machine being clear of the top of the table or cover when not in use, and the said top or cover having the appearance of and being capable of use as an ordinary table top. 591. Adjustable Table, IF. R. Lake.—1027; February, 1SS1.—(A communication from A. F. Mauchain.) 6 d.

This relates to an adjustable table, the mechanism of which permits the top or slab to zontal, inclined, or vertical position, and to be adjusted longitudinally with regard to its foot or support in either direction.

611. Brewing, &c., IF. IF. Davenport.—12th February 1SS1.    6 d.

The drawing is a sectional elevation of apparatus where the required heat is obtained from water. A is the ordinary mash tun ; B the perforated false bottom; Care two pipes—but this number may be increased— opening into the space D between the bottom E of the mash tun and the perforated false bottom. The said pipes communicate by means of the inclined connecting pipes F with the central vertical j>ipe G, which

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extends nearly to the top of the mash tun A, theupper part moving telescope-wise within the lower part, so as to regulate the height of the said central tube, according to the quantity of “goods” being treated. The upper part of the vertical pipe G is perforated. II is the receiver or cistern, in which are placed the pipes F and part of the pipe G, the said receiver II containing water heated by any suitable furnace I or by any other suitable means. J is a separate cistern municating with the cistern H and provided with a graduated rod K and ball cock L for regulating the quantity of water in the cistern H, and consequently the degree of heat in the mash tun A.

615. Machines for Tentering Fabrics, J. Ashworth. —14th February, 1881. Is. id.

This consists, First, in the use of steam pipes placed near the gills or slips, combined with covers or deflectors and shield plates ; Secondly, in the construction of toothed gills for tentering machines, where teeth are cranked or made to overhang the gill plate; Thirdly, in arrangements for preventing the selvages from being drawn too tightly upon the teeth of the gills ; Fourthly, giving a to-and-fro motion to the brushes or their equivalents ; Fifthly, arrangements placed under these machines for heating air. Several other improvements are described.

620. Apparatus for Aiding the Packing of Sugar, &c., in Casks, &c.,A. Scott, jun., and J. D. Scott.— 11th February, 1881.    10(2.

This relates to apparatus for facilitating and rendering more thorough the filling of sugar or other granular or powdered .materials into casks or other receptacles by subjecting the casks or other recep-

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tei ‘ taclcs while being filled to a compound shaking action brought about by a series of vertical upward and downward motions, combined with or succeeded by one or more side tilts or angular falls. The drawing is a vertical section of an apparatus constructed according to one modification.

622. Coast Defences, T. R. Timby.—llth February, 1881. 10(2.

This consists principally in a tower or turret made to revolve on a vertical axis, and mounted either directly or indirectly on suitable ways so as to move around or partially around another centre or centres, either in a concentric or excentric line for mounting, moving, training, or handling guns.

631- Continuous and Automatic Kailway Brake Apparatus, &c., IF. L. Wise.—1427i February, 1881. —(A communication from J. F. Carpenter.) Sd.

A hose coupling is provided with an automatic arrangement for closing the entrance to the hose pipes simultaneously with the uncoupling thereof, and open-

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ing the entrance to the pipes simultaneously with the coupling of the same. Such automatic arrangement is an apparatus consisting of two main portions, in each of which there is a plug cock. The two plugs are so formed as that a part of each will engage with a suitably formed part of the other plug when the two main portions of the apparatus are placed together. As a means of uniting hose to couplings without the use of clamps or bands, an arrangement is employed, according to which there is combined with the inside nipple of the coupling an outside nipple or case, split, slit, or divided into several segments, which are pressed on to the hose to lock the same fast to the coupling.

635. Apparatus for Securing Tubes in Steam Boilers and Condensers, &c., IF. Fully.—15th February, 1SS1.    6(2.

The apparatus consists essentially of a mandril C fitted in a cylinder or case A and adapted to be adjusted longitudinally by a screw F or other suitable

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means in combination with segments D interposed between the said mandril and a series of rollers or pieces E projecting through apertures or slots in a circular chamber B.

638. Bicycles, &c., J. 11. Palmer.—15th February, 1881. Gd.

This consists, First, in the combination of springs having freedom of play, forward and backward; Secondly, in the method of attaching the handle or starting bar ; Thirdly, in the use of a joint to connect the support of the trailing wheel to the framework of the machine, and a spring to regulate the action of the said joint.

644. Heating, Lighting, Cooling, and Ventilating, G. E. Pritchett.-—Ibtli February, 1881. Gd.

This consists mainly of modifications and improvements on patent No. 1613, a.d. 1SS0. Doubled plates formed of suitable shapes are adjusted to and placed over or in connection with gas, oil, coal, or other combustible materials.

use of one or more rings or ferules arranged to pass partly through a correspondingly shaped hole in a saw blade, or in other analogous articles, in combination with a handle having a slit for the purpose of securing the said handle to the saw or other article.

649. Governors for Steam Engines, &c., Schmitz- Werotte.—15th February, 1881. 10c2.

This relates to improvements in “cataract” governors of the kind described in patent No. 943, dated 10th March, 1879, and consists essentially in the combination of a conical centre or axis containing ports and passages to suction and delivery chambers, with a revolving disc or pump body containing a number of pump chambers or barrels radial to the said conical centre or axis, and fitted with pistons.

Friction Apparatus for Communicating Rotary Motion from one Shaft to another, J. Walker.—loth February, 1881.—(A communication from II. Ilimeand Co.) Gd.

The driving band passes over a pulley I on the same axle F with a cone G. The latter, by means of the friction of an india-rubber covered friction wheel, drives a second cone N placed parallel with but opposite to the first cone. Upon the axle M of the second

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cone is fixed a pulley from which the machine is driven. The axle S of the friction wheel is free to move longitudinally in its bearings and is embraced at one end by the forked end of the bent lever U actuated by a treadle fixed by the machine.

653. Stoves for Heating, Lighting, and Ventilating, IF. A. G. Schbnheyder.—15th February, 1881. Is. 2(2.

This consists in constructing stoves for heating and ventilating purposes with a base having an air supply from the outer atmosphere, an exit into a flue, an opening or openings into the room, and a reversing valve, these parts being so combined and arranged that in one position of the valve the fresh air passes from the supply into the base and thence into the stove, whence it issues into the room, from which the vitiated air escapes into the base, and thence through the exit to the chimney, while in another position of the valve the air supply enters the room from the base, the vitiated air escaping through the body of the stove to the exit.

