THE IRON AND STEEL INSTITUTE.

On Thursday afternoon, the 10th, a paper Northampton Iron Ore District,” was read by Mr. W. IP. Butler to almost empty benches, and three hours sufficed to despatch the business of Friday morning. There a very small attendance. Mr. Samuelson, president, was in the chair, supported by Mr. Bell and Sir Henry Bessemer. The first paper read was by Mr. Stead, on a new method of estimating minute quantities of carbon in iron. This was a development of the well-known colour test, and the latter part of the paper was a description of a very neat instrument, which we illustrate by the accompanying engraving. In comparing colour solutions

“ On the

was

Ej

j b 14

i- *

tar and ammonia and Mr. Sutherland statedthat^tth ins    subsequent receding of

plant he found no difficulty in getting 1₄ cwt. of ^ooc < P    P, ty slates which sink more quickly than the

ton of Staffordshire coal,and ammonia water with    £2TLav passinto’the interstices of the bed before it

of 4 deg. Twaddell. Plant on this principle is at work at coal may passinto tn.e inte    sinkg more slowly,

the gold and silver rolling mills of Mr. ^emp’T?irml”f'    arrive on the bed only after this is firmly closed, and,

ham, at the Shropshire Iron Company s w w-,,- I therefore will float away in the horizontal water current Wellington, and at theL alkali works of Me^ Wilham ‘^ore^™ a™y ^, up.and.down strokes are Hurst and Son, Wednesbury. The paper conclud    rpneated the slates work themselves through the stone

a suggestion that considerable advantage might e g    p ’    through the perforated bottom, and

by blowing carbonic oxide into Besse-r^onverto    H-feirich b£ experimented with a

A short discussion followed. Sir. Hen y ^®sse“Jr    i number of minerals, and has found felspar to be the

that the idea of blowing in caiborne oxide vas    ■ S .    material- all its physical properties, as

As early as 1856 he tried all sorts of gases, and even    ,    *    laminated fracture, hardness, specific

but with invariably unsatisfactory results Mr. Cowper ^ysteUme form, lammatea ira ,    ^ V

said he had arranged a furnace into which superheated grav.ty-2-    » ^ answer ^    ^ ^ o(

steam was blown to make gas as early as 18.jf.    -    •    •    , ,    owino- to their flattened shape, will arrange

Bell said the process was simple, but there was a great loss felspar,    their lar(rer faces will be parallel to

of heat A good deal of conversation then took ptace^ ‘^Itfen of fte ho.Lntol water current, and, on the to whether water gas and CO was 01    .    p .    receding of the water will retain between their sharp-edged

Mr. Bauerman said that the apparatus was, to a„ Mg    L ,the sTates entangled in the interstices. After

extent, a reproduction of the Lundine “ condenser used side-faces the slates “tanglett^ ^ wffl ^ ^ ^

^‘burneV in small wn and

nut on, and so on a ternately, steam for live minutes    only^e effect    rfsing and wlh]g. Experience

^luSCdCing replied Mr. Samuelson said that h? proved ^‘"pXXuS .-~e toeSd two papers on the tin-plate manufacture and improvements working of the apparatus win ootai . ra rSay plant would be taken as read but that they washer i ength of oke 3 to 10 mm. s rokepe

a ^avsfiiasrs-cAistas x |sxrvrJ=.H =i..«

use of their hall, and the paper was then read to nearly    -—

empty benches, about half-a-dozen members remaining o |    T1[E EXPORT OF CRUDE IRON.

air

111 -o mm

riiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiii.il

IIIIIIIIIIUllI

Size 1. Nut coal, from 96 to 45mm. „ 2.

,, 3.

The first is

there Fare two methods of procedure. . that fgenerally adopted in making determination of the carbon by the acid colour process, m which the ■darker solution is diluted with water until the colours of the two solutions are equal in density that is to say, until the colour is equal per cubic centimetre. The diluted volume is then noted, and the amount of carbon read off is 0T per cent, per cubic centimetre. In the alkaline method it is better to compare directly, the relative density of the colour solution "without dilution, and tain the lengths of the two columns of liquids, which, when examined from the surface, give the same depth of colour. The carbon in this process is, as compared with the standard, inversely proportional to the length of the liquid column. If a fixed length of liquid column be used of the solutions of carbon and a variable standard column, then, by using a suitable standard solution, the carbon may be deduced from the length of the latter required to make a colour column equal in depth to the former and the percentage read directly from a graduated scale. Ihe instrument as arranged is made on this principle.; it is extremely simple and easily constructed. It consists of two parallel tubes, which may be of any suitable diameter one of which is contracted at a point 9in. from the top, and is open at both ends. The lower end passes through an india-rubber cork to the bottom of a 4 oz. bottle, which contains the standard colour solution. A second tube of smaller diameter also passes through the cork into the bottle, the outside end of which is in munication with a large syringe. Just above the tract ed part of the first-mentioned tube a small glazed cylinder of China clay rests. By pressing the syringe the liquid can be forced from the bottle below up this tube. The second tube is about 9in. long, and is closed at the lower end. At this end a small glazed clay cylinder is also placed. When this tube is placed parallel to the first, the lengths from the open upper ends to the flat surfaces of the clay prisms is equal in each. A small looking-glass at an angle of 45 deg. is fixed above the open ends of the tubes, and the standard tube is graduated into O'Ol parts to 0T5 parts. Themethod of workirigwiththeapparatus isvery simple. The colour solution to be compared is placed in the second'tube, with which it is filled up to a certain fixed mark. It is only now necessary to squeeze the syringe, and force the liquid up the first tube until the colours in the two columns are equal, as can be seen by looking into the mirror above. The height of the standaid solution is read off on the graduated scale, which will be the percentage of carbon in the steel or iron under examination.

A paper by Mr. W. S. Sutherland, of Birmingham, on the production and utilisation of gaseous fuel in the iron manufacture, was then read. This was virtually a description of apparatus for the manufacture of “ water gas. The process consists in passing steam through a mass of highly-heated coke. The steam is decomposed, or, in other words, the oxygen and hydrogen are dissociated, and the hydrogen, mixed with a proportion of carbonic oxide, passes away to be used as fuel. There is, of course, nothing new in this, for water gas was made on a commercial scale in the United States a quarter of a century ago. Special arrangements are used for collecting the

ascer-

com-

con-

The coal on being raised from the pit is tipped from the During recent years there has been an enormous expanse wagons on    two Briart’s screens, whence all    coal    of    over    *n tke export trade of pig iron. The excess of expoi

69mm. is    passed onto another screen of great    length    ;    here    obtajns especially to countries which have at former periods

it is cleaned by handpicking, and then conveyed to the    relying largely on British industry for

railway trucks. All the coal that passes through this Been in the na    7 K J⁸finkhed a„d manufactured

screen up to 96mm. is taken to a separating drum, sit    ^The nurchasinv power exhibited by former genera

te the upper storey of the building ; this divides it into o Jsh^"m2eriailyTeXed so far as"^ the number of the following five sizes    | tong of iron is concerned. But the character of the pur-

.chases has materially changed within the last ten or ”    24 to 15mm    twelve years. Shipments of iron and steel m olden

4    ” It to 10mm!    times were almost exclusively confined to finished iron and

” t Small coal, under 10mm.    machinery; compared with that trade, the shipments of

„    .    ,    ,    •    , ,    , Lio- iron in the early part of the present century, had a

To prevent the fine sieves from becoming cho ed P »^ exigtence since then they have risen to the size or dirty, an arrangement of pipes is provided at F . t overshadowing the percentage of the proportion the side for keeping them clear by jets of water. I    ghipped to many European countries which

The nut coal falls directly from the separating drum into formerl took rank among our best customers, the washing apparatus, adapted to this size, which stands ^ reviewing the iron exports of this country as they underneath. The small coal, before reaching the washers, d forme° rg it is f0Und that prior to the year passes to a system of six grading boxes, constructed after    shipments ^f pig iron comprised only very small

the well-known Rittmger system, where the application of ^ PEven in thP Syear i₈₅l, the quantity of pig and a horizontal stream of water, diminishing in speed toward p ddlgd wag confined to 201,264 tons; the total shipments the last grading box, sorts the grains of coal according to P    embraced 919,479 tons of all descriptions,

the time occupied by each in sinking. In accordance with    Tig^isS^tons finished and 201,479 tons pig, the

the number of grades there are provided four washers for    Jfc’ionat^ percentage being equal to 78 per cent, for

nuts, and six for the smaller sizes of the coal. The most    and P2 ceilt. for pig iron. Ten years later-

important part in both systems is a bed of stone laid on a ₁₈₆₁_ttie position was changed, and stood thus:— perforated bottom, which is formed for the nut coal    P iron anq 934 090 tons of finished and

washers of coarse pieces of: slate for ^he small^coa was ^ ^ufactured.¹ Of this total, namely, 1,322,604 tons of broken crystalline felspar. I he washing Process    t consisted of pig iron and 70 per cent, of

consists in the regular rocking motion imparted by '    .P^    Jt follows tbat 8 per cent, difference had

the up and down strokes of pistons to the washing water,    Wrought within ten years. The excess of shipments

a stream of the latter being supplied through an opening increaged a]mogt uninterruptedly, from year to year. Pig situated underneath the piston at the back of the appa-    had ’reached in 1871 a percentage of 33’5, while that

ratus, and regulated by a valve. This peculiar motion of    taininfT    to finished had receded to 66’5 per cent. We

the water favours the separation of the particles of slate    PP    nQW t°    C01isider the results between 1871 and 1881.

from the coal, and at the down stroke of the piston su -    ^    ^ lg81 tbe export tonnage had again largely m-

ciently raises and opens the bed of slate or of felspar    edynamely to 3,820,315 tons. That total comprised

respectively to allow the particles of slate to pass through    t0ns "finished and 1,482,334 tons pig iron, equal

it, and through the perforated bottom into the lower par ^    ^ and 61-₂ for finished iron, while, as above

of the trough, whence they are carried away. The washed    ^ the relative proportion stood 33 5 and 66‘5.

product of the nut-coal washers No. 1 and No. 2, after    1<    that this discrepancy has taken a

passing-for the purpose of being freed from water-*    ₁₈₈₂?and we stand at a point which has

system of draining sieves, is conveyed to loading bunkers    i gduced ^    centage 0f finished iron to 59‘6 and raised

discharging into railway trucks, while the nut coals No. -    proportion of 40'4 per cent. We abstain from

and 4, which are intended for coking, have to undergo P °    Pn the conciusi₀us to be drawn from the fore-

a second washing process on a large hne-coal washer, and    narrative The effect of the changes must sooner or

are subsequently, by means of a screw, carried on to the S ® kg itgejf felt one or the other way. The expandisintegrator. The product of the fatter, by “fan    gion of business is, in one sense, certainly highly appre-

bucket apparatus and a travelling belt, is fed mto a    the question will arise whether

eXgX :'sts: cs    o£

The product of the fine-coal washers flows into a large e<1^yeP™aPe™ega a ^eat deal said at times about the receptacle situated at a low level; from this, by means of    pxprcisinff³ stricter economy in British iron-

a three-bucket apparatus, it is lifted into the large screw “ yIn the face Gf tbig necessity, it is curious to note mentioned above, while the overflow is freed from the    •    ly for re-manufac-

suspended particles in the settling ponds. The slate mud that    'J^fTfor many purposes. In the

discharged by the washers is also first conveyed into a box    day the use of old metal is out of favour, and is

narrowed towards the bottom ; the coarser parts are lifted P h t [|<agte gent out 0f the country and shipped to by means of a bucket apparatus to be carried off, while the    Th port 0f ₀id iron between 1840 and

overflow, charged with the finest particles, is passed    average varying annually from

through two separate settling ponds. The coarse slates, *    lg 00Q tons_ gince 1865 the high rate of

which are separated in the nut-coal washers and through a -o    , r’ conntries has caused an increasing export,

side opening drop into troughs, are from these, by means T    the xjnited States of America. In a word,

of bucket-wheels, lifted into shoots which convey .t betweJn 1866 to 1880 the total export of old and scrap into a separate receptacle, from which they are carried to    .    , . oiaaao +ong jn the twenty-five years,

the waste heap. A point of particular importance for the    veal the totalAmounted to less

regular success of the washing process is the thickness    pre S    In    the    general    results these heavy

of the stone bed lying on the perforated bottom of    than    300,0061    tons, in_    rne    g    involves,

the washer, and tlnT size and shape of the stones    TiImportS percentage of the

composing it. Experience proves that only such    M utg With the view of affording a clear

minerals as have a specific gravity similar to slate, viz., _    tRp anbioined table is designed to show the average

between two and three, are suitable for the stone bed; for msig ,    J .    . . Deriod between 1846 and

1?“er specific gSy.t miJ    of all other descriptions of iron and steel. The

following table is a statement of the quantities of all descriptions of iron and steel shipped from Great Britain to all parts of the globe, distinguishing the average number of tons during each quinquennial period and the proportion of crude and finished iron:—

Pig, puddled, Finished and and old for manufactured re-manufac- of all descrip- j ture.

Average of five years.

tions. Average of five years.

Total average of

I five years.

Proportion per cent, of each description.

'Finish’d Pig and and old. i manufactured

tons.

1846—50    169,160

1851—55 !    288,788

1850-60    378,607

474,099 1866—70    693,794

1871—75    1,125,407

1876-80 I    1,227,709

1S61—65 !

tons.

451,657

812,418

1,066,906

1,043,535

1,560,857

1,765,521

1,482,016

tons.

620,811

per cent j 27-3

per cent V2-7

73-8

73’8

68-8

69-0

61'1

54’7

It is tolerably clear that the foregoing table has the tendency to serve as a criterion to the increased activity in other countries. In other words, our former customers have been able to attain a degree of power, by reason of which they manipulate in their establishments the raw materials in lieu of purchasing the finished article. Excluding from the above statement the results of the period 1876 to 1880, there remain thirty years, the average of which shows a proportion of exports of pig iron limited to 31’8 per cent, and the finished 68’2 per cent. From 1876 down to 1882 this disparity has been aggravated, and during the seven years, as will be seen from the subjoined statement, the proportion of finished has gone down from 68’2 to 55’6, while pig has advanced from 31’8 to 44’4.

The following table shows the quantities of iron and steel shipped from Great Britain to all parts of the globe from 1877 to 1882, distinguishing the proportion of shipments of crude iron and finished and manufactured iron and steel:—

Pig, puddled, and scrap iron for re-manu-facture.

Finished and manufactured 1 iron and steel, i

Total

shipments.

Proportion per cent, of description.

Pig,<fcc.

Finish’d

1876

1877

1878

1879

1880

1881

1882

tons.

932,596

905,468

955,438

1,468,587

1,875,956

1,606,079

1,889,505

tons.

1,291,874

1,440,802

1,341,922

1,414,897

1,917,037

2,214,236

2,460,752

tons.

2,224,470

2,346,370

2,296,860

2,883,484

3,792,993

3,820,315

4,350,297

per cent per cent 41-9    58-1

38-6

61-4

41-5

50’7

49’6

42’0

43-4

58’5

49’3

50’4

58’0

56’6

Average of seven years.

..    1,725,700    ..    3,102,500    .. 44‘4 .. 55’6

1,376,900

A general aspect of the actual situation has always favoured an impression that the difficulties wherewithal British ironmasters have to battle were only due to elements of a transitory character. The Australian shipments, as well as the export to British India and elsewhere in the East, have had the tendency to attach less importance to the fact than the falling off in exports to European countries. The trade to Germany during the past fourteen years is compared in the following statement, showing the export in the first and last seven years. Between 1869 and 1875 the export from Great Britain to Germany was as follows —

Pig iron.

Number of tons ..    .. 1,483 063

Proportion per cent. ..

70 5

Finished iron.

. 630,540    ..

295

Total.

2,112,605

100

Between 1876 and 1882 the following obtains:

Pig iron. Finished iron. 1,761,5 41 83 7

Ward’s Island and the coast of Astoria is found Pot’s Rock, of pyramidical formation, small in area to the depth of 18in., with a depth of 18ft. over it. The Frying Pan had a depth of 9ft. over it. Way’s Reef and Shelldrake, situated in Pot’s Cave, had only 5ft. and 8ft. respectively.

The Heel Tap Rocks, north of Green Mill Rock, constitute the most danger in the main channel, and in reports made in 1848 by Lieutenants Porter and Davis, the evidence in relation to the dangers and the difficulties in respect to Hell Gate was depicted in a striking manner. Retween the years 1851 to 1853 experiments were made with Mailleforte’s powder cans. They proved useful in removing projecting points of rock. But nothing further was done until in July, 1866, an officer from the engineer department, General Newton, was then appointed to thoroughly investigate the position at Hell Gate. His report demonstrated that the removal was feasible, and by combining various mechanical devices the certainty⁷' of success was doubted. The construction of a floating apparatus was designed by General Newton for operations on the minor reef, while a system of tunnelling was proposed for the removal of the main obstructions. The floating apparatus is a drilling scow, protected by a heavy armoured guard, and provided with a well hole 32ft. in diameter. It carries boilers, hoisting and drill engines, derricks, and other plant. The untried part included a dome of boiler iron of 32ft. diameter, having an open space of 12ft. on the top, open both at top and bottom. On the bottom circle the dome was provided with twelve iron sliding legs, all of which could be let go, by the run, to support it on bottom, and were then self-clamped. The dome arranged with the requisite number of vertical tubes, firmly braced to receive the drills, and shield them from the action of rapid currents, running about eleven miles per hour. The dome was slung by chains to four derricks; around the well hole and directly above it, was a framework supporting the drill engines. On beginning the work, and on the scow being moved over the spot, the dome was lowered to near the bottom, and when near thereto the sliding legs were let go, in order to fix and support the dome in a vertical position. The drills, each weighing nearly 700 lb., were then introduced into the tubes and attached to the drilling machine, which,raising the drill, allowed it to fall by its own weight, and thus to penetrate the rock. The holes drilled are of a diameter of 6in. When properly drilled, the scow was taken out of the way, the holes charged by divers, and fired by electrical batteries, the broken stone being removed by steam grapples. In this manner Coenties and Diamond Reefs, near Governor’s Island, Way’s Reef, Shelldrake, Heel Tap Rocks, and partially Pot Rock in Hell Gate, and another rock near North Brother Island opposite Port Morris, have been blasted to the depth of 26ft. at mean low water.

For the large reef at Hallet’s Point and the Middle Reef, tunnelling operations have been applied. Hallet’s point, partially removed, was spread over about three acres of ground. It was perforated with forty-one longitudinal and eleven transverse tunnels, the roof of the excavation being supported by 172 piers of natural rock. Drill holes were made in the piers and in the roof, charged with dynamite and other explosives. The number of charges simultaneously exploded was 4427, and the reef demolished. The broken rock has since been removed by means of steam grapples.

There remains now the middle or Flood Rock, which covers an area of nearly nine acres. About eight acres thereof are tunnelled, and it was contemplated to blow up the roof in October this year. But for some reason, which is one of the secrets of American politicians, Congress has failed to vote the necessary funds for the completion of this magnificent work ; indeed, a work which in many respects, from an engineering point of view, as well as the amount of skilled labour employed, mayr well be considered as standing without parallel. On the other hand, it must be a source of deep disappointment to General Newton, because of the delay in consequence of procrastination in Washington withholding the means of completing the operations. The fear has been expressed that as the month of October is the only suitable period at which the explosion can be effected, the obstruction cannot possibly be removed this year. There are still, but probably vain, hopes of averting such a catastrophe. Not to mention the great expense caused by the unwarranted delay, the immediate necessityfor conferring a boon, which was looked for long ago, as a means to promote the prosperity of N ew York Commerce, will perhaps create sufficient interest to prevent delay.

never

was

radiated away into space ; nobody can tell what becomes of it there. In making new researches a working theory must first be put forward to be criticised as much as possible, for science advances only by speculation in the first instance. He had put an hypothesis before the scientific mind whether it is not possible that the heat of the sun is intercepted and sent back to him; and to support this hypothesis he soon found out that he must prove that the solar photosphere had not a temperature higher than 3000 deg. C. at the outside.

Accordingly, he first of all mounted a parabolic mirror upon a heliostat ; if there were no medium between the earth and the sun, all the parallel rays from the sun falling upon the mirror would be concentrated at its focus, and reproduce approximately the solar temperature. The losses by absorption in the atmosphere and at the surface of the mirror were but small. When a piece of carbon was placed in the focus it became very hot, and almost as luminous as the electric light. When a gas flame placed in the focus there was retardation of combustion, but not arrest, showing that the heat was not greater than that duced by a Deville furnace.

He next brought the spectroscope to bear upon the problem. Two and a-half per cent, only of the rays from the argand oil flame were luminous; in the incandescent electric light five or six per cent, of the total radiation was luminous; of the radiation from a 5000-candle electric arc light, 25 per cent, luminous. Professor Langley, by his experiments in the Alleghany mountains, had proved that not more than 25 per cent, of the solar radiation was luminous, which again led him—Sir W. Siemens—to the conclusion that the heat of the photosphere was not greater than that of the electric arc or of a powerful furnace. Sir William Thomson had expressed the opinion that the solar temperature was not higher than 3000 C. If it much higher the sun would become blue, its light would diminish, and the increase in the violet and ultra-violet rays would kill all vegetation. Still, all he had said did not amount to positive proof; but he had before him a platinum wire 4ft. 6in. long, suspended between two screws across the front of the lecture table. An electrical current would be sent through it, and measured by a dynamometer. The potential of the current would also be measured by a resistance galvanometer, the product of the two readings giving volt-amperes, or units of energy. He could thus get at the temperature of the wire—the temperature being measured by its electrical resistance—as well as at the amount of energy radiated, and thus he obtained a curve. Ey this method of experimenting the melting point of platinum was shown to be about 1800 C.„ and by the same formula the temperature of the solar photosphere was 2750 deg. C.; Sir William Thomson, by means of researches on spectra, had come to the same conclusion.

Assuming the temperature of the sun to be as low as this, if fuel and oxygen were to meet at its surface, combustion could take place. If space were assumed to be full of hydrocarbon vapours, which Captain Abney and certain other men of science asserted to be the case in fact, here was the supply of fuel. His hypothesis assumed an inflow and outflow current at the sun’s surface—-the former at the poles, the latter at the solar equator. It might be asked how the products of combustion came back to the sun as materials for combustion. Will the solar ray acting on attenuated vapour dissociate it? He attempting to answer this question by some experiments not yet completed. Highly attenuated carbonic acid and aqueous vapour were not readily dissociated, yet in the tube he held in his hand their dissociation had been effected by means of exposure to direct solar rays and the light of the electric arc. When he first broached his solar hypothesis the extension of the diameter of the atmosphere of the sun at its equator was not known; it had, however, been seen during recent eclipses, and Dr. Huggins, only the day before his lecture, had seen it without an eclipse.

During a pause in the lecture, caused by assistants trying to get Sir William Siemens’ electrical furnace to work, with thing wrong in the gas engine driving the dynamo, the speaker said that Professor Langley, of Alleghany Observatory, had made a heat measuring instrument so sensitive that an American newspaper had given it the credit of being competent to indicate the temperature of a cow a mile away. The farmer of the future, perched upon his central observatory with this instrument in his hands, might possibly thereby examine the temperature of individual members of his flocks and herds, and when necessary telegraph to his assistants that a particular cow needed a warm drink. He added that when copper was melted in the electrical furnace it had a tendency to fly off into vapour all at once soon after fusion. This might indicate that the temperature of the volatilisation of metals was nearer that of fusion than is generally supposed.    _

PROFESSOR HUXLEY ON OYSTERS AND SUBMARINE TUNNELLING.

Last Friday, May 11th, Professor Huxley lectured at the Royal Intitution upon “ Oysters.” He stated that the shells of the oyster are held together by an india-rubber-like ligament controlled by a muscle. By this ligament the oyster can hold his shells tightly together. When the animal is killed without the destruction of the ligament, the latter expands and acts like a spring, keeping the shells open, except when pressed. It is absolutely necessary to the life of the oyster that the shells should open to some extent, consequently any great pressure on the shells is injurious to the animal. He did not wish to set his hearers against eating an animal which plays about the palate like gustatory summer lightning, still the oyster possessed elaborate apparatus, such as a foot, mouth, and even liver, the latter of which he trusted was not liable to get out of order. In short, the animal was of much greater complexity than the best repeater watch, and it has a highly developed nervous system. Its mouth has no jaws, and it lives by food carried to it by oceanic currents. It lays an enormous multitude of eggs, which lie like cream upon what is called its beard. The eggs of the English, but not of the American oyster, are incubated by the parent. In about depends upon the temperature—the young larvae, each about xisin- in diameter, are set free from the egg. The young one has a bivalve shell, as regular and symmetrical on both sides as that of the cockle, and a great disc protrudes from the back of the neck. One oyster may contain a million eggs, which is enough to break the heart of Malthus. The young one floats about for several days, during which it may be carried by currents perhaps seventy or eighty miles, when it falls to the bottom and turns over on its left side; one of its valves then becomes fastened to the support below, and grows thicker as time passes on; the upper valve becomes flat. The age attained by the oyster is said to be twenty or twenty-five years, but this is not quite certain. It requires at least 3 per cent, of saline matter in the water in order to live.

Enormous numbers of oysters perish. Excessive variations in temperature kill off multitudes, and the oyster, in its early stage, is eaten by everything which has a mouth. Some are killed in the struggle for existence, for only a limited number can live in

pro-

was

were

was

some-

Total.

2,101,673

Number of tons ..    ..

Proportion per cent. ..

Results in a similar ratio obtain in the export tables regarding other countries, notably Russia. The German ironworks have been able to obtain a footing in Russia. Their exports are on the increase, and British exports to Russia have greatly fallen oft⁻.

340,132

163

100

NEW YORK HARBOUR WORKS.

A work of great magnitude has been in course of operation during eight consecutive years for the object of removing obstructions which interfere with navigation entering the harbour of New York. The existence of a sunken rock, at a point known as “ Hell Gate,” is intimate only to the mariner, while the general public can but vaguely realise the idea of the terrors connected with the channel at Hell Gate. The stream receives at this point the tide at its two extremities ; on the eastern side the Sound tide, and on the western the Sandy Hook tide. The times, as well as the heights of the tides are different, and, owing to the want of uniformity, velocities are imparted to the current sufficient to keep the channels dredged to suit the largest vessel of the mercantile marine. But navigation is seriously obstructed and rendered dangerous by rocks. The channel on the northern point, from Blackwell’s Island to Negro Head Point, is known Hell Gate. It is conspicuously dangerous. There three channels at this point. The eastern is 600ft. wide, stretching from Astoria to a large reef, formerly known the Indian’s Flood Rock, and Negro Head in another part. The middle channel runs between the latter reef and two others—Goat and Little Mill Rocks—and the third, or main ship channel, between the last named and the New York shore. The eastern channel, being the more direct, is specially needed. The middle channel is narrow and objectionable, by reason of the projecting rocks on Negro Head. Vessels taking the eastern channel are exposed to the reefs at Hallet’s Point, and to imminent danger of being thrown on the “Frying Pan,” near Ward’s Island. Shortly said, Hallet’s Point and the middle reef constituted a formidable obstruction ; independent thereof, smaller rocks contributed to offer additional danger. Between

THE ROYAL INSTITUTION.

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ate

SIR WILLIAM SIEMENS ON “ SOLAR PHYSICS.”

On Friday evening, April 27th, Sir William Siemens lectured at the Royal Institution on “ Solar Physics.” Professor Busk occupied the chair. The lecturer said that Comte in his “ Positive Philosophy,” as translated by Miss Martineau, had stated that one of the things which man could never do was to tell what the sun is made of, yet but a few years later -Ivirchoff and Bunsen took the first steps towards the solution of the problem of the chemical constitution of the sun; and at the present time, by the revelations of Lockyer, Huggins, and others, much has been made known not only as to the nature of the sun, but of the stars also. As to the temperature of the sun great diversity of opinion exists, various astronomers, including Sir Isaac Newton, giving it a temperature of several millions of degrees Centigrade; whereas Dulong, Petit, and others, -had estimated it at less than 1800 deg. C. The solar radiation .eould be compared with that from other sources of heat, and when tested by this experimental method, it had been concluded that the temperature of the photosphere must be something like 10,000 deg. C.; yet if the heat of the photosphere exceeded 3000 deg. C., combustion therein would be impossible, for dissociation would take place, and this would negative the hypothesis he had to place before them that evening.

The earth, he added, is situated at close upon 100 diameters of the sun from the centre of that; orb; consequently, if ordinary conditions prevail, the heat of the sun when it reaches our earth is 46066 °f that at the photosphere. The light and heat of the sun are not lost on the way to the earth, except by absorption. Much of the heat of the sun misses the planets, and is

fortnight, more or less—for much

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an oyster bed, the amount of food being limited in its supply over a given area. In its later life it becomes the prey of starfish, ground fish, and parasites which work through its shell. When its shell is very thick it is attacked by various tunnellers, especially the dog whelk. The dog whelk has a curious thing like a centre-bit in his mouth ; he settles on the oyster, and bores a round hole in his shell; it is a beautiful bit of engineering ; he takes his time over it, for he has nothing else to do, and does not finish under several hours. Then the master of the oyster bed comes along and plucks up the whelk, which looks at him with a molluscous, innocent, friend-of-humanity-kind of smile, and says, “ Why can’t you let me go on making my tunnel ? I only want to enter into international relations.” The owner of the oyster bed, however, puts his heel upon him. This dog-whelk parable was loudly applauded by five or six of the listeners. The rest of the auditory laughed.

Next, said the lecturer, man comes in as a destroying agent. The scarcity and high price of oysters of late years are due to several causes. One of them is the increase of facilities by means of new railways, for the transport of fish, not alone into the interior of the British Islands, but all over Europe. In England small towns which once had none now have fish shops. Another is that for many years the spatting has been bad; the meteorological conditions of the last twenty years have been bad for the oyster. There is no doubt that these two unavoidable influences have been at work, with the natural result of a rise in price with increased demand, without increased supply. Another is the conversion of mechanical into electrical energy. Any exact financial evaluation of the commodity produced and offered for sale, involves a knowledge, by measurement, of the amount of this energy, not merely of the electrical energy as offered to the customer, but also of the mechanical which is expended and absorbed in such offer. The former is a question mainly for the consumer, the latter for the producer, who must, however, check the two together to enable him to arrive at the fair marketable value of the supply which is offered for sale. In most cases the evaluation of the mechanical energy expended resolves itself into coal, wages, engine-room expenses, outside working and collection charges, interest on capital expended, and depreciation on plant employed, but chiefly on the two first-named items—coal and wages. It is not intended in these remarks to deal with this portion of the subject, wbich is one of statistics, but with the more pertinent one, to this society at least, of how to measure and value the electrical product resulting from the above expenditure. Before dismissing the former, the mechanical branch of the subject, it may be well to advert to the similarity, in most cases, and taken broadly, in the nature of the conditions of manufacture and of supply of electricity and of gas, both for illumination and for power. Each starts with coal, the energy of which it transforms into a commodity for the purposes just named; and it is in the process of transformation, in the nature and costliness of the intermediate operations, and in the amount and value of the plant and working expenses involved in each system respectively, that the main commercial difference between the two must exist. Iron forms a large part of the material of the plant necessary in both, and coal and wages, subject to the same conditions and variations, form the main bulk of the working expenses of the two systems.

corresponds nearly to that of a Daniell’s cell. The ampere—10—1 C.G.S. units of current—as the unit of current, which is the current produced by one volt through one ohm. The coulomb— 10—1 C.G.S. units of quantity—as the unit of quantity of electricity, which is defined by the condition that an ampere yields one coulomb per second. The farad—10—9 C.G.S. units of capacity—as the unit of capacity, which is such that one volt in a farad shall give one coulomb. Or, to quote the words of Sir Wm, Thomson — the chairman of the British Association Committee which settled the C.G.S. system of units above referred to—when explaining the practical units to the Congress :—“ The volt acting through an ohm gives a current of one ampere, that is to say, one coulomb per second; and the farad is the capacity of a condenser, which holds one coulomb, when the difference of potential of its two plates is one volt.” The following were also suggested by Dr. C. W. Siemens, at the British Association Meeting, 1882, to be added to the above units The watt—10⁷ C.G.S. units of power —as the unit of power ; being the power conveyed by the current of one ampere in one second through a conductor whose ends differ in potential by one volt. The joule—19⁷ C.G.S. units of work—as the unit of work, or heat, being the heat generated by a watt in a second. Although the unit of quantity, as defined, is the coulomb, yet it is sometimes found more convenient to express measurements of quantity in terms of the current or rate of flow in amperes. Thus it is more convenient, sometimes, to say “ one ampere hour ” than 3600 coulombs,” as the result of work done by a current of one ampere flowing continually, and uniformly, for the space of one hour. The product of the current expended, in ampere seconds, or of this amount of quantity expended in coulombs, by the electrical pressure of the same, expressed in

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alleged cause is over-dredging, thereby leaving too few to continue the brood. Professor Huxley said that it was useless to have a close time for oysters during a few months, if the fishermen might dredge as many as they pleased the rest of the year. And the general tendency of his closing argument, drawn from French statistics, was that over-dredging did not seem to have to do with the matter, the causes affecting the multiplication of the oyster being of too vast a nature to be much affected by such operations of man.

ON THE MEASUREMENT OF ELECTRICITY FOR COMMERCIAL PURPOSES*

This similarity in objects and in operations is here referred to, in ’ volts, gives the electrical energy expended, or power of the supply order to point out that, as it is by the careful experience of more expended in watts. The electrical energy is, therefore, represented than half a century, the conditions, both legal and social, have by the product of volts x ampbres x time ; or, by the product of been ascertained for the supply of gas—and also, it should be added volts x coulombs, or, expressed algebraically, W = E 0 f = E Q. of water—it need not, therefore, be surprising if some of these The following are the equivalent expressions for the same amount conditions, stamped with the seal of every-day practice, should be of energy, only expressed in other terms, some of which may, found to adapt themselves, or to be worth while taking into con- perhaps, be more familiar :— sideration, in the case of electricity, the differences in the processes of production, and of the products themselves, being always remembered. The valuation of the electrical energy of the supply depends upon the exact measurement of two factors—the amount ! of the supply and the pressure under which it is given, or, in other j words, the quantity of the current, and the difference of potential |

—or electro-motive—force which the consumer is able to avail him- j

By James N. Shoolbred, B.A., Mem. Inst. C.E. and Society of Telegraph Engi The present remarks are intended to deal more especially with the commercial question, raised by what is termed the “supply of electricity,” in the Electric Lighting Act, 1882, the objects of such supply being more particularly lighting for public and private purposes, and the transmission of power. All these require electric currents of such magnitude as are generally produced by dynamo machines. To such branches of the subject as telegraphy and telephony, excepting in the general principles common to electric currents, the scope of the paper, and especially the special form of the various apparatus described, will but indirectly apply. The remarks must, in fact, be taken

neers.

as mainly referring to an electric supply by mechanically-generated induction currents. The basis and principle upon which rests this mode of producing electricity

* Read before the Society of Telegraph Engineers and Electricians.

Energy expended per second.

1 watt.

x. foot-pounds.

Volt x ampere = 4 r,. -j r kilogrammetres.

I tW force cheval—Freneh horse-power.

L horse-power indicated.

self of. As there appears to exist a misconception, in some It is suggested in some of the—draft—provisional orders for the quarters, as to the exact terms m which the various electrical units suppl of electricity, now before the Board of Trade, that the unit have been defined, and the precise duty of each, more especially as of price to be charged should be based “ on the energy contained to the ampere and the coulomb for each of which the term jn a currrent of 1000 amperes, flowing under an electro-motive weber was formerly and almost indiscriminately used-it may force of onc volt during Qlnc ho’ur .» or° in other words> the unit bd weU to give the sense of the resolutions passed at the Inter- | might be put as 1000 volt-ampbre-hours. Since the ampere hour national Congress of Electricians, held in Pans in 1881, and now is another way of saying 3000 coulombs of quantity of electricity universal y accepted.    ,    supplied, this above expression may be put thus, as representing

Electrical «mftr.-The fundamental units adopted are those of , lvalue of the above unit, the centimetre—length—the gramme—mass—and the second-time—or, as it is called for brevity, the C.G.S. system. For practical units the following are adopted :—The ohm—10⁹ C.G.S. units—as the unit of resistance, is that of a column of mercury having one square millimetre of section, and of a length hereafter to be determined by a commission specially appointed for the purpose. Note.—The length is supposed, however, to be between 104 and 105 centimetres. The volt—10s C.G.S. units of electromotive force—as the unit of electro-motive force. Note.—This

Work done.

f 3,600,000 volt-coulombs.

I 1000 watt’s hours.

I 134 horse-power hours.

1000 volt-ampere-hours = -j 2,653,200 foot-pounds.

1'36 force cheval heures—French horse-power hours nearly.

100 kilogrammetres.

Put in terms more in accordance with actual practice, the above unit might mean the supply for one hour of a current of ten amperes with an electro-motive force of 100 volts. To arrive at a due evaluation of the supply of electric energy, it is evident that the measurement of each of these two factors—in volts and amperes respectively—-should be effected either separately or combined ; and also that a continuous and cumulative record should be kept of the supply as it proceeds. Many instruments exist for the measurement of the above elements at any particular time, but without any means of continuously recording such measurements. These evidently, except under. certain conditions, cannot comply with the commercial conditions required for ascertaining the amount of supply. It is only, therefore, instruments furnished with means of continuously integrating, or recording the successive progressions of the supply, or instruments to which sueh recording apparatus can readily be attached, that come properly within the scope of this paper To measure with completeness for commercial puiposes a supply of electricity will entail, therefore, a continuous record of each of the two elements just referred to, current and pressure, either separately or combined. In the supply of towns, however, the question for the consumer, may, and will most probably, be much simplified, by causing one of these elements, that of pressure, to remain constant, since it is very likely thac a constant standard pressure of supply will be fixed by the Government in granting the several provisional orders. If so, it then becomes the duty of the suppliers to keep up to that pressure under penalty; and instruments for recording such pressure will have to be installed where required, and placed under proper supervision. For the customer, however, it will then generally suffice to have an exact record of the quantity only of his individual consumption of electric supply. It has been thought advisable to precede the description of the recording or registering instruments, which alone are meters in the commonly-accepted sense of the word, by an enumeration of some of those non-recording instruments which are in more general use, since they suffice for present exigencies. This short descriptive enumeration is even almost necessary, since most of these instruments, by the addition of recording apparatus or appliance by which the element of time be integrated, may be made to enter into the class of registering meters. Indeed, some of them already possess their representative in this second class, or else have given rise to some modification, which has complied with the requirements in the latter case.

Thus, any current or ampfere measurer may be converted into a record of quantity, or a coulomb meter, by the integration of the time during which the current has flowed; and similarly, any power or volt-ampere measurer may become a register of work done by means of the addition of the elements of time. Again, volt or pressure measurers will always be required in any case where a check is required upon the actual difference of potentials, or electromotive force of the supply, and this may arise from a variety of causes.

Non-registering instraments. —Current metersSiemens, electro dynamometer;* Professors Ayrton and Perry, am-meter;* Sir Wm. Thomson, current galvanometer; Capt. Cardew, E.E., low resistance galvanometer;* Dr. Obach, tangent galvanometer;*

Marcel Deprez, galvanometer. Pressure meters:—Professors Ayrton and Perry, volt meter; Sir Wm. Thomson, potential galvanometer; Siemens’ torsion galvanometer; Marcel Deprez, galvanometer. Power, or energy, meters: Professors Ayrton and Perry, power meter; C. V. Boys, power meter.

Registering meters.-— Quantity, or coulomb, meters:—(1) Electro-lytic: T. A. Edison, total deposition; T. A Edison, alternations of deposition; J. 1’. Spague, alternations of deposition. (2) Mechanical:

Dr. J. Hopkinson, rotating meter; C. V. Boys, vibrating meter; iheos. Varley and Greenwood, disc meter; Professors Ayrton and Perry, fluid friction on magneto-electro motor;* T. A. Edison, fluid friction on magneto-electro motor, *)* Energy, or work, meters:

Professors Ayrton and Perry, erg-meter; C. Y. Boys, meter; Deprez-Abdank, energy meter.

Edison’s current meters.—These are based upon electro-deposition of metal, due to the action of a known fractional part of the total current. The weight of the increments is ascertained periodically, and from it the total quantity of the current which has passed during the interval is deduced. The metal now generally used consists of plates of zinc, immersed in a solution of ninety parts of sulphate of zinc and one hundred parts of pure water. In the form of meter for commercial use, two cells are placed as a check against one another; one, termed the “ monthly cell,” receiving four times the current of the other, which is known as the quarterly cell.” In order to prevent the temperature of the liquid in the cells falling so low as to freeze, a connection is made by means of a long thin strip of brass and steel rivetted together to an incandescent lamp, which is thereby lighted and raises the temperature as required. It is only when the temperature falls to 42 deg. Fall, that this tongue is sufficiently depressed to form contact, and so to light the lamp. On the temperature rising the tongue rises, and the lamp is extinguished. Experience shows that electro-deposition, to give a true and reliable record, should not be forced or overworked in its action; and that the plates should not in their daily duty be required to do more work, or be longer in action than they are intended for by their superficial area. In practice, about 75 per cent, only of their nominal work should be required of them. Several other forms of meter have been devised by Edison, such as his beam meter, where, when the increments by electro-deposition have accumulated to a certain limit, the current is reversed and the accumulation is re-dissolved, to re-commence again when the normal condition is gained; and, again, electric-motor meters, by fluid pressure, &c. All of these have, it is said, in practice been found—in cases where the total current supplied is very small, and this often so—to require so large a proportion of it for these mechanical operations, as to make the record unreliable. The meter first described, by electrolytic action only, is therefore now generally adopted by Edison.

Sprague’s meters.—These instruments are based upon electro deposit up to a certain point; i.c., when the intended quantity of metal, whether copper or zinc, has been deposited on the plate.

The current is then reversed, and the metal gradually dissolved again until the primary condition of the plate is reached; when, jy another reversal of the current, deposition again commences; each reversal of the current being recorded by a mechanical counter and a tiam and wheels. Not much practical experience has so far been obtained with these meters; but, what has been done, tends to point out that the mechanical operations involved in the reversals of the current, and in their registration, absorb a large amount or power.

Hopkinson’s current meter.—This instrument consists of a thick wire coil, in the form of a solenoid, through which the current passes to be measured. The iron core of this solenoid revolves with its central shaft by the action of the armature of a small dynamo machine, placed at one end of the shaft. The core of the solenoid is in two parts; the lower is fixed to the shaft, while the Upper is movable, being attached to a governor ball arrangement and sliding up and down the shaft in accordance with the variations in the rotation speed of the shaft. A shunt current passes through the dynamo and its armature, then up through the lower or fixed portion of the core, and—by contact only—to the sliding part, and thence to the framework of the apparatus. If the movable core be lifted, owing to the speed of rotation by the action of the governor balls, this circuit is broken, and the shunt current through the dynamo interrupted. Whenever a current to be measured passes through the coil, attraction, by means of its casing, takes place between the fixed and the movable parts of the non core This magnetic action, which is proportional to the square of the current, tends to keep the two parts of the core together and in contact, while the centrifugal force of the for<*s are very small in comparison with gravitation forces acting governor balls, which is proportional to the square of the speed of ⁰¹¹ the pendulum bob. So that, to a degree of approximation which revolution, tends to break the contact by lifting the movable part. sufficiently correct in practice, the above equation becomes —-    one    »nd    Thc rntc of loss thc clwk „ thsretee ^

See “Journal” Soc. Tel. Engrs.-No. 43, vol. xi., Sept., 1882. t bee “Journal Soc. Tel. Engrs., Sept., 1882.

the result is that the system revolves with a velocity pi to the current through the coil. As the revolutions of

some

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energy

are transmitted continuously by a train of wheels to a sel dials, a record is thus kept of the quantity of the current passed. In the construction of the apparatus the weight of t is taken off by springs. The arrangement of the parts, as n< made, is shown on the diagram.

Roys’ quantity or vibrating meter.—This instrument is based up

two well-known principles. (1) The force acting _    ____________

of an electro-magnet, in any position, is proportional to the square of the current. (2) The square of the number of vibrations, say, of a pendulum, is a measure of the controlling force. Therefore, if the controlling force under which a body vibrates is due to the action of an electro-magnet on its armature, the square of the number of vibrations in a given time is a measure of the square of the electric current. In other words, the rate of vibrating is a measure of the strength of the current, and the number of vibrations is a measure of its quantity. The exact form and nature of the meter may vary in many details. The one now shown consists, primarily, of an electro-magnet—the upper one in the diagram— through the coils of which passes a portion of the main current to be measured. This magnet is placed horizontally, and a vertical rocking shaft stands between its poles. This shaft has fixed on it a soft iron armature, rounded at the ends, and free to move in the horizontal plane between the poles of the electro-magnet. The intensity of the attraction between the poles and this armature determines the rate of vibration; which, as above-stated, is sure of the strength of the current. Each vibration is itself recorded by means of an escapement, a train of wheels, and a set of index dials; and the number of vibrations thus registered becomes a measure of the quantity of the current. To add to the momentum of the vibrating body, two long arms, weighted at the end, are attached to the lower part of the vertical shaft. In order, likewise, to prevent the vibrating armature from gradually coming to rest, it is arranged that, when the vibrations fall below a certain limit, by making contact, a portion of the current is sent round the coils of a seconder “impulse ” electro-magnet—placed underneath u? rcontrolAing ’ magnet—and which has an armature of a suit-able form fixed on to the same shaft that carries the armature of the upper magnet. The extra motion thus given to the shaft, by the attraction of the lower armature, aff rds the necessary impulse to the vibrating armature when required to do so.

Boy’s energy meter.—This instrument consists of two parts: (1) the indicator of energy, and (2) the integrating apparatus. (1) In the indicator of energy, a balanced beam has from one end suspended a counterweight, and from the other a hollow solenoid, free to work up and down into two other fixed solenoids. The movable solenoid is wound with a considerable length of fine wire; in the upper half in one direction, in the lower in the opposite— this is to render it independent of any magnet which may be placed near to it. *1 his solenoid constitutes the high resistance shunt which measures the electro-motive force. The two fixed solenoids are wound with thick wire, and convey the main current. The result of the action of the fixed and the movable solenoids on each other is a force proportional to the product of the two currents, that is to the energy being expended, but the external evidence of this is the inclination of the beam, and this inclination, or rather the tangent of the inclination, is proportional to the energy being expended. (2) The recording apparatus consists of a cylinder, which by means of a mangle motion is made to reciprocate backwards and forwards by clockwork, and during its passage in each direction the cylinder is made to bear alternately against one of two tangent wheels, each free to be inclined in its direction of travel; both are fixed on the same swivelling frame, but only one of them bears at the same time against the cylinder. This frame is free to be inclined from the vertical in correspondence with the inclinations of the beam above mentioned; but the tangent of the inclination of the beam, as has been said, is proportional to the energy of the current; so also, therefore, is the tangent of the

inclination of the wheels (i. c., ^|). The effect of this inclination of the tangent wheel is to cause the reciprocating cylinder to rotate, the speed, of such rotation being proportional to the tangent of the inclination of the wheel, which is likewise proportional to the tangent of the inclination of the beam; that is, to the amount of energy expended. The path of the tangent wheel on the reciprocating cylinder, when not inclined, is simply a straight line lengthways along the cylinder, and no rotation is caused, but when, owing to the inclination of the wheel, the cylinder rotates, the wheel path becomes a spiral. The rotations of the cylinder are transmitted to a train of wheels arid registered thus giving a record of the amount of energy expended during a given time.

Ayrton and Perry’s erg-meter.— This instrument is but a further development or sequel to their power meter, by the addition of apparatus which integrate and record continuously the time during which the electrical energy has been imparted, as well as the variations m its amount. By this means is preserved a record of the entire work done, or of the total electrical energy supplied. As in the power meter, two coils are here made use of, a thick wire one on the main circuit, to measure the amount of current, and a thin wire one on a shunt joining the ends of the main circuit, to measure the difference of potentials or electro-motive force of the main circuit. In the arrangement, as now shown, the thin wire coil, of say one 1000 ohms resistance, simply replaces the pendulum bob of a clock. The wires from each end of the coils pass up the sides of the pendulum rod and on to the binding screws A and B, which can be joined to the supply and return cables of a house, or machine, or a system receiving electrical energy. In the immediate vicinity of the fine wire coil, fixed to the clock case, and parallel with the plane of the pendulum path, is fixed the thick wire coil, which forms part of the main circuit, and has a very small resistance. The effect upon the thin wire coil of its repeated passages in front of the thick wire coil is to cause a certain pull or attraction upon its motion—either of acceleration or of retardation, according to the direction of the coiling. This acting, in addition to the ordinary action of gravity upon the pendulum, will keep constantly adding to, or retarding, its rate of motion in proportion to the electrical power of the circuit. This pull is the product of the magnetic moments of the two coils, and therefore is proportional to the product of the current and the electro-motive force. The effects of these repeated accelerations or retardations upon the progress of the clock keep constantly accumulating, and their total amount can at any time be detected and ascertained by observing the amount of loss or gain which the clock has experienced. As the rate of loss or gain in the clock due to different amounts of electrical power has been previously ascertained, this knowledge of the total retardation or acceleration upon the clock is, in fact, a record of the total amount of electricity energy which has been expended, or of the work done, since the last observation of the clock. The principle upon which the erg meter is based is as follows : Let B C be the thick wire coil, and A B be the thin wire coil. If c be the current passing into the house and the differ-of potential of supply and return cable, then c v is proportional to the electric horse-power given to the house. Now the

If the

magnetic force is a retarding one M, g, v cr are constants—that is, if the time of clock, when no electricity is passing, be called T,

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on

a mea-

power. Hence, the total loss of the clock during any time represents the total electrical energy given to the house during that time. For the reasons stated in the earlier part of the paper, it is probable that the supply of electricity in a town will be carried out at a certain defined standard pressure of electro-motive force, which will be guaranteed to the consumer ; and to assure the fulfilment of this, condition special steps will be taken by the local or other authority. The consumer need therefore but concern himself, as far as the supply he receives and has to pay for, with the quantity of electricity which he has made use of. In fact, the meter he makes use of to record it may be a coulomb meter. The work or energy meters will not be needed for general application, but only in special cases, where the complete record of the total electrical energy supplied is required. In what form, therefore, will it be most convenient for these coulomb meters to present their record? or, in other, words, upon what unit should that register be based for commercial calculation ? With the sole exception of those meters based upon electrolytic action, and which simply present the total of the increments of the metal, which are proportionate to the total quantity of current which is passed, the record presented is the result of a series of mechanical actions indicative of the strength and duration of the electrical supply. It is seen how these successive mechanical operations may be recorded in a cumulative way by the ordinary arrangement of a train of wheels; both in the case of those meters bused upon electrolytic action, and causing periodical reversals in the direction of the current, and also in those where the action due to the current is. a purely mechanical one. There remains then but the question of the mode of graduation of the respective indicating dials. The unit already referred to, as being proposed to the Board of Trade in several provisional orders, as “ the energy in a current of 1000 amperes with an electromotive force of one volt flowing during one hour,” has been shown to mean 1000 volt-ampere-hours, or 3,600,000 volt-coulombs. As it is probable that one of these factors—the volt—being fixed and constant, may be taken out of the commercial calculation for the consumer, it is worth while considering what dimensions the remaining factor—the coulomb—would assume under the ordinary conditions of practice; and hence what would be most convenient graduation of the dials to embrace these dimensions ; but the commercial question requires also a financial expression in which to reckon these dimensions. The money value accompanying the suggestion of the above 1000 volt-ampere-hours unit, and which is sought to be attached primarily to 100 of these units is in provisional orders 70s., in others 75s. Though it would be quite out of place in this paper to attempt to assign any financial value for the supply of electricity, yet for the nonce, and in carrying out the analysis of the above unit, as it might work under the conditions of actual practice, it is necessary to assume a money value. In the annexed table, which takes into consideration the effect of different rates of electro-motive force, according as they may be fixed, 70s. is assumed as the money value for 100 units of 1000 volt-ampere-hours each.

Comparative Values of Supply of Electricity per 100 units (of 1000 V.-A.-hours) = £3 10s.

(1000 volt-ampere-hours = 3,600,000 volt-coulombs.)

Price.

E.M.F.

Volts.

000000000 r—* HrlHHHHHrH

time of vibration of the pendulum is t = *• \ /__M

V g- kev

sented by c r. That is, it is proportional to c v, the electrical

10,000

Coulombs. Coulombs.

100,000

Coulombs.

1,000,000

Coulombs.

Pence.

2-33

2-57

2’8

3-03

3-27

3-5

3-73 3' i>7

4-2

4-43

4-67

cococococototot-ctotoi—«F°

CO

HODCJCOHMCOC

• CO -I CO -d CO ~d

o ifc

t—¹ t—' I—• »—* ►—¹    t—•

OOC5C?iCOt-*CO«<IOxCOI-‘^CC

M    ‘ tS'CO CO ^ vx cn ^

i—I H H rH rH H

Tlie prices in this table are based on the assumption that the price per coulomb unit remains at the same rate, irrespective of the intensity of the electro-motive force. As a matter of fact, the amount of the latter ought certainly to be taken into account in fixing the sale price. Thus, with a pressure at 200 volts, the price for a certain number of coulombs ought not to exceed two-thirds of that of the same supply at 100 volts of pressure, in consequence of the economy in the former case, in the distributing mains, and in general working expenses. Prom a careful consideration of this table, it would apjiear that the amount of 100,000 coulombs would form a convenient unit of value whereby to reckon the commercial price. It would also serve as a basis of graduation for the indicating dials of the meters, with subdivisions to do and x^y parts. The annexed diagram shows an arrangement of indicating dials, graduated in the first case with the unit suggested in the provisional orders, 1000 ampere hours; in the second the unit is 100,000 coloumbs as just suggested. The electro-motive force in each is taken at 100 volts. The proportion between the two systems of graduating in the present instance is as 3'6 to 10—3600 being the number of coulombs which is the result of the flow of a

hour; 3,600,000 coulombs ig 100 volts    ’

therefore, the actual quantity value of the first unit—1000 ampere hours; as against 100,000 coulombs, the quantity contained in the second unit.

current of one ampere for

one

The values in j Volt-ampere-hour unit = IQ¹⁰.

C.G.S. units are ( Coulomb unit    10

The advantage of the coulomb unit is that it expresses an actual quantity, whereas the ampere-hour unit is but a time-rate, which, as a matter of fact, l;as to be translated into its corresponding quantity. The coulomb method of graduation could be applied uniformly to all quantity meters, whereon they might happen to be afterwards used, inasmuch as the special rate of electro-motive force, or standard pressure, in each particular locality would be taken into^ account in the price there charged for the electric supply. This uniformity in manufacture would further reduce the expense of this, already the simpler, form of registering meter. With the volt-ampere method, to use a quantity meter—as shown in the index-dial diagram—requires the exact position of the unit I.*? accorcAjng fche particular electro-motive force with which it is used, inasmuch as the quantity record is only one factor in the unit. This limited use of each particular recording meter would tend to create error and confusion. An energy meter alone would supply a complete.record of the volt-ampere-hour mode of measurement; and this is a form of meter which involves a clock or some other time record, and consequently is a more expensive apparatus, and one requiring an amount of attention from the consumer which it would be impossible, in many cases, to expect. Thus, though the volt-ampere system may present, theoretically, a complete and convenient means of recording the supply of electricity, yet, in actual practice, the coulomb system would meet all wants, and be more suited to general application.

The Director-General of the Ordnance Survey says in the report on the survey for 1882:—“The year 1882 marks a very definite stage in the operations of the Ordnance Survey, inasmuch as the survey of Scotland has been brought to a conclusion. The survey of the whole of Great Britain and Ireland, as originally contemplated, may therefore be said to be ^completed, the work now in progress being the re-survey, on the Alin, scale, of that portion of England to the S<rT -i°' ^ or^s^ire and Lancashire, and therevision of the 6in. map • ‘Toe,^nd- , TLc operations of the survey will be certainly complete in 1890, and probably somewhat earlier/’

NOTES AND MEMOEANDA.

ON CRANE POWER FOE DOCK ESTATES.

LITERATURE.

NOTES FROM LANCASHIRE.

by means of draw rivets let in about half way in t

RAILWAY MATTERS.

NOTES AND MEMOEANDA.

During the vear 1882, accidents to trains, rolling stock, per- By making ethyline boil in vacuo MM. Wroblenskiand Olszcnski y caused the death, in the United Kingdom, of have obtained temperatures as low as - lob deg. C. Ihey also

I- easily obtained liquid oxygen, which proves to be a colourless liquid like carbonic acid, and found that sulphide freezes at about -129 deg. C., and that alcohol solidifies, after a viscous stage, at — 129deg. C., at —ISO'S deg. C., forming a white body. They also obtained liquid nitrogen.

A rarer was recently read before the Academic des Sciences,

“ On the Specific Heat of some Gases at High Temperatures,” by M. Veille. He verifies, for the gases H, O, N, and CO, the , density of the molecular heat with constant volumes, up to The construction of the Canadian Pacific llailway, which was 2700 deg. The measurement of pressures leads him to attribute to suspended on January 2 for the winter, has been resumed, lue cer^ain reactions temperatures much higher than have beon supline is expected, Colonies and India says, to be completed to or poged practically realisable.

near the summit of the Rocky Mountains during the year, a dis-    endorsing: ink which does not dry quickly on the pad, and is

tance of 960 miles from Winnipeg, leaving onlyp263 miles to con-    SC by the iapercan be obLined, according to the

nect the line with the week now m progress m Bnt.sh Colombo,. JPJJgr    receipt :_Anilin colon, in solid

It is reported that the North-Eastern Railway Company is about for^ (blue, red, &c.), 16 parts; 80 parts boiling distilled water, to enlarge its locomotive, wagon, and carriage-building works a I y 1)arts glycerine, and 8 parts syrup. The colour is dissolved in hot Darlington. About 1200 men are now employed at these wor s, w.ltcl. anq the other ingredients are added whilst agitating. This and it is said that when the alterations are .made, aOi) more wiil tje enqor<qng bik is said to obtain its good quality by the addition of required. The cost of the extensions is estimated at 120,000. Mr. ^    »

£udreVhe frany’dptn IVneTfibe hhSce sor Ie’ "" In a paper in the Comptes Iiendus, “On the Liquefaction of Mr. T. Cabry, of Newcastle-on-lyne will be his successor.    Nitrogen,” by MM. Wroblewski and Olszewski, it is stated that

3,500,000 dols. worth. Steamboats burn about 2,000,000 dois.    orateg very quickly. The liquefaction of CO under like

worth. New York State burns more than any othei Sta e. ditions on April 21st was announced.

11,290,000 cords. Next is 10, ,    ,    •    [ The Registrar-General’s return shows that the annual rate of

Some of the Russian soldiers have been busy lately. ine mortalityfor the week ending May 5th in twenty-eight great towns Jabinsk-Pinsk Railway, 120 miles in length, has been constructed of En„jalld an(| yyaies averaged 21'7 per 1000 of their aggregate ’ one corps, and although it was necessary to erect no less than popldation which is estimated at 8,620,975 persons in the middle ty-nine bridges, two of which were of considerable size, e ^ ^is year. The six healthiest places were Bradford, Brighton, whole line was finished in five months, and cost the Governmen portsmouth Derby, Halifax, and Leicester. In London 2545 only £3400 per mile. The Trans Caspian Krasnovodsk Railway is births an(j 1594 deaths were registered. The annual rate of also making rapid progress, and will be completed as far as Rizu mortabty from aii causes, which in the five preceding weeks had Arvat by the middle of June. In spite of the scarcity of materials declined from 28.g to 2li], further fell to 19'8.

and the obstacles presented by the    ^    For    a useful lime wash for wood and stone the Journal of the

R'h^s beenTound*by experience that the storms and sand drifts in Society of Chemical Industry gives the following method of prepara-it lias been 1011 y P ,    .    .1 ;iw,v onlv sometimes tion:—Twenty litres quicklime are slacked in a suitable vessel with

the steppe cause very little damage to the railway, only sometime ^    hot *ater as will stand at a level of 15cms. above the

delaying a train foi a few hours.    .    iime. The milk of lime is diluted, and first 1 grm. of sulphate of

The agitation which has been carried on by the engine-auvers z*nc and tben o⁻5grm. of common salt are added. The latter and firemen of the London, Brighton, and South Coast Kai way cauges £bc pme wash to harden without cracking. A beautiful Company for an improvement of the conditions as to hours ot work cream ccdour can f,e imparted to the mass by putting into it 0'5 grm. and wages under which they are employed has jus.. come to a ₀f yedow oclire, or a pearly tint by the addition of some lamp-peaceful termination. The unanimity of the men may be under- black> ^ fawn colour is produced by 2grms. of umber and 0'5grm. stood from the fact that the memorial to Mr. Stroudley, the loco- of iampbiack> a stone colour can be obtained from 2grms. of motive superintendent of the line, asking for a regular scale ot umber and 4 grm> 0f lampblack. The colour is applied, as usual, wages for drivers with a maximum of 7s. 6d. per day, and for fire- witb a brugb

men with a maximum of 4s. 6d per day and a sca^le^d overtime ^ census of 1880 shows that the unsettled area of the United for Sunday duty,    L    i j by the company. States amounted to 1,400,000 square miles, being nearly one-half

Sr“to«5fel S    th. entire area of the count,y. The unsettled area east of the

Mr. btroudiey, wno    i    f *?■ 3rt_ nf the line Appalachian range of mountains has been reduced,to 10,000

consisting of twenty drivers and fie    ■ asked for by the square miles only, and in the original thirteen States there are

has granted the main portion of the concessions asked tor ^tlj    ^ 15,000 square miles unoccupied. Wisconsin and Michi-

day s pay.    .    ,    zona, Colorado, Montana, Idaho, and the Pacific States, 1,200,000

A TERRIBLE accident, resulting m the death ot seven people, are mdes are either unoccupied or inhabited only by Indians, occurred on Monday on the Caledonian Railway near Uocherfiie rpbere -g tbug room for an enormous increase of population.

° , trucks on ine aown . Glasgow at 9 15 and Edin- that some of the students in the chemical laboratory of the Trough tteUfioi .; it 4ft,    Owen’s College were not eble to make presentable analyses of a

•i¹³    -I    mi _    pvnrptjQ wViioh was    drawn    bv two    powerful I    sample of chemically pure benzene when using G-laser s furnace,

miles an    houn^    The    express. wh.ch    g    ge ltoe.    &c., devised this modification. The end of the combustion tube

Thfo kadmo emani when near the middle of the station, went off containing the liquid m a bulb is made to project from the furnace; 4-v. i    l    .i ’    i |x- which for    about    twentv    Yards at    beyond the liquid is inserted a plug of oxidised coppei. This plug

the metals    mte    the    P^tform .which for    Jg"*    £    is warmed by a Bunsen burner, and thus the gas current is heated

that point is made of wood and P^ugned through    sufficiently to volatilise the liquid slowly and regularly. Two

masonry was soon converted into a shapeless mass of broken debris, analyses of benzene and absolute ether are given; the results closely The second engMe remained on the rails. The driver and the approximate to the theoretical numbers.

stoker were killed on the spot. A Board of Trade inquiry into the at a recent meeting of the Royal Society a paper was read “ On origin of the accident is being made.    a hitherto unobserved Resemblance between Carbonic Acid and

Of the 549 persons killed and 1221 injured from causes other Bisulphide of Carbon,” by Dr. John Tyndall, F.R.S. He said than accidents to trains, rolling stock, permanent way, &c., in- “ When, by means of an electric current, a metal is volatilised and eluding accidents from their own want of caution or misconduct, subjected to spectrum analysis, the reversal of the bright band accidents to persons passing over level crossings, trespassers, and of the incandescent vapour is commonly observed. Tins is known others on oUPr railways last year, 109 of the killed and 936 of the to be due to the absorption of the rays emitted by the hot vapour M ured were passengers. Of the latter, 31 were killed and 69 in- in the partially cooled envelope of its own substance which snr-ured by falling between carriages and platforms, viz., 16 killed and rounds it. The effect is the same m kind as the absorption by cold 42 injured when alighting from, and 15 killed and 27 injured when carbonic acid of the heat emitted by a carbonic oxide flame. For getting into, trains ; 12 were killed and 645 injured by falling on most sources of radiation carbonic acid is one of the most trans-tb platforms, ballast, &c„ viz., 9 killed and 588 injured when parent of gases; for the radiation from the hot carbonic acid pro-aliMiting from, and 3 killed and 57 injured when getting into, duced in the carbonic oxide flame, it is the most opaque of all. trains; 38 were killed and 18 injured whilst passing over the line Again, for all ordinary sources of radiant heat, bisulphide of at stations • 81 were injured by the closing of carriage doors; 10 carbon, both in the liquid and vaporous form, is one of the most were killed’and 26 injured by falling out of carnages during the diathermanous bodies known The analogy between the two sub-trnvpllinsr of trains • and 18 were killed and 97 injured from other stances extends to the vibrating periods of their atoms, and the causes 72 persons were killed and 40 injured whilst passing over bisulphide, like the carbonic acid, abandons its usually transparent railways at level crossings, viz., 36 killed and 31 injured at public character and plays the part of an opaque body, when presented level crossings, 17 killed and 5 injured at occupation crossings, and to the radiation from the carbonic oxide flame. Of the radiation 19 killed and 4 injured at foot ctossings. 244 persons were killed from hydrogen, a thin layer of bisulphide transmits 90 per cent., and 155 injured when trespassing on the railways; 62 persons absorbing only 10. For the radiation from carbonic acid, the same committed suicide on railways ; and of other persons not specifi- layer of bisulphide transmits only 2o per cent., per cent, being callv classed but mostly private people having business on the absorbed. For this source of rays, indeed, the bisulphide trans-companies’ premises, 62 were killed and 90 injured.    cends, as an absorbent many substances which, for all other

-    r    • .    .    .    ..    . sources, far transcends it.