655.    Armoured Vessel, &c., J. II. Johnson.—loth February, 1S31.—(A communication from N. B. Clark.) 8(2.

This consists principally of a war vessel in which a main shield of convex or other equivalent deflecting form for protecting the vital parts of the hull is combined with a turret or gun shield, elevated or projecting above the said main shield, and constructed so as to present to the projectile only an acute angled deflecting surface.

656.    Umbrellas and Parasols, J. Jarman and J. Sambrook.—1527i February, 1881. Gd.

This relates to improvements on patent No. 4163, a.d. 1879. The notches for the ribs or stretchers are made only in one of the parts, and the other part is made plain, and without notches, and each of the parts is screw threaded, so that they can be readily and safely united.

660. Sizing Machines, E. and S. Tweedale.—IGth February, 1SS1.    6(2.

Where but one roller is employed, it is made in two lengths and mounted upon a shaft or axis, one portion or length being loose on the axis ; the joint or part of contact between tho two portions constituting the said rollers are oblique or inclined, so that the frictional contact between the roller and beam or the yarn therein causes the parts of the roller to diverge, and so fill in the whole space or length of beam between the flanges thereof.

665. Securing the Teeth of Bakes, P. Pierce.—16th February, 1881. 6c2.

This consists in the employment of a projection or projections on a collar, or on the tooth itself or their equivalents, for locking the said teeth in or to the barrel, and secured to the said barrel by a wedge or pin.

668. Bicycles, &c., 11. J. Swindley.—IGth February, 1881. 6(2.

This consists, First, in the arrangement of a central pin so constructed as to afford a bearing surface through the neck, at the same time that there is a bearing surface also on the top and bottom of the neck ; Secondly, in the use of a split-coned nut in combination with an outer bearing surface to clamp and grip a pin or bolt passing through the nut; Thirdly, in the manner of fixing and securing the stop.

672. Looms, E. Jackson.—1627; February, 1881. 6c2.

The object is to supersede the use of catches and ratchet wheels hitherto used in the taking up of the cloth beam, dispensing with friction rollers, levers, and weights where now in use, and consists in substituting a wheel without teeth, by preference a grooved, wheel C, and other mechanism, in lieu of ratchet wheel and pawls or catches. This grooved wheel is fixed on a shaft in lieu of a ratchet wheel, on the other end of which is the change wheel gearing into wheels in connection with the piece beam, and

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this beam is revolved by the intermittent action of an excentric driving pawl actuated by the sword of the loom through a series of levers. When the weft breaks, or is used from off the bobbin of the shuttle, the loom is prevented taking up the cloth by means of levers in connection with the ordinary slackening rod, which, when actuated by ordinary weft fork in the usual manner, raises the driving pawl from off the grooved wheel, the wheel being prevented from revolving in the opposite diiection by means of another excentric pawl locking in the wheel and keeping the same stationary.

673. Safety Valves for Boilers, J. D. Adams.— 16th Februai~y, 1881. 4d.

A is the part of an air vessel formed at the bottom in such a manner that it may be secured to the boiler ; B is the upper part or cover of the vessel; C is a tube descending from the top of the cover nearly to the bottom of the vessel. The cover B is also shaped so as to form an upward prolongation of this tube. The top of this tubular extension is closed by the valve D,

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from which hangs a frame E that has a flange El projecting outwards from it all around its lower end : F are annular weights carried by the frame E ; G is a disc which is interposed between the inlet to tho vessel A and tho lower end of the tube C ; this disc serves to direct outwards into the air vessel any water which may rise up through the inlet and prevent it passing directly into the tube C.

675. Supporting and ‘Holding Automatic Brake Hose Couplings, &c.., W. S. Paterson.—1 Gth February, 1S81. Gd.

This consists in the use for supporting and holding, for the purposes of examination and repair, automatic brake hose couplings and other apparatus attached by flexible connections to railway vehicles, of an attachment constructed to receive and hold, as in a vice or spanner, the coupling or apparatus to be examined or operated on, and provided with an eye or eyes that can be slipped over and take a bearing upon a draw hook or lamp iron attached to the said vehicle.

679- Tricycles and Bicycles, J. Harrington.—1627i February, 1SS1. Gd.

This consists in forming rings and grooves around the ends of the neck pin of a bicycle or tricycle to fib correspondingly shaped bearings formed or fixed in the head.

680. Hermetically Securing the Heads, Covers, or Lids of Various Vessels, N. Thompson.—16</i February, 1SS1.    6(2.

This relates to the employment of levers acting together in pairs to force a head, cover, or lid to its seat.

682. Apparatus for Cutting Paper and other Materials for Manufacture of Hats, 5. Wilde, and J. Carter.—17th February, 1SS1. 6(2.

This consists in applying a lathe with a face plate or chuck, such as are used for elliptical turning, combined with templates and means for holding the paper upon the face plate or chuck, and a guide for adjusting the paper or materials and the template or shape upon the face or chuck.

685. Securing Tires to Wheels, D. M. Yeomans — 172/(. February, 1SS1.    6(2.

This consists in fastening or securing tires or outer rings to wheels by forming the contact surface of tho rim or other periphery with the tire, or of a portion or portions thereof, oval or excentric, or by forming or arranging the contact surface of the tire, or tire and rim, or peripheral portion of the body with the securing clips or contiguous rings, or one of. them, excentric or excentrically, or by both methods in conjunction.

687. Dressing Flour, Middlings, to., T. F. Hind and R. Lund.—17th February, 1881. Gd.

This consists in arranging the blades upon revolving

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beaters of centrifugal dressing reels at a greater angle at the supply end than at the outlet or tail end.

690. Steaming Textile Fabrics, J. Parkinson.—17th February, 1881. 4(2.

The apparatus consists externally of a box or vessel closed at the bottom and open at tho 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 into the vessel. Above the false bottom is a

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copper cylinder extending across the centre of the vessel, and above the top of the vessel is a steam pipe of similar diameter, which is connected with the copper cylinder, and also by a supply pipe with the boiler.

693-ISubmarine or Subaqueous Boats or Vessels, T. Nordenfelt.—17Ik February, 1881. Sd.