The following description has been given oi a wire railway in    #    ,

connection with the coal mining industry established near the    In the discussion on a paper read before the Society of Arts last week

Hersteigg, the products of which it brings to the main line belong- by Professor Forbes Mr T H. Blakesley, referring to the formula ing to the Southern Railway of Austria. In its alternating rise and which Professor Forbes had given for efficiency, said Deprez had fall during its distance of 3000 yards there is a useful excess of propounded the theory that the electro-motive force of a machine incline of about 142 yards, which, it is said, suffices to keep the line was—other things being equal—proportional to the product ot the in self-acting working, after it has been started by means of the velocity, and a certain other quantity, and he declared that that 12-liorse power engine provided for that purpose. When there is other quantity did not involve the velocity of the machine, from no return load to be sent to the mine, the speed of the train can which he drew very important deductions. He, however, did not be regulated by a brake. Under these circumstances the cost of think this was correct. Having investigated the figures given by a working the line is estimated at about 5^ cents per ton of coal. In good many experimenters, lie felt quite sure that the velocity of its reneral arrangement the railway forms a straight line, and the machine had an immense effect on what had been well called consists of two drawing ropes and the train rope. The line which the effective magnetism, which was the factor into which you had is used for conveying the coal to the station is 1'lOin. thick, and is to multiply the velocity to get the electro-motive force. In some composed of nineteen steel wires, each 0'18in. in diameter. The experiments of Dr. Frohlich the machine gave a current of about line on which the coal vessels are returned to the mine is only 58 amperes, and, according to Deprez, the magnetism ought to have 0'66in. thick, the nineteen steel wires of which it is composed being been the same, but lie found it was altogether different. \\ lth a only 0'13in. thick. Both ropes consist of wires about 765 yards current of 58'4 amperes and a velocity of 313, the magnetism was long, coupled to each other, and for the ropes a breaking strength proportional to 629; with a velocity of 493, 601; and with a velocity of 73 tons per square inch section is guaranteed. At the ends of of 601, it fell to 576-the current being practically the same. This the ropes weights of 5 tons and 3 tons are applied in the usual way demonstrated that the velocity had a considerable effect upon the for obtaining the proper tension. The distance between the seven- magnetism. Deprez s theory of characteristics, that one can be teen supports varies from 60 to 400 yards. The train rope is O'Oin. derived from another by merely proportioning the ordinates to the thick, and consists of twelve soft steel wires of 0'07in. diameter, velocities, rested upon this idea, that the magnetism did not involve and runs at a speed of about lJ yards per second. The vessels the velocity, and he believed this idea to be quite erroneous. A which convey the coal follow each other at a distance of about practical result would be Jiat tlie effective couple in a machine 83 yards. Thus thirty-six are always on the way to and the same 1 would be constant when the current remained the same, toi this, number coming from the station. Each vessel contains about 1 which M. Deprez calls the pnx de l effort statistic, was proportional 10 bushels, or about a quarter of a ton of brown coal, the total I to the magnetism x current; but if the magnetism involved the quantity carried per hour being about 174 tons. The cost of the I velocity, as he, Mr. Blakesley, believed, this couple would not be line was about £5000,    "    ¹ always the same for the same current.

MISCELLANEA.

The meeting of tlie British Association at Southport will commence on Wednesday, the 19tli September.

Over 400 members of the British Association have now signified their intention of visiting Canada with the Association next year.

The total number of visitors to the Fisheries Exhibition on Tuesday was 29,446. No less than 1100 sixpenny dinners were supplied.

Professor John Scott is preparing a series of seven textbooks “ Farm Engineering,” the first of which is now nearly ready, to be published by Messrs. Crosby Lockwood and Co.

We are informed that on the 11th inst. the electric light was tried in the Vienna Opera House with complete success. Two hundred Sellon-Volkmar accumulators fed 1236 lamps distributed all over the theatre.

The annual conversazione of the Society of Arts will be held this year in the buildings of the International Fisheries Exhibition. The Prince of Wales, President of the Society, has intimated his intention to be present.

The first meeting of the new Suez Canal Executive Committee appointed at the preliminary conference on Thursday, the 11th, will take place at the end of next week. Mr. Pender, M.P., is now in Paris on business connected with the project.

The East Biver Bridge Trustees have finally decided not to change the date appointed for opening the bridge from May 24th, declining the request for a postponement made to them by the New York Board of Aldermen on behalf of their Irish constituents.

manent-way, &c.,    ----—

40 persons, and injury to 957.

announces that a rich land proprietor of

Plotzie has applied to the Government for permission to construct a railway from that town to the fortress of Novogeorgievsk.

The Batoum Railway has now been completed as far as the Transcaucasian line, and direct goods traffic to Transcaucasia will be opened during the present month. It is stated that the mercantile agencies at Poti will be discontinued.

o|

The German Edison Company of Berlin has appointed Mr. Hugo Pischon assistant managing director. In 1874 Mr. Pischon introduced the Pintsch system of lighting railway carriages by gas into England, and remained for several years general manager of the Pintsch Patent Lighting Company.

Dr. William Chambers, the well-known publisher, of Edinburgh and London, has been offered and has accepted a baronetcy. He was born in Peebles in 1800, he was Lord Provost of Edinburgh from 1865 to 1869, and received from the University of Edinburgh the honorary degree of doctor of laws.

The failure is announced of Messrs. Hodgson and Soulsby, iron shipbuilders and repairers of Blyth. The liabilities are £40,000 and the assets £17,000. Mr. Hodgson is Lloyd’s agent for Blyth, and acts also as vice-consul for Norway and Sweden. Mr. Soulsby formerly a shipowner on his own account at Blyth.

The Florida Ship Canal Company has, it is stated, been organised at Washington, with £5,200,000 subscribed capital, to construct a canal across Florida, deep enough for the largest ships, between the St. John’s and Suwanee rivers. General Stone is to be the engineer, and the work will be commenced in September next.

con-

uses

by

MX

was

The new offices of the Irish Times in Dublin are to be lighted throughout on the incandescent system of electric lighting. Swan lamps and Siemens alternate current dynamos will be used, the lamps being arranged in groups in independent circuits, so that one or more can be cut off at pleasure. The work will be done under Mr. J. Angelo Fakie, M.S.T.E.

During the past year, 149 policy holders in the Employers’ Liability and Workpeople’s Provident and Accident Insurance Company, Limited, Birmingham, notified the occurrence of 355 accidents to workpeople. The success of the company’s efforts to prevent litigation appears in that since their formation two years ago, only five cases in which policy holders were concerned have been before the courts.

The following figures show that the trade of Middlesbrough is growing at a rapid rate :—The value of all goods—other than coal and coke—exported from Middlesbrough during last month was £245,461; in April, 1882, it was only £148.137; there is therefore an increase of £97,324. The value of the exports from Newcastle last month was £234,135, an increase of £21,711 on the corresponding month of last year. At Hartlepool the value was only £84,698, a decrease of £31,1)22 compared witn April, 1882.

The inland parcels’ post is to come into operation on Wednesday, 1st August next, under the following general conditions in regard to weights, dimensions, and rates of postage, viz.:—Weights and postage : For an inland postal parcel of a weight of not exceeding 1 lb. the rate of postage, to be prepaid in ordinary postage stamps, will be 3d.; exceeding lib., and not exceeding 31b., 6d.; exceeding 3 lb., and not exceeding 5 lb., 9d.; exceeding 5 lb., and not exceeding 71b., Is. Dimensions: The dimensions allowed for an inland postal parcel will be —maximum length, 3ft. 6in.; maximum length and girth combined, 6ft. Examples: A parcel measuring 3ft. 6in. in its longest dimensions may measure as much as 2ft. 6in. in girth, i.e., around its thickest part; or a shorter parcel may be thicker, e.g., if measuring no more than 3ft. in length it may as much as 3ft. in girth—i.e., around its thickest part.

measure

The men employed at the engineering works on the Tyne are agitating for an advance of wages, and have already obtained concessions in some cases. Messrs. B. and W. Hawthorn have-increased the wages of their engineers, blacksmiths, and other mechanics a halfpenny, and strikers a farthing per hour. The fitters and turners at Messrs. J. Abbot and Co.’s works have been promised an advance of 2s., and machinemen Is. per week; and Messrs. Hawks, Crawshay, and Co.’s men will be similarly advanced. The men employed by Messrs. T. Clark and Co., engineers, Sunderland, have been on strike for about a fortnight, but it is expected that a settlement will shortly be come to, as there is only a slight difference between what the men ask and what the masters offer. The latter proposal is an advance of 2s. per week to men earning 28s. per week and upwards, and Is. per week to those earning less.

On the 10th inst. the Chinese Ambassador at Berlin invited a select and distinguished company to Stettin, to witness the trial trip of the Ting Quen, or Everlasting Peace—a fine ironclad corvette, built for his Government by the Vulcan Shipbuilding Company there. The vessel was launched some time ago, and has now received her proper equipment of guns, &c. The Times Berlin correspondent says the trip was most successful, the corvette, with engines of 6000 indicated horse-power, achieving a speed of 144 knots an hour. This ship is of peculiar construction, with a rather shallow draught, having been specially constructed for coast defence. She will soon proceed to the East—all the sooner, perhaps, that a French fleet threatens to make its appearance in Chinese waters. A sumptuous repast was served on board to the guests of Li-Fong-Pao—among whom was the British Consul-General in Berlin.

An American contemporary remarks that the whole problem of electric lighting having bean reduced to the question of cost, all reliable calculations based on actual results must be welcome. On the 1st of January, 1882, a large railroad station in California was lighted by a local branch of the Brush Electric Light Company. The dynamo was made to furnish forty lights, and worked by a 50-horse power engine. Everything was made of the best material and put up by experienced workmen. Allowing six months to pass, so as to permit the expenses to be cut down to a minimum, and the employes to be trained to the best efficiency, calculations were made for the months of June, July, August, and September, 1882, with the following result:—Average cost per month, 525'52dols.; average cost per night, 17'06dols.; average number-of lights nightly, 30'09; average hours of lighting nightly, 5;, average cost of one light nightly, 55c.; average cost per light per hour, 11c. Mr. Samuel Purnell, who makes this report, comes to, the following conclusion : He states that the local opinion was,. that while the station was brilliantly illuminated by electricity,, and better than gas could possibly do it, yet that sufficient light., could have been obtained from gas for half the money.

CO

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ESTHETIC ROLLING STOCK.

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closing the vertical pipe the valve is drawn up by a rod or chain e running up through the pipe and held in its place by a counterbalance f hanging over the top of the pipe, as seen in tig. 2. The sewage or water, when the valve is in this position, passes on along the main carrier drain b, in which there are a number of these valves and vertical pipes fixed at intervals. By arranging, any. number of outlets at an equal height in the vertical pipes, irrigation can be carried on simultaneously over a large, area by partly opening each valve. To obtain access to the interior of the valve chamber when laid in a carrier drain, and to dimmish the opening of the valve chamber to the size of the dram, a short length of pipe cj is designed, with a removable cover (j , which is secured in position and made water-tight.

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Tm? accompanying engraving illustrates a simple single-acting steam hammer made by J. R. Woodhead, Whitehall-road Leeds. This is a 2£ cwt. hammer. It has both a self-acting and hand motion, and an adjustable excentric link to regulate the stroke. It has practically only two working joints in the motion,

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wWL M? P y\ ? tasteful engraving and the brief description Which follows are taken from the German Fliegende Blatter •-in view of the increasing interest taken in the esthetic construction of dwellings and public buildings, it would seem

rafi?oadshaInththre SS eG * 7*°/™ in this direction on the »w?d 1 -the af₁chlt,ecture of station-houses there lias been

BROWNHILLS SEWERAGE WORKS.

The first part of the sewering of this district, which comprises

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SECTION SHEWING VERTICAL PIPE OPEN

nearly the whole of the sewage can be carried by gravitation lhe present works comprise, firstly, new farm buildings, repairs to dwelling-house, removal of old fences, &c., at a cost of £700 • the thorough under-drainage and preparation of about 44 acres of the land for the sewage of this first part, costing £12 per acre; and secondly, of about 2^ miles of 9in.,.12in., and 15m. glazed socket pipe sewers, with manholes and Ventilators ; 600 yards of 12in. cast iron pipes ; a flushing tank, 3ft. deeD con-tarnmg 1°,OOO gaflons, fitted with Field’s annular flushing syphon • a double receiving tank and 720 yards of 6in. socket pipe drain on the farm, laid 2ft. deep, and provided at intervals with Ship-

ways patent sewage valves for distributing the sewage over the

cost of £2800° 6 WaS CXeCUted by Mr* GeaLane> contractor, at a

. Jhe sewage, when collected in, and on filling the flushing tank, is discharged automatically in ten minutes by a Field’s annular syphon through the cast iron pipes which are laid and act as a syphon under a canal and a stream of water for a distance of 600 yards. . These pipes have a continuous fall throughout, and dis-charge into a manhole in which the sewage rises 13ft. to the outfall sewer. This arrangement admits of the syphon pipes emg emptied by pumping—if at any time necessary—and thoroughly flushed of sediment at the next discharge of the flushing tank. The outfall sewer, with a gradient of 1 in 800 discharges into the receiving tank on the farm, and the sewage is directly. carried by the distributing drain on to the land where required.

Mr. Shipway’s valve, referred to above, is illustrated by the accompanying engraving. The valve is designed to obviate the necessity for open trenches and surface drains, for the distribution of sewage and liquid manure over land. It also renders unnecessary a costly process of levelling or alteration of the surface, where sewage has to be applied, as the drains can be laid T

in uneven ground, and the sewage brought to the surface    ELEC™ICAIi Exhibition, Vienna, 1883.—The

wierever req„lred MmplJ 0Pratog. valve. Tte valve_Figs.

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FIG.2    S*!?’ acc°sfble fro™ a11 Sldf, and its gigantic dimensions allow

at the same time the grandest display of the electric light Besides the central building with a surface of 12,900 square metres’

|hithl»7oOf°amltianSiPtS’threG gallerics’ X west, north, and east) with 6750, and two large courts with 6600 square metres in all a

surface °f about 30,000 square metres at the disposal of the Electrical Exhibition. In the Palais de l’lndustrie, Paris, in which the first Electrical Exhibition took place, a surface of 29,264 square metres was employed, of which only 20,368 were situated in the v.ez de Ghaussee, the remaining 8896 square metres in the second storey; whereas in the Vienna Rotunda the total area is situated on one and the^ same level. The Munich glass palace had in

metres the lantern gallery. These galleries are thought to offer a avourabie opportunity for placing whole wreaths of effective lights, but it is questionable if such a large dome, with glass above j£th?fhH. SOme Wa!te of light- The distribution of the electric of the W dome’₁₁as at Present planned, is as follows: In the top lant,e™ gallery» an arc lamp of 20,000 candle power is to send its light downwards ; on the upper, smaller gallery, a ring of 28 arc lamps, of from 2000 to 3000 candle power ; on the lower larger gallery a ring of 112 arc lamps, of about 1000 candle power’ and besides 36 arc lights, of oOO candle power, are to be distributed on the ground floor of the Rotunda. In each of the twenty-eight arches of the half gallery itself will be hung arc lamps of 800 candle power—m all, therefore, 56 such lamps; so that the flood of light which will flow through the Rotunda alone mav be calculafpd°f«

beshWh’⁰⁰⁰ °TdiIf’ ,In.the ^ansept, galleries, and courts, will W iL a • h"tS’ be. ‘ncandesccnt lights by thousands. For

If§hl hTg and °ut,Gr rooms and Passages 247 arc lamps of about 1000 candles, are to be disposed, and from the top of the

iowerD’ md-nhe -chl,ef PPrtal> several reflectors, of 10,000 candle

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which, according to official reports, amounts to 120,000 candles. * ’

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1 and 2 consists of a double-faced metal flap a hung loose in the valve chamber b¹—which can be made in stoneware or cast lro“Tasa shackle valve, or on hinges at a\ It may be faced with leather or india-rubber on both sides, and made watertight without grounding or planing the faces. It is fixed in a sewage drain b, and is capable of being closed against either of two seats formed in the valve chamber corresponding to two pipes b and c one longitudinal and the other vertical. The longitudinal pipes b are the ordinary stoneware deep socket pipes of any size, and are laid underground as a main carrier drain to carry sewage, liquid manure, or water, and when the valve is down, as in Fig. 1, it closes this pipe, and the vertical pipe being open, the sewage or water rises in the latter pipe to any desired height, the pipe being provided with an outlet d for the distribution of the liquid over the land In

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which renders derangement less likely to take place. The cylinder is bolted to the main standard, so that in case of repairs aud trouble may be saved. The piston and rod are made solid from best Yorkshire scrap, and fitted with a cast

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CONGLETON WATERWORKS.

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WATER SUPPLY OF SMALL TOWNS. No. VI.

In continuation of the series of articles which have from time to time appeared in The Engineer, we may now describe the new waterworks lately erected for supplying the town of Congle-ten, Cheshire. The population is about 12,000, and the place is a seat of the silk manufacture. After various expensive plans had been suggested, in the year 1879 a complete scheme for the supply of the town with water was devised by the then borough surveyor, Mr. Wm. Blackshaw, now borough surveyor of Stafford. These we now illustrate above by a general drawing, and a separate drawing of the tower. With respect to the mechanical arrangements, the Corporation called in Mr. W. H. Thornbery, of Birmingham, consulting engineer, to decide on the best design .of those submitted, and this, with modifications made by him, was carried out under his inspection. The water, for the supply by pumping, is obtained from springs situated at the foot of Crossledge Hill, about a mile from the town. It does not at present require filtering, but space enough has been allowed for the construction of duplicate filtering beds without in any way interfering with the present appliances. These filter beds are shown in our perspective illustration, but they are not yet built or required.

The waterworks are situated very near the springs, from which they arc only separated by a road, under which the

SECTION

collecting pipes run. There are two circular collecting tanks of Cornish single-flued type, 5ft. diameter by 18ft. long, with flue brickwork, two pumping wells, engine-house, boiler-house, 2ft. 9in. diameter, with three Galloway tubes. They were made chimney staek, and engine-driver’s dwelling-house, all enclosed by Messrs. Hill and Co., of Manchester. The engines and pumps by a wall. On the top of Crossledge Hill is erected a circular were made by Mr. Albert Scragg, of Congleton, and the brick, brick water tower 85ft. high to the underside of the service tank, stone, and builder’s work was executed by Mr. Thomas lvirk. which is of cast iron 30ft. internal diameter, supported on rolled The waterworks were opened in the autumn of 1881, and since girders. The tank is capable of containing 50,000 gallons of then have constantly afforded an abundant supply of water, water, and it is provided with the usual rising and service mains, There is also an independent gravitation system, also arranged overflow and washout pipes. There is an arrangement for by Mr. Blackshaw, for supplying an outlying part of the town, pumping direct into the mains in case the tank should require The cost of the works was exceedingly moderate, being not more cleaning or repairing.    than £13,000, including the water mains for distribution.

The pumping machinery is in duplicate, and each set consists    ---- .

of a horizontal condensing engine, with cylinder 18in. diameter, The available water of many villages and small towns is that stroke 30in., fitted with Meyer’s expansion gear, governor, fly- of the chalk beds, but it is invariably very hard, and should be wheel 12ft. diameter, weighing 4 tons, jet condenser with a single- softened. We have received so many inquiries respecting a acting vertical air pump, situated below the engine room floor, simple means of carrying out Clarke’s water-softening process, and between the end of the cylinder and the main pump. Each that the following description of a set of apparatus devised for main pump is lOin. diameter, horizontal, double-acting, worked this purpose by Messrs. Law and Chatterton, MM.I.C.E., may by a prolongation backwards of the piston-rod. The valves and be taken as supplementary to the descriptions of the Atkinson seats are of gun-metal, 8^in. diameter. The capacity is 350 process, and the Porter-Clark process, which we have described gallons per minute, raised 206ft. The air vessel is 21in. internal in past numbers of The Engineer, and will interest many be-diameter and 6ft. high, and is fitted with a hand pump for sides those who contemplate the construction of small water-renewing the supply of air if necessary. The rising main from works supplied by the chalk springs. _

the air vessel to the service tank is 9in. diameter, and 307 yards The apparatus, as made in various sizes by Messrs. Bowes, long, laid up the steep slope of the hill on which the water Scott, and Read, of Broadway-chambers, Westminster, w§ tower is built, The boilers, two in number, are of the ordinary illustrate by'kthe accompanying engravings.

Softening hard water.—The disadvantages attending the use of hard water eitherfor drinking purposes, steam generation, lavatory purposes, and for many manufacturing purposes, are well known, but as there are several methods of softening waters which are hard indifferent degrees and by different substances, we may be pardoned if we here reproduce, for the convenience of some of our readers, a few passages from the sixth report of the River Pollution Commission, 1874, pages 21 and 201-16, which give some very valuable information on the relative merits of hard and soft waters in domestic and trade which occur in solution in potable waters communicate to the latter the quality of hardness. Hard water decomposes soap, and cannot be efficiently used for washing. The chief hardening ingredients are salts of lime and magnesia. In the decomposition of soap these salts form curdy and insoluble compounds containing the fatty acids of the soap and the lime and magnesia of the salts. So long as this decomposition goes on the soap is useless as a detergent, and it is only after all the lime and magnesia salts have been decomposed at the expense of the soap that the latter begins to exert a useful effect. As soon as this is the case, however, the slightest further addition of soap produces a lather when the water is agitated, but this lather is again destroyed by the addition of a further quantity of hard water. Thus the addition of hard water to a solution of soap, or the of this operation, causes the production of the insoluble. curdy matter before mentioned. These facts render intelligible the. process of washing the skiu with soap and hard water. The skin is first wetted with the water and then soap is applied ; the latter decomposes the hardening salts contained in the small quantity of water with which the skin is covered, and there is then formed a strong solution of soap which penetrates into.the pores, and now the lather and impurities which it has imbibed require to be removed from the skin by wiping the lather off with a towel or by rinsing it away with water. In the former case the pores of the skin are left filled with soap solution ; in the latter they become clogged with the greasy curdy matter which results from the action of the hard water upon the soap solution which had previously gained possession of the pores of the cuticle. As the latter process of removing the lather is the one universally adopted, the operation of washing with soap and hard water is analogous to that used by the dyer and calico printer for. fixing pigments in calico, woollen, or silk tissues. The pores of the skin are filled with insoluble greasy and curdy salts of the fatty acids contained in the soap, and it is only because the insoluble pigment produced is white, or nearly so, that so repulsive an operation is tolerated. To those, however, who have been accustomed to wash in soft water, the abnormal condition of skin thus induced is fora long time extremely unpleasant.

Of the hardening salts present in potable water, carbonate of lime is the

converse

uses.

“ Some of the mineral substances

one most generally met with, and to obtain a numerical expression for this quality of hardness a sample of water containing I lb. of carbonate of lime, or its equivalent of other hardening salts, in 100,000 lb.—10,000 gallons—is said to have 1 deg. of hardness. Each degree of hardness indicates the destruction and waste of 121b. of the best hard soap by 10,000 gallons of water when used for washing. Hard water frequently becomes softer after it has been boiled for some time. When this is the case a portion at least of the original hardening effect is due to the bicarbonates of lime and magnesia. These salts decomposed by boiling into free carbonic acid, which escapes as gas, leaving carbonates of lime and magnesia; the latter being nearly insoluble in water, ceases to exert more than a very slight, hardening effect, and produces a precipitate. As the hardness resulting from the carbonates of lime and magnesia is thus removable by boiling the water, it is designated temporary hardness, whilst the hardening effect which is due chiefly to the sulphates of lime and magnesia, and cannot be got rid of by boil-mg> *s termed permanent hardness. The total hardness of water is therefore commonly made up of temporary and permanent hardness.. A constant supply of hot water is now almost a necessity in.every household, but great difficulties are thrown in the way of its attainment by the supply of hard water to towns forming thick calcareous crusts in the heating apparatus.

. Waters with much temporary hardness are most objectionable m respect, and the evil is so great where the heating is effected m a coil of pipe, as practically to prevent, in towns with hard water, the use of this most convenient method of heating water. The property of being softened by boiling which temporarily, hard water possesses is not of much domestic use, for water is, as a rule, either not raised to a sufficiently hirdi temperature or not kept at it for a long enough time. Seeing then the disadvantages attendant on the use of hard water, it remains to be considered how best to soften it. Four processes are known to.the arts. They are: Distillation, carbonate of soda, boiling, lime. Of these processes the first and second are the most effective, but owing to their expense are not applicable on a large scale. The third and fourth processes are efficient only with certain classes of water, rendered hard by the presence of the bicarbonate of lime, magnesia, or iron. The fourth is however, a very cheap process, and is easily applicable to the vast volumes of . water supplied to large cities, provided the hardening ingredients are of the character described.

Softening by distillation.—By evaporation, water is completely separated from all fixed saline matters, and consequently from all hardening matters. Distilled water, however, has a vapid and unpleasant taste, due partly to deficient aeration and partly to the presence of traces of volatile organic matter; and though filtration through animal charcoal will remove this and the aeration can begin chemically, the process is too expensive, except in certain cases, as on board ship or at military or naval stations, where no potable water exists.

Softening by carbonate of soda.—The hardness of water, as already explained, being principally due to the presence in solu-tmn of bicarbonates and sulphates of lime and magnesia, can be reduced by addition of carbonate of soda, which decomposes these salts slowly in cold water but quickly in hot, forming insoluble compounds of lime and magnesia, which are slowly precipitated as a fine mud, leaving the water charged, however, with a solution of bicarbonate and sulphate of soda. This process, on account of expense, is only applicable on a small scale to the water for laundry purposes, as the water acquires an unpleasant taste from the presence of the soda salts. For laundry purp i is, however, valuable, as it effects a great saving of soap.

Ike softening of ivater by boiling.—That portion of the hardness of water due to the presence of bicarbonate of lime,

°- lr°Vi,.C?rrected by boiling tbe water for half an hour. During ebullition the bicarbonates, which are soluble become carbonates, which are insoluble, giving off their carbonic allowed fT’ ,re°der“g—by the Precipitate produced, but not eWWe f t b01 er tlme t0 settle~the water muddy, but in-v Mon ?/ decomPosmg soap. To raise the temperature of 1000 gal ons of water to the boiling point and to maintain it for half £!r₍T|l IM,-e consumption of about 2£ cwt. of soak or by the wasteful appliances found in households, probably tfifep times

SSShShik    tben, ijoo gallons of water

Would -af}t about i s. 6d., whilst the cost of softenine’ the same Raotinh by ?oap is 9s., at £2 6s. 6d. per cwk

The softening of water by lime—The economy which carbonate sequent stirring of the water is effected by water-power obtained of soda exhibits in comparison with soap as a softening material from a turbine. The whole of the apparatus and tanks occupy is far surpassed by the use of lime. Lime costs about 8d. per a space 60ft. square, 3600ft. area, and soften a daily supply of cwt., and this weight of lime will soften the same volume of 50,000 gallons. A pump driven from the turbine forces the water as would require the use of 20£ cwt. of soap. From the water to a reservoir in the park and on to the house, an above it is evident—-so soon as it is conceded that there is an ad- ingenious automatic arrangement worked by the overflow from vantage m using soft water—that the lime process is by far the the cistern throwing the pump out of gear when the tank is full, most economical. Besides the chemical action affecting the A, B, and C, Figs. 1 to 6 herewith, are three tanks in which the hardness, it has another most important mechanical water remains to be softened, each capable of holding omf daw’s action, m consequence of the weight of each particle supply. D and E are two smaller tanks in which the lime-water composing the precipitate produced by it. These par- is prepared ; X is the automatic valve apparatus by which the tides during subsidence become attached to the almost micro- connections between the several tanks are effected in the scopical organic impurities present in all river water, and drag order and at the times required; H and H show the posi-them down to the bottom of the settling tank, whereby the water tions in which two pumps should be placed, the former is rendered after some eight hours, clear as crystal. The aver- for pumping unsoftened water into the tanks, the . latter to age cost °f the water supplied by the leading metropolitan water pump the softened water into the supply cistern. J is the pipe companies is £10 10s. 9fd. per million gallons. The charge made from the well or other source of supply—in case the supply is at by the companies to consumers is about Gd. per 1000 gallons, or a higher level, one pump can be dispensed with. The operation £2o per million gallons. It has been found that water can on a I consists in adding to the water to be softened a certain quantity larS® scale be softened from 14 deg. hardness to 5 deg. at a cost j of lime water, depending upon the degree of hardness, and in of 20s. per million gallons—that is, 10 per cent, on the cost of I then allowing the mixture to rest in a state of perfect quiescence

until the whole of the lime has been deposited andL the water has become perfectly clear. The tank A S^slBBlllEi bas been filled with unsoftened water. Tank B

tains the water and lime in process of clarification by subsidence after mechanical agitation by the; screw. Tank C contains the softened water—and the precipitate—in process of removal for consumption. The mode of working is as follows :—The milk of lime prepared by slaking new lime in a “ Michele mixer”—not shown. One of the tanks D having been filled with softened water, run by gravity from one of the tanks A, B, or C, the requisite amount of milk of lime is allowed to flow into it from the lining machine, and the whole having been thoroughly mixed by the patent agitator G, ‘ left in a quiescent state for some hours, when the superabundant lime falls to the bottom, and the tank contains a perfectly clear and saturated solution of lime. The requisite quantity of lime water is then suffered to flow by gravity into whichever of the three tanks is empty. In the meanwhile the softened water is being withdrawn by pumping or gravitation, as the case may be, from the tank C, until, „ the water being lowered to within a certain dist of the bottom, an automatic arrangement shifts the valve X so that the supply then commences from B, the unsoftened water flows into C, and the water is in process of clarification in A, and thus the operation proceeds continuously. Where the water can be supplied by gravitation, and the tanks can be placed at a sufficient elevation to coinmand the service cistern, no pumps are required, the softening process, in fact, in no way necessitating pump-space occupied by the whole of the tanks and appa-square, 3600ft. area, and softens 50,000 gallons.

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the water to the companies, or 4 per cent, as the price charged ing. The ._r

to consumers. This estimate does not take into account the ratus is 60ft.    ____,    ^    O„utuo „„„„„ ut

value of the precipitated chalk, which has a market price, and is per day. For the daily softening of quantities less than 1000 used for many purposes, being, m fact, whiting of the purest gallons the tanks are made of galvanised sheet iron, and the

• V Af rm    ° .    ff y . F^cess are I°ur wnoie apparatus ana tanks are sell-contained, so as only to

in number(1) The preparation of milk of lime; (2) the pre- require the making of the necessary connections with the exist-

classification of the softened water by the separation of

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the precipitated substances. Messrs. Law and Chatterton effect day is about £75. Annexed is a more detailed description of these processes by simple mechanical means, which are so far the manner of fixing and working the smaller apparatus, automatic that they only require the presence of a person, The tank must, of course, be set up perfectly level. The without technical knowledge, once m each twenty-four hours, pipe from the source of supply—in the present case from the JN o filtering medium whatever is required, which is a great hydraulic ram—must be attached to the upper three-way cock at advantage for the following reasons (1) Filtering materials re- Aon the accompanying engravings, and the pipeto supply softened quire periodical cleaning and renewal, which not only occasion much water is to be connected to the lower three-way cock at B, and

should be led into the elevated cistern with a ball ’cock

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trouble and mesa W aiD„ ___~ .    ,,    „    , should be adjusted to allow the tanks to fill to within Sin. of the ton.

(2) Experience has shown thli    fiH in.efficienbly Performed. The nuts at the upper extremity of the three rods F, G, and H

cloth charcoal or other sl,t„w ^ filtennS material, whether should be so adjusted that when the water in the several tanks mouldv or mnstv    t    ®Xtrf“? y lial?le to bec°me has been drawn down to within 15iu. of the bottom the rocking

SSteUe    he^    shaft I I is drawn down and the vertical rod J lifted so as to

supplfeTand for use in    P n • f°r S“aU Wa-ter all(nv the wheel K and sPindle L to revolve by the action of the

to perform reauirimr eitlier ?1 j0U.se®’ ,ere being no operation weight M. The length of the chain is such that when the knowledge nor nroducimr d^f““m?’ ')r₁₁medl"¹¹.lcal weight M rests upon the floor the face of the raised ripi on the description of this annarnti H 1++!’ t-    tobcnvlDg 18 a wheel K should not quite touch the rod J, and if necessary a

Bedfordshire for th/snnnW nf    ^    F??’ Vuton’ t.hin Packillg should be put for the weight to drop upon. The

grounds and’ home farm ti'3, Tn- • r‘ f e5£rdr    ⁸ house, lime to be used should be pure ohalk lime free from clay, mixed

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watch through a third of the water from the source of supply to be discharged into the tank S, care being taken as before to raise the float T out of the water. A third quantity of lime must be added to the tank N, and now mixed with water to be drawn from the tank Q by the tap U, and after agitation again left for eight hours to

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subside. The float U may now be lowered into the water in the tank Q, when it will be found that the clear softened water tained in the tank Q will be discharged through the pipe attached to the bottom of the three-way tap B. The weight M must now be lifted about 5in., so as to allow the ring at the end of the chain to be moved back to the next stud on the wheel K. The lime water in the tank N must next be discharged into the tank V, and then another quantity of lime must be added to the tank N and filled up with softened water from the tank S by means of the tap W, and after being duly agitated and left to subside. As soon as the softened water from the tank Q has been drawn down to within 15in. of the bottom, the rod H will move the rocking shaft I and lift the rod J, so releasing the wheel Iv and allowing the weight M to descend and turn the spindle L and the upper and lower three-way cocks through a third of a circle ; the effect of which movement will be to continue the supply of softened water from the tank S, and to fill up the tank V with water from the source of supply.

The apparatus will now be in the condition to afford a regular supply of softened water; all that will be necessary to insure its continuous action will be that at certain stated intervals, dependent upon the rapidity with which the water is used—but which interval should not be less than eight hours—the following things should be done:—(1) The float must be raised out of the tank last emptied. (2) The float must be lowered into the tank last filled. (3) The weight M must be raised, and the ring of the chain shifted to the next stud on the wheel K. (4) The clear lime water found in the tank N must be turned into the tank last emptied. (5) The requisite quantity of lime must be put into the tank N. (6) The requisite quantity of water must be drawn off from the tank last filled into the tank N. (7) The contents of tank N must be thoroughly mixed by means of the air pump.' The quantity of lime to be used for each tank full of water must depend upon the hardness of the water, f oz. being required for each tank full for each degree of hardness. It is desirable, however, always to have an excess of lime in the tank N, so as to ensure obtaining a saturated solution of lime. When first mixed the contents of the tank N will have a creamy appearance, but when the superabundant lime has subsided the supernatant liquid will be a perfectly clear saturated solution of lime. Therefore, in the first instance, 3 lb. of lime should be put into the tank N, and subsequently each time such a quantity of lime should be added as is found to be necessary by the method hereinafter described. The quantity of the saturated lime water to be run into each of the softening tanks Q, S, and V, will depend upon the hardness of the water For every degree of temporary hardness a depth of l/;, in. of the contents of the tank N will be required; so that if the water has 14 deg. of temporary hardness, then 22|in. in depth of lime water must be run off into each of the tanks Q, S, and Y. In the first instance an excess of lime may be used, and the softened water tested by means of nitrate of silver in the following manner:—A solution of 1 oz. of nitrate of silver in a pint of twice distilled water should be obtained. Having let two or three drops of this solution fall on the bottom of a white tea cup, slowly add the softened water; then if there be any excess of lime, a yellow colour will show itself, and the quantity of lime water used must be reduced until only the faintest trace of colour is perceptible.

Mb. Arthur J. Maginnis, M.I.N.A., read a paper on this subject before the Liverpool Engineering Society on Wednesday week.

The writer’s attention has recently been drawn to the subject by severe and costly experience in both time and money by the want of crane power for various work about steamers, which, though trifling in itself, became formidable owing to the great danger to life and limb, and the enormous cost of rigging temporary gear. To those who are accustomed to use crane-power, as provided on dock quays, &c., it is generally noticed that they seem of such design, and to be so placed, as to more nearly satisfy the theoretical jdeas pf the

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the fixed crane, it

matter what may be the nature of the lifts required, whether as cargo, overhauling, or replacing. Another feature in favour of the floating crane is that no valuable quay space is permanently occupied by them, and they are available at any berth in the

docks.

Turning now to the disadvantages of floating cranes, it may be asked: What are they? Up to the present, few, if any, have been found for the actual work required of them. But it cannot be denied that in docks with small water area, and those constructed with long narrow branches, where large steamers are berthed on both sides, having, perhaps, numerous barges alongside of them, the beam of these cranes may be found excessive; but if constructed to lift only moderate weights, say 40 tons and under, the beam may be kept within reasonable limits. Another disadvantage, it may be argued, is no doubt that of requiring a permanent staff as crew, and also, perhaps, the matter of first cost; but the former might be set against the numerous hands now required to look after and keep in repair the fixed cranes, and the latter would in few cases exceed that of the fixed system, unless the natural foundations are unexceptionally good.

For all general purposes, then, it may be taken that up to the present time the experience of those most interested for their own sakes in the development of crane power for dock estates is most decidedly in favour of floating systems having a maximum lifting power of about 40 tons, as all lifts required over and above that pass beyond those which occur when a steamer is in active service, and fully justify the expense of hauling to a fixed crane. As to the designs of these floating cranes or derricks, recent experience tends to show that those having movable outreach, that is, of increasing and decreasing radius, possess advantages over those with outreach of fixed radius, especially for the loading of large bersome pieces of machinery, through openings or hatches of limited size, as with the former the position of the fall may be removed transversely, without any alteration of the longitudinal position, so that if the ship be listed heavily to either sides, no guys need be used to guide the package into the third or fourth deck hatches below, as for each hatch the outreach can be adjusted so

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small tank N. This tank should then be filled with water to within yin. of the top, and the small air pump worked until the lime has become thoroughly mixed and diffused throughout the water, Care must be taken that previous to filling the tank the float O is raised up, as shown by the dotted lines in Fig. 3. After the lime has been thoroughly mixed it should be left for at least eight hours for the superabundant lime to subside, leaving, the supernatant fluid a perfectly clear saturated solution of lime. At the end of this time the float O should be lowered, so that it may float upon the lime water, and the three-way cock P should »feeHurned in such a position as to allow the contents of the tank N to run into the tank Q until the necessary quantity lias been pplied, the mode of determining, which is hereinafter descril >ed. The spindle L should then be turned into the position which allows the water from the source of supply to be discliarged.into the tank Q, the float It having first been raised into the position shown in Figs. 2 and 5. A second quantity of lime should now be added to the tank N, mixed with water, and after agitation, another eight hours allowed for the contents of both the tanks q and N to subside. At the end of this time the three-way cock P should be turned through a third of a circle, so as to discharge the lime water into the tank S ; and the spindle L should be turned in the contrary direction to the hands of a

a circle, so as to allow

FIG. 6

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ON CRANE POWER FOE DOCK ESTATES.

designers than the wants of those for whom they were supplied. Mr. Maginnis said then when it is considered that the punctual despatch of mail and other steamships is of necessity, the whole life of the present vast carrying trade of the. world, it. may not unreasonably be insisted upon by those responsible for this punctuality that every assistance be given them in keeping these immense vessels and their machinery in the best possible state of repair. None but those who have actually experienced it can picture the anxiety of replacing a heavy crank shaft, propeller, or some other such lift, on a dark, dirty, night, by means of untested gear, and masts or derricks of apparent strength, but with, perhaps, hidden weakness which may suddenly cause failure, and bring down the whole gear, dealing death and destruction on all sides and upsetting whole months of sailing schedules. Bearing all these matters in mind, it may be asked, what, then, are the chief things to be considered when arranging for crane power for a dock estate ? This question he hoped to lay clearly before them, from the user’s point of view. The first consideration is to find out what is the more special work for which the crane is required, whether for the use of marine engine builders to put in or renew the boilers and machinery of steamships, or for the loading and discharging of machinery or other heavy lift cargoes from vessels having little time in port. If required for the first purpose of putting engines and boilers, experience has proved that nothing can surpass the revolving crane on a fixed site, such as the justly famed hydraulic cranes of Sir William Armstrong’s design; but these may be rendered almost useless for their original purpose by their location, as, unless so placed as to have very extensive clear water space in front of and on both sides of it, prohibitive expense, is entailed on the shipowner or contractor by the constant, shifting about of large steamers without steam-power, and other innumerable causes known only to those engaged upon the construction, or overhauling of them. Another point to be looked to in connection with these cranes is that of providing great height and radial reach of jib, as the yet increasing size of steamers means great height of side and deckhouses, over which all internal machinery is compelled to pass. The great disadvantage of this style of that if not constantly engaged, they may occupy valuable quay space which might be turned to some lucrative purpose ; but this is unavoidable. For the next purposes of overhauling or replacing portions of machinery and that of general cargo work, the experi-of those who have had extensive knowledge of such work is that cranes on fixed sites are remnants of the past for seaports, where steamers are constantly arriving and departing with but from three to six days allowed them to unload and load, say, 5000 tons of freight and complete their coaling—no unusual occurrence now-a-days.

Under these circumstances will be seen the serious delay caused by the stoppage of all cargo work, if, for one moderate lift, a large steamer has to be hauled a distance of a mile or more—as at present existing in Liverpool—to some fixed crane. Apparently this seems a small matter, but when it is remembered that shallow dock sills, crowded docks, faulty ropes, dark nights, and a hundred other difficulties present themselves to the unfortunate overlookers who are responsible for the safe shifting of the ship, some idea of the unsuitableness of fixed cranes may be formed. But yet another consideration presents itself, namely, the costliness of the operation, for it will at once be seen that immediately the steamer hauls away, all cargo work must cease, also the coaling—an im-tant matter—and, as a rule, cannot be re-commenced until ^ she returns to her berth, thus causing a delay of at least one day, which unnecessary outlay in overtime, Sunday work, and.above. all detention, which, as an expense, is almost an unknown quantity. Another defect of fixed cranes which should commend itself strongly to owners and others is that sometimes a small defective or suspicious part of machinery is allowed to pass on account of the great inconvenience and delay necessary for rigging temporary gear, whereas had some handy method been at hand, no risk would have been run, and, perhaps, thousands of pounds been saved which were afterwards thrown away by the steamers breaking down at sea, and becoming liable to heavy salvage claims. As, then, it has been shown that to haul steamers to and from cranes is both absurd and expensive, it must of necessity follow that if the steamers won’t go to the crane, the crane must go to the steamer; and to right thinking minds, this seems the most reasonable. For dock estates, then, nothing is so serviceable as floating cranes possessing in themselves propelling power, their utility is almost unbounded, and the wonder is that such a useful machine has not been universally adopted.

To show the superiority of the floating over will be interesting to compare the manner of carrying on any ordinary work with the one and the other. Let us take, for instance, that it is a crank shaft which requires to be renewed in a large mail steamer, having about five days in port. Under the fixed system all cargo work must be stopped to allow the ship to be hauled under the crane. The old shaft is then lifted out, and the new one—which, if it comes from the interior of the country, will be on a railway truck, and will then more than likely require to be carted under the crane—is then placed on board, and the vessel again hauled back to her original berth, thus wasting a valuable portion of the but limited time. With a floating system, the crane would have been placed alongside the steamer, and the old shaft first lifted out, taken away by the crane itself, and deposited in any required place. It—the crane—would then proceed to the railway truck, which has been run down to any convenient spot on the dock rails within the reach of the crane, and pick up the new shaft, after which it goes alongside the steamer and delivers it on board. During all this time the loading or discharging of the cargo has not been interfered with, and besides, the total time for which crane hire has to be paid will not be more than a few hours, thereby enabling the crane to serve two or three steamers in the day.

In almost all other cases the same state of things applies, no

SSSa^S3^SSS3?Sf transverse position of the fall, it will be necessary to move it either forward or aft, a varying distance affected by the radius being small or large, and it, as is often the case, the package is a neat fit for the opening, this cannot be done, so that guys will have to be resorted to m order to clear the other deck openings.    ,,

The importance of this movable outreach was brought under tne writer's notice during the present year, when watching the operations being performed at different steamers, one case being with the movable and the other with the fixed outreach, with the result that the former enabled the work to he done more conveniently and in somewhat quicker time than the latter, and with fewer hands. At the time these lifts were being made the superiority of the floating over the fixed system was plainly visible, and the writer has no hesitation in saying that the time which would have been required under the fi*ed would have been more than three times that of the floating, and the cost for labour and other items almost five times as great.    ,    .

Leaving now the matter of crane power for wet or floating docks, another presents itself, namely, that, of ciane power for dry docks. This, it may be said, is a new feature of the case, but to those acquainted with the overhauling of steamships in dry dock it wil be acknowledged that its want has long been felt, although no claims for it may have been put forward, owing, no doubt to the fact that such a thing has not yet existed. Bearing in mind the importance of prompt despatch to sailing date noticed in the early part of this paper, it may be safely said that here again punctuality demands a most decided improvement over the what may be termed disgraceful system of the present time, for replacing stern frames, rudders, stern tubes, propeller shafts, propellers, and the other innumerable heavy repairs which can only be effected in dry dock.

To show how valuable the assistance of crane power would be at dry docks, it is only necessary to cite one case out of the many happening day after day. Some time ago a moderate sized steamer was placed in dry dock for periodic painting and survey, and most unexpectedly the propeller boss was found to be cracked. No other boss being available, it was decided to put on a solid four-bladed pro-peller, the steamer having to sail in a few days, on a date for which a large number of passengers and good freight had been obtained, so that the detention would have resulted in very serious loss to the owners. The anxiety of getting such an awkward massive weight—about 15 tons—lowered into a dry dock over 30ft. deep on a dark drizzling November night, with the temporary shear legs and gear creaking considerably, c*n be more easily imagined . can described, and yet these cases are occurring day after day. Now it is a broken rudder frame, another time a damaged stern frame, another a bad propeller shaft, and so on; each time requiring heavy temporary gear to be rigged, and of necessity causing the work oi lifting or lowering to be of the slowest possible description, the weight being almost always of the same awkward description. To meet such requirements, then, it is a very difficult matter to fix upon an arrangement of crane power for dry docks, especially as there is but little, if any, precedent to go upon. But it ought not to be beyond the power of those engaged in crane designing and manufacturing to produce something which would lessen the cost and risks now incurred. If it were possible within reasonable expense to design cranes capable of moving to any position on one side of the dock or docks, worked by either steam or hydraulic power, and lifting up to about thiity or thirty-five tons at a radius of 30ft., with a jib height of 40ft., such a crane would be of incalculable service on a dock estate. It would be useless to deny that this would be a ponderous and costly machine, but that something of- the kind must be produced a short time will show, owing to great demand for such, and it is sincerely to be hoped that some steps will be taken, before some terrible accident takes place, which will call world-wide attention to the matter. If advantage was taken of the great advances made of late years in the improvement of lifting power for heavy weights, and also in the other branches of engineering which may be justly styled its helpmates, what an improvement might be made on the existing state of things.

Is it being too sanguine to hope that a day is near at hand when work, trifling in itself, but now-a-days causing enormous trouble, expense, and anxiety, will become simple and inexpensive, and that permission to use the crane power may be readily procured in the immediate neighbourhood, and thereby avoid the detention caused by far distant offices, formal application, instalments, and other offsprings of that unyielding tyrant “ red-tape.’

The author would for one moment conjure up a scene where the happy millennium of crane power exists so far as our pres ent knowledge extends. Let them suppose that it was the case already mentioned, that a solid propeller had to be lowered into a deep dry dock dark, dirty night. What would be the case? The improved dry dock crane would move into a convenient site, and on the arrival of the propeller would pick it up and lower it into the required position in from fifteen to thirty minutes. Then to light up the scene of operations. In the immediate neighbourhood is placed a neat, smart-looking wagon, after the pattern of a fire brigade machine, containing, in the form of either accumulator or dynamo, the germ of that valuable, over-rated, and under-praised pet of modern times, the electric light, carrying with it also numbers of strong, handy incandescent lamps and gear, which are then hung conveniently around, and so light up the whole scene, no matter how strong may be the wind or how heavy the rain. The electric lighting also applies to the fixed cranes on the floating docks, which are specially adapted for a splendid distribution of incandescent lamps, and the reception of dynamo or accumulator. . Then as to the floating cranes, to what use may they not be applied? as they possess in themselves all of the present much-needed wants. If it be a fire which breaks out, it steams over to the scene, and with the same engines which propel and work the lifting gear, powerful fire pumps are at once set to work, and the place illuminated with the numerous incandescent lamps which are required for its original purpose. Before concluding, it may be natural at a meeting of the Liverpool Engineering Society to turn to our own port, and see how it complies with the demands of the present day. It is to be regretted, however, that up to the present the same talented energy and enterprise which has designed and constructed a dock system second to none, has done but little towards attaining perfection in its crane power, no floating cranes whatever being in use, and but few really suitable fixed ones. True it is that in a place where advances are made by leaps and bounds, it is more than difficult to keep pace thoroughly with the times ; but the demands of commerce must be supplied, and already the subject is being forced upon the dock authorities, not only of Liverpool, but also of the other great seaports of the world. It would be well here to bring forward one small matter, which would confer a boon on those requiring the use of the Liverpool cranes, and that is that a diagram, with letters referring to radius and height of jib above the quay, should be printed upon the printed lists of maximum weights, position, &c., now published, and corresponding columns, inserted, so that the dimensions could be placed opposite to each In conclusion, it may be asked, have any improbable ideas or suggestions been put forward throughout the paper which the of the present day cannot fully conquer? Certainly the matter of first cost is large, and perhaps the suggestions thrown out go beyond anything that has yet been accomplished ; but to the initiated and the uninitiated a matter which may be figuratively said to be the whole life and soul of the great steamship trade of to-day cannot be left in abeyance for the sake of its first cost, or because of the uncertainty of a step ahead of that yet effected in the design of crane power for dock estates.

Naval Engineer Appointments.—The following appointments have been made at the Admiralty:—G. F. Graves, engineer, to the Lord Warden; J. C. Thompson, engineer, to the Warrior; William , Hair, engineer, to the Hercules; W. A. D. Whormby, assistant engineer, to the Pembroke, additional, for service in the Orontes; and Frederick S, Turner, chief engineer, to the Tourmaline, vice.

BLOWING ENGINES FOB, THE SOCIETE ANONYME DE ST. NAZAIBE.

MESSRS. W. AND J. GALLOWAY AND SONS, MANCHESTER, ENGINEERS, (For description see page 366.)

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and he took away some of the material unexploded and kept it. Guy Fawkes himself would not have offended against the Orders, for he stored powder only beneath the House.

To deal seriously, however, with the Orders, we believe that they are likely to damage the sale of dynamite and gun-cotton compounds. The annoyance of having to consider regulations and obtain a certificate is likely to deter anyone who has not committed himself to the use of such compounds from adopting them. We think it would be less mischievous if it included powder, because the difficulty would be more likely to be faced and overcome. A man would not be lightly disappointed of his shooting, for example, but he might easily be prevented from trying Schultze’s powder instead of ordinary powder by the thought of there being some question of a certificate which he had not mastered. Lastly, as we have said, we do not see that the object in view is likely to be attained by the Orders in question. On the other hand, however, we do not anticipate the trouble suggested by Mr. Cuthbert in the actual use of dynamite. It is not a very difficult matter to arrange that miners should return any dynamite left on their hands into a store. This is actually done, we believe, in most parts of the Cleveland district. It is certainly a desirable thing if it can be done. It would be safer and better for the homes and families of the miners, though we cannot see that the Home-office or Times office would be thereby rendered much more secure. There may be some objection on the score that manufacturers are made unnecessarily dependent on the police. Still, we think a few directions might put all this right, and we should advise mining companies to endeavour to meet these Orders in as reasonable a way as possible. If they really read them in the extraordinary sense adopted by Mr. Cuthbert, let the question be raised. We wish that the trade aspect of the matter had no more difficulty.

Now to come to the two Memoranda issued from the Home-office on April 18th. One of these is a circular, intended, apparently, for chief-constables. It is distinctly a caution against criminals, and,in our opinion,a valuable one. It warns all the vendors of explosives to keep their eyes open, and to warn the police of any doubtful purchases which are made. Further it gives a list of the ingredients employed in manufacturing explosives, and urges the same caution with respect to them. This, then, bears strictly on the point we have suggested. It deals with the case of conspirators who may purchase or manufacture explosives, and seems in all respects good as far as it goes. Lastly is a pressing Memorandum, issued, we presume, to magazines and factories throughout the kingdom. This we may say at once completely baffles us ; either it is a most harmless or else a most objectionable document. It directs that all factories and magazines “ should be under constant and effective supervision,” and “ thoroughly effective protection ” to prevent unauthorised persons entering them. Now this may be read two ways. It maybe taken to mean that when doors are open and work is going on, effectual supervision is necessary, and when closed the doors must be of a character to afford effective protection, for “ supervision ” seems hardly the term to apply to the care of explosives in a state of repose. This, we believe, is the way in which the Memorandum has been taken. Nevertheless it must be admitted that there is an ugly look about it. It is marked “ pressing,” and at the risk of being thought extravagant we suggest the outrageous conclusion that this is actually intended as special direction that one or more men should watch night and day. When it is remembered that magazines are by choice in isolated places, the expense and trouble involved by such an Order becomes fully apparent. It means that thousands of men are to be unprofitably employed throughout the kingdom, for this applies to powder as well as to gun-cotton and nitro-glycerine compounds. It amounts to the establishment of a sort of police force for the interior of magazines,

“ Billies ” as they will doubtless be called. Such a question ought to be raised and disposed of as soon as possible, indeed it must soon come up.

We may conclude by hoping that better counsels may ultimately prevail than appear at present to be in force. In reading up the recent literature on the subject, we have come upon an article in the Fortnightly for this month by Colonel Majendie himself, the Chief Inspector of Explosives, on nitro-glycerine and dynamite. He concludes in these words:—“It may be assumed that the object of those who try to blow up Government offices, and commit similar outrages, is to produce a general feeling of national malaise. This could hardly be more successfully accomplished than by throwing a score of important trades into confusion, and placing an equal number of industries in can pretend to say that the explosive employed at the fetters. This point is one to which it may not be out of Home-office acted badly or treacherously. It was its place at the present time to direct particular attention.” employers who so acted. No doubt the certificate is    -    - -

intended to bear on the users of explosives; but surely if so, it should equally apply to gunpowder, for quite as much mischief may be effected by powder. No doubt a larger quantity is required; but the effect is then greater, for it is less local. In the Clerkenwell explosion gunpowder was employed. We doubt, however, if the Orders in question will have any effect in preventing such evils as we have lately encountered.

Is it supposed that the perpetrators of the late outrage would have applied for licences and been refused, and if so, would they have been debarred from making their attempt? We are at present only dealing with the Orders in Council, not the Memoranda, and in them we see nothing that would bear beneficially upon the case. Indeed, it does not appear that there is any attempt to deal with the immediate and direct employment of explosives, but rather with the keeping of them. The case of a man purchasing an explosive and immediately using it does not appear to be contemplated. It is the danger of keeping rather than that of using it that is dwelt on. It appears to us that the attacking party at the Home-office was not liable under these Orders if he purchased his nitro-glycerine and used it at once, unless, indeed, his heart failed him

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FOREIGN AGENTS FOR THE SALE OF THE ENGINEER.

PARIS.—Madame Boyveau, Rue de la Banque.

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

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

LEIPSIC.—A. Twietmeyer, Bookseller.

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

TO CORRESPONDENTS.

%* In order to avoid trouble and confusion, we find it necessary to inform correspondents that letters of inquiry addressed 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.

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taining 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.

A. W.—Address, 160, Fleet-street, London, E C.

R. D. (Glasgow).—There is no book on the working of condensers fitted to sailing ships.

As Engineering Student.—There is no limit to the speed at which a wheel may be made to revolve so long as the centrifugal force is not great enough to break it. The greatest number of revolutions ever made, so Jar as we are aware, is 20,000 per minute—the speed at which small drills are run in rotary gill drilling machinery. We have seen a wheel about 7in. diameter driven by a jet of steam at 9000 revolutions.

E. A. G, (Melbourne).— The testing of pressure gauges is a very simple matter. A length of half inch wrought iron piping is provided, on which at intervals are fixed teats, on which half a dozen gauges to be tested secured. The pipe is supported in a horizontal position in a frame. To one end is united a small force pump worked by hand, at the other end is fixed a large standard gauge. By working the pump, pressure is put on, and the observer can then compare the gauges to be tested with the standard gauge. In some cases a column of mercury is substituted for the standard gauge. For high-pressures, however, its use is inconvenient, because of the great length required. Thus, for 150lb., it would have to be more than 300in., or 25ft. high. Safety valves can be tested in the same way, but they never are tested, calculation giving the proportions near enough. They are compared when in action with the pressure gauge on the boiler, and the weight or spring is adjusted, accordingly.

RIVET MAKING MACHINES.

(To the Editor of The Engineer.)

Sir,—Can any of your readers give me the names of some first-class rivet machine makers?    Rivet

Lincoln, May 16th.

(To the Editor of The Engineer.)

Sir,—Can any reader give the name and address of any manufacturers of wheel cutting machines ?    j. s. and Co.

Manchester, May 11th.

BENT TUBES.

(To the Editor of The Engineer.)

Sir,—Can any of your numerous readers tell me where I can get bent tubes ? I want, say, a 2in. tube bent double as close together as possible, from 1ft. to 2ft. long. I can get them now with a 2£in. space between, but want them closer.    Enquirer

Ashton-under-Lyne, May 15th.

LIVET’S boiler setting.

(To the Editor of The Engineer.)

Sir,—Allow me to make a correction in my letter you have been kind enough to print in your issue of yesterday, maximum evaporative power should be stated thus

(0 ₊ 4*(H-»))

In the illustrative anti-climax which I desired to establish in mentioning the rate of combustion in Cornish boilers, the quantity should have been stated as 4 lb. of coal per square foot of grate per hour, not 14 lb. Prjntef    ,    D. K. Clark.

London, May 12th.

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

MEETINGS NEXT WEEK.

Th* Institution of Civil Engineers.—Tuesday. May 22nd, at 8 p m • Papers to be read with a view to discussion. (1) “Account of the Edinburgh Waterworks.” by Mr. Alexr. Leslie, M. Inst C.E. (2) “The Waterworks of Port Elizabeth, South Africa,” by Mr. John George Gamble. M. Inst. C.E. (3) “The Water Supply of Peterborough,” by Mr. John Addy, M. Inst. C.E.

Cleveland Institution of Engineers.—Monday, May 21st, at7.30p.m.: (1) List of elections since last meeting. (2) Paper “ On the Exhaust Injector: its Application at Ironworks and Collieries,” by Mr. A. Slater Savill, Manchester. (3) Discussion on the above.

Society of Telegraph Engineers and Electricians.—Thursday, May 24th, at 8 p.m.: “On the Cause nf Magnetism,” illustrated by experiments, by Professor D. E. Hughes, F.R.S., Vice-President.

THE ENGINEER.

may 18, 1883.

THE NEW ORDERS. IN COUNCIL ON EXPLOSIVES.

The Orders recently issued from the Home-office on the subject of explosives have given rise to a sharp correspondence. Important interests are certainly threatened. A good deal, of course, depends on the interpretation and working of those Orders. We are not, therefore, able to give a mature opinion on the matter ; nevertheless, there is enough in them to call for serious consideration, and for judicious action. Protests couched in unmeasured words, or based upon careless or far-fetched conclusions, are, we fear, likely to do harm. If our view of these Orders and the Memoranda issued in connection with them be correct, there is, too, a strong case to put forward on behalf of those concerned. Public sympathy is likely at first to be on the side of the Home-office. At the first blush it may well seem that the recent outrages have called for special legislation; that public safety must at all cost be secured, and that efforts to this desirable end ought not to be in any way thwarted for the sake of a special branch of industry; in fact that the country is not to be trifled with, and will cordially support any honest efforts made by the Home Secretary without splitting straws as to the necessity of each provision in an Order in Council. We warn those whose interests we are about to consider that this is likely to be the popular view of the question, and that this being so, special care is needed to make good their by sound and temperate reasoning ; and we may add, the task will not be found difficult.

The view we suggest on the part of the public is really not strongly pronounced. We are not aware of anything like a popular demand for legislation. We have not, for example, read of any petitions being presented, nor do we think any questions asked in the House justify us in supposing that the view we suggest as a likely one is at all strong. It is, at all events, passive in its character. The initiative has apparently been taken at the Home-office by Sir William Harcourt, or, it may be supposed, by his advisers. We think, however, that we can show that the public have evidence before them that we are indebted to Sir William himself for this solicitude for our safety. We do not consider, then, that the object is to allay a public panic so much as to deal with an actual danger appreciated by the Home Secretary. Let us, then, next see what is the danger against which we have to guard. Has it arisen from the fair use in industrial work of compounds of a dangerous character ? or is it due to actual conspiracy ? Of course the remedy in the former would be a more rigid control of the industrial work in question. It might, in fact, be necessary to enforce caution on well-intentioned but ignorant or careless men. This would be of the nature of commercial legislation. On the other hand, if the evil is that of a conspiracy, our quarrel is not with the material, but with the men who use it, and the remedy is criminal legislation. We need not point out that the latter is the case before us. We have then not so much to guard against the behaviour of explosives of any special kind, as of men in whose hands explosives must not come if we can prevent it. The provisions drawn up should then meet this end. Let us come to them. They consist, as far as we understand, of three Orders in Council and two Memoranda.

The Orders in Council are all under the Explosives Act of 1875. This Act was drawn up in two distinct parts. The first part relates to gunpowder, and, as might be expected, is of a fixed and definite character. The second part relates to mixed explosives, including all the pounds of nitro-glycerine, the gun-cotton family, and, in fact, all explosive compounds allowed to be made except powder. This family is an increasing and growing one ; and as Part II. was purposely drawn up, as might be expected, to allow of modification—see Clause 83—it would be well for anyone who questions the legal right to issue the recent Orders in Council to study it carefully. Three Orders came out on April 20th numbered No. 6 (a), No. 7 (a), and No. 12 (to replace No. 8). Without going into detail, the main points of them are that a police certificate must be obtained as to the fitness of any person to enable him to keep a “store,” “registered premises,” for mixed explosives, or any quantity of explosive, however small, for private use—always excepting powder. These three cases respectively being dealt with by the orders quoted, also no explosive of the No. 5 Fulminate class is to be kept at all. Further, the last order which has been specially objected to, limits the quantity of explosive kept by any private individual to 10 lb. Leaving the Memoranda to be discussed presently, will consider these Orders in Council They appear to be open to grave objection. First, the whole tone is very injurious to the branch of manufacture they deal with. They are both of an alarmist tone and partial in their bearing. They cast a stigma on dynamite and its kin, and by omitting to touch powder they give the latter an undue advantage in trade. This would be fair enough had dynamite proved untrustworthy ; but this is not the case. No

Every word of this we endorse. Making all allowances for time occupied in correction of press, &c., this cannot have been written much before the promulgation of the Orders and Memoranda. Surely those who raise this question with the Home-office must feel that at all events a sound view of the case would have some sympathy from the professional advisers of the Home Secretary. Let us trust that the question may be left to them to shape and interpret finally.

THE CHANNEL TUNNEL.

As the inquiry into the merits of the Channel Tunnel progresses before the joint committee, it becomes more and more evident that Sir Edward Watkin has really no definite complete scheme to advocate. We have repeatedly pointed out that the only idea put forward was that a tunnel should be made, and no doubt this would be quite enough to induce certain classes of capitalists, or quasi-capitalists, to invest money in Channel Tunnel Railway shares; but we need hardly point out that however satisfactory imperfect and crude schemes may be to the innocents who desire to get 10 or 12 per cent, for their money, they are not equally satisfactory to those who know that every railway scheme must be a complete whole. A

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In going through the courts of the Exhibition, the most prominent lesson taught is that it is still possible to carry on a great industry almost entirely without the aid of machinery. It is estimated that over 200,000 souls directly employed in the fishing trade of Great Britain. If we add those who follow the same avocation in other countries we shall not, we think, he far wrong if we say that 500,000 souls live by catching fish. The capital invested in boats, sails, nets, and the various implements used must be enormous, though its amount is difficult of estimation. But as

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railway is, in truth, only a part of a great system; and the rolling stock, mode of haulage, stations, signals, and a host of other things must be definitely described, or their nature clearly indicated, before Parliament will give its consent to the construction of even the smallest local line, to say nothing of a great undertaking such as the Channel Tunnel. Up to the present moment Sir Edward Watkin has not been able to bring up any witnesses who gave his scheme an intelligent support based on definite and sufficient arrangements for working the tunnel if it were made ; while, on the other hand, even those witnesses who advocate the construction of the tunnel cannot agree among themselves as to the mode of ventilation to be adopted, and the method of traction to be employed. Sir John Hawkshaw has a definite scheme, the nature of which we have already indicated, but Sir Edward Watkin has not ; and it is no secret that Sir John separated himself from Sir Edward long since, and advocates a totally different tunnel. Sir John would haul his trains by ordinary locomotives, and provide for ventilation by subsidiary tunnels or culverts in a way already fully described and illustrated in our impression for September 29th, 1882. We have here something tangible to act upon ; and although we cannot go so far as to" admit that Mr. Clarke Hawkshaw is right in all his deductions and elusions, still, as we have already said, it would be extremely difficult to prove conclusively that the tunnel could not be worked and efficiently ventilated in the way he has proposed. But nothing like this can be said of Sir Edward Watkin’s scheme. His fixed idea seems to be that if f he tunnel is made it can be worked somehow ; but of course this, as we have explained, will not satisfy Parliament at all, and can hardly satisfy the joint committee even to a limited extent.

It will be remembered that Sir Edward wants to run 250 trains per day each way through the tunnel. Nothing short of this will satisfy his aspirations for international communication. On Tuesday week Colonel Yolland, of the Board of Trade, was examined. In his view passenger trains ought not to be allowed to exceed forty miles hour in the tunnel and goods trains half that velocity. At least six hours out of the twenty-four would be required to keep the line in order, and for twelve or fourteen hours passenger trains might be run at the rate of one per hour. Cor the rest of the time the tunnel should be devoted to goods traffic. Thus, in the opinion of a responsible officer of the Board of Trade, the total number of trains to be run would be about one-tenth of that proposed by Sir Edward Watkin. Another question has cropped up of considerable importance. A strong feeling is become manifest among the witnesses that an accident in a single tunnel would be a very dreadful thing; and it is now almost certain that if the construction of a tunnel is sanctioned at all, it must be a double tunnel. Colonel Yolland, speaking on this point, said that he would prefer two distinct single line tunnels to one double line tunnel. The latter would offer facility for efficient ■ventilation; but the former was indispensable, in his opinion, to avoid accidents, which in a tunnel would be very serious indeed. If one train broke down, it might ■obstruct the second l ine of rails, and no one could calculate the consequences. We need hardly stop to point out that the doubling of the tunnel would add enormously to its first cost. It might indeed under certain circumstances quite double the capital necessary. As to the ventilation, Colonel Yolland gave anything but encouraging evidence. The tunnel would be a very great length of line to ventilate, and if it was to be worked by ordinary locomotives, he did not know how it was to be done. In the Ledbury tunnel, which was only three-quarters of a mile, the air was so bad that the drivers had to lie down sometimes. Being on a level the tunnel would be more difficult to ventilate. The St. Gothard, which was only one-half the length of the Channel Tunnel, had one end much higher than the other, so a natural current of air was set up.