This consists, First, in providing the vessels with propelling engines and boiler, the latter being so arranged that after the water has been heated by the combustion of fuel its furnace may be closed gas-tight and the steam from the heated water used to drive the engines whilst the vessel is submerged; Secondly, in providing the said vessels with descending or vertical propelling apparatus, which whilst in motion is capable of sinking the vessel beneath the surface whilst the vessel is lighter than the water which it iisplaces ; Thirdly, in providing the said vessel with automatically-acting longitudinal stability rudders controlled by hydraulic or other motor apparatus and a plumb weight.

397- Eotatino Slide Valves, P. Brotherhood.—17f/i February, 1881. 6d.

This consists in the construction of rotating slide valves in the form of a hollow ring divided into two compartments, one having an opening in the outer

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periphery, and the other having an opening in the inner periphery, and both having lateral openings equal on each side corresponding with ports in side cheeks, between which the valve revolves, the pressure on the valve in all directions being balanced.

699.    Digging and Separating Potatoes, R. A. Clark. —17 th February, 1881. 6d.

This consists, First, in the combination in a potato digging and separating machine of digging apparatus with a cylindrical or conical riddle revolving with its axis in or close to and parallel with the centre line of the machine; Secondly, in a yoke arranged with journals rigidly attached thereto, and with a hiatus in the centre to allow of the passage of a trough through the widest part when the diameter of the riddle is too small, or there be other impediments to its conveniently passing above the axle.

700.    Trough or Multiple Water-closets, H. B. Scott and H. V. R. Read.—17th February, 1881. Ad.

This relates to the combination of an intermittent syphon with the trough of a multiple water-closet. 702. Floor Cramps, G. Butler.—18th February, 1881. Gd.

This relates to the arrangement of floor cramps, whereby they are rendered self-cramping to the joists and self-releasing therefrom when a lever or a pawl is removed by hand or by the foot.

704. Manufacture of Corks, S. Bes Voeux.—lSi/i February, 1881.—(A communication from E. Gaston.) Gd.

This consists, First, in machines for forming corks into cylindrical or taper form, in supplying the corks (previously cut into approximately square form) to gripping jaws roughly compressing the cork in combination with rotating hollow dies for shaping the same ; Secondly, in the method of alternately feeding the corks to the jaws and dies by a double-ended plunger; Thirdly, in machines for polishing or finishing corks, of revolving drums having internally and oppositely rotating cylinders or wheels to hold and guide corks held by them against a sliding knife or knives to cut or finish the same.

709. Concrete or Cement Pipes, J. IF. Butler and M. Bale.—18f/i February, 1881.—{Partly a commu nication from C. A. Berthelet.)

This relates to the method and apparatus for the manufacture of concrete or cement pipes, and it consists of a cylinder or case, which is laid horizontally in the trench prepared for the pipe, the said cylinder being provided with a piston or plunger, which is operated by hand, and which forms the pipe from the mortar or cement which is fed to the cylinder from a feed tube or hopper on top. A flexible core is attached to the end of the piston, which forms the orifice through the pipe, the pipe being thus made in a continuous piece without joints of any kind, so that all leakage is avoided. The operation of a lever attached to the piston while it forms the pipe serves also to force the cylinder or case along the trench gradually, as the pipe is made and laid by the same operation. 713- Oil Cans or Oil Feeders, L. Field.—18th February, 1881. fid.

This consists, First, in the arrangement of a valve and its seat at or near the termination of the delivery spout of the oil can or oil feeders; Secondly, in arrangements for opening and closing the nozzles of oil cans or oil feeders as are made to eject the oil from the nozzles on pressing inwards the elastic bottoms or sides of the oil cans or oil feeders.

714. Sawing Machines, S. IF Worssam. — 18 th February, 1881. fid.

In the drawing A A¹ are two independent horizontal cross guides arranged respectively at opposite sides of suitable uprights. Each horizontal cross guide carries

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4 swing frame B B¹ fitted with one or more saws. The swing frames carrying the saws are reciprocated by means of two independent connecting rods D Dl taking motion from a double throw crank shaft E.

When one saw frame is travelling from left to right the other is travelling from right to left.

721. Lining of Steam Engine Cylinders, E. 11. Allfrey.—19th February, 1881. 6d.

This consists in connecting the liner with the

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cylinder by means of a ring made elastic in the direction of the length of the cylinder. The form of the coupling piece C is shown of the U-shaped type 722. Rotary Engines, E. A. Brydges.—19th February, 1881.—(A communication from R. Lehmann.) Sd.

When applied as steam motors the condensed steam is automatically removed from the cylinder, the lubricating arrangement being also automatic. The automatic regulation of the worn parts is attained by arranging the slides in such manner that they will have steam-tight contact with the cylinder only when they commence their action.

726. Binding Letters, Papers, &c., into Volumes, B. J. B. Mills.-—19f/t February, 1881.—(A communication from La Societe Bepoix Lefevre.)-- (Not proceeded with.) Ad..

The binding is of the type of those in which the different papers to be classified are unite d by a thread or cord furnished with tags at their ends.

732.    A Magnetic Fire Annihilator, IF. Walker.— 21st February, 1881. Ad.

This invention relates to the extinguishing of fires by the use of water that has been acted on by a magnet. Magnets are fixed in a vessel containing the water to be used, and it is then forced through a delivery pipe. The apparatus may be attached to a fire-engine, or to any ordinary service of water. On the water coming into contact with the fire it becomes decomposed (the oxygen and hydrogen contained in it being separated). The carbon arising from the burnt debris immediately combines with the oxygen. Carbonic oxide and carbonic acid gas are thus generated, which put out the fire.

733.    Improvements in Steam Gauges, &c., for Pro" ducing Signals when their Indices Show a Pressure, &c., Exceeding the Limits for which they are Adjusted, IF. R. Oswald.—2lst February, 1881. Gd.

In this invention contact pieces, connected by a battery, are provided in connection with the gauges, and are so arranged that when the index finger of the gauge comes in contact with either of the terminals an electric circuit is completed or broken, and a bell or other audible or visible signal is actuated, so that it can be told at a glance whether too much pressure or too low a vacuum are the cause of the signal.

742.    Compound Brake Apparatus, IF. J. Adams.— 21 st February, 1881. Gd.

This relates to combining pneumatic brakes with steam brakes by means of apparatus consisting essentially of a steam valve controlled by a piston or pneumatic lever, which receives its impulse from the pneumatic brake apparatus.

743.    Compound Steam Engines, H. H. Lake.—21.st February, 1881.—(A communication from J. IF. Chisholm.) Gd.

This relates to the combination of two cylinders whose pistons are connected to one piston rod with slide valves adapted to admit live steam alternately to the opposite ends of each cylinder only, and to allow the steam after actuating the piston of each cylinder to pass freely to their other sides whilst the live steam is actuating the other piston.