It is well known that Colonel Beaumont, RE., is a staunch advocate of the tunnel, and is the inventor of the machinery used to bore it; but he is quite hopeless on the subject of ventilating it. If ordinary locomotives used the difficulties in the way of ventilation would be insuperable. Colonel Beaumont gets over the difficulty in his own way by preferring to use compressed air locomotives, of which he is the inventor and patentee; but he seems to lack the confidence of most inventors because he holds that the inclines of 1 in 80 at each end vvould perhaps have to be worked with ropes and fixed engines, unless he could stop the trains midway in the tunnel to replenish the air reservoirs. No doubt a compressed air engine after running 20 miles would have very little power left to get up an incline. Assuming a velocity of 40 miles an hour, his locomotives would have to exert continuously for half an hour at least 350-horse power indicated. The weight of the containing vessels can be no trifle. It remains, however, to be seen if it. would be possible to work an engine of this kind continuously for half an hour without providing m'eans for heating the air either on the Mekarski or some other system; and if a furnace is once introduced in the locomotive, all the difficulties of ventilation return. Mr. Tylden-Wright, at a meeting of the North of England Institute of Mining and Mechanical Engineers last year, read a paper in which he explained the suitability of the Beaumont engines for working the Channel Tunnel. Mr. Tylden-Wright contemplates the use of these engines both for the operations in making the tunnel, and to drive trains through when completed. He claims for the system that it supplies its own ventilation. But in order to prevent the cooling of the air on expanding, he proposes the use of a slow combustion furnace. He quotes experiments, which show that ]. lb. of coal per horse-power per hour must be consumed in this way, or about one-third as much as an ordinary locomotive would use. Now, lib. of coal developes 311, cubic feet of carbonic acid gas, so that for each horse-power Jj ’j cubic feet of carbonic acid gas would be given off per hour, Mr. Wyjght states that for fWffi horse-power    engine giv^ off 739 pubic feet of air at atmospheric pressure, which he thinks ought to render the 314ft. of carbonic acid gas innocuous; but really the engine is giving off air vitiated to the extent of 426 parts of deleterious gas to every 10,000 of pure air. When Mr. Tylden-Wright proposes to vitiate the atmosphere with air contaminated with 426 parts of gas, it is evident that the proposed system is so far impracticable. In March, 1881, Colonel Beaumont read a paper before the Society of Arts, in which he gave particulars of the results he had obtained experimentally, which are not very satisfactory. With a pressure of 1000 lb. on the square inch at starting, about 50 cubic feet per mile of air at atmospheric pressure are required to propel 12 tons on a tramway at six miles an hour. The resistance of a tram road is much greater than that of a railway, but at six miles an hour it would not be more than one-half that of a train in the Channel tunnel running at forty miles an flour. Such a train with its engine could not weigh less than 120 tons, and to propel it, it will be easily seen, would require 1000 cubic feet of free air per mile, or for twenty miles 20,000 cubic feet, which condensed sixty-seven times would fill a space of 300 cubic feet, and would require a cylindrical vessel 20ft. long by 4ft. 5in. in diameter to hold it. Of course a number of small tubes would be used instead of one large one. We do not assert that the tunnel cannot be worked with compressed air engines, but we do assert that no sufficient or satisfactory method of constructing and working the requisite engines has been put before the world. The idea involved in the Mekarski engine seems to be the best; but the discharge of vapour in the tunnel is to be deprecated. Yet the use of hot water to keep the temperature of the air up has much to recommend it, but it is not essential that the air should pass directly through the water.

Mr. Forbes, chairman of the London, Chatham, and Dover Bailway, gave evidence in favour of the tunnel. He confined himself, however, to pure questions of traffic and statistics of quantities of goods and rates. But these are all beside the mark. The true question is, how is the tunnel, if made, to be worked 1 All else is for the moment a matter of secondary consideration ; and it is on this very question, as we have pointed out, that no conclusive evidence of any kind has been up to the present forthcoming from Sir Edward Watkin.

THE FISHERIES EXHIBITION.

The International Fisheries Exhibition was opened with due pomp and ceremony on Saturday, and to the surprise of those who had seen the buildings and grounds two or three days before, the Exhibition was practically complete in all its details. A good deal remains to be done in the way of laying out plots and making good the paths; hut under the roof which nearly covers the whole of the Horticultural Gardens, little remains to be perfected. The electric lighting department is the most backward, and Messrs. Davey Paxman, and Co. will have to work hard to get all their engines ready to work by the 1st of J une. This is not their fault. On the opening day one engine was at work, driving a Siemen’s dynamo, which supplies a current to a considerable number of Swan lamps in the Prince of Wales Pavilion. These lamps, we may add, are of a new pattern, used publicly for the first time on the opening day, and appear to be a great improvement on anything yet made. As bearing on what we "wrote last week concerning the value of high resistance in incandescent lamps, we may state that the new Swan lamps are 20-candle- power, and have the great resistance of 95 volts, requiring a current of ’6 amperes. If such lamps come into extensive use it is evident that the Board of Trade rule anent 200 volts as a maximum will have to be modified.

we proceed through court after court, the same fact presents itself at every turn. Machinery is hardly used at all in the catching or curing of fish. It is true that machines have been used for making nets; but the quantity of net so made is still very small indeed as compared with that of the nets made by hand. Again, machinery has scarcely, if at all, found its way into the boat-builders yard;*the adze, the saw, and the auger being wholly relied upon for the construction of the stout little craft which brave the most tempestuous seas on our coasts. It is true that sailcloth is woven in power-looms, and that steam roperies exist; but large quantities of rope are still made by hand. Almost the only application of machinery to fishing consists in the use of small steam engines for hauling-in trawl nets. Of these several are exhibited. The visitor who expects that he will find at South Kensington examples of machinery intended for various purposes apparently sufficiently obvious will be disappointed. For example, the only wood-working machinery which we have yet found, specially applicable to the industry, is that exhibited by Messrs. Alan Bansome and Co.for making herring barrels, and such like. The exhibition is, however, by no means devoid of examples of ingenuity and skill. The rude coracles of the West of Ireland made of hide stretched over a framework of osier may be compared with the kyack of the Greenlander, and it will be seen that in each case a satisfactory result has been obtained with apparently the most inadequate means. It is not to be supposed that every West of Ireland or Greenland fisherman who makes a boat is blessed with great ingenuity; he copies. But nevertheless the boat, as a whole is the result of ingenuity of no mean type; and we would urge upon our younger readers especially the importance of very carefully studying the apparently rude exhibits of symi-qiyjlised nations, ^hey may rest assured that there

is a reason for everything that they will see, and it is worth while to find out wffiat that reason is. Why, for example, does the Esquimaux use a species of canoe, into which he is fitted water-tight by a kind of deep belt, while the Galway fisherman uses an open boat nearly as broad as it islong 1 Both proceed to sea as much as six or seven miles. The difference between the two crafts is not the result of caprice, nor of the differences between the materials of construction available; its cause is to be sought in the difference between the two methods of fishing adopted, and this again is a consequence of the habits of the prey sought. Nothing can be more instructive for young engineers than a careful study of such things, as they will find in the Exhibition. Sailors are proverbially ‘’handy” and ingenious men ; and it will be seen on careful examination that there is hardly a detail of a boat which is not intended to satisfy a special demand in a peculiar way ; and the methods by which results have been obtained, sometimes directly, sometimes indirectly, are always suggestive, and can seldom fail to prove useful by developing faculties of all others the most useful to an engineer in a new country.

The Exhibition will prove very attractive to all who are interested in small sailing craft, for these are represented ’by full-sized boats, models, and drawings, in large numbers. A special department has been set aside for lifeboats, concerning which we shall have more to say at the proper time. We have already illustrated the building and described its general arrangement very fully, and last week we published a plan of the arrangement of the machinery which will be used in the production of the electric light. For the present we content ourselves with expressing the hope that the Exhibition will be as popular and successful as it -deserves to be. It does not contain much that intimately concerns engineers, but we shall not suffer to pass undescribed or unnoticed anything which appears to us to deserve a place in our columns ; and we venture to think that our readers will find that there may be more to interest them in a fishery exhibition than would appear at first sig-ht.

THE NEW EXPERIMENTAL FIELD GUNS.

The two breech-loading field guns recently brought to the notice of H.R.H. the Duke of Cambridge are shortly to be sent to Dartmoor for trial under conditions as nearly as possible approaching those of service. Both guns and carriages are remarkable. The light field gun, which is intended for botli horse artillery and field batteries, weighs 7 cwt.; it fires a 12 lb. projectile from a 3in. bore, 27^- calibres long, rifled with ten grooves. The heavier gun, which replaces the old 16-pounder muzzle-loader, fires a 22 1b. projectile from a 3’5in. bore 28 calibres in length. The power of this gun is enormously beyond that of its predecessor. The old 16-pounder muzzle-loader had an initial velocity of 1355ft. Its projectile weighed 16 lb. 1t oz. This gave nearly 205 foot-tons muzzle energy. The new 22-pounder gun fires its projectile with a velocity of 1750ft. The energy is, therefore, 467 foot-tons—that is to say, that this heavy field battery gun, while no greater in weight than our old one, fires a projectile with more than double the stored-up work. In fact, this gun might be fired at the earlier made armour-plated ships if necessary, for its power of perforation is about 7in. of wrought iron. The lighter gun, that is the 12-pounder, has an initial velocity of 1725ft. The gun being capable of performing this work, we naturally are brought to consider the question of the carriage. This is a modified form of Albini carriage, with a powerful brake. The action of the buffer employed in the Albini construction is rather calculated to save the carriage from fracture than to diminish its recoil. The latter unchecked is naturally enormous, a slow- burning charge and other causes all favouring this. Without any brake the recoil of one gun fired before the Duke was about 50ft. The action of the brake brought this down to 10ft. Some experimental corrugated steel ammunition boxes are also to be tried at Dartmoor, with the ammunition in trays which draw out. The steel boxes are not, we think, likely to do well, unless certain obvious objections can be got over. Difficulty of repair may be met of course by the fact that an ammunition box may be exchanged very easily. The noise we think must be intolerable. However, Dartmoor is the very place to try all these matters practically. It is very important that the question of our field guns should be decided without further delay. We have a certain number of 13-pounder guns in use, but most of our field batteries still have the old 9-pounder and 16-pounder muzzle-loading guns. These feeble and ridiculous pieces were, always discreditable. To keep them longer than necessary would be a disgrace. We may add, by the way, that in these new field guns, and in all future breech-loaders, the steel cup obturator is replaced by Dubange’s “ asbestos pad.” On this system a mushroom head has behind it on a spindle an annular pad, formed of asbestos chopped up small and brought into shape by hydraulic pressure. This is held between two tin plates with copper washers next to the asbestos. The obturation is wonderfully perfect. It is only necessary at considerable intervals of time to moisten or change the pad.

SUBSIDENCE AT A NEW TIDAL DOCK.

A large portion of the new tidal dock which Messrs. Denny and Bros, have had constructed in the extended portion of their shipyard at Dumbarton, and which is all but completed, suddenly gave way on Saturday, the 12th inst., the subsidence seriously imperilling the lives of about thirty workmen. The new dock is 900ft. long on the western side and 590ft. on the east, the width being 200ft. The sheet piling forming the inner bounds of the basin consisted of 9in. square piles driven to a depth of ‘25ft. below the pitched slopes of the dock. On the outer side of the sheet piling, along the head, a belt 12in. square was bolted through the piles, and at distances of 6ft. there were tie-rods, connected with stay piles driven in at a distance of 44ft. back from the sheet piling. The designed depth of the dock was to be 13ft. below the head of the sheet piling, thus leaving about 12ft. of the piles underground. The operations of dredging the dock to the requir* d depths had, with the exception of about 20ft. close to the piling, been accomplished, the work being taken by one of the powerful dredgers belonging to the Clyde Trustees. On Saturday, the 12tli inst., without any previous warnings, a length of 200ft. or more of the western side of the dock quietly subsided and slipped into the tidal basin, the tide at the time being low. The substantial stone pitching which formed the upper works of the dock, together with the packing, for a distance of about 150ft., also gave way. The subsidence extended back from the face of the dock at some places about 90ft., and. the whqlj* quantity of material moved must be very.

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say

some of them

ence to caustic soda and chlorate of potash, and he to suggest the application of caustic lime to prevent corrosion in the hulls of iron ships, which is now in somewhat extensive use. Even when years began to rest heavily upon him, he still exercised his faculty of invention; and his latest work was to elaborate, with the assistance of two chemists whom he employed in his private laboratory at Kelly, a process of extracting ammonia from sewage. His mind was directed towards this scheme by the great difficulties that have attended the proposals to purify the Clyde. His discoveries in this direction were patented quite recently—within a few weeks of his death.

Mr. Young was for. a considerable time chairman of the managers of Anderson’s College, and a manager till the last. About a dozen years ago he founded and endowed the Young chair of Technical Chemistry, in connection with the Ander-sonian at a cost of £10,500, and subsequently he erected in George-square, Glasgow, with the sanction of the Corporation, a bronze statue of his teacher, the Master of the Mint. He was also a warm friend to the late Dr. Livingstone, whose family he befriended during the year that explorer was lost in Central Africa ; and in a variety of ways he employed his great wealth for the public advantage. He was an LL.D. of St. Andrew’s University, and a Fellow of the Royal Society.

considerable. When the subsidence occurred thirty workmen were engaged in front of the part of wharf which yielded, preparing the way for the steam dredger so that it might operate close to the wharf, and had it not been for one of their number who observed the bank giving way, they would inevitably have lost their lives. As it was they had to escape without lifting their jackets. The dock was to have been completely finished in about two months, the contractor being Mr. James Young, St. Enoch-square, Glasgow. It now presents a wrecked appearance, and has been visited by numerous professional gentlemen as well as others. The dock was constructed from designs supplied by Mr. W. Copeland, engineer for the borough of Dumbarton. The causes of the unfortunate occurrence have not yet been properly assigned.

EMIGRATION OF ENGINEERS.

In a paper just issued by order of the House of Commons there is a series of tables relating to emigration and immigration. One of the tables gives the occupation, and from this it is evident that last year 584 persons described as engineers emigrated from the United Kingdom. Out of these there went to the United States 232 of British origin and six foreigners; to British North America, twenty-two of British origin went; to Australasia, 161 British and four foreigners went; and to all other parts, 145 British and fourteen foreigners went. Of mechanics there was the large number of 10,017 emigrants, 5726 only being British, so that it is probable that this large emigration of mechanics was contributed to in some degree by emigrants passing through the United Kingdom only. The number of engine drivers and stokers who left the United Kingdom last year is small—182 is the total. It is evident from the figures given that from the full labour market of the United Kingdom there is even in the professional classes a considerable emigration; that, in the first place, the United States is the chief home of those who thus leave the country, and that our colonies come next. It is to be expected that there should be that emigration from this country, and especially to the colonies that offer fields of employment in the future beyond that that can be looked for in a country that may be said in some degree to be developed as is this. But the limited emigration of engine drivers is one of the signs of the growing employment for these, with the increasing tendency to travel in the country.

LITERATURE.

Technologie der War me und des Wassers. By Professor Franz Schwackhofer. Vienna : G. P. Faesy. 1883.

This book, it appears, is an extract, printed separately, of a larger work by the author, on the “ Technology of Agricultural Chemistry.” It is fair to suppose that its separate issue is due to the fact that it was found to contain useful information of a more general character than the rest of the work, and thus to command a sale among a larger circle of readers ; and this idea is confirmed by a study of the work itself. It may be called a treatise on heat, fuel, and water, with special reference to the working of steam boilers. As such, it occupies a place which does not seem to be filled in English literature ; and as its treatment is brief, clear, and explicit, it seems probable that it would be worth while reproducing it in an English dress. A brief sketch of its contents will enable the reader to form his own judgment. The first chapter of the first part deals with the technology of heat. The author treats the subject rather as an engineer than a plagiarist. He assumes the leading principles of thermodynamics to be proved, lays down and developes the practical formulae to which they give rise, and gives values of the constants, &c., necessary for their application. The treatment is thus half way between the purely physical or mathematical treatises of Maxwell, Balfour Stewart, Clausius, &c., and the purely practical and tabular arrangement of such works as that of Box. We are inclined to think that this treatment meets the want of the modern engineer even better than either of the others, and that this part of the work might with advantage be expanded and enriched with actual examples. The second chapter deals with fuel, and in the same way assumes such elementary truths of chemistry as will enable the reader to follow the subject of combustion. The composition of various fuels, and the heating power of various gases, are considered, and then separate chapters are devoted to wood, peat, dry coal, bituminous coal, and anthracite coal. At the end three pages are given to liquid and gaseous fuels, a subject which might be treated much more fully, especially in view of the increasing consumption of petroleum, &c., in agricultural countries such as Russia. The third chapter deals with the question of firing ; it describes grates, flues, and chimneys, giving some useful formulae as to the latter, and then considers the useful effect obtained from furnaces, and the various sources of loss. Here, somewhat out of place, come directions as to the mode of conducting boiler trials, with three examples, fully worked out in practice. Chapter four takes up the sub ject of the boiler; describing briefly its construction, and the mode of testing its strength. The various forms of boiler are then passed in review, and here the English reader will find useful particulars as to the boilers with separate heaters, also on special types, such as the Ten Brink boiler, the Belleville boiler, &c. Sections on boiler fittings, boiler explosions, feed-water heaters, and steam pipes, elude the first part of the book.

The second parts deals with water, and commences with its physical properties, under the three forms of water, ice, and steam; together with a useful chapter on water as a solvent. In chapters two and three the composition of various natural waters is described, and the wayin which this modifies their applicability to various purposes. A section on drinking water seems rather out of keeping with the rest of the book, but is perhaps worth retaining with a view to completeness. The various methods of purifying water, whether by chemical or mechanical means, are carefully described; and lastly, a few words are devoted to water pipes. The last chapter deals with the production of cold—a subject which, though it may seem a paradox, is of course a real branch of the science of heat, and which, moreover, is growing into so much importance that a systematic sketch of it is very desirable. The two older methods of producing cold—by freezing mixtures and by evaporation of gases—are sketched, and some of the best known continental ice machines, as Carre’s and Pictet’s, are described in detail, Lastly, the modern system, by the expansion of compressed air, is touched upon, and the Windhausen machine is taken as an example. A page or two on natural ice, and on ice houses, conclude a very useful and instructive volume. It is rarely indeed that we of a German volume that its faults are those of omission; but in this case, while there is but little to retrench, there are several points on which some amplification would be an advantage, and in particular a work covering so much ground would be made more valuable if references were given to standard works treating more fully the various subjects which it passes under review.

Text-book of. Gunnery. Prepared for the Use of Cadets at the Royal Military Academy, Woolwich. Clowes, Charing-cross ; Harrison, Pall Mall. 1883.

This book takes the place of Colonel Sladen’s “ Principles of Gunnery,” which is out of print. The few years which have elapsed brought in so many new questions, that a new book was thought preferable to a revised edition of Colonel Sladen’s work. To those who desire as popular a work as Colonel Owen’s original volume, either of these late text-books must be a disappointment. This, like its immediate predecessor is condensed, and therefore a comparatively small volume, and as it deals briefly with the principles of all the chief artillery questions of the day, and handles them mathematically, it must in the nature of things be rather stiff reading to any amateur artilleryman. Anyone, however, who is not afraid of this will find the subjects disposed of in a thorough and satisfactory way, and will obtain a grasp of each. In fact this book is with regard to principles what some hand-books are as to working details, and therefore well fulfils its purpose as a text-book for cadets. The illustrations are we think well chosen and clear, woodcuts being abundant. The work is brought thoroughly up to date, and examples from recent wars are given in support of opinions. The following subjects are dealt with :—Internal Ballistics, General Comparison and Construction of Guns, Laying, Strains on Carriages, Atmospheric Effects, Rifling, Drift, Resistance of Air, Trajectories, Curved Eire, Accuracy of Eire, Penetration of Armour and Application of Armour to Land Defences, Instruments, Definitions, Units Employed, and various Tables. Any officer or engineer, then, as we have said, should find this work very valuable in getting up the principles connected with the artillery questions of the day, which are all ably dealt with.

The Gas Managers’ Handbook; consisting of Tables, Rules, and useful information for Gas Engineers, Managers, and others engaged in the Manufacture and Distribution of Coal Gas. By Thomas Newbigging, M.I.C.E. Third edition. London : W. King. 1883.    420 pp.

To be able to admit that a pocket-book on any special branch of engineering contains very little that would not be expected in it, is to say a good deal in its favour. This may be said of Mr. Newbigging’s handbook, except perhaps with respect to the space occupied with some rule-of-thumb matter about engines and boiler dimensions, and to the forty-four pages of advertisements at the end. On the other hand, the book appears to touch on every subject which can be dealt with in a vade mecum of a special kind. It is well got up, is illustrated, and has a complete index.

DR. YOUNG.

Last Sunday evening Dr. James Young died, at his residence at Kelly, at Wemyss Bay, on the Firth of Clyde. He had been in poor health since the beginning of the year, but a fatal result was not anticipated till within a short time of his death. Born at Glasgow, of poor but respectable parents, in 1811, James Young spent a considerable time as a working joiner along with his father. During these years a desire for self-improvement induced him to attend the evening classes at Anderson’s University. He was particularly desirous of acquiring a knowledge of chemistry ; and this he attained in the humble capacity of class-room assistant to Professor Graham, who afterwards occupied the chair of Chemistry at University College, London, and subsequently held the appointment of Master of the Mint. When Graham removed from the Andersonian to London, he engaged Young to accompany him. By this time the latter had attained considerable proficiency in his favourite study, and after spending some years in the metropolis, he was appointed manager of Muspratt’s Chemical Works at Newton, near Leicester. From this situation he removed in 1843 to Manchester, where he assumed the direction of the extensive chemical works of Messrs. Tennant and Co. At both places he found time to engage in experiments of an important nature, his mind being of a decidedly inventive turn. It was while he was at Manchester that Mr., now Dr. Lyon Playfair, who had been a fellow student with Young at Anderson's University, directed his attention to a petroleum spring in a coal mine at Alfreton, in Derbyshire, which was in the occupation of Mr. Oakes, a brother-in-law of Mr. Playfair. After an examination of this mine, and conducting a series of experiments with the oil it produced, Mr. Young was so impressed with its importance as a mercantile commodity that he abandoned his position at Manchester, and taking with him his assistant, Mr. Meldrum, he obtained a lease of the mine at Alfreton, and proceeded to treat the petroleum and prepare it for the market. He produced a thick oil for lubricating purposes and a lighter oil for burning, but just when the venture promised to be successful, the petroleum spring became exhausted. A man of less persevering disposition, and without Mr. Young’s scientific knowledge, must now have given up the project in despair. It was at this critical juncture that it occurred to Mr. Young that as the petroleum was undoubtedly springing naturally from coal, it ought to be possible to obtain it artificially by a process of distillation. Quite unknown to Mr. Young, paraffine had been actually discovered by Reichenbach as early as 1830. He described it as “a colourless crystalline solid, fusible by heat, volatile at a high temperature, and remarkable for its indifference to other substances.” It was from the tar of beechwood that Reichenbach obtained his solid paraffine, but it was, of course, produced from this substance in quantities far too small to be of any practical value. Liebig had written in 1843 that “ it would certainly be esteemed one of the greatest discoveries of the age if anyone could succeed in condensing coal gas into a white, dry, solid, odourless substance, portable and capable of being placed upon a candlestick and burned in a lamp.” But Young was working in quite another direction. He laboured for about, ttyrea years at hifc distillation process, and in the course of that time his attention was directed to the shale beds in the neighbourhood of Bathgate, between Edinburgh and Glasgow. He experimented on the shale with the assistance of Mr. Meldrum, and he succeeded so well that he patented the process of distilling paraffin oil. At the meeting of the British Association in Edinburgh in 1850, he explained his discovery to Mr. Binney, of Manchester, who was also a practical chemist; the result was that Young, Binney, and Meldrum formed a partnership for the manufacture of Young's paraffine oil. Large works were erected at Bathgate, and the oil was speedily thrown into the market at a very low price in comparison with the fish and vegetable oils then in use. Its quality as an illuminant was at the same time so greatly superior to any of the oils formerly available, and it produced quite a reformation in the conditions of life in country districts where gas was not available. The mineral oil industry extended with marvellous rapidity even during the time that Mr. Young’s patents lasted. The works at Bathgate grew to large dimensions, and others of still greater proportions were established at Addiewell, in the same district of the country. Several litigations involving a large expenditure of money took place both in this country and in America, instituted against parties infringing Young’s patent rights, and in all these he was successful. He had also patented his process in the United States, and in 1858 as many as twenty-three firms were making the oil in that country, In 1865 he obtained an extension of the American patent for another seven years, despite the opposition offered by native manufacturers, who had been paying him a royalty on their production. On the occasion of this extension being granted, Mr. John L. Hayes, Acting Commissioner of Patents for the United States, made the following important declaration :—“ The manufacture of coal oils in this country had their origin in Young’s discovery. The use of petroleum followed so directly and obviously from the use of coal oils that it can hardly be denied that the one originated from the other. Previously to Mr. Young’s discovery, petroleum, although the existence of numerous springs was well known, had little or no commercial value. The new demand for petroleum has daily led to unexpected discoveries of new sources of this substance, and the unexampled addition has been made to our national wealth of a product of an annual value of not less than fifty millions of dollars.” We make the above quotation to show that Young really deserves the credit, not merely of originating the manufacture of mineral oil in this country, but that his labours supplied the hints which led to the development of the oil wells of Pennsylvania and other parts of the United States. Mr. Young was also a large maker of solid paraffine, chiefly in the shape of candles, and at the International Exhibition of 1862 he showed, amongst other exhibits, a block of paraffine weighing half-a-ton. The patents in this country expired in 1861, and along with them the partnership between Young and Binney and Meldrum. Mr. Young took the business into his own hands, and subsequently disposed of it to Young’s Paraffine Light and Mineral Oil Company, he and his eldest son being large shareholders in the concern. Probably a score at least of other such companies, all apparently prosperous, and conspicuously so, are now engaged in the manufacture in Scotland alone. Besides his discoveries in connection with paraffine, Mr. Young produced important inventions with refer-

was the first

THE CALCUTTA INTERNATIONAL EXHIBITION.

The International Exhibition, to be held in Calcutta, in December next, is attracting a good deal of attention in India, and is looked upon with considerable interest in this country. Exhibitors from all parts of the world have promised to take part in the exhibition, and with the official support of the local governments and administrations, the Foreign Department, the Government of India Revenue and Agricultural Department, there appears every probability that this first display on a large scale in India will be a success in every respect. The plan of the buildings is illustrated on page 375. Most of the shedding has already been commenced, and 2500ft run of buildings will be in a forward state in a very short time. The Calcutta Englishman supplement, of the 4th ult., gave full particulars of a meeting of the executive committee, held on the 15th March, in the new Exhibition buildings, when the present state of the enterprise was fully explained by the Lieutenant-Governor of Bengal, the Hon. Augustus Rivers Thompson. Col. S. T. Trevor, R.E., is the Vice-president of the executive committee, and Mr. Jackson, secretary.

The Patent Bill.—Mr. Brown, M.P. for Wenlock, has given notice of amendments in the Patent Bill, abolishing the necessity of inserting formal “claims” in the provisional specification, the Examiner being only required to see that the claim in the complete specification is “ a fair working out of the invention described in the provisional specification.” The specification and drawings are not to be open to the public immediately upon acceptance by the Controller, as provided in Clause 10 of the Bill; and as no further amendment under this head is proposed, the exact period at which the contents of an application become public property seems to be left open to doubt. Patents are to last for seventeen years, the progressive stamp duties being £25 paid at the end of four years and £50 paid at the end of eight years from the original date of issue. He also proposes to insert words to make it clear that a patent may contain more than a single claim. As regards the rights of the Crown, the following new clause is moved:—“ A patent shall have to all intents the like effect as against her Majesty the Queen, her heirs and successors, as it has against a subject, but the Secretary of State of any Department may, with consent of the Treasury, use for the public service any patented article, or any patented manufacturing process, on such terms as may be agreed on with the owner of the patent, or, failing such agreement, the Treasury and the owner shall each appoint an arbitrator, and the arbitrators shall appoint an umpire in the event of disagreement, ami the terms so arrived at shall he binding on both parties,”

MACHINES FOR CONSTRUCTING CONTINUOUS CONCRETE PIPES.

The machine described below was invented in 1879 by Mr. E.

M. Hamilton and Mr. C. N.

Earl, of California, and is said to have been extensively used since in that State, chiefly in the construction of drain tile and sub-irrigation pipe. Improvements have since been made, and the machine is now constructed by the National Continuous Stone Conduit Company, of 62,

William-street, New York. We take our engravings from the American Sanitary Engineer.

They are designed for the construction, in the trench where they are to remain, of continuous artificial stone pipe, for drains, conduits, electric tubes, and other purposes for which underground pipes are used. Fig. 1 is a longitudinal vertical section of the single pipe machine, in which the principle of construction and method of operation are most clearly shown. The body of the apparatus consists of a hollow cylinder, the inner diameter of which is the same as that of the outer diameter of the pipe to be made. The upper half of the front part of the cylinder is cut away, and the end of the remaining semi-cylinder is turned up like a sled runner, and for the same purpose, for the whole machine slides along on the earth in the bottom of the trench as the construction proceeds, being propelled by the same power and motion used to form the pipe, and by its pressure and movement on the earth, preparing a bed in which the pipe is to rest. At a point in the solid front end, on the line of the axis of the cylinder, is attached a rod, which extends back beyond the centre, ! and has at its end a solid rubber cylinder, which is the core of the pipe to be formed, and hence of the same diameter as the inside of the pipe. In the top of

the hollow cylinder, and just in front of the core, an opening j the admission of water by drawing a trowel across the upper over which is fixed a feeding tube or hopper. In this is put part every 15in. or 20in., cutting nearly to the bottom of the the. Plastic material-cement mixed with sand id water in opening. Fig. 2 represents a similar machine, but capable of various proportions, according to the objects of the pipe—which making twelve tubes at once, all in the same piece of stone is forced back and made to fill the space between the core and Below the machine, on the left hand, is shown a cross section of the cylinder, by a piston called the “former,” which is worked the “former ” belonging to this style, and beside it two different by a lever, as shown. The same stroke which compresses the , patterns. These many-tube styles are designed specially for material into the mould carries the whole machine forward the electric underground wire carriers. It will be seen that everv same length that is added to the pipe, while the rubber core or different size and shape of pipe requires a separate machine •    •;°₁VV,er smo°ths the in8lde of the new section of pipe as it but that any size—wichin limit—thickness, or arrangement is

is withdrawn. In constructing dram tile, openings are made for | possible by making the formers and cores of the desired shapes

FIC. I

S o K*

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It i

FIG, 2

GOLDING’S SAND DISTRIBUTOR

trated by the accompanying engraving is the invention of Mr. T. E. Golding, Conduit-street, W., and has now been considerably tested in the West-end. It consists of

material required to repeat the experiments. The question of artificial flight was at that time a subordinate one, rarely occupying my thoughts, my whole effort being to account for the flight of birds which floated on motionless wings.

The results obtained approximated those of the society above referred to, when after having spent about six months of time the whole thing was brought to an abrupt termination by considerations of an a priori character, which should have been seen long before • for observations of the sailing birds taught that the character of moving air varies greatly. Sometimes the flow will be devoid of successive gusts and calms, while at others the whole body of the atmosphere is filled with flurries, eddies, and all sorts of whirls, making it hard for a soaring bird to navigate, and even impossible for it to do so. Now I have never been able to produce artificially a homogeneous current of air, and cannot imagine how the thing is to be done. In free air my effigies floated away serenely, and only at intervals exhibited restiveness; but in artificial currents any disposition of the surface that I could devise, if it were at all free, produced St. Vitus paroxysms, compared to which the performance of a jumping Jack was a dead calm. The agitation of the air by the fan on the pressure side, and the friction of the conductors, however gradual or funnel-shaped they might be made, on the exhaust side, completely destroyed that temperate flow essential to flight in the living bird, and absolutely demanded in any series of came into my hands after the construction of „ I ^P®Pme,nts int^ed to explain it. In this direction, then, I have successful sailing effigy, and the discoverv of » p-nod working not}¹.m= *° pve which has not been already given by others, exhypothesis for flight; and I at once determined to follow the due xfpting t le fact that artificially produced wind is not suitable for therein given, and provided myself with a steam engine and the has beeJS?⁶¹¹*⁸' B°f0re pr°Cee<Jing’ howeveG let? MB see what

LETTERS TO THE EDITOR.

Whereas infthe first experiment notecTabove the~direct and the vertical forces were

certainly

as

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Jr

taxfm

The sand distributor illus-

hoppershaped cart fitted with a ribbed barfel B on the axle of the road wheels, this barrel revolving at the bottom of the hopper and permitting the sand to fall slowly therefrom on to the revolving wirework distributing fan A beneath. This distributor is driven by a wheel and pinion shown, and prevents the sand from falling in lumps. The arrangement is very simple, and we are informed answers its purpose completely. A flap or shutter valve controlled by the lever at the back of the cart determines the quantity of sand which shall be used per yard forward, and the supply may be almost stopped by it. The barrel B is driven by a clutch controlled by the lever at the side of the cart, but the teeth are saw-tooth form, so that the barrel cannot be turned when the cart moves backward.