744.    Door Chains or Door Fastenings, H. Skerrett.

—21 st February, 1881.    6d.

This consists in making door chains or door fastenings essentially of a longitudinally slotted link secured by a chain to the door frame, and of a necked stud or pin fixed on the door, the said link being connected with and disconnected from the said necked stud or pin for fastening and unfastening the door ; also making at the chain end of the slotted link a cross slot or slots opening into the longitudinal or principal slot.

746. Barometers, &c., F. H. F. Engel.—21st February, 18S1.—(A communication from J. I). Moller.) Gd.

This consists in an aneroid barometer or a manometer of the transmission of the movements of the diaphragm to the indicating hand or pointer by means of a screw and nut, either of which may be attached to or connected with the diaphragm, or may be fixed to or form part of the indicating hand or pointer, or be carried by a transmitting lever.

751. Treatment of Roots and Fruits to Produce a Substitute for Coffee, R. Stone.—22nd February, 1881.—{Not proceeded with.) 2d.

Roots, such as beet, carrots, parsnips, &c., are tom up by rolls and the juice is extracted. They are then roasted. With the roots, fruits are used, which are dried or roasted in the same manner as the roots.

755. Boxes or Bushes of Carriage Axles, J. Grice. —22nd February, 1881. (id.

The object is to prevent noise in the working of carriage axles and their boxes, and to prevent or reduce the wear of the washers employed. A is the axle-box, and B the front collar, which is in one piece with the box. C is an inner separate collar, with an internal flange D, which, when the collar is screwed

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home on the axle-box, abuts closely against the end and forms a tight joint to prevent the escape of the lubricant. The front collar holds a broad washer E, against which the flange of the screw nut F, which is screwed on the end of the arm G of the axle, bears. The axle-box is placed on arm G, so that the outer face of collar C passes into the collar H on the axle, and abuts against a washer I in the collar H. The cap K is screwed into the front collar B.

752. Lamp Chimneys, F. J. Costa.—22»id February, 18S1.—{Not proceeded with.) 2d.

An ordinary pot is made with a piece of tube passing upwards through it. This tube acts as a chimney to the lamp over which it may be placed, which, becoming heated by the flame of the lamp, heats the water that comes in contact with the outer side of the said tube contained in the pot.

753.    Bicycles, G. IF. Ash.—22nd February, 1881. Gd. This relates, First, to improvements in the saddle

springs; and Secondly, to improvements in the head and brake gear and spring brake locking apparatus.

754.    Bicycles, &c., G. Singer and A. W. Metcalfe.— 22nd February, 1881. Gd.

This relates partly to arrangements for deadening the vibration by interposing india-rubber or other suitable non-metallic substance between the points at which the spring is connected with the framework of the machine.

756. Knitted or Looped Fabrics, J. Booth.—22nd February, 1881. Gd.

This consists, First, in the manufacture of a novel description of fabric on that class of knitting machinery known as the circular or French frame, by employing woollen (felting) yam for the body or back of the fabric, and long fibred—unfelted—yam for the top or face of the fabric, which is made on that side usually considered the back, and afterwards “fulling” or “felting” such fabric; Secondly, in dispensing with the long stems of the blades of the plugged wheel and employing only the noses thereof. 757- Pumping Water and Air, &c., IF. Anderson and W. Airy.—22nd February, 1881. Gd.

This relates to a modification of the apparatus described in patent No. 2851, a.d. 1880, for pumps and hydraulic motors, the object being to enable it to be used for pumping air, and especially to compress air

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for the supply of blast furnaces. A screw A is employed, as in the former patent, and is immersed in water, in which it is caused to revolve, and delivers the compressed air at its lower end to the receiver E. A special form of joint is employed to prevent the escape of air from the receiver.

759. Removing and Preventing Incrustation in Boilers, IF. P. Thompson.—23rd February, 1881. —{A communication from J. Lallemand.) Ad.

This relates to the employment of the nitrates, carbonates, chlorhydrates, acetates, and saccharates of sodium, potassium, ammonium, or barium.

761.    Compounds for Treating or Purifying Iron or Steel, IF. P. Thompson.—23rd February, 1881. —(A communication from A. H. Siegfried and T. H. Purdy.) Ad.

This consists essentially in combining with the metal, while it is in a molten condition, carbonate of soda and sulphate of copper in certain limited proportions, and also in using, in addition to said compound, when circumstances may render it desirable, chloride of sodium, sulphate of iron, sal ammoniac, oxide of manganese, and nitrate of potassa.

762.    Yard Measure, &c., J. Barling.—23rd February, 1881.—{Not proceeded with.) 2d.

This relates to apparatus for recording the number of measurements which have been taken.

763.    Pressing, Smoothing, and Finishing Garments, &c., J. and J. C. Buckley.—23rd February, 1881. Gd.

This relates, First, to the mode of applying and transmitting power to pressing machines ; Secondly, to the mode of increasing or diminishing the pressure by raising and lowering the platform.

764.    Dobbies for Looms, IF. A. Carr.—23rd February, 1SS1.—{Not proceeded with.) 2d.

This consists in arrangements whereby the “dobbie” can be caused to produce varied effects with less lags or cards than heretofore required.

765.    Galleries or Holders for Gas and Lamp Globes and Shades, F. S. Willoughby.—23rd February, 1881. 2d.

This relates to the employment of a spring bolt in lieu of the ordinary screw.

766.    Purifying Middlings and other Grain, J. S. Sutcliffe.—23rd February, 1881. — {Not proceeded loith.) 2d.

This relates to means to remove from the middlings the coarse and light particles of fluff or offal.

767.    Steam Boilers, T. Joicey.—23rd February, 1881. 6d.

A cylindrical case A is employed, and within it the furnace is formed by two truncated cones B meeting at their smaller diameters, the lower portion of the bottom cone carrying the grate bars G, the firing hole

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F being between the shell and the furnace. The upper cone has a circular plate at its upper end, forming the roof, from which two or more flues C pass the water and steam space to the top of the shell. The upper cone is fitted with circulating tubes D, which also act as stays.

769. Cooking and Heating, H. Lecornu.—23rd February, 1881. fid.

This consists essentially of insulating boxes and hoods made of matters that conduct heat badly, and of a stove for heating the saucepans or other vessels containing the food to be cooked or kept warm.