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

the problem of flight. page 7G °f the sixth annual report of the Aeronautical Society of Great Britain for 1871 may be found an account of experiments designed to test the action of moving air upon flat surfaces. The trials were conducted at Penn’s engineering works at Greenwich, and it is reasonable to infer that they were reliable. A plane surface, one foot square, was exposed to the action of a lonzontal blast of air at an inclination of 45 deg. to the direction of the current The force exerted upon the surface by the air was found to be 2 41b. m a direct or horizontal direction, and 2"4 lb. +n a vertical direction.. On decreasing the angle of inclination to 20 deg., that is, bringing the plane 25 deg. nearer level, the direct force was 0‘52 and the vertical 1'8, while at 15 deg. the direct was 0'53, and the vertical 1*5.

This account

equal, the surface would have'moved in the diagonal of a square had it been free to obey those forces, which is what might have been predicted before the experiment was tried. At an incline of 20 deg. its line of motion would have been the diagonal of a parallelogram, 0'52 wide and 1'8 high, or much more nearly vertical than in the first case. At 15 deg. incline the line of motion, would have been a diagonal through 0‘33 in width and 1'5 in height—still nearer vertical than the last. Now it is evident that these results do not account for flight. They go very far toward such solution but do not reach it. and it is equally evident that when an experiment gives the direct or horizontal force on the inclined surface at nothing, and the vertical at any-thing over the weight of the surface, then flight will be explained.

1 or con venience of illustration let us call the position of inclination at which the result of something as the vertical force, and nothing as the direct force, is obtained, the position of maximum results. In this position the surface exposed to free air will ascena in a vertical line. .Then if the surface be tilted either way from the maximum it will descend obliquely, front or rear, or directly down, and it can be supposed that a position of inclination slightly away from the maximum may result in the support of the surface motionless, in the breeze. In either case the surface would be sustained in the air, alternately rising or falling or remaining fixed. But something more is needed to explain flight. It is true a bird might progress after the fashion of a sail boat, and beat or warp its way through the air, rising vertically and falling obliquely; but this is not the way they do, in fact, progress. They travel directly against, the wind current at a rate of speed faster than that of the moving air on motionless pinions, and what is demanded is an experiment to account for this fact. Now it is evident that any trial which gives the result of anything against the horizontal current of air, and something for the vertical, will at once explain the. entire phenomena of flight throughout its whole extent. It will then be shown to be the result of the action of moving free .air upon flat inclined surfaces, and the only practical question remaining to be solved in the problem of artificial flight would be in regard to the best way to construct the floating device.

A single further point.. My whole effort in conducting these experiments was to explain flight, and flight was maintained in tree air with no support whatever but the air, which at the same time was the vehicle of the energy which made it possible. This want of external support was a prime factor in flight. The moment a string, or gas bag, or external brace, or guiding appliance of any kind, is used, the conditions of flight are at once destroyed. A captive surface, if used, might give no explanatory results whatever, and yet the same surface in a free condition might solve the whole matter. For let us suppose the vertical force acting upon a given free surface to be exactly equal to its weight, and the horizontal force to be nothing; then the device would float motionless. Now, if the force of a single grain is caused to act upon the quiescent surface in a horizontal direction against the air current, motion would at once take place in that direction, and motion to unknown limits of speed, for the device would be a body without weight and without friction, acted upon by a constant force. I say without weight or friction, and mv meaning is that the surface does not exhibit either. If it exhibited weight, it would fall; if friction, it would be carried along with the air.    °

In conducting experiments with a captive surface, there might be found a surplusage of force favourable to flight of such amount as to enable the soaring birds to perform their functions without keeping themselves in the exact position of maximum results In such case the experiment would be decisive. Still bear in mind that if no such surplusage were found, the fault might be in the way of conducting the experiment, and not in the nature of things. Thus much by way of discharging ballast from the mind. Let us now proceed to ship the cargo,

The locality chosen was favourable from every point of view for conducting the trials. No storm was likely to intervene at any time, and a sea breeze of varying intensity from two or three to thirty miles an hour might be depended upon for some hours of each day. The weather was pleasant for out-of-door work, the sky uniformly clear, and the whole surrounding country a dead level. The highest elevation I met with along a hundred miles of coast was a pile of shells. The tide ebbs and flows through about 2ft. between high and low, and the spot upon which I planted the post sustaining the devices for the trial was upon a sandy flat covered a few inches at high tide, with the Gulf on three sides! and thp nearest tree half a mile away.

A post was planted firmly in the sand with its top 20ft. above the surface of the gi ound. Boards were nailed to this post in shape ot an acute \ , with the apex to the west or front, to prevent, as tar as possible, any disturbance of the flowing air. 6ft. below the u°?-j x?e P?st, a s™a11 platform for the operator was placed behind the Y-shaped barrier. A rod 12ft. in length and 3in. square at one end, tapering to lin. by ^in. at the other, was set vertically in the space behind the apex of the barrier, and in front of the post, with the large end 4ft. below the top of the post. A steel shaft was passed through the lower end of the rod, which rested in babbit bear-ngs, allowing a vertical play of 2in. to the rod, and also a vibration of any distance front or rear. The bearing for this shaft was firmly bolted to the post. One arm of a lever 4ft. long was plotted to the rod, and the other provided with a muslin bag holding shot sufficient to balance the rod. The rod rested against a stop on the post when the top was 6in. behind a vertical line over the centre of the sustaining shaft at the lower end, and against a similar stop in front when the top was 6in in front of the same vertical line. The top of the rod had, therefore, a vibration of 12m. front and rear, but in no other way except the 2in. vertical movement spoken of. A scale marked off in ounces was used for measuring the vertical force of the rod movements, and a similar one to measure the force urging it to the front, should any such force be found to exist—and I expected to find it.

Taking a whooping crane as the model to work from I glued together numerous pieces of red cedar veneer until a board 6ft long, 12m. wide, and lm. thick was obtained. The under side of this plank was dressed to a plane surface throughout its whole extent, and the other was cut away tapering to the rear and front until a section across the plank would give a triangle with the under surface for the long side of 12in., the short side toward the front of T- .and the side toward the rear of 7|in. To the under side was glued an ova.1 piece 2in. in thickness at the centre and tapering to nothing at the ends, at the front, and rear edges. This would represent the body oi the animal in the bird, and was for the pur-pose of stiffening the surface and for fastening it firmly to the end of the rod. _ This piece was made 3in. wide at the centre and tapered to lm. at the ends. This surface device was fastened to the end of the rod at an inclination of 13 deg. to the horizon. This would make the front edge about 2|in. higher than the rear.

I should state that the rod was made V-shaped for such part . Projected above the post, and was covered by a small barrier similar to the one below. This barrier ended 2ft. below the ton of the rod, to prevent any disturbance of the air which acted upon the surface. _ This part of the rod, therefore, was exposed to the current of air which would cause some friction towards the rear, in - adiuStrnt °f JJ¹⁸ ™echamsm was made at night during the lull in the breeze. The trial lasted twenty days, and the result is given in tabulated form. The direction of the wind was uniformly from the westward, and the direct action given was the force in ounces with which the rod vibrated to the front, or against the current of air As the surface weighed fifty-four ounces” that amount of vertical force was required to balance it. On two days there was no breeze sufficiently strong to effect the device. At the close of the trial the surface was found to be much warped and roughened by the action of the sun and air. The under surface a plane at the start was 2in. out of true at the termination of the twentieth day. The surface and rod was extremely unsteady during the whole trial, the latter at interval? hammering $10

front stop with an energy which threatened destruction of the apparatus. The surface would sway from side to side violently, subjecting the rod to considerable torsion, and the whole affair was sadly lacking in that deliberate movement so much to be desired. During the time of the trial, the sailing effigy described in a previous letter was used, and its movement while confined in the hand resembled those of the other device, but the moment it was released so that every part rested upon the air, it became steady, devoid of that restless quivering which was exhibited by all captive devices used. The effigies were finally capsized and fell into the Gulf, but their movements were long swings, and never anything resembling the tantrums of the others.

The eleventh and thirteenth days were calm. The fourteenth was the golden one of the trial. On this day the surface was so tremulous as to become musical, and the effigies floated away with ease, and travelled long distances before coming to grief.

Days.

10 . 11 . 12 . 13 .

Tabulated Results of Twenty Days’ Trial.

Vertical force in ounces at right angles to the air current and upwards. 60    54    42    61

Direct force towards the front in ounces, against the air current.

14

►LOCI OCD^^M-NfOJWrfkOM

11

13

10

64    38    88    90

is, therefore, satisfactory to find that the Midland Railway Company has, in obedience to the report of the Government Inspector and public opinion, “altogether changed” the dangerous rule, and issued instructions which are contained in the new edition of the appendix to the working time-table recently published for the information and guidance of the drivers and other servants.

The following is a copy of the new portion of the rule :—“ When the driver hears the whistle on his engine sound he must instantly shut off steam, and, after looking carefully along his train, bring it to a stand with as little delay as possible, having due regard to Rule 223 in the Company’s Book of Rules and Regulations. When the guard hears the bell ring he must at once look along the train, and if he see no reason to anticipate evil consequences from its being stopped, he must bring the train to a stand as soon as possible, using for the purpose all the brake power at his disposal, and calling the attention of the driver unless he is satisfied that this has already been obtained. It is not desirable to stop a train in a tunnel, and this must only be done in cases of great emergency.”

The Leeds accident was a very serious one, but still we have the satisfaction of knowing that it has been the means of abolishing the Midland Company’s very dangerous rule, and has, therefore, probably prevented still more serious disasters.

Leicester, May 14th.    Clement E. Stretton.

I have worked Swan lamps at a far higher efficiency—viz., 300 candles per horse-power—for periods long enough to show that the lamp is not injured in any way; the bulb is not blackened, nor does the life of the lamp appear to be materially shortened. All that is required is that the current should be exceedingly steady. From this I believe that, so soon as the projected arrangements for supplying electricity to the general public are sufficiently matured to insure that the fluctuations in the electro-motive force of the current will be very small—say, within 5 per cent, of the standard electro-motive force fixed upon by the company supplying the electricity—the makers of these lamps will be able to mark their lamps to be used at 300 candles per horse-power.

I cannot follow your argument as to the increase of efficiency to be anticipated from increasing the resistance, or electro-motive force required by the lamps. As far as I am aware there is no gain from this cause. In fact I believe that, on the contrary, the short filament lamps can be worked safely at higher temperatures than the improved lamps with long, hair-like filaments, and should, efficient. At any rate, so far as the Swan

15

18

16

2    3 4 3

3    5 7 0 0 0 3 9 0 16 0 8 12 13 9 0 3 6 5

Excepting on the calm days the rod stood against the front stop, but when it did not require an ounce to pull it away, the record gives 0 as the result. Notwithstanding the imperfections of such

a trial as this, one thing is pretty clear: that however the relations of the various forces resident in moving air may exhibit inconstancy in quantity, they are enough in all cases to account for flight. That the result is due to the action of the air upon the surface, as I have pointed out elsewhere, seems shown in a significant way by placing the edge of another plane surface along the rear edge of the trial surface. No vestige of direct force against the air current was manifested so long as the second surface remained in that position. If the space of one inch was allowed to intervene, the trial surface at once moved to the front. This trial was intended to be the first of a series made with differently shaped surfaces and at higher elevations, and in which the velocity of the air should also be tested, but such an intention was soon abandoned, for the obvious reason that no captive device of any imaginable sort could give anything but imperfect results. To fully elucidate the phenomena of sailing birds a free device is essential. Experiments with captive surfaces may be interesting in other directions, but there is a maximum of effectiveness in flight which can only be discovered by employing surfaces as they are employed by the birds. A device large enough to hold the person of the operator must be made. He should have control of the surfaces by means of appliances to enlarge or contract them at will, to change the angle of inclination of one wing or both, and he should be so confined as to make it impossible for him to strike any solid substance while toyed with by the wind, and at the same time be free to swing unconfined for short distances until he becomes master of the situation. He must be prepared to confront phenomena hitherto undreamed of, and when he surmounts the surprise and confusion of the new experience he will assimilate it, and become possessed of the whole matter. And when he does that, the human race will have added the regions of the upper air to the many environments of its existence.

335, Wabash-avenue, Chicago.

THE IRISH MAIL CONTRACT.

Sir,—Although I have not replied yet to the letters of your correspondents “Fair Play” and Mr. Inglis, I do not intend passing them by without some notice, notwithstanding they are not worth much. I will deal first with “Fair Play.” His views by no means coincide with the name under which he writes, and if he were to prefix the two letters “ Un” before “ Fair,” he would I will ask him this question, and what answer he can give to it. Was he on either the Violet or Connaught the day the former was being tried, or did he see the Violet start or arrive from either Kingstown or Holyhead? And has he the information—if it can be called such—which he so positively gives, on any better authority than the Dublin papers? It does not appear so to me, who, although not connected in any way with the railway company, happened to be fortunate enough, through the kindness of the officers, to witness the trial of the swift ship from her decks, and therefore may be at any rate supposed to know something more about it than “ Fair Play ” or Mr. Inglis. I do not revoke one word which I said in my former letter. The Violet did make the passage in 3 hours 10 minutes outwards and 3 hours 20 minutes returning, and it may be presumed that the Connaught took 4 hours 16 minutes, as that was the time the City of Dublin Company themselves wired across when I was in Holy-head that evening. The weather was bad in the Channel that day. I myself was surprised to find it was so rough, although standing on the pier at Kingstown one never would have thought that with the bright sun and breeze which prevailed there, there could have been such bad weather a few miles out. Upon such weather as prevailed at Kingstown that day, “Fair Play ” disputes my statement, thereby proving his entire ignorance about the trial as far as

be much nearer the mark.

see

therefore, be more Company’s lamps are concerned, their most recent lamps, requiring current of 160 volts electro-motive force, having filaments of 360 ohms resistance hot, and taking '44 amperes of current, are intended to be worked at the same efficiency—viz., 210 candles per horse-power—as the 40-volt lamp, having a resistance of 30 ohms hot, and requiring 1'33 amperes for 15⁻2 candles.

The main object we wish to attain by the use of lamps requiring high electro-motive force is the reduction of the weight of copper used in the conducting wires. Thus the 160-volt lamp above mentioned only requires one-sixteenth the weight of copper in the mains that the 40-volt lamp does. The manufacture of lamps of such high resistance as 360 ohms hot is a very difficult matter, as will be readily understood when we remember that the filament of the 160-volt lamp has only one-fourth the sectional area, whilst it requires to be fully three times the length of that of the 40-volt lamp. The formation, carbonising, and fixing-on of the metallic contacts to such delicate, hair-like filaments of carbon is a triumph of delicate manipulation. If accumulators can be successfully applied as reservoirs of electrical energy in the houses of the users of electricity, lamps requiring currents of low electro-motive force from 10 to 40 volts will be largely used; but for the present, so long as we are compelled for the sake of simplicity of arrangement to put all the lamps of an installation on one parallel, the demand will be for lamps requiring currents of as high electro-motive force possible, i.e., within the Board of Trade limits of 200 volts. This demand the Swan Company have already met by supplying lamps of 80, 100, 120, and latterly even of 160 volts, all being of 20-candle power.

weather was concerned, and, in fact, about the Violet at all. He may be quite an authority on the old mail boats, which, like all their other upholders, he thinks perfect, but I can tell him he

J. Lancaster.

Sir,—I am perfectly aware The Engineer is not a journal for amusement, but at the present time it may not be altogether devoid of interest for your readers to learn that our forefathers were not dead to this question. We read in the “PhilosophicalTransactions,” 1683, of a new book, published by one John Bore’li; and in the review of John Borelli’s book we are informed, “He next gives an exact account of flying, the main stress of which is in the largeness of the muscles which move the wings, the potentia of which exceeds the weight of the bird 10,000 times, with many more curious particulars about their several ways of flying. Hence he concludes the impossibility of the artificial flying of men; for neither can their pectoral muscles be enlarged nor the weight of their body diminished, though attempted with an exceedingly large and exhausted receiver of metal; for it must contain a space equal to its weight and that of the man fastened to it, which would amount to 22,000 cubic feet, besides many other absurdities.”

_    Research.

THE VENTILATION OF THE CHANNEL TUNNEL.

Sir,—In the reports given of the examination of certain eminent men by the Parliamentary Joint Committee concerning the expediency and practicability of making this tunnel, there was an idea mentioned of having a solid chalk wall between the up and down rails connecting France with London, so as, in fact, to have two tunnels side by side. It occurs to me that this, if carried out, would have a beneficial effect in helping to ventilate the works. If two trains were to pass one another in the same tunnel they would stir up the air in such a way that after they had emerged it would settle down in the same condition of equilibrium as it was in before they started, and this would clearly not help the ventilation. But if each train had a separate tunnel to itself it might, under favourable mechanical contrivances for creating a draught, be made to act somewhat as a piston, driving out most of the foul air in front of it and drawing in an equal complement of pure air from the other end.

Whether the viscosity and elasticity of the air would be such to mar these proceedings too much is open to experiment. Let those who can command the appliances make models to scale of the intended works, and enlighten the world. Of the relative expense of the two methods I judge not. That this tunnel is positively certain to lead to complications with France there can be no doubt in anybody’s mind. If it leads to our having to keep up a standing army half-a-dozen times as large as our present one, and a navy as large again, at any rate our surplus population will have something to do. But, of course, the taxes will increase. Is

O. P. Fisher.

as

knows nothing about the Violet, and, I should think, cares less. He and others may dispute what I said as much as they like, but they can never prove it to be otherwise. It is merely the truth of the case, and if those who doubt it choose to write to the company they will get the same information as I have given here. Like most of the mail boat party we may judge “Fair Play” to be extremely jealous of the Lily and Violet and their performances, which are not met with every day. Boats which can cross the Channel in 3 hours 5 minutes on trial and make an ordinary passage between light and light in 3 hours 30 minutes, as the Violet does frequently, are something to be jealous of, as he knows. Before concluding with him I must say he is quite “out” on the cross Channel fares. The London and North-W estern Company do not regulate the amount charged by the City of Dublin Company by the mail service between Kingstown and Holyhead, which rates they themselves fix. On through tickets between Westland-row and stations in England, the portions of the fares due to each company for their part of the journey are regulated by the Clearing House, for which purpose it was established. The ticket which I had when crossing by the mail that night was between Holyhead and Kingstown—saloon single, issued by the City of Dublin Steam Packet Company. I procured it on board, and had to pay the very high rate of 10s., and that only as far as Kingstown. In addition, I had the railway fare to Westland-row, Is. 4d., making a total of 11s. 4d. through, which I might have got—with superior accommodation—by the North Wall express for 8s., or the large sum of 3s. 4d. less. There is some difference.

There is nothing much in Mr. Inglis’s letter worth answering. He is evidently irate at any one thinking of doubting anything that the Chamber of Commerce choose to state, no matter what it may be, especially when he is on the committee. To judge by the fuss they made about the contract, statements in the newspapers, deputations to the Government, meetings to denounce the London and North-Western Company, and, above all, the use of inferior vessels, such as Lilys and Violets, to world-renowned Ulsters and Connaughts, one would have thought they were the most important body in the kingdom. It would appear to me far better they should mind their own business rather than interfere in so uncalledfor a way inamatter which the Government was to settle rather than theCham-ber of Commerce. Mr. Inglis does not think anything wrong in saying that my letter contained many fallacies; he is, nevertheless, very indignant at my doubting grossly unfair statements about the Lily and Violet, nor does he appear to think it the least wrong to make such statements without the slightest foundation. I admit being slightly in error about the Violet’s horse-power and dimensions, in which I thought there was a mistake in the books, but on inquiry from the railway company, I find the dimensions given substantially accurate ; they do not, however, give any fair comparison of the vessels as against the mails, and would, as I said before, mislead those who trusted to such statements without further inquiry into them than mere dimensions.

Let me tell Mr. Inglis that although he says that I shield myself behind initials rather than give my full name, he would be none the wiser if I added the other five letters, and therefore choose just to subscribe myself as before,    J. G. B.

Dublin, May 10th.

I have confined my remarks to the incandescence lamps manufactured by the Swan Company, but it is but fair to say that I believe that the Edison Company also is manufacturing lamps of high electro-motive force, but 1 am not in possession of sufficiently accurate figures to compare the two lamps together. Dr. Hopkin-son, in his lecture at the Institution of Civil Engineers a few weeks back, stated that the 110-volt Edison lamp takes '75 amperes, and therefore requires 83 volt-amperes to give 16 candles. This is equal to an efficiency of 144 candles per horse-power, and it is therefore inferior to that of the Swan lamp nearly as 7 is to 10.

to lie in the fact that owing to some peculiarity of forming the filament and connections, the Swan lamp can be safely worked at a higher temperature than that of the Edison, and this plainly shows itself in the difference in the colour of the two lights—the filament of the Swan lamp being as a rule worked at a far whiter degree of incandescence than that of its rival.

Turning now to your remarks.respecting arc lighting, I am glad you have had the courage to point out how much is yet to be hoped for in this direction ; but your remarks as to necessity of further improvement should be addressed far more to those who are manufacturing the carbons to be burned in the lamps than to the makers of the arc lamps themselves. As you say the arc lamp of 1883 is a widely different affair from the arc lamp of 1880; but I regret to say that there is no such material improvements in the carbons. Many arc lamps are already so good that they would leave but little to be desired as regards general trustworthiness, regularity of feed and consequent steadiness of the light, but the main fact that the carbons are still so unsatisfactory that they reduce all lamps, good and indifferent, to one dead level of flickering uniformity, has greatly discouraged inventors of arc lamps from persevering in their labo

The cause of this inferiority I believe to

urs.

Whenever we are lucky enough to get carbons of hard texture, and equal density and purity, we are able to obtain far higher efficiency with arc lamps than you mention; 2000 actual candles per horse-power indicated at the engine is easily attainable, and the, units of light need not exceed 2000 candles each. Wherever a large quantity of light is needed, power being at time comparatively costly, the arc light, with its enormous parative efficiency—from eight to ten times that of the incandescent lamp—will always hold its own; and it is a mistake for those who have large workshops requiring artificial light to suppose that they must elect between one system and the other, in many large establishments both systems can be profitably introduced side by side. As I have had somewhat unusual facilities for comparing both systems of electric lighting, my remarks may be of some slight interest to your readers, and this must be my apology for trespass-

A. E. Crompton.

same

com

ing so much on your space. London, May 17th.

PATENT AGENTS.

Sir,—Your correspondents seem to have somewhat hastily assumed that the patent agent who surreptitiously alters an enrolled specification thereby commits a legal offence. Perhaps “Fel. Inst. P.A.” will kindly point out the statute under which he thinks a conviction could be obtained. I am not sure, however, that he is quite sincere, for the tone of his letter somewhat

the game worth the candle ? Harlton, Cambridge.

communication between railway passengers and SERVANTS.

Sir,—Your readers will remember that the inquiry into the circumstances attending the Pullman car disaster which occurred on the 29th October last, brought into public notice the very dangerous rule which Midland engine drivers had to obey, that when the passenger cord communication was used they were not to immediately stop if they failed to observe any oscillation or other occurrence of a serious character. It has often been pointed out that many incidents and accidents both in and to a train may occur which necessitate an immediate stoppage, yet there may be nothing for the driver to “ observe.” There can be no doubt that the opinion of Colonel Yolland is perfectly correct, that “if the train had been stopped as soon as the alarm whistle was sounded, it is highly probable that Dr. Arthur’s life would have been saved.” It

ELECTRIC LIGHTING.

Sir,—I read with interest your article on electric lighting in your issue of May 11th. Although I agree with you that electric lighting by incandescence has much to hope for from the further improvement of the incandescence lamp itself, yet the general tone of your article leads me to believe that you are not well posted in what has been done during the last few months by the more advanced makers of these lamps.

First let me call your attention to what is obviously a clerical error on your part. After stating that Edison only claims to give eight 16-candle lamps or 120 candles per actual horse-power, you give a short calculation based on the performance of a Swan lamp requiring forty volts and 1'33 amperes; you show this lamp to require •072-horse power, or about ten lamps per horse-power. This should be fourteen lamps, as 1 divided by ’072 gives the latter result. There is no longer any uncertainty as to the commercial efficiency of the Swan lamps supplied by the company. They now mark them to be used with a current of electro-motive force calculated to give one candle for every 3^ volt amperes of electrical energy, or 70 volt amperes for a twenty-candle lamp, or 210 candles per horse power. If used with this current the lamps have a long life of several thousand hours, and there appears to be little if any gain in length of life if we reduce the current and consequently the efficiency below this standard.

resembles that of the defiant street brawler, who, sure of his position, loudly taunts his adversary with, “Why don’t you lock me up?” knowing all the time that it is no locking-up matter. It strikes me, too, as curious that your correspondent has no virtuous indignation ready for the occasion, although the article is cheap enough. Indeed, it never seems to have occurred to him that a moral offence has been committed, and one which the forum domes-ticum set up by the patent agents is eminently fitted to deal with. A member of the Council of the Institute is in full possession of the facts, the actual offender being his manager, or partner, so that the Council will have to decide how far, if at all, the legal maxim, qui tacit par alium facit per se, applies in this case. To get on the penitent form is, I am told, a very disagreeable operation, but if the gentleman above alluded to will take my advice—for which, on this occasion, there is “no charge”—he will find that the best policy is    Honesty.

Chancery-lane.

THE SAHARA SEA.

Sir,—M. de Lesseps, having pronounced as practicable the scheme of an inland sea in the Sahara desert, the following consideration suggests itself. The extent of the proposed sea would no doubt be very great, and the weight of water in it would be enormous. If the scheme is to be carried out, such an immense quantity of water to be displaced and taken to another part of the earth’s surface— i.e., from the ocean to the desert—would seem to involve very heavy considerations. It would not affect the earth’s position in the solar system, but would it affect the earth’s equilibrium? It is possible that the weight of water in the proposed sea would scarcely be perceptible, but should there be the least disturbance or alteration in the inclination of the earth’s axis, the seasons all the world would be changed, and this is a very grave question. If the inclination of the earth’s axis would be altered, how much

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W. B. Rickman.

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THE SHEFFIELD DISTRICT.

would it be and how would it affect the climate of the various countries ?

It would be interesting to hear the opinions of your correspondents on the subject; and as it is of such importance to the whole world, I trust a number will give it their consideration. Atlas.

May 5th.    _____

livet’s boiler setting.

Sir,—With regard to your remark at the end of Mr. D. K. Clark’s letter in your last issue, allow us to say that we do give credit to the coal, as well as to our setting of Messrs. Clay’s boiler. We consider the Aberdare Rhondda coal some of the finest in the world, and are not so ignorant as to suppose that we can create heat, or make an inferior fuel evaporate as much as a richer coal. Our views may be briefly stated as follows:—The coal Avas Al, and the system of setting Avas Al, and it is not to be wondered at that the in combination should produce very high results. We are glad, at any rate, to have it from Mr. Clark that such results were obtained, and from you that such an evaporative efficiency was btained before.

Livet and Co., Limited,

Per J. A. Macmeikan, Secretary and Local Manager.

2, Short-street, Finsbury-pavement, London, May 11th.

LIGHTS IN THE RED SEA.

Sir,—I notice in The Engineer of May 4th a paragraph on the subject of the dangerous condition of the Red Sea owing to the Avant of properly constructed and placed lighthouses. The introduction of Pintsch’s system on the Suez Canal will make this more than usually prominent, and I hope persons anxious for the safety of our shipping will consider the question of erecting lighthouses similar to those which Ave have put up in the Baltic and Black Seas, which, using our compressed oil gas, burn continuously without attention for two months at a time.

Pintsch’s Patent Lighting Company, Limited,

Metropolitan Chambers, New Broad-street,

London, E.C., May 5th.

liardet’s windlass.

Sir,—In connection with Mr. Liardet’s letter in your paper of May 4th, and the accident on board H.M.S. Defence, I have been informed on very good authority that on some of her Majesty’s ships the officers have an objection to the clinking noise made by the pawls of a winch or capstan, and when these are in use the pawls are laid back, in order to prevent the noise. Therefore, if a capstan bar smashes, the capstan takes command, and there is nothing to avert an accident. So whether the best or ordinary machines be used for certain purposes, they can be of no use if improperly managed in the manner I have described.

Grosvenor-road, Belfast, May 14th.    R, Lindsay.

cutting spirals with a planing machine.

Sir,—Your extract from the Scientific American in last Aveek’s issue shows an appliance designed by me eleven years ago, to cut steel semolina mill rollers, at the Britannia Foundry, Derby, where I was employed at that time as foreman. I was led to design the tool in question to relieve my lathes, for which we had too much work, and none for the planing machines. For proof of my statement I refer you to Messrs. Andrew Handyside and Co., Britannia Foundry, Derby, where you will, I have no doubt, find my original drawing, properly dated and signed.    W. B. Dick.

Langley Mill, Notts, May 14th.

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

(From our own Correspondent.)

Most of the finished ironworks resumed, after the holidays, Wednesday night. Others resumed this—Thursday—morning.

The meetings of the trade in Wolverhampton yesterday and in Birmingham this afternoon were not large because of the tinuance of the holidays, nor was the amount of new business done extensive. Thin sheet and tin-plate makers are better off for orders than most people; indeed, they may be said to be busy home and export account.

Thin sheets rolled by E. P. and W. Baldwin were quoted: Severn singles at works, £12; Baldwin Wilden B., £13; double B., £14; treble B., £15; charcoal sheets, £17 10s.; best charcoal, £20 10s.; and E. best ditto, £22 10s. Sheets of 21 to 24 gauge, termed doubles, were quoted 30s. per ton additional as to each of the above qualities, and sheets of 25 to 27 w.g., termed trebles, were quoted 60s. per ton extra.

The demand for marked bars keeps much within the average of a good time of trade. The competition from the best second-class houses with the few “ list ” firms is keen.

The quotations of Noah Hingley and Sons this afternoon were :— Netherton CroAvn, best bars, £8 per ton at works; best horseshoe iron, £8; best rivet iron, £8 10s.; Netherton double best plating iron, £9 10s.; Netherton CroAvn double best bars, £9; and ditto treble best, £10 per ton. These prices applied to rounds and squares of. Jin. to 3in., not exceeding 27ft. in length, and to flat bars lin. to 6in. wide, and not exceeding 25ft. Angle and T-iron, up to 8 united inches and not more than 25ft., were, the former 10s. per ton extra, and the latter 20s. per ton extra.

Hoops continue in large outturn for export to the United States, Australia, the Cape, and the Continent. Messrs. Jno. Dawes and Sons, West Bromwich, who are accustomed to a large United States trade, state that at the present time they have 2000 tons of cotton tire hoops on their books for that market, unmarked iron generally are without improvement. An upward change would be welcomed by some buyers almost as much as it would be by makers. Purchasers voluntarily offered this information this afternoon, “for,” said they, “the present state of the market is satisfactory to no one.”

Hoops, common, are £610s. to £6 15s.; gas strip, £65s. upwards; common bars, £6 as a minimum; sheets of 22 w.g. to 24 w.o-. £7 10s. to £7 15s.; 26 w.g., £8 to £8 5s.; and 28 Av.g., £9 to £9 5s! Shropshire nail rods are £7 upwards delivered at Liverpool.

Pig iron keeps quiet alike as to native sorts and distant makes consumed in this district. Native all-mines are 62s. 6d. to 65s.; part-mines, 50s. to 45s.; and cinder sorts, 40s. to 38s. 9d. less 2J per cent. Best hematites are quoted 65s., but 62s. 6d. is nearer the selling price. Some brands are changing hands at 60s. Derbyshire pigs, 47s. 6d. to 49s. nominal; Northampton pigs, 45s. to 47s. 6d. nominal.

Interest is excited amongst steel and ironmasters here by the reports in circulation concerning the intention of the Brymbo Company, North Wales, to go into basic steel-making. I have it on authority that though the company certainly are preparing to manufacture the new metal, yet they do not contemplate spending anything like the sum which has been mentioned in some quarters. It will produce the steel in the Siemens furnace, but upon the Thomas-Gilchnst method.

Constructive ironwork keeps in large outturn at certain of the leading yards. Messrs. Morewood and Co. have on hand at their Lion Galvanising Works, Birmingham, and at their Woodford Ironworks, Soho, some very large contracts for iron sheets and buildings. They have just finished the whole of the buildings required by the North-Eastern Steel Company at Middlesbrough, which cover about four acres, and they have also lately completed a roof for the Dinsdale Wire Works. The firm are noiv at work upon extensive roofs for a shipbuilding concern in the North, &c. The whole of the roofs are made upon Messrs. Morewood’s patent system of combined iron and steel.

The employment of electricity for lighting up works at night is extending. Messrs. Morewood and Co. are now lighting five of their seven sheet iron mills at Soho with eight electric arc lights and about twenty incandescent lights on the Gulclier system. All the lights are fed from one dynamo. This system has been adopted by them on account of its low tension, and because of the safety which results from the fact that the terminals can be grasped without any but a very moderate shock being received.

The coal trade keeps in an uncertain state, pending more definite action than is at present observable upon the submission of the wages question to the decision of an umpire presiding over a temporary court of arbitration.

As ’Change closed in Birmingham this afternoon it became known that Mr. Haden Corser, barrister, had accepted the office of umpire in the colliers’ wages dispute, and that the question would be argued before him in a few days’ time.

Mr. J. A. Jones, the Inspector of Factories for South Staffordshire, will remove in about a month, having received a similar appointment in the Bombay Presidency, where he will superintend the carrying out of an organised system of factory inspection.

At a meeting of the Midland Association of Gas Managers on Friday last in Birmingham, Mr. Woodall, Leeds, presiding, a paper dealing with the letting out of gas stoves upon hire was read on behalf of Mr. Stevenson, of Peterborough. In the discussion which followed, it was stated that the use of stoves was steadily increasing in some towns, and Leicester was cited as an example.