771- Securing, Tightening, and Adjusting the Saws of Timber Frames, &c., S. BoMow.—23rd February, 1881.—{Not proceeded with.) 2d.

This relates to the employment of a suitable iron column of convenient form, carrying at its lower end a number of adjustable screwed or threaded shafts or studs working in the same, each stud being provided with a neck on which the eyes of the saws are hooked.

774. Electric Lamps, J. Fyfe.—23rd February, 1881.

—ANot proceeded with.) 2d.

This invention refers to the specification to Abel’s patent No. 1397, 1S80 (a communication from Krizik and Piette), and refers to the regulation of electric lamps by means of solenoid coils.

{A communication from A. Loiseau and J. B.

Germeuil-Bonnaud.) Gd.

This consists in combining with opera or field glasses and glasses of a similar character suitable objectives, covers, glass frames, and screens, whereby they are adapted for photographing.

772. Bailway Buffers, /. IF. Howard.—23rd February, 1881.    (3d.

The drawing shows an improved form of spindle buffer. A is the case; B the plunger rod ; C a ferule push plate, having a T-form secured to the plunger rod, and serving to confine it in the case, by abutting

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against a shoulder, inside the case. The invention also relates to box or hollow plunger buffers, and consists in forming recesses at intervals round the end of the plunger, the projecting parts being bent and entering grooves running longitudinally in the inner surface of the case, so as to prevent the plunger turning round or escaping from the case.

776. Presses for Colour Printing, IF. R. Lake.— 23 rd February, 1881.—{A communication from E. B.

Welsh.)—(Not proceeded with.) Ad.

This relates to printing presses employing a series of forme inking rollers adapted to rise and fall, and supported by grooved tracks on the bed of the press, the grooved tracks being arranged to permit each roller to fall upon the forme only when a particular portion of the forme comes under it, and at all other times to hold the rollers up against the rollers that supply them with ink.

779.    Steam Presses for Finishing Lace, &c., J. P. Cox.—24th February, 1881. Ad.

Fitted within the upper part of a frame and supported by a spring is a plate, which is free to rise and fall and be guided by uprights. This plate forms the press head, and its spring causes it to yield to the pressure of a bottom plate, which also rises and falls, but under the action of cams or excentric discs mounted upon a transverse shaft, one end of which carries a spur wheel geared into bv a pinion on the driver or main shaft, which may be turned by hand or by a strap. Both the top and bottom plates, or one of them only, are or is heated by steam or other heating agent.

780.    Working Drain Ploughs, G. Bull. — 24th February, 1881.—{Not proceeded with.) 2d.

This consists in substituting for the ordinary method of drawing the plough by horse - power and windlass a mode of arranging pulleys in such a manner that the plough can be drawn through the land by the horses proceeding in a straight line instead of in a circular path as usual.

782.    Tobacco-pipes, C. H. Lewis.—24th February, 1881. —{Not proceeded with.) 2d.

This relates to |means whereby the nicotine is prevented passing into the stem, and permitting the pipe to bo re-charged while still lighted, and the bowl to be readily cleaned.

783.    Improvements in Electrical Conductors Applicable to Electric Railways and to Electric Signalling, &c., J. Perry and IF. E. Ayrton.—24th February, 1881. 8d.

This invention is designed for the better insulation of the conductor in electric railways, and for furnishing an automatic block system without the use of signalmen, and further to give a simple indication of the position of the train at any point of its travel. The method is to have an insulated wire cable placed alongside the railway, or in any suitable position, which is automatically, or at will by a signalman, electrically connected successively to one or more

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sections of a rail in the neighbourhood of the moving train, the sections of which rail are insulated from one another and earth. In Fig. 1, A B is a copper rod resting on the top of and fastened to a corrugated tempered steel disc D D, which is carried by and fixed to a thick ebonite ring E E by screws. E E is screwed to the top of the circular cast iron box, which is fastened to the sleepers A B, and the steel discs D D are of sufficient flexibility to allow of two or more of the latter being simultaneously depressed by an insulated collecting brush carried on the carriages of the train. Depressing any of the discs brings stud F— which is mechanically and electrically connected, with A B—into contact with stud G, which is electrically connected with the main insulated cable. This connection is made either by means of an insulated wire IIII H, or by the cable itself being brought up into the box. To prolong the contact, stud G is supported by a spiral spring, so as to be depressed somewhat by F. The train then receives the current by means of brushes fixed on the carriages from rail A B, and the current after passing through an electro-motor on the carriages returns by one or both of the ordinary rails used as the return wire, pieces of flexible wire being attached if necessary to the fish plates to ensure tact. The mode of insulating one section of the conducting rail is shown hi Fig. 2. Several methods of keeping the insulations of the various parts perfect In wet weather are likewise described, one of which is to fill the cast iron box with oil. The specification also describes other methods of carrying out the invention, and is accompanied by drawings thereof.

784. Automatic Measuring Cocks, IF. J. C. Joughin.

—24th February, 1881.—{Not proceeded with.) 2d.

This consists of a cock, tap, or valve of any suitable form, through which liquid can only pass when the cock or valve is open by the turning of a plug with a water-way through it, or other suitable means.

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785. Improved Method of Covering Wire for Electrical Purposes, &c., W. E. Ayrton.—21tli February, 1SS1. 4c7.

The invention relates to the covering of three or more conductors arranged in a parallel direction, by weaving them together with a weft of silk or other insulating material; also the use of the wire or wires as a weft to weave together a number of fibres of silk or other insulating material, which forms the warp. This method ensures the easy recognition of any individual wire at any point by its distinctive position in the web, provides a certain means of destroying mutual induction, and a simple method of constructing a coil of a single continuous conductor, which has no external magnetic action nor self-induction.

787- Vulcanising Articles or Fabrics of India-rubber, T. Rowley.—24th February, 1881. 4(7.

This consists in the use of ammonia either in the gaseous state or in solution, as a medium in vulcanising and desulphuring.

788. Combined Land Roll and Manure and Seed Distributor, C. T. Tulley.—24th February, 1S81.— (Not proceeded with.) 2d.

The frame is so constructed as to carry the box of a manure and seed distributor, which may be of any suitable construction; the box of the distributor is fixed to the frame of the roll, and a certain number of the rings and barrels are fastened to the spindle, so as to turn the same. The manure and seed distributor is operated by gearing, or by a band and pulley at one end of the barrel, rings, or spindle of the roll.

791.    Children’s Cots, E. A. Brydges.—21th February, 1881.—(A communication from C. Schmidt.) 6d.

The principal features of the invention are a cylindrical or semicircular cover, a conical breast piece, two arm isolators, and an adjustable head piece.

792.    Improvements in Electric Lamps, and in Circuits for the Same, P. Jensen.—21th February, 1881.—(A communication from T. A. Edison.) 6d.

The object of this invention is to furnish a method of connecting in one multiple arc a series of lamps, each giving the same amount of light as the standard light of the system, so that all the lamps in such circuit may be controlled by one circuit closer. The general idea of the invention is to make the density of the carbons where a series of lamps are used proportionately greater than that of the standard lamp, their conductivity increasing and resistance decreasing proportionately, so that with the standard amount of energy ana the standard amount of electro-motive force, each lamp of such series shall give the standard amount of light, the radiating surfaces of each remaining approximately at the area of the radiating surface of the standard lamp. The proportions in which the density, <fcc., of the lamps must be increased and diminished may be expressed approximately by a fraction whose numerator is 1, and the denominator the square of the number desired to he so connected.

793-    Preparation of the Composition used in the Manufacture of Oilcloths, &c., W. Ayrton.—21th February, 1881. Id.

This consists in the use in the preparation of the composition of silicate of alumina and carbonaceous matters obtained in the admixture from bituminous and other aluminous schists or shales.

794-    Boat Davits and Disengaging Gear for Ships’ Boats, R. Rurdes.—21th February, 1SS1. 6(7.

This consists, First, in the arrangement of lowering davits actuated by screws revolving in nuts, to which are attached the stays or struts supporting the lowering portions of the davits, the said screws being caused to revolve by winch gearing on the deck of the ship; Secondly, in the arrangement of disengaging gear by which both ends of the boat are instantly and simultaneously detached by one movement of a handle acting upon a rod running from end to end of the boat attached to bell cranks, and through them upon the mechanism in the crutch heads.

797.    Life-buoys, R. Whitby.—21th February, 1881. 6(7.

This consists of two hollow metal tubes filled with

any suitable combustible composition, which, when lighted, thus form two standard lights. Each of such tubes is fitted internally at its base with a spiral or other suitable spring, so that as the ignited material consumes it is gradually pushed upwards above the apex of the tube, so as to prevent the light being extinguished; while attached to the lower end of each tube is an adjustable weight to keep the tubes in upright position when the buoy is in the water.

798.    Gas Engines, R. Ord.—21th February, 1881.— (Not proceeded with.) 2d.

This relates to means for rendering more certain the firing of the charge of gas and air in the cylinder of gas engines in which the charge of gas and air is not compressed.

799.    Gas Engine, J. Graddon.-—21th February, 1S81. —(Not proceeded with.) 2d.

The piston is arranged with a cylinder, and the slide through or by which the gas and air are admitted to the chamber above the piston is fitted on the top of the cylinder cover, the ports and the mixing chamber in the slide being so arranged as to take the necessary proportions of those fluids from pipes or connections, the one from an ordinary gas bag, and the other in a compressed state from the lower portion of the cylinder and the base, which is hollow, and forms a chamber in combination with the open end at the lower part of the cylinder.

800.    Blasting Compound, B. J. B. Mills.—21th February, 1S81.—(A communication from J. Anders.) 4c7.

The compound consists of nitro-glycerine, parts ; slightly nitrated wood, cellulose, or “ collodion wool” 5 to 7 parts; alcohol, 0\5 to 2 parts.

801.    Blasting Compound, B. J. B. Mills.— 21th February, 18S1.—(A communication from J. Anders.) 4(7.

The compound consists of slightly nitrated wood-

cellulose or “collodion wool,” 0’5 to 3 parts; nitroglycerine, 47 to 63 parts; nitrate of soda, 23 to 33 parts; wood cellulose deprived of grease, 8 to 18 parts ; sulphur, 3 to 4 parts.

804.    Preparation of Coffee with Dandelion, &c.,

E. and J. Williams.—25th February1881.    4(7.

This consists in saturating and soaking coffee with extract of dandelion, preferably during the roasting process.

805.    Crayons, Pencils, and Writing Chalk, IF. C. Ilorne.—25th February, 1881. 4c7.

Phosphorescent substances are used in the manufacture of the crayons, pencils, and writing chalks, which are thereby made to produce luminous marks. 807- Aerial, Submarine, and other Navigation, F. Wirth—25th February, 1881.—(A communication from E. Goehrung.) 6d.

This relates to the method of propulsion in air or water, to the alternate expansion and folding together of rotating blades or vanes produced by the alternately diverging and converging arms on discs having an angular position to each other.

812. Lubricators, J. Dumb.—25th February, 1881.— (Not proceeded with.) 2d.

This comprises a steam-tight receptacle for the lubrication cylinder and ram or piston, the latter having an enlarged or button-shaped head, piston or ram is lifted as usual by means of lever, catch wheel, and excentric ; when the latter passes its “beak” or throw the piston is free, whereon the pressure of steam upon the button head, an enlarged area for steam pressure, at once forces the piston or ram down, forcing out or expelling the lubrication.

811. Gas Engines, IF. B. Haigh and J. Nutt all.—25th February, 1881. Sc7.

This relates to engines in which gas or atmospheric air and gas, either in a compressed state or at atmospheric pressure, is exploded, the force generated by t-He expanding gases being utilised for motive purposes. In the first class of engines, a fan A is used to compress the gas and withdraw the foul gases from the cylinder in place of the usual compressor cylinders. The invention further relates to the general construction of the engine, and also to improvements in the slide valve and cover, with its ignition and other passages, the use of a rotary valve with separate ignition

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or exhaust chamber for compression or atmospheric gas engines, the application of an equilibrium relief valve worked by the governor to compression gas engines ; the application of an oscillating radius arm and link, so as to shorten atmospheric gas engines ; the application of an asbestos valve to the latter class of engines ; and a peculiar construction of gas supply valve.

813.    Fastening Brooches, Solitaires, &c., T. T. Powell.—(Not proceeded with.) 2d.

The pin is secured to a sliding piece adapted to the back of the brooch. Instead of the ordinary catch hook to secure the pin, a ring or cap is employed, which is secured to the back of the brooch.