In the matter of electric lighting the Birmingham Corporation have come to an arrangement with various companies on the basis of the model order issued by the Board of Trade. This order does not, however, satisfy the authorities of Wolverhampton, Walsall, Dudley, West Bromwich, and some other places; and a Local Government Board inquiry has just been held in Birmingham to hear the objections. The result is that the local authorities mentioned have gained important concessions which at present Birmingham is without. The Lords have granted that other companies may apply for powers to step in if the original company will not provide the electricity at a reasonable price, of a proper quality, and in continuous supply. Again, the Board consented to transfer from the ratepayers to the company the cost of stations, appliances, and special officers for the testing of the electricity. A third concession was that the cost of the local authorities, legal and otherwise, touching the parliamentary opposition, should be borne by the company.

At a mass meeting of the colliers of North Staffordshire, who are now out on stiike, held at Hanley, on Wednesday, it was the allegation of the speakers that three large employers had withdrawn from the struggle, and that about 2000 men had therefore resumed work. There are still, however, about 8000 out. Resolutions of “no surrender ” were passed, the men seemingly determined to resist the reduction to the utmost.

NOTES FROM LANCASHIRE.

(From our own Correspondent.)

Manchester.—Whit-week in this district is so completely taken up with the holidays that little or no attempt is made at business. Many of the collieries were stopped on Tuesday; others on Wednesday, and will not get actually into work again until Wednesday next. Ironworks and engineering establishments also cease operations for the greater part of the week. Many sections of the canals are stopped for repairs, and the railways are so thoroughly monopolised by the extra pressure of passenger traffic that they are practically closed against goods traffic throughout the greater portion of the district.

Tuesday’s iron market, Avhich Avas the only one held this week, brought together only a very limited attendance, and so far as business was concerned, there Avas practically nothing doing. Nominally prices Avere unchanged, but there is a continued wanting of firmness. Contracts are being rapidly Avorked off without being replaced by new orders, and the only chance of maintaining prices Avould seem to lie in a determination on the part of the makers to reduce their output, rather than force sales. How far they are prepared to do this remains to be seen, but it is a question Avhich it seems almost inevitable will have to be faced before long. For delivery equal to Manchester quotations for local and Lincolnshire pig irons, which are really the only competing brands in this district, remain on the basis of 45s. for forge, and 46s. for foundry, less 24, with the Lincolnshire iron in some cases to be bought at about 3d. per ton under these figures; but orders do not come forward on this basis, except consumers are compelled to buy small lots to cover pressing requirements.

The finished iron trade also continues very quiet. In one or two exceptional cases local makers are sufficiently well supplied Avith orders, thatthey are under no necessity to press sales, but, generally, works are only with difficulty kept going with deliveries against old contracts and the few new orders that come in. Merchants in some cases seem disposed to speculate forward on the chance of lower prices, but makers appear to have got to their minimum, and for good local and North Staffordshire bars delivered into the Manchester district are not willing to take less than £6 5s. per ton.

Reports as to the condition of the engineering trade are beginning to show a somewhat less satisfactory tone. Whilst a fair amount of activity generally is maintained, so far as work in hand is concerned, the new orders coming in are scarcely keeping pace with those that are being run off in some branches; and though no real scarcity of employment may be felt at present, it is evident that unless new orders can be secured in sufficient quantity to replace the contracts working off activity cannot be maintained for any prolonged period. The branch reports received by the Steam Engine Makers’ Society are, on the whole, not so cheerful this month as they have been since the present year began, and bear out the reports I receive from other sources. In several instances they record a falling off in trade of some of the smaller firms, but generally the larger firms are still fairly employed. The general secretary of the society in his report states that he does not, however, look upon this falling off as serious, as he believes that the engineering trade as a whole will continue brisk for some time to come. The opinion, he says, is borne out by statements from districts where marine engines and locomotives are manufactured, and where the shops are full of work Avith every prospects of orders for the future. The locomotive shops are reported to be full of work, which will carry them through this year and Avell over the next; the same healthy tone exists in the shipbuilding centres, whilst tool makers are fairly well employed. There was, therefore, no ground for anxiety as to any depression in trade for some time to come. The returns as to the state of employment continue satisfactory, the society not having than three-quarters per cent, of its members in receipt of out-of-work donation ; but to this must be added another half per cent, for members at present being supported oAving to disputes in or two districts with regard to wages.

The Iron Trades Employers’Association has reprinted and circulated amongst its members a letter with reference to the iron shipbuilding trade on the Clyde, which contains some remarkable statements from the employers’ point of view as regards the results of business operations on the one hand, with the effects of trades’ union operation on the other. The writer, summing up the actual result of the operations in the Clyde shipbuilding yards up to the present, says, “ that notwithstanding the great demand for steamships, or the cheapness of the material used in their construction, except in contracts where there has been little competition, and a sufficient price obtained to cover the enormous wages of the ironworkers, little profit can be obtained by shipbuilders; and in those yards where the union has been operating actively, serious losses have been and being sustained. The union has, in short, reduced the employers to mere vehicles for hunting up contracts to provide the ironworkers Avith remuneration averaging 20s. per day when they deign to favour them with their services.” The writer further adds that “ it lias been calculated, by those well able to form an opinion, that on the last fifteen years’ shipbuilding on the Clyde, balancing profits and losses, there has been less thap 24 per cent.

of clear profits made on the value of the vessels turned out,” and if shipbuilders are to be put in a legitimate position, he urges “that the wages of the ironworkers must be brought to the level of those paid to other workmen; that the working hours of the ironworkers be the same as those of other tradesmen, and as punctually kept, whether working on time or piece; and that all interference on the part of the ironworkers, or their trade union, with the employment of apprentices, non-unionists, or other workmen, shall completely and finally cease.”

Amongst the exhibits which have been brought into the Manchester Electric, Gas, and Engineering Exhibition since the formal opening, I noticed as I passed through the other day a powerful stationary fire engine, which has been built by Mr. Charles Wal-mesley, of Bury, for the Crawford-street Spinning Company. The engine is the first of its kind that has been made, and has not yet been tested, so that I cannot speak as to its actual merits. It may be, however, of interest to add that it has three bucket and plunger pumps, working direct from three steam cylinders, the buckets being lOin. with 7in. plungers, and the steam cylinders 12in. diameter. It is constructed to be capable of delivering ten 4’in. jets 100ft. high with 25 lb. of steam, which will represent a delivery of about 10 tons of water per hour. The engine, I understand, is shortly to be put through a thorough test, and I may then have an opportunity of referring to it again.

The usual monthly meeting of the members of the Manchester Association of Employers, Foremen, and Draughtsmen was held on Saturday, but so close on the Whit-week holidays there was only a small attendance. The Association continues to make steady progress in increasing its number of members, four candidates being proposed at the meeting, and this makes eleven new nominations since the last election a month or so back. The chairman—Mr. Horsley—announced that excursions of the members were being arranged to Messrs. Cammell’s works at Sheffield and to the new central goods station at Manchester, where very powerful hydraulic lifting machinery had been put down.

Up to the commencement of the holidays there has been rather a pressure to get in supplies both of house-fire and manufacturing classes of fuel, in anticipation of the stoppage of the pits, but business in the coal trade has practically been suspended since Tuesday. Prices are fairly steady, and at the pit mouth average 9s. to 9s. 6d. for best coals, 7s. to 7s. 6d. for seconds, 6s. to 6s. 6d. for common house-fire coals, 5s. fid. to 5s. Pd. for steam and forge coals, 4s. 9d. to 5s. for burgy, 3s. 9d. up to 4s. 3d. for the best qualities of slack, with common sorts, which are rather plentiful, to be bought at about 3s. to 3s. 3d. per ton at the pit.

There is no improvement in the shipping trade, and with prices averaging from 7s. to 7s. 6d. per ton for delivery at the high-level, Liverpool, or the Garston Docks, Lancashire steam coal is very difficult to sell.

Barrow.—The hematite iron trade still assumes a quiet attitude, and it is expected this will remain for some time. There is a quiet demand by home and foreign consumers, their purchases only being such as will just enable them to meet their present Avants, Avithout drawing very extensively on the stocks, which are still very large at makers’ works. Restriction of output is still talked of in some parts of the district, but as far as Barrow is concerned there is no appearance of such a course being adopted, as it is expected that after the holidays there Avill be much larger sales, in consequence of the increased production of Bessemer steel, which will be brought about by the working of some neAv and improved machinery which is about to be put in operation here. There is a continued tendency towards a reduction in price of pig iron, which, however, at present remains undisturbed. Mixed numbers of Bessemer iron may be quoted at from 51s. to 52s. at makers’ Avorks. There has not been a very large business done of late Avith the steel trade, but makers as a rule are well sold for-Avard. During the holiday time most of the works have been closed, but there Avill be full employment!,when work is commenced. Rails are still quoted at from £4 15s. to £5 per ton. The shipbuilding business is assuming a busier appearance, but owing to most of the orders on hand not being in a forward state, some of the finishers have been discharged. Iron ore is still quoted at 9s. per ton. Coal still remains in a quiet position; but there is a tendency towards improvement in prices. Shipping more busily employed.

THE NORTH OF ENGLAND.

(From our own Correspondent.)

The Whitsuntide holidays have materially interfered with the ordinary course of business. At the iron market held at Middlesbrough on Tuesday not fifty persons were present, the remainder being engaged presumably in securing some relaxation from the routine of their ordinary occupations. There was little disposition to buy or to sell, and quoted prices must, therefore, be taken merely nominal. No. 3 g.m.b, is still 40s. per ton for prompt delivery, and No. 4 forge Is. per ton less. Shipments have been poor both as compared Avith last month and with what might fairly have been anticipated for the time of year. They have averaged 2500 tons per day, so far, this month. Warrants are quoted at the same prices as makers’ iron, but are virtually unsaleable except at much less. One transaction has taken place at 39s. 6d. f.o.b.

The manufactured iron trade remains quiet and steady. The forges and mills have been laid off throughout the district for the holidays, but would no doubt all resume operations on Wednesday morning. Ship-plates are quoted at £6 2s. 6d. to £6 7s. 6d., according to the specification; angles at £5 15s., and common bars at £6, all free on trucks at Middlesbrough, cash less 2J per cent, discount.

The Eston Grange Iromvorks were offered for sale by auction during Tuesday’s market; but as no buyers made their appearance, the sale was postponed. These works, situated at Lackenby, Redcar, were built several years ago by Messrs. Ingleden, Groves, and Thomas, for the purpose of making thin sheet iron by improved process. Impecuniosity, however, fell upon the firm before the Avorks were completed, and they were compelled to liquidate without even making a start. The of the premises is that of melancholy disrepair.

The official liquidator for the South Bank Iron Company, Limited, which recently suspended payment, has issued a statement of accounts. The estimated free assets amount to £7314 18s. 8d., whilst the liabilities to rank against dividend £11,293 7s. 9d. The total claims of the unsecured creditors £8597 15s. 4d. The sum of £32,757 3s. lid. is owing to fully secured creditors, the value of whose securities is £33,600. The partly secured creditors claim £4728 14s. 2d., and hold securities for £2033 Is. 9d. It is calculated that the stock-in-trade is Avorth £5616 13s. 7d., and that the book debts will realise about £1104. The cash in hand when the company stopped operations was £346, and the unpaid capital is about £487. The net result shows a balance of £902 for unsecured creditors. A meeting of creditors is to be held at Middlesbrough on Tuesday, the 22nd inst.

On Thursday, the 10th inst., Messrs. R. Craggs and Sons, of Middlesbrough, launched a fine iron-screw steamer 230ft. long, and with a carrying capacity of 1500 tons on light draught. She has been built under Lloyd’s special survey for 100 Al class, and her engines, which are of 100-horse power nominal, are by Messrs. Westgarth, English, and Co., of Middlesbrough. The vessel is intended for the Baltic and Mediterranean, and for the iron ore trades.

(From our own Correspondent.)

Work was generally suspended on Saturday for the Whitsuntide holidays, and up to the time of writing has not been generally resumed. Sixteen hundred men in the file trade are now out of employment resisting a reduction of 10 per cent, in their wages. On Whjt-Monday and Whit-Tucsday the men made something like

May 18, 1883.

THE ENGINEER.

. DO

tOi

a demonstration, marching through the streets with boxes, on which they appealed to the public for support on the ground that the employers seeking to take 10 per cent, off their “already very low wages,” and urging that the employers had “ refused arbitration.” The manufacturers say they cannot possibly compete with foreign and other makers unless they have this reduction, and several firms have enjoyed it long time. The file trade is at present very dull, and the employers regard with astonishing equanimity the attitude taken up by their hands.

The steel trade is in a very unsatisfactory state. Messrs. Wm. Jessop and Sons, Limited, Bright-side Steel Works, and one or two leading firms, well off for orders, and are indeed very busy ; but the general condition of both the cruc ble and the Bessemer houses is far from gratifying.

In steel rails, the question of how long the business is to be retained in such central localities as Sheffield seems only one of time. Messrs. Steel, Tozer, and Hampton, Limited, Phoenix Bessemer Works, are feeling the competition very keenly, and have succeeded in making terms with such of their employes as they require—about half the number they formerly had at work—to at large reductions. It is a significant fact that the prices which are now quoted for rails fully £1 per ton less than the rate at which a 72,000 ton order was taken in the end of last year by a Sheffield firm for execution at the coast.

In sheep shears the South American trade is depressed. There the markets are overstocked, and the merchants are consequently very chary in buying. One or two old-established houses of repute have good orders, but even in their cases the weight of work in hand is nothing like what it was in previous years. Buyers, by withholding indents for such goods as they may need, appear to anticipate a fall in prices. For Australia the demand is exceedingly brisk, and the leading house in the sheep shear trade is paying close attention to this great market.

The South African trade is in a pitiable state, owing to the utter collapse of the finances. The Boers in the Transvaal have several little wars in hand, and as they cannot get their crops attended to at the same time, they are unable to pay the merchants; the merchants consequently cannot meet their engagements with home manufacturers. Hence the collapse. Our “ friend,” the Boer, has a very simple way of dealing with his creditors; in war times he merely ignores his indebtedness, and it is difficult to collect debts in the Transvaal.

Edge tool manufacturers are exceedingly well employed for nearly all the world’s markets. The largest firm in Sheffield—perhaps the most extensive edge-tool establishment in existence— lias more orders on its books at this moment than at any previous period since the works started. The difficulty is to get deliveries made in anything like time to please customers.

Cutlery manufacturers are also but indifferently employed, with the exception of several leading houses engaged in the American trade. These firms are making great exertions to secure heavy deliveries before the new and increased scale of duties comes into operation in July. After that event takes place there must be a falling off in their case.

The dispute in the razor trade still remains unsettled, but the razor makers do not appear disposed to push matters to extremities.

In the coal trade the sudden change to warmer weather has had the usual effect on household fuel, and a further fall in prices may probably At present there is a fair demand at the reduced quotations which came into operation in May. Manufacturing fuel of all sorts is in demand, and likely to increase. Nothing is now heard of the movement to restrict the output. If the colliers cau retain the 10 per cent, conceded in the middle of last year they will do well..

Pig iron is very hard to sell, but specialities in manufactured irons are called for actively, and the Thorncliffe and other leading firms are full of work. The more extended use of gas for cooking has led to a considerable demand for castings suitable for the manufacture of these stoves.

were

for a

resume

are

were

occur.

NOTES FROM SCOTLAND.

Friday forenoon at 47s. 2d. to 47s. 2.',d. cash, also 47s. 4d. to 47s. 4£d. one month, the tone in the with transactions at

TEE PATENT J0EKNAL.

O! -

afternoon being stronger,

47s. 2|d. to 47s. 5d. cash, and 47s. 5d. to 47s. 7d. one month. There was no market on Whit-Monday. On Tuesday business was done between 47s. 3d. and 47s. 7d. cash, and 47s. 7d. and 47s. 8d. one month. Business was done on Wednesday at 47s. 6^d. to 47s. 5d., afterwards recovering to 47s. fid. cash. To-day—Thursday -transactions took place from 47s. 5d. to 47s. 6d. cash, with a fair business doing.

The prices of makers’ iron are this week without quotable alteration.

There is a moderately good demand for factured iron, but prices rule low. week’s shipments of iron manufactures—other than pig iron—from the Clyde consisted of £25,270 worth of machinery, £22,000 other iron factures, and £5600 steel goods, besides sewing machines to the value of £3483.

Marine engineers are all very busy, and the inquiry for general engineering goods is better than it has been in recent times. Ship furnishings are in excellent demand, and hardware merchants state that trade with them is good, both in town and country.

The coal trade of Lanarkshire keeps in a very healthy state. Household sorts are in better demand than is usual at the present season of the year, and the demand for steam and furnace coal is very active. Shippers have had to face a scarcity of vessels due to contrary winds at sea, but it is expected that this drawback will be steadily overcome, and that the foreign and coasting shipping business will be heavy during the remainder of the month of May. There is no change in prices. At Bo’ness trade has been fairly satisfactory, the week’s shipments being about 3000 tons. There has also been an improvement in the shipments at Leith, which have amounted to about 7000 tons. The quantity despatched from Grangemouth was 7125 tons. The extraordinary activity lately experienced at the principal Fife ports appears to have given place to a quieter inquiry, and prices, except for coal of the first quality, are not quite so firm as of late. There is a scarcity of small sailing vessels for the coasting and Continental markets.

Mr. Connell the secretary of the Fife and Clackmannan Coalowner’s Association, in a letter to Mr. Weir, the secretary of the miners, states that since the coalowners met with representatives of the men at Dunfermline on the 15th February last, there has been no improvement in prices. He also states that land sale prices have decreased.

Condensed from the Journal of the Commissioners of Patents.

jt has come to our notice that some applicants of the Patent-office Sales Department, far Patent Specifications, ha ve caused much unnecessary trouble and annoyance, both to themselves and to the Patent-office officials, by giving the number of the page of The Engineer at which the Specification they require is referred to, instead of giving the proper number of the Specification. The mistake has been made by looking o.t The Engineer Index, and giving the numbers therre found, which only refer to the pages, in place of turning to those pages and finding the numbers of the Specification.

2403.    Lace Blinds, W. Dow and T. Frame, Glasgow.

2404.    Improved Suspender, W. G. Attree, London.

2405.    Steam Boilers, H. Lane, London.

2406.    Tunnels, T. R. Crampton, London.

2407.    Breaiung-up Slag, W. Cochrane, Newcastle-on-Tyne.

2408.    Organs, A. Gern, London.

2109. Milling Machines, H. H. Lake.—(P, P. Hurt,

Pans )

12th May, 1883.

manu-

The past

manu-

nearer

WALES & ADJOINING COUNTIES.

[From our own Correspondent.)

Applications for Betters Patent.

*»* When patents have been “ communicated.” the and address of the communicating party are

name printed in italics.

2410. Treating Wood, J. B. Blythe, Bordeaux.

24L1. Manufacture of Colouring Matters, J. Erskine. —(C. Rumptf. Elberfeld, Germany.)

2412.    Ships of War, E. J. Reed, London.

2413.    Marking Rivet Holes, R. K. Jones, Birkenhead.

2414.    Lamps, J. Matthews, London.

2415.    Disinfecting Rags, J. Illingworth, Batley.

2416.    Extracting Sugar from Molasses, C. Steffen, Vienna.

2117. Stench Traps, J. Whitehouse, Tipton.

2418.    Preventing Animals from Injuring Fences, R. Howart.h, Wolverhampton.

2419.    Filling, <Sc , Bottles, F. Foster, London.

2420.    Lighting Fires, G. W. von Nawrocki. — (C. Pocket, Berlin.)

2421.    Fountain Pens, J. Morton, London.

2422.    Examining Samples of Wine, &c., A. J. Boult.— (P. Contant, Rhtims.)

2423.    Reagent for Testing Wines, A. J. Boult.—(C. Pradtnes, Molieres, France.)

2424.    Teapots, J. Ridge, aheffield. •

2425.    Water-closms, T. Parkinson, jun., Blackburn.

2426.    Pickers for Weaving, R. Lister, Keighley.

2427.    Sugar, J. Gorz, Berlin.

2428.    Utilising Explosive Compounds for Blasting, R. Punslion and R. R. Vizer, London.

2429.    Rock Drills, A. M. Clark.—(T. IF. Sterling, New York, U.S.)

8th May, 1883.

2317.    Embroidery Machines, A. W. L. Reddie.—(J. Jonson, New York, U.S.)

2318.    Consuming Smoke, ific., IT. C. Paterson, Glasgow. Spindles, D. Skeoch, Stewarton, N.B.

£320. Submarine Torpedo Boat, J. Davies.—(P. B. Walker and H. G. Riggs, Sydney, New south Wales.)

2321.    Artificial Stone, B. Hess, Bajreuth, Germany.

2322.    Transmitting, <Xe., Telephones, U. W. Hayes and S. R. Heckwith.—(M. L. Barter, Aurora, U.S.)

2323.    Coloured Photographic Pictures, J. Adams, juu., Liverpool.

2324.    Perambulating Sanitary Toilet and Advertisement Car, H. Barron, Kilburn.

2325.    Pedal Harp, H. J. Haddan.— (E. Meyer and Co., B aunschwag, Germany.)

2326.    Purifying Glycerine, II. J. Haddan.—(ft Moldenhaucr and D. Reinserting, Germany.)

2327.    Holding, die., Toilet Paper, M. Hart, London.

2328.    Poles for Lawn Tennis Nets, S. C. Davidson, Belfast.

2329.    Stand for Holding Tennis Rackets and Balls, S. C. Davidson, Belfast.

2330.    Magneto-electric, t&c., Machines, A. Clark, Glasgow

2331.    Microphones, E. G. Brewer.—(A. Weber, Switzerland.)

2332    Sheds, T. Colby, Pantyderi Blaenflos.

2333    Evaporating Balt Brines, »v. T. Whiteman.— {ti. p,asch, Cleveland, U.S.)

2334.    Vegetable Oils, C. F. Stollmeyer, London.

2335.    Lighting by Gas, D. W. Sugg, London.

2336.    Locks for Railway Carriage Doors, H. Parkin and C. J. Reynolds, London.

2337.    Electric Lamps, A. Shedlock, New York.

2338.    Electric Tramways, H. H. Lake.—(C. Basto, Lisbon, Portugal )

2339.    Dynamo-electric Machines, II. H. Lake.—(C. H. Palmer and A. M. Loryea, New Yoik.)

2340.    Self-levelling Ships’ Sleeping Berths, H. H. Lake.—(W. T. Milligan, Boston, U.S.)

2311. Vulcanising, die., Gums, u. Ii. Lake.—(J. C. Rddy, Providence, U.S.)

2342 Cutting Double-woven Piled Fabrics, R. Hitchcock, London.

2343.    Packing Pipe Joints, E. Marechal, London.

2344.    Signalling Automatically in Vessels, die., R. Chipperfield, London.

2345.    Repeating Fire-arms, C. D. Abel, London.—(F. Mannlicher, Vienna.)

2346.    Apparatus for Giving Alarms, E. Edwards.—(A. Richard, Mores, Prance.)

2347.    Book Covers, H. J. Fitch, London.

2319.

14th May, 1883.

2430.    Velocipedes, H. IT. Lake.—(IF. Ahlert, J. P. Ahlert, and J G. Ahlert, San Francisco, U.S.)

2431.    Compound Maintaining Pressure Apparatus, J. C. Stevenson, Liverpool.

Inventions Protected for Six Months on Deposit of Complete Specifications.

2290. Producing Intense White Light, C. D. Abel, Southampton-buildings, London.—A communication from C. Clamond, Paris.—bth May. 1883.

2297.    Frames, die., of Looms, J. H. Johnson, Lincoln’s-inn-fields, London.—A communication from P. I. Garin-Moroy, Aisnes, France.—blh May, 1883.

2298.    Inkstands, H. H. Lake, Southampton-buildings, London.—A communication from J. A. Wiedersheim, Philadelphia. U.8.- blh May, 1883.

2314 ShiPn’ Signalling Apparatus, M. D. Porter, Suffolk, U.S.—7th May, 1883.

2322. Transmitting and Receiving Telephones, C. W. Hayes and S. R. Beckwith, Washington, U.S.—A communication from M. L. Baxter, Aurora, U.S.— 8th May 1883.

2311. Vulcanising, &c., Caoutchouc and other Gums, H. H. Lake, S mthampton-buildings, London.—A communication from A. C. Eddy, Providence, U.S.— 8th May, 1883.

2351. Removing Scale in Boilers, G. Downie, Salinas, U.S.—9tA May, 1883.

2372. Ship Windlasses, F. S. Manton, Providence, U.S.—9th May, 1883.

The Barry Dock having passed the Select Committee, the opposition are now beginning to resign themselves to the inevitable, and the spirit shown is, I must say, commendable. The most judicious course now to be done would be to get the best terms from the Buteyand the Taff companies, and—keep the project on paper. It is contemplated that it will take six or seven years to complete dock and railway, and before that time the returns from the Rhondda will be on the declining scale. It is idle to talk of inexhaust-able coal-fields when in the course of a generation the fine Aberdare coal-field—as regards its upper section has been worked out of its best coals at a very far less rate than coal is now worked.

The steam coal trade is at fever heat. Nearly a quarter of a million tons of the best Welsh coal left the ports of Cardiff, Swansea, and Newport last week. Cardiff alone sent away 174,000 tons, and but for the Whitsuntide holidays the immense drive would have continued. In the recollection of few men has there been such a long continued period of extraordinary vigour. An idea of the coal traffic, and a hint on the motives in prompting the Barry Dock movement, may be gleaned from the fact that one of the largest coal, owners paid the Taff Yale Co. last year £70,000 for conveyance of coal from Rhondda to Cardiff.

{From our own Correspondent.)

The pig iron trade continues in a fairly satisfactory condition, although the foreign inquiry is barely up to what was expected at the present season. The falling off is due to a decrease of orders on American account, and there is little prospect of the shipments to the United States being anything like so extensive this year as they last. There are, indeed, some who profess to be of opinion that we shall see a considerable improvement in the demand before the end of They base this view of the fact that . the revised tariff comes into force in July next, but the reduction of pig iron is so small as to be scarcely likely in itself to affect our business with the States. It is not likely that any considerable orders for pig iron are being kept back till July, The more probable explanation of the present state of matters is that the current requirements of our American friends have diminished from two causes, first, because the American manufactured iron trade is less active than it. was last year; and, secondly, because the Americans are themselves in a better position to supply their own wants than they were formerly. The Canadian demand has, since the season opened, been fairly good, but it is feared that the large bounty offered to Canadian makers of pig iron by the Dominion Government will act adversely on shipments of Scotch pig iron in that direction. The inquiry from Germany continues good, but the French Cleveland and less

summer.

The plant, coke, horses, &c., at New Cymmer Colliery, Rhondda, are to be sold by auction next week, and I see that Cefn Colliery, Aberdare parish, is in the market; and, on the other side, inquiries in the district for coal property, which is now again considered capital investment. I hear that the Forest of Dean colliers are going to adopt a sliding scale which has been under discussion by the joint arbitration meeting. This properly carried out will have the same excellent effect as in Wales. The next step will be to start a provident fund on the Welsh principle. The iron and steel trades have not shown much liveliness this week, trade being rather dull and holidays in favour. Steel rails are a little firmer, but sales have been effected at £4 15s. The Great Western Bailway Company is in the market for 25,000 tons, most of which will be placed in Wales.

There is a movement now in the tin-plate trade. There are several of the old works which have been closed going to the hammer. Amongst these the Old Lodge, Pontardulais, and Llangennech. Anything will be better than the late ruinous stagnation.

Garnant Works are to be re-started, and there is some talk of another works being remodelled for steel under a company.

A dispute has arisen with the Dowlais tin-plate workers, and some of the old hands have been applying elsewhere for work.

Other branches of industry are quiet.

there are

9 th May, 1883.

2348.    Reaping Machines, M. Jenkinson, Grantham.

2349.    Decomposing Fats, <fcc., A. Marix, Paris.

2350.    Electric Cells, N. C. Cookson, Newcastle-on-Tyne, and J. Swinburne, Gateshead.

2351.    Removal, <bc., of Scale in Boilers, G. Downie, Salinas, U.S.

2352.    Artificial Stone, E. S. Shepherd, London, and J. L Aspinwall, Nantile Vale.

2353    Fish Joints for Rails, a. S. Hamand, London.

2354.    Motive Power, O. irossin, London.

2355.    Outside Seats of Tramway Cars, H. C. Clana-han, Manchester.

2356.    Self-acting Readers for the Jacouard, R. W. Sutleffe, London

23j7. Railroad Locomotives, M. Benson.—(0. Roth-rock, Beech Creek, U.S.)

2358. Secondary Voltaic Batteries, A. Partz, London. 2369. Tramways, W. P. Hope, Edinburgh.

2360 Tricycle, <fcc., Saddles, W. S. Honywood, Aston, and G. T. eashmore, Handsworth.

2361.    Dry or Graving Docks, J. Walsh, Cardiff.

2362.    Elevating, <tec., Grain, G. J. Hone, London.

2363.    Cast Iron, W. Spence —(A. Braconnier, Prance )

2354    Knitted Under-Shirts, M. Grieve, Leicester. 23o5. Bearings lor Bicycles, <xc., J. Price, Gresford. 2366. Easels, A. Tuck, London.

Weaving and Brocading Designs, W. C. Kipling and S. W. Brown, London.

2368.    Strips of Embroidery, H. H. Lake.— (iff. Guggenheim's Sons, Nero York.)

2369.    Incandescent Electric Lamps, J. Warner, London.

2370.    Manufacture, &c., of Paper, M. Clark, St. Mary Cray, ana A. Masson and R Scott, Battersea.

2371    Supplying Sand to Moulds, H. H. Lake.—(/. A. Buck. J. IP. Tubos, and A. Selkirk, New York, U.S.)

2372    Ship Windlasses, F. S. Manton, Providence, U.S. 2373. Insulating Supports for Telegraph Wires, S.

Woolf, Mexborough.

23o7.

appear inclined to buy more Scotch pig iron than hitherto. The consumption of pigs at home is very large. Since last report an additional furnace has been lighted by Messrs. William Baird and Co. at their Eglinton Ironworks, and there are now 115 in operation, as compared with 109 at the same date last year. The demand for hematite is flat, and the prices low. The total imports of Cleveland pigs at Grangemouth for the year to date are 89,298 tons, being an increase of 3389 over those of the corresponding period of 1882.

Business was done in the warrant market on

The

week, in fact, has presented more of the recreative than the industrial. It has been decided at Cyfarthfa to cut down the pine woods at the rear of the Castle. They are valued at £40,000, and will now come in for pit wood, having begun to show signs of decay.

An Italian engineer, Signor Giambastiani, has recently been in Rome to place before the Minister of Public Works the plan of a steel bridge over the Straits of Messina. The Minister requested Signor Giambastiani to draw up a detailed project, with a report, showing the possibility of constructing such a bridge, which is to have three steel arches, each a mile long.

10th May, 1883.

2374.    Garden Frames, W. Wright and T. Holmes, Birmingham.

2375.    Net Hauling Machine and Boat’s Capstan, J. D. Jack, Elgin, N.B.

2376.    Preventing the Corrosion of Water Pipes, J. B. Ilannay, Glasgow.

2377.    MillstoNEs, G. Davies.—(J. S. Stark, Turkey.)

2378.    Checking the Receipt of Moneys in Vehicles, J. M. Black, London.

2379.    Looms, G. H. Hodgson, Bradford.

2380.    Machines for Crushing, &e., Stones, S. Mason, Leicester.

2381.    Buoyant Contrivances, F. Brewster, London.

2382.    Blast Furnaces, A. Stewart, Bradford.

2383.    Knitting Machinery, 8. Lowe and J. W. Lamb, Notiinghani.

2334. Treatment of Ores, &c., J. Cross and G. I. J. Wells, Widnes.

2385.    New Game of Skill, E. Edwards.—(E. Stevens, Brussels.)

2386.    Extracting Silver, &c., from Bluestone, J. Cross and G. I. J. Wells, Widnes.

2387.    Blast Furnaces, J Arthur, Harthill.

2388.    Sighting Apparatus, H. P. Miller, London.

2389.    Shearing, <Stc., Metal Plates, A. J. Lehmann, West Hartlepool.

2390.    Obtaining Gold, &c., from their Ores, C. D. Abel.—{M. Body, Liege, Belgium.)

2391.    Belts, die., H. H. Lake. -{A. Bridgman, U.S.)

2392.    Cigar Holders, J. L. Hancock, London.

llf/i May, 1883.