814.    Treating the Nitrous or Nitric Ether Derivatives of Sugar, J. M. A. L. Bonneville.— 21th February, 1881.—(Not proceeded with.) 2d.

Nitro saccharose and the nitrous products of sugar are obtained by mixing either ordinary or a chemical sugar in a pulverised state, with the azotic acid of commerce, monohydrated to a density of from 1500 to 1520 deg. It is, however, preferable to mix this acid with the sulphuric acid of commerce at 66 deg.

815.    Garden Rakes, F. Parkes.—25th February, 1881. —(Not proceeded with.) 2d.

A flat bar is rolled, having a middle rib. This bar is divided crosswise into portions or blanks of a size suitable for the rake to be made. Incisions are made on each side of the middle rib, the incisions extending from one edge nearly to the other edge. The central rib thus joined at one end only to the blank is raised out of the plane of the blank into a position at right angles to the other part of the blank. The rib is made into the bang or socket of the rake. The parts from between which the rib has been cut are now bent so as to be in the same line, and from the said parts of the blank portions are cut, so as to leave the teeth of the required number and size.

816.    Crane, Portable, or Traction Engines, J. Backhouse.—25th February, 1881.—(Not proceeded with.) 2d.

This relates to the mode of combining a swing crane with a portable or traction engine.

817.    Labels and Label Protectors, E. Wright.— 25th February, 18S1.—(Not proceeded with.) 2d.

A case or sheath of thin sheet metal in combination with glass is employed to protect the label.

818.    Substitute for Coffee, S. T. Francis.—25th February, 18S1. 2d.

Grapes or raisins are reduced to a pulp and mixed with meal or flour and then dried and roasted.

819.    Connecting the Ends of Railway Rails, B.. P. Williams.—25ft. February, 1881.—(Not proceeded with.) 2d.

The fish-plates are formed at the centre with a projection standing out from the inner face. At the ends of the rails the web is notched or cut away, so that the projection on the inner face of the fish-plate may enter and fit partly in the notch at the end of one rail and partly in the end of the other rail. The bolts used for stamping the fish-plates to the sides of the rails may be passed through the projections.

820.    Testing Milk, F. Wirth.—25th February, 1881. —(A communication from F. Heeren.) 4d.

The milk is spread in a thin layer on a black or dark ground, and the colour thus produced is compared with a series of index colours painted on an apparatus, each of these index colours corresponding to a certain quality of milk.

821.    Indicating the Illuminating Power of Gas, T. Thorp and R. Tasker.—25th February, 1881. 6(7.

A tube of metal or other material is used, in the interior of the upper part of which is an inverted truncated cone; in the lower end is inserted and secured hermetically a glass tube, part of which glass tube is exposed to view by a portion of the metallic tube being cut away, the lower part of the main tube to be connected with gas supply. A rod of glass, wire, or other suitable material is used with discs of ebonite or other material secured at each end, one disc moving in the conical metal tube, and the other moving in the glass tube and serving as a pointer. An index plate is attached to the metallic tube, and lying upon and parallel to the glass tube. An argand burner and chimney are used.

823. Construction and Glazing of Windows and Sashes, B. C. Cross.—26th February, 1881..—(Not proceeded with.) 2d.

This relates to construction of the sashes so that the glass may be fitted in without putty.

825.    Feeding Wool, &c., to Scribbling and Carding Machinery, W. Cliffe and T. E. Ainley.—26<7i February, 1881.—(Not proceeded with.) 2d.

A single or double trough is employed, into which the fibre falls previous to being placed on the travelling apron of scribbling or carding machinery. The trough is attached to one end of a lever or weigh beam, and on the stud or shaft, on which the trough is hinged, is a pinion capable of gearing in the teeth of a rack, having a backward and forward movement for the purpose of tilting the trough and upsetting its contents on to the travelling apron.

826.    Tobacco Pouches, /. Burbridge.—26th February, 1881. 6 d.

This relates to the manufacture from sheet rubber of moulded tobacco pouches with side and central pockets.

827- Type 'Writing Machines, P. M. Justice.—26th Februaiy, 18S1.—(A communication from T. Hall.) 8 d.

This consists. First, of a movable type forme impelled by means of suitable mechanism over an inking plate, to bring any given letter opposite a hole in said plate, whereby the type may be pressed through said opening and upon the paper beneath ; Secondly, in the combination of a bed-plate, bar, or roller for sustaining the paper while printing, with an inking plate or plate provided with an inking pad arranged directly over it, and provided with an opening for the admission of one of the types with a type forme in which the separate types are adapted to be dressed independently, and with a plunger directly above the opening in the inking plate, whereby any given letter of the type forme is brought into position and pressed upon the paper.

828. Treating Horn Shavings, F. Wi’rth.—26tli February, 1SS1.—(A communication from C. Zincke.)— (Not proceeded with.) 2d.

This relates to a method of producing a consistent horn mass from horn shavings.

832. Fire Stove Screen Frames, G. F. Phillips.— 26th February, 1881.—(Not proceeded with.) 2d.

This relates to the construction and arrangement of fire stove screen frames, telescopic or not, to facilitate the curtain or screens proper to be raised with a portion of the frame to the desired height.

836. Joining Leather Belting, B. J. Gibney.—28th Feb'i uary, 1881.    4(7.

The ends of each short length are cut so that one end will interlock with the next adjacent end; the ends are then stitched and rivetted.

838. Tramcars and Road Carriages, A. Shakery. —28th February, 1881.—(A communication from J. de Canterac.)—(Not proceeded with.) 2d.

The object is to render tramcars and road carriages suitable for travelling either on rails or on ordinary carriage roads. This is effected by employing two pairs of leading wheels, one pair being provided with flanges, and the other pair being without flanges. The trailing wheels are without flanges. Suitable mechanism is employed for bringing either the flanged or the flangeless pair of wheels into use.

SELECTED AMERICAN PATENTS.

From the United States Patent Office Official Gazette.

245,304. Axle-cutter, Jared B. McLane, North Reading, Mass.—Filed May 18th, 1SS1.

Claim.—(1) The bearing plate in combination with the annular head and the tool-bearing stock, said plate

24-5,504-1

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being pivotted within such head, substantially as herein set forth, (2) The channel or depression in the stock, constituting, in conjunction with the nut of the axle, a throat or passage for chips cut by the turning tool, substantially as herein set forth.

245,308. Magneto-electric Machine, Richard R. Moffatt and Sylvester Chichester, Brooklyn, N.Y.— Filed January 16tli, 1881.

Claim.—(1) In a magneto-electric machine, an armature of iron in the form of a ring or endless band having its greatest length of cross-section parallel with its axis, said armature built of sectional pieces B, secured together and held to the central hub C, and

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provided with lugs or fillets, substantially as described. (2) A magneto-electric machine having an armature in the form of a ring or endless band, with its greatest length of cross-section parallel with its axis, and the magnet poles inclosing the armature externally, and having branches extending within at both ends, substantially as herein shown and described.

245,309. Electric Lamp, Richard R. Moffatt and Sylvester Chichester, Brooklyn, N.Y.—Filed March 21st, 1881.

Brief.—A magnet is employed to draw down the lower carbon to form the are. The upper carbon is fed downward by gravity, and its movement is controlled by a compound armature actuated by two magnets, the magnet of less resistance being in the same circuit with the carbons and the arc-forming magnet. The magnet which is of greater resistance is in a shunt circuit, and presents the same poles to the armature as the magnet of less resistance. The armature is composed of a frame having two bars of magnetic material, each extending from a pole of one magnet to a pole of the other. When one magnet is prepon-deratingly energised the induced magnetism of the armature causes repulsion between it and the other magnet. Claim.—(1) In an electric lamp, the combi-

[345.3091

j-nation of the electro-magnets B and M, located in the main circuit, and the electro-magnet N,. located in a shunt circuit, for the purpose of forming and regulating the arc, substantially as herein specified. (2) In an electric lamp, the combination of the electromagnets M and N, the tilting armature K, the carbon rod, and mechanism to check and regulate the feed of the carbon, substantially as herein specified. (3) In an electric lamp, the combination of the electromagnet M, located in the main circuit, and the electromagnet N, located in the shunt circuit, said magnets having poles of like nature acting upon the same armature, substantially as and for the purpose specified. (4) In an electric lamp, the combination of the electro-magnets M and N, the tilting armature K, the carbon rod, and the lever brake, constructed substantially as described, so that the action of magnetic attraction and repulsion will act to check and regulate the feed of the carbon, substantially as herein specified.

245,357- Lawn Mower, Wm. E. Derrick, Palmyra, N.Y., assignor to Everett G. Passmore, Philadelphia, Pa.—Filed December 22nd, 1879.

Claim.—(1) In combination with the flat-iron bail of the lawn mower, a handle stock M, having a hole through which the bale passes, and the segmental gibs 2, to secure the said stock and handle to the bale at any desired inclination, substantially as set forth. (2)

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The knife H, bar K, and end piece L, in combination with the beaters, the shaft or arbor of which passes through holes in the end pieces L, and on which the said knife bar frame can be adjusted, the clamping screws 4, driving-wheels, and supporting rollers, substantially as specified.

245,363. Submarine Gun, John Ericsson, New York, N.Y., assignor of one-half to Cornelius H. Dela-mater and George H. Robinson, both of same place.— Filed May 28th, 1881.

Claim.—(1) The combination, with a piston fitted to the bore of a gun, of a powder case and a supporting rod or stem for attaching said case to the said piston, substantially as and for the purpose herein described. (2) The combination, with a gun, of a temporary muzzle valve fitted as a plug to the bore of the gun,

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and composed of a disc of wood or other material, with a central hole, and a cover of india-rubber or other soft water-tight material, to close the said hole, substantially as herein described. (3) The combination, with a breech-loading gun, of a temporary muzzle valve adapted to pass through the bore of the gun, and furnished with spring hooks or catches, which are also adapted to pass through the bore of the gun, but are capable of springing outward to engage with the muzzle thereof, substantially as herein described.

CONTENTS.

The Engineer, September 30tli, 1881. page

The Foundations of Mechanics ......

Messrs. Siemens’ Telegraph Works ..    ..

The Small-arms Factory at Enfield ..

The Paris Electrical Exhibition.

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

Jungerson’s Dynamo - electric Machine.

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

Saxby and Farmer’s Electrical Signals.

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

Wind Pressures................

French and German Electric Railway Signals.

(Illustrated.)......

Letters to the Editor—

The Institution of Mechanical Engineers .. 240

Deep-water Docks at Dagenham ......

The Clark and Webb Chain Brake and the

Continuous Brake Returns........

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

Our Coast Defences—a Suggestion......

Indicated Horse-power from Diagrams .. 240 The Blackheath Subsidences Engine-room Artificers

Railway Matters........

Notes and Memoranda ..    . .

Miscellanea..........

Boilers of the s.s. Virginian. (Illustrated.) .. 242 Leading Articles—

Marine Engines Past and Present

Competitive Tenders ......

The Queensland Trans-continental Railway 244

The Severn Tunnel......

University College, London Electric Lighting by Water Power ..    .. 245

The Slide Valve Practically Explained ..    .. 245

The s.s. City of Rome ............7 '

Tank Locomotive for the Bombay and Central

Indian Railway. (Illustrated.)........

The Steamship Clyde..............

Bagshaw’s Steel Dredger Buckets. (Illustrated.) ............ ...... ••

Death of Mr. John Fraser..........

The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District .. 247 Notes from Lancashire Notes from Sheffield. .

Notes from the North of England......248

Notes from Scotland Notes from Wales and Adjoining Counties .. 249 The Patent Journal Abstracts of Patent Specifications. (Illus.) 250 Abstracts of American Patent Specifications.

(Illustrated.)

Paragraphs—

Birkbeck Literary and Scientific Institution .. 236

The s.s. Charkieh .......

Trial Trip of a Norwegian Steamer Mineral Statistics of the United Kingdom..    .. 245

Proposed New Railway ..

Epps’s Cocoa.—Grateful and Comforting. —“ By a thorough knowledge of the natural laws which govern the operations of digestion and nutrition, and by a careful application of the fine properties of well-selected Cocoa, Mr. Epps has provided our breakfast tables with a delicately flavoured beverage which may save us many heavy doctors’ bills. It is by the judicious of such articles of diet that a constitution may be gradually built up until strong enough to resist every tendency to disease. Hundreds of subtle maladies are floating around us ready to attack wherever there is a weak point. We may escape many a fatal shaft by keeping ourselves well fortified with pure blood and a properly nourished frame.”—Civil Service Gazette.—Made simply with boiling water or milk. Sold only in packets labelled—“ James Epps and Co., Homoeopathic Chemists, London.”—Also makers of Epps’s Chocolate Eisence for afternoon use.