2393.    Rotary Engines, A. Boyd, London.

2394.    Distilling Apparatus, A. Marix, Paris.

2395.    Contact Boxes on Electric Railways, W. E. Ayrton and J. Perry, London.

2396.    Pencil, die., Cases, A. Hoster, London.

2397.    Measuring Tape, H. L. Symonds, London.

2398.    Casting Railway Carriage Wheels, E. dePass. —(J. D Delille, Paris )

2399 Store Room for Fodder, O. Reynolds, Rockland Saint Mary.

2400.    Looms, E. Lucas, Balsall Heath.

2401.    Cartridge Holders, T. Nordenfelt, London,

2402.    Wheels, J. C. Merry weather, Greenwich.

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

1874. Transparent Paper, A. McCaw, J. Stevenson, and J. P. Orr, Belfast.— 7th May, 1880.

1893. Spiral Springs, R. L. Barker, Newton Moor.— 8th May, 1880.

2346. Transferring Pictures to Objects, P. O’Hal-loran, London.—lOi/i June, 1880.

1912. Portable Glazed G arden Frames, E. G. Brewer, London.— lOffi. May, 1880.

1907. Railway Signal Apparatus, W. R. Sykes, Nun-head.—lOtfi. May, 1880.

1909. Roller Surfaces for Printing, J. J. Sachs, Manchester.—10th May, 1880.

1955. Distributing Sound, A. C. Engert, Bromley-by-Bow. - lith May, 1880.

1976. Ears for Buckets, E. I. H. E. and J. T. White-house, Coseley.— 13th May, 1880.

2056. Artificial Leather, W. R. Lake, London.—20th May, 1880.

1921. Decomposing Salts of Soda, <&c., C. Humfrey, Chester, llt/t May, 1880.

1927. Heating Water, A. K. Irvine, Glasgow.—Xlth May, 1880.

1929. Pickling, &c., Metal Plates, L. Howell, Taibach.—llt/i. May, 1880.

1973 Making Nuts, J. P. Binns, Halifax.—13t/t May, 18S0.

1985. Domestic Fireplaces, J. Turnock, Ross.—Wth May, 1880.

1987. Steam Boilers, E. A. Bourry, St. Gall, Switzerland.—Wth May, 1880.

2287. Regulating the Supply of Steam, J. D.

Uhurchill, London.—bth June, 1880.

2300. Compressing Air, P. Brotherhood, London.—7th June, 1880.

2393. Belts or Bands, M. Gandy, Liverpool.—12th June, 1880.

1917. Numbering, &c., Tickets, M. Bebro, London.— llth May, 1880.

1958. Telephonic Exchange Systems, J. H. Johnson, London.—12th May, 1880.

2009. Screwing Machinery, H. Waite, Smethwick.— Ibth May, 1880.

1974. Screw Propellers, J. H. Thomas, London.— 13th May, 1880.

1982. Exhibiting Goods in Shop3, H. J. Haddan, London.—Wth May, 1880.

1993. Dies of Brick-making Machines, J. Snape and J. A. Noel, near Aberdare.—Wth May, 1880 1994 Making, die., Circular Stoneware, J. Snape and J. A. Noel, near Aberdare. Wth May, 1880.

1998. Magneto-electric Machines, W. R. Lake, London.—Wth May, 1880.

2024. Apparatus used in the Bessemer Process, P. M.

Justice, London.—18th May, 1880.

2120. Cleaning Carpets, W. Milward and B. Richards, Nottingham.—25t/i May, 1880.

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

1966. Heating Water, &c., R. Berryman, Birmingham,—lOt/i May, 1876.

2066. Heating Air, &c., T. Whitwell, South Stockton. —ltith May, 1876.

2152. Metallic Tubes, E. Deeley, Walsall.—20th May, 1876.

2039. Treatment of Slag, W. S. Williamson, Congleton. —15th May, 1876.

Notices of Intention to Proceed with Applications.

{Last day for filing opposition, 1st April, 1883.)

74. Fire scrf.ens, J. Betjemann, London.—5th January, 1883.

82. Solvent for Paints, &c., W. Johnstone, King’s Lynn.—6t/i January, 1883.

84. Flat Wire Ropes, J. Lang, Wakefield, and J. Lang.—0th January, 1883.

87. Indicating the Presence of Explosive Gases, J. Catz, London.—A. communication from F. Libin.— 0th January, 1883.

93. Indicating Names of Stations to Passengers, A.

P. Hodgson, London.—0th January, 1883.

97. Aluminium, <fcc., W. Weldon, Burstow.—8th January, 1883.

99. Recovf.rino Sulphur from Alkali Waste, W. Weldon, Bnrstow.—8th January, 1883.

102. Spring Rollers, G. D. Peters, LondoD.—&th January, 1883.

107. Portable Signalling Apparatus, W. J. Brewer, London —8th January, 1883.

110. Refrigerators, H. J. Allison, London.—A com.

from R. A. Messervey.-9fft January, 1883.

115. Railway Coupling, G. F. Belling, Little Ilford.— 9th January, 1883.

131. Obtaining Rotary Motion, C. D. Abel, London.

—A com. from A. Kaiser —9th January, 1883.

135. Calcining Limestone, J. Brocklehurst, High-lane, near Stockport.—lOt/i January, 1883.

147. Woven Fabrics, J. Crabtree, Heckmondwike.— 10th January, 1883.

149. Screw Bolts, &c., W. Barwell and T. Johnstone, Birmingham.—10«A January, 1883.

152.    Hydraulic Cements, W. P. Thompson, London. —A communication from M. M. Bosse and P. E. Freise.—lOtli January, 1883.

153.    Separating Volatile from Non-volatile Substances, W. P. Thompson, London.—A communication from J. A. Mathieu.—10th January, 1883.

179.    Telephonic Transmitters, H. Alabaster, South Croydon, and T. Gatehouse, Camberwell—lKA January, 1883.

180.    Incandescent Electric Lamps, T. E Gatehouse, Camberwell, and H. Alabaster, South Croydon—1UA January, 1883.

381. Dynamo-electric Machines, &c., H. H. Lake, London.—A communication from C. L. R. E. Menges.—11 th January 1883.

200. Steel, R. Hadfield, Sheffield.—12fh January, 1883. 260. Centre-board Vessels, P. M. Justice, London— A com. from J. S. Birch.— 16th January, 1883.

206. Reducing Cereals. W. H. Williamson, Wakefield. —16th January, 1883.

277. Carts for Discharging Sewage, S. Clarkson and J. Ross, Hull.—17tA. January, 1883.

303. Railway Signalling Apparatus, W. J. Adams, London.—18£A January, 1883.

327. Netting Machinery, J. H. Johnson, London.—A communication from Messrs. Galland and Chaunier. —\9th January, 1883.

413. Printing Machines, A. Coates, Rawtenstall— 25th January, 1883.

414 Grinding, <Src., Stone, &c., G. and A. Coates Rawtenstall.— 25th January, 1883.

438. Phosphates, S. G. Thomas and T. Twynam, London.— 26th January, 1883.

580. Breaking Machine for Fabrics, &c., C. Gamier Lyons.—2nd February, 1883.    '

624. Electrometers, W. R. Lake, London.—A com from A. Skene & F. Kuhmaier—5th February 1883’ 804. Dynamo-electric Machines, H. T. Barnett, London.—14th February, 1883.

897. Phosphoric Acid, T. Twynam, Hampstead.— 19th February, 1883.

926. Carriage Wheels, J. A. Turner, West Gorton — mh February, 1883.

935. Railway Permanent Way, P. M. Justice, Lon-don.-A communication from S. G. Thomas—20^ February, 1883.

1014. Tramways, M. H. Smith, Halifax.— 2ith February, 1883.

1084. Paper, L. Zeyen, Raguhn.—A communication from C. Butter.—28th February, 1883.

1198. Dynamo-electric Machines, C. Lever, Bowdon —6th March, 1883

1369. Reducing Damage to Ships from Collisions G H. Down, Cardiff.—lith March, 1883 1428. Tune Bands for Mechanical London —17th March. 1883.

¹⁵1883VALVES’ R W‘ Davis’ Lambeth—22nd March,

1663. Treating Milk, H. J. Allison, London -A, munication from E. R. Powell.—3rd April, 1883 1766. Gas Regulators, J. and W. Goodson, London — 7th April, 1883.

1802. Brick-making Machinery, P. M. Justice London.—A communication from C. Chambers, iun—lOlli. April, 1883.

1821 Chimney Tops, T. J. Baker, Newark—lOf/i/fpni, 1883.

1853. Slide Lathes, M. Wadsworth, Ripponden.—12'A April, 1883.

1867. Stretching Fabrics, &c.,J. Kerr, Church —12th April, 1883.

1869. Permanent Way of Tramways, G. Wilson, London.— 12th April, 1883.

1877.    Measuring Electrical Currents, <fec., R. E. B. Crompton, London, and G. Kapp, Chelmsford.—ISth April, 1883.

1878.    Railway Bogie Trucks, W. M. Smith, Taybank —ISth April, 1883.

2012. Fluxes, &c., H. F. Taylor. Neath, and G. Ley-shon, Tividale.—20th April, 1883.

2241.    Furnaces, F C. Glaser, Berlin.—A communication from C. A. Petzold.—2nd May, 1883.

2242.    Catching Soot from Chimneys, F. C. Glaser, ₀₀S,erV,D-~A Com- from A‘ petzold. -2nd May, 1883. 2290. Producing Intense White Light, C. D. Abel n™-,0D£⁰¹¹'-A/0IIV from C- Clamond.—5<7t May, 1883.’ 22Ji. Frames for Looms, J. H. Johnson, London.—A

com. from P. I Garin-Moroy.—5th May, 1883.

2322. Telephones, C. W. Hayes and S. R. Beckwith, Washington.—A communication from M. L. Baxter.

—8th May, 1883.

Organs, A. J. Eli,

com-

(Last day for filing opposition, 5th June, 1883.)

⁵⁷L⁹;ceS,™88C2LAMPS’ A’ FergUSS°n’ ®outLwark. 5th

¹⁴18.B°ILERS’ M. H. Smith, Halifax.—10th January,

142. Sewing Machines, W. Walker, Dunstable January, 1883.

I⁴⁴ Washing Clay, L. A. Groth, London.—A commu-mcation from L. Ramberg.—lOfA. January, 1883.

¹⁴?n^?EEL8 and PuLLEY8> R- R- Gubbins, London— 10th January, 1883.

151. Harvesting Machines, W. P. Thompson, London.

. “®om from C H. McCormick.—l^/i Janvnry, 1888.

162 Indicating the Presence of Water in Cisterns, J. Shaw & F. Milan, Lockwood—lit*, January, 1888!

H5. Kneading Dough, L. Dathis, Paris—llth Janu-ary, loo3.

¹⁶188^°VABLE °VEN3’ L‘ DathiS’ Paris-—UfA January,

167. Middlings Purifiers, H. J. Haddan, Kensington—A com. from J. D. Hurst.—llili. January, 1888.

Candle Moulding Machines, H. A. Biertumpfel, London —llth January, 1883.

178. Hoeing Machine E Edwards, London.-A com-munication from L Viet.—1 \th January. 1883

181. Regulating Speed of Engines, J. Richardson, Lincoln.—lltA January. 1883.

185. Harness Saddles, G. Craddock, London_12(/t

January, 1883.

189. Sheaves for Pulley Blocks, W. Alexander, Govan—12th January. 1883.

197.    Knit Stockings, W. P. Thompson, London —A commumciition from F. Lasher and W. H. Bradford. —12th January, 1883.

198.    Etching on

-KM

317. Secondary Batteries, H J. Haddan, London— Com. from E. Boettcher.—194A January, 1883.

337. Glauber’s Salt free from Iron, H. J. Haddan, London.—A communication from B. Schmaltz and C. A. Loewig.—20th January, 1883.

338^mall-arms, W. Hebler, Bern.—20 th January,

311 Dressing. &c, Stone, F. Trier, London.-20f/i January, 1883.

344. Sizing Machines, E. Tweedale and A. Hitchon, Accrington.—: 0th January, 1883.

650. Drills for Sowing, P. Pierce, Wexford.— 6th February, 1883.

782. Cans for Meat. &c., T. G. F. Dolby, Dulwich— ISth February, 1883.

836. Gas Motor Engines, J Imray, London.—A munication from J. Schweizer.—lbth February, 1883.

1791. Applying Electricity to Vehicles, F. Wynne, London. — 9th April, 1883.

1806. Combing Machines, J. C. Walker, Sheffield— 10th April, 1883.

1831. Plush Fabrics, J. H. Cunliffe, Rochdale —11 th April, 1883.

1903. Seats for Tram-cars, W. Walker, London—14«A April, 1883.

1931. Sewing Machines, J. H. Johnson, London.—A ccm. from C. H. Willcox. — \7th April, 1883.

1948. Lawn Tennis Poles, J. Mellor, Corwen.—17(71 April, 1883.

1954. Type Cases, J. H. Johnson, London.—A communication from La Society de Typographic par Pro-cdd6s Rapides.—VUh April, 1883.

1975. Reversing Valve, A. Paul, Dumbarton.—19771 April, 1883.

2024. Side Saddles, T. G. Smith, Easton Grey, and B Brook, Sherston Magna.—20th April, 1883

2218. Warping Yarn, W. R. Lake, London —A com. munication from R. L. Carr.—1st May, 1883.

2220. Paper-feeding Devices, C. Ellery, Albany.— lsi May, 1883.

2255. Tramway Rails, H. H. Lake, London.—A from T. Bladen.—3rd May, 1883.

2298. Inkstands, H. H. Lake, London.—A communication from J. A. Wiedersheim.—bth May, 1883.

2314. Ships’ Signalling Apparatus, M. D. Porter, Boston.—7th May, 18w3.

2351. Preventing Scale in Boilers, &c., G. Downie, Salinas, U.S. — 9th May, 1883.

cun

com.

Patents Sealed.

(List of Letters Patent which passed the Great Seal on the 11th May, 1883.)

2338.    Animal Charcoal, H. E. Jones, Stepney.—18iA May, 1882.

2339.    Animal Charcoal, J. W. Ingham, London.—18th May, 1882.

5395. Ornamenting Terra-cotta Plaques, a. Tuck London.—ISth November, 1882.    ’

5103. Separating Liquids from Chemical Waste Products, G. H. Bolton and J. R. Wylde, Widnes.— 16th November, 1882.

5405. Extension Gauge, J. F\ Stephens, Bristol.—13th November, 1882.

5410. Steam-steering Apparatus, J. Duncan, London. —13th November, 1882.

5433. Washing Wearing Apparel, S. Hulme, Manchester.— lith November, 1882.

5135. Heating Apparatus, C. R. Stevens, Lewisham. —Hth November, 1882.

5437. Preserving Milk, M. E. and O. E. Polil, Liverpool.—lbth November, 1882.

5440. Self-emptying Centrifugal Machines, E. A. Brydges, Upton.—15th November, 1882.

5446. Disinfecting Apparatus, F. J. Austin, slow.—lbth November, 1882.

5456. Hammocks, A. Pratt ber, 1882.

5157. Hydraulic Pressure Valves, H. Berrv, Gloucester.— 16<A November, 1882.    y

5458. Automatic Door Fastener, T. Scourfield don.—16i/i November, 1882.

5170. Metallic Bedsteads, S. B. and S. I. Whitfield, Birmingham.— I7t/i November, 1882.

5482. Mills for Grinding Grain, R. Young, Glasgow —18th November, 1882.    ⁸

5515. Erasing Pencil Marks, L. Wolff, Battersea — 20th November, 1882.

5543.

Houn-

New York.—16f& Novem-

, Lon-

174.

da it Rollers, C. J. Appleton, Salford, and * ■Appleton, Manchester.—12th January, 1883.

"⁰—13tr/RnRaryT18S3EN°INES’ J‘ R‘ WolIs> New York‘

²⁰L™ EiAssaGENERAT0RS’ H- Lano> London—13th Jan-

aary, looo.

imdc-

264. Steam Generators, A. M. Clark, London—A com. froM M. W. Barse.—\Qth January 1883 272. Treating Fecal Matters, G. W. von Nawrocki,

BTv!?TA com“unication from J. Swiecianowski —17th January, 1883.

285. Electric Lamps, J. Unger, Cannstadt—17ft Jan-uary, 1883.

²⁰i883ORSETS’ H‘ C’ LciJrince» Paris—18f/i January,

Valves for Air Compressors, C. Pilkington and J. Forrest, Haydock.—22nd November, 1882

“Suf.issrs, &.p™'J-r-

5607. Treating Mixed Solutions, W. Weldon, Bur-stow.—2bth November, 1882.

5609 Cutting up Sugar Cane, C. D. Abel, London— 2bth November, 1882.

5628. Steam Engines, W. Hornsby and R. Edwards, Grantham.—27th November, 1882.

564 '. Mashing Apparatus, J. A. L. and W. V. Biden, Gosport.—28th November, 1882.

5696. Colouring Matters, J. Imray, London.—30th November, 1882.

⁵⁷²⁴-,^WA,y Fastenings, E. G. Sheward, Richmond, and W. E. Jones, London.—1st December, 1882.

5155. Fencing, G. Greig, Edinburgh, and J. Leek, Brora.—2nd December, 1882.

5817. Milling Apparatus, J. H. Carter, London.—6th

JJCCOYl 06V , i. OOij.

5873. Preventing Corrosion in Boilers, <fcc., J. B.

Hannay, Glasgow.—9th December, 1882.

5902. Preventing Corrosion of Ships’ Bottoms, J B Hannay, Glasgow.—llth December, 1882.

5932. Substitute for Linseed Oil, P. G. Oster, Prussia —12th December, 1882.

5970. Pentagraph Engraving Machines, J. Mowatt, Barrhead. —nth December, 1882.

⁶¹²⁵:„Co“®I1la Wool, W. Terry and J. Scott, Dudley Hill.—22nd December, 1882.    y

587. Bichromate of Soda, E. P. Potter and W. H.

Higgin, Bolton.—2nd February, 1883.

604. Constructing Parts of Railways, E. N. Moles-„„^°5,th'Hepworth> Manchester.—6th February, 1883. 920. Combustion of Fuel in Grates, H. W. Davidson and J. Speir, London.— 20th February, 1883 WBU Generating Electricity, A. M. Clark, London. —26th February, 1883.

KH7. Spring Frames, A. Gilmore, Keady.—27tli February, 1888.

1059. Telephonic Apparatus, L. J. Crossley and W.

Emmott, Halifax.—27th February, 1883.

1332. Smelting Furnaces, A. M. Clark, London.— 12th March, 1883.

1340. Printing Machines, W. R. Lake, London.—15th March, 1883.

¹³45. Sewing Machines, W. R. Lake, London.— 13th March, 1883.

1355. Compound of Sugar and Coffee, C. A. Allais, Paris — nth March, 1883.

¹⁴₁to,LS?i'DEfII?2oApPARA1'DS*H- H- Lake, London-19111 March, 1883.

1453. Measuring Quantity of Liquid Drawn from Lasks, G. A. Adams, Peel.—20th March, 1883.

M62. Non-conducttng Composition for Boilers, G. F. Redfem, London—20</<. March, 1883.

Leather Trimming Machines, W. R. Lake, London.— 21sf March, 1883.

5503. Architectural Ornaments, L. A. Grotli, London. 20th November, 1882.

5509. Producing Magnesium, &c , L. A. Groth, London.—20th November, 1882.

5533. Wire Fences, W. Friedlander, London.—21st November, 1882.

5581. Wood Block Pavements, E. Hughes, Liverpool. —23rd November, 1882.

5585. Attaching Lamps to Carriages, R. J. Dobbs and F. Davies, Birmingham.— 23rd November, 1882. 5634.TCYS, &c., H. H. Lake, London.—27th November,

5637. Fret Saw Machines, R. D. Sanders, Acton— 27 h November, 1882.

5693. Telegraphing from Railway Trains in Motion, W. L. Hunt, London.—SOth November, 1882.

5699. Adjustable Sorting Sieve, G. W. von Naw-rocki, Berlin.—30th N'ovember, 1882.

5728. ^Ploughs, H. J. Haddan, London.—1st December,

5729.    Steam Fire Engines, G. Witte, Berlin.—1st December, 1882.

5733. Stylographic Fountain Pens, M. H. Kerner, London.—1st December, 1882.

5735. Generating Power, S. Broadbent and S. Broad-bent, jun., Tong.—1st December, 1882.

5739. Boots and Shoes, H. E. Randall, Northampton. —1st December, 1882.

5743. Wind Motors, A. M. Clark, London.—1st December, 1882.

5775. Raising Ships’ Boats, E J. Harland, G. W. Wolff, W. H. Wilson, and W. J. Pirrie, Queen’s Island.—4t7i December, 1882.

5798. Refrigerating Apparatus, W. H. Wood and G.

Richmond, New York.—5t7i December, 1882 5816. Steam Governors, F. J. Burrell, Thetford.—6th December, 1882.

5831. Confectionery, W. R. Lake, London.—6th December, 1882.

5899. Heating, &c., by Electricity, P. R. Allen, London.—9th December, 1882.

5976. Wedges, &c., J. H. Johnson, London.—llth December, 1882.

5985. Polishing Jewels, W. L. Wise, London.—lith December, 1882.

6121. Water-closets, W. R. Lake, London.—3rd May, 1883.

6164. Producing Electric Light, A. M. Clark, London.—23rd December, 1882.

6168. Joining the Ends of Leather Belts, H. H Lake London—26fA December, 1882.

^1883°REW ^APS’    Lake, London.—15th January,

588. Rock Drills, A. A. Patterson, Nunhead.— 2nd February, 1883.

630. Portable Saws, N. W. Wallace, Clifton.—5t7t February, 1883.

880. ^Clocks,i&c., J. A. McFerran, Manchester.—17th

1046. Pencil Holders, J. H. Johnson, London.—27t7i February, 1883.

1468. Lasting Machines, P. M. Justice, London—20<A March, 1883.

^Sewing Machines, S. Pitt, Sutton.—27<7i March,

List of Specifications published during the ween ending May 12th, 1883.

³²⁹⁶> 4dG ³⁴⁸¹- 8d 5 4336, 6d,; 4385, 6d.; 4404, Is. 2d.; 4418, 6d.; 4437, 2d.; 4439, 2d.; 4446, 6d.; 4448, 6d.;    4449,    4d.;    4450,    4d.;    4452,    6d.;    4453, 2d.;

4454, 6d.;    4455,    6d.;    4458,    4d.;    4459,    6d.;    4460, 6d.;

4466, 6d.;    4468,    4d.;    4470,    2d.;    4471,    2d.;    4472, 8d.;

44<3, 6d.;    4474,    2d.;    4475,    2d.;    4476,    6d.;    4477, 2d.;

4478, 6d.;    4479,    2d.;    4480,    2d.;    4481,    2d.;    4182, 2d.;

4483, 2d.;    4484,    2d.;    4485,    6d.;    4486.    2d.;    4487, 4d ;

4488, 6d.; 4490. 4d.; 4492, Is. 6d.; 4493, 8d.; 4494, 6d ; 4495, 6d.; 4498, 6d.; 4499, 6d.; 4530, 6d.; 4502, 4d : ⁴⁵⁹⁸>    ⁴⁶⁰⁴> 6dd ⁴⁵⁰⁵> 6d.; 4506, 2d.; 4507, 6d.;

4509, 4d.;    4511,    6d.;    4512,    4d.;    4513,    6d ;    4514, 6d.;

4515, 6d ;    4516,    6d.;    4517,    2d.;    4519,    6d.;    4520, 6d.

4521, 2d;    4522,    6d.;    4523,    6d.;    4524,    2d.;    4525, 4d.

4526, 2d.;    4527,    6d.;    4528,    4d ;    4529,    2d.;    4530, 6d.

4531, 2d.; 4532, 8d.; 4533, 8d.; 4534, 2d ; 4535, lOd. 4536, 6d ;    4638,    4d.;    4540,    2d.;    4541,    6d.;    4542, 6d

4544, 6d.;    4545,    6d.;    4546,    6d ;    4549,    6d ;    4550, 6d

4551, 2d.;    4552,    2d.;    4553,    6d.;    4554,    2d.;    4555, 6d.

4556, 2d.;    4557,    6d ;    4559,    2d.;    4560,    6d ;    4561, 2d.

4562, 2d; 4563, 2d.; 4564, 2d.; 4565, 10d.; 4567, 6d. 4568, 4d.;    4570,    6d.;    4571,    2d.;    4573,    2d.;    4574, 6d.

4575, 4d.;    4576,    4d.;    4577,    8d.;    4578,    6d.;    4579, 4d

4580, 6d.;    4581,    2d.;    4582,    2d.;    4586,    6d.;    4588, 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 Holbom, to Mr. H. Reader Lack, her Majesty's Patent-office, Southampton-buildings, Chancery-lane,

cylinder has a second piston on the same rod, and serves to create a current of air.

4437- Fastenings or Catches for Blind Cords and Wires, 8. C C. Currie, London.—19 th September, 1882.—(Not proceeded with.) 2d.

A knee-shaped piece of metal is pivotted to the window frame, and the cord held between one of its arms, which is serrated, and a stop.

4439. Printing Fabrics, J. Ingleby, Manchester.—19(/t September, 1882. —(A communication from R. Anke, Germany.—(Not pioceeded icith.) 2d.

Liquid colouring matters are mixed intimately with finely pulverised clay, and the compound of a dough-like consistency is formed into plates and dried, from which the requisite design is formed and printed upon the fabrics.

4448.    Hermetically Sealed Ve-sels for Liquids, &c., W. A. Barlow, London.—\9th September, 1882. —(A communication from A. Luqer, Vienna ) 6d.

This relates to the use of an air-tight cover provided with a locking device, and which by its form may also be used as a drinking vessel.

4449.    Combined Range and Register Grates, W. Y. Stevens, Bristol.—19th September, 1882. 4d.

A cooking range of somewhat ordinary construction has a sunk grate between the boiler and oven, which grate has a solid base ridged on the fireside and perforated with holes. The second bar is hollow and perforated on its inner side for gas jets, and is connected with a gas main. The top of the oven has atmospheric burners.

4452.    Guard Rail for Fishing Boats, &c., J. Gunn, Sutherland,. —19th September, 1882. lid.

The object is to prevent boatmen falling overboard or being swept off the deck of vessels with low bulwarks, and it consists in the use of portable guard rails which may be folded down in sections so as to leave the bulwarks clear when necessary.

4453.    Swivelling or Revolving Chairs, R. Cruik-shankjun., Stirling, N.B.—19th September, 1882— (Not proceeded with.) 2d.

The object is to combine with the usual swivelling motion a sliding action of the seat, to admit of the position of the seat being adjusted in relation to the table.

4455. Feed Cups for Lubricants, R. Baird, Glasgow.— 19th September, 1882. 6d.

This is designed chiefly for use with “ Baird’s light-feed oil cup,” the object being to prevent waste and avoid back pressure from the cup. In a branch from the cup a valve rests on a seat at the end of the tube, so that when closed the supply of water to the cup is stopped. Over the valve is an elastic diaphragm upon which a spindle acts and forces the valve to its seat. The spindle is so connected as to release the valve when the engine is started and close the same when it is stopped.

4459. Treatment of Middlings, W. R. Lake, London.— 19th September, 1882.—(A communication from C. Brown, St. Louis, U.S) 6d.

This relates to machines for detaching crushed middlings, or pulverising the caked white flour of crushed middlings sufficiently to enable it to be separated by bolting from the germs and bran. A wire gauze cylinder works in a flexible concave cloth held against it by supports, the crushed middlings being fed in between the two.

4466. Closing, Fastening, and Adjusting Movable Ventilator and Window Frames, &c., E. Edwards, London.—19th September, 1882.—(A communication from A. Descaves and D. Halut, Paris.) 6d.

A drum with helical teeth has its axis continued and connected by a flexible joint with a rod attached to the window frame, such drum being driven by an endless mounted in a case and actuated by a suitable handle.

screw

4468. Nut-locks, C. A. Snow, Washington, U.S.—19th September, 1882.—(A communication from L. Triplett, jun., Virginia, U.S.)—(Complete.) 4d.

This relates to the use of a flexible plate made thick in the centre part, and provided with ribs, which are made to enter corresponding recesses in the surface, to which the nut is to be secured. A bolt passes through such surface and through a hole in the plate, and when the nut is screwed home the projecting parts of the plate are turned up round the nut.

4470. Tricycles and Bicycles, D. Pidgeon, Putney-Hill.—20th September, 1882.—(Not proceeded with.)

2d.

1494.

ABSTRACTS 01 SPECIFICATIONS.

Prepared by ourselves expressly for The Engineer at the

3481. Printing Machinery, W. C. Kritch, Leeds.—21st July, 1882. 8d.

This relates to platen printing machinery, and consists in improvements on patents No. 1062, a.d. 1875, and No. 4549, a.d. 1876. The platen during its recipro-eating motion to and from the type bed is caused to maintain a parallel position in relation thereto. The reciprocating carriage of the bridge to which the platen is attached is provided with rollers, caused to rotate intermittently for feeding the paper from a continuous web, and also with guide rollers to conduct said paper fairly on to the surface of the platen, and a roller for conducting it away after having received the impression. A fixed cam actuates the fingers which secure the paper on the platen. A pair of shears cuts the paper into sheets.

4336 Governor for Motive Power Engines, A. Beverley, near Wakefield, and A. Sykes, Wakefeld.— 12th September, 1882. 6d.

A hollow box is mounted on a spindle, and contains weights capable of moving outwards against the force of springs when revolved, and which have surfaces acting upon similar surfaces formed on a cap, which is thus raised, and its motion utilised to actuate the valve or regulator.

4385. Nails and Screws, &c., T. J. Sloan, Paris.— lith September, 1882. 6d.

This relates to the formation of screw threads by means of a pair of cylindrical rollers with helical grooves and rotating at different circumferential speeds, the rollers being arranged with their axles parallel to that of the article, and acting in conjunc-tion or not with devices to form the bodies and other parts of such article.

inclined

(List of Letters Patent which passed the Great Seal on the 15th May, 1883.)

5452. Securing Railway Rails, L. Williams and D.

Bdwards, Cardiff.—15£/i November, 1882

™?er ?88V2EL°PE8’ K Edwards> London—16lh Novem- 4418. Motors Worked by Combustible Gas, Vapour,

5465.’ Utilising Residues of Cotton-seed Oil, &c„ J.    fember, 18sT Z* * *' Sristol-16th Se^

54690np“r;oRTEeTc°Tiols⁶ WAK^r’l¹⁸⁸T ,    The object is to improve and simplify motors

17th November 1882    ’    ’    ' ®<|ldrc’ London. operated by combustible gas, and to provide means

-IK-• * --t.    *- ssa: ssKif XTSsrs

^bridge -I™ November C1882 E‘ Heppenstall> Miln8' cylinders are⁸' provided⁶ wTpCVorkVfroTa Greenwood, Keighley.-18fA November, 1882.    pisses to the other, wlere R is ignited Pm,e second

one

This relates to the construction of tricycles, and also to the making of the travelling wheels of velocipedes. Two large travelling wheels, each acting as drivers, are • employed, and a small steering wheel placed preferably in front. The large wheels are operated by straps, cords, or chains, actuated by treadles and acting loose pulleys on the main axis, which drive the wheels through friction pawls and a chain of gearing. The hub of the wheels is in two pieces, from which the spokes radiate alternately to the tire, and the two halves of the hub are screw-threaded, and work in the axle-box.

4471.    Powder for Absobbing and Cleaning Grease from Tin and Terne Plates, &c., T. N. Pickford, Newport, Monmouth.—29th September, 1882.—(Not proceeded with.) 2d.

The powder consists of 80 parts of dried and charred wood sawdust reduced to powder, and 30 parts prepared chalk or other fine absorbent dust, and it is applied to the surface of cleaned tin or terne plates in the same way as bran or “ sharps.”

4472.    Working Tram-cars Propelled by Ropes,

C^ Hinksman, Bedford-square.—20th September, 1882.

on

The object is to improve the means for gripping and releasing the rope, and in case of obstruction on the track, severing the connection of a portion of the apparatus from the car.

4473.    Bicycles and Tricycles, &c.,

Jamaica.—29th September, 1882. 6d.

The object is to construct bicycles and tricycles so as to utilise the whole weight of the driver for the purposes of propulsion, and at the same time to dispense with cranks. The driving wheel is driven by means of cords, straps, or chains directly from the treadles upon which the driver alternately whole weight to bear.

4474.    Washing, Straining, and Drying China Clay, &c., J. F Lackersteen, New Cross. -20th September, 1882.-(Not proceeded with). 2d.

The clay is washed, strained, or sifted by a hollow vessel, consisting of wire gauze secured on a frame, and from the upper part of which a pipe leads to an air pump, so that when immersed in the water containing the clay and the air exhausted, the fine clay will pass through the gauze. To dry sifted or strained clay, a hollow cylinder heated by gas or hot air is caused to revolve in a trough containing the clay.

4475.    Preventing Noise

C. Clarke,

causes his

of Sewing Machines Attached to Stands by Hinges, J. Hain, Neto York. 20th September, 1882.—(A communication from J. B. Hain, Newark, U.S.—(Not proceeded with.) 2d.

The object is to prevent the noise caused by the machine when running from being communicated through the hinges to the stand or table, and it consists in covering the flange or leaf of the hinge which is to be secured to the stand with a flat piece of rubber, or other bad conductor of sound.

4476. Wheels for Railway Carriages, G. W. Nawrocki, Berlin.—10th September, 1882— (A munication from R. Sydow, Germany.) Od.

This relates to improvements in the manner of fastening the tires to the wheels of railway carriages by the application of clamping appliances. According to one mode the tire is combined with the rim by means of a clamping ring on each side, having a projecting rim fitting in a corresponding dovetail groove in the tire, the two clamping rings being held together

von

com-

4498.    Sugar Mills, E. Death and J. Ellwood, Leicester. —21 st September. 1882. Gd.

This relates to a simple arrangement of cattle-power vertical or horizontal roller sugar cane crushing mills, and consists in constructing the mill so that it can be secured to a tree or strong post, and consequently doing away with the necessity for a frame. The draught pole is connected to a toothed wheel gearing with a wheel on the axis of the first roller, and drives the rollers, which are geared together, at an increased speed.

4499.    Stitching Machines, B. Hague, Nottingham.— 21st September, 1882. Gd.

This relates to the use of a machine having a ring plate carrying pins or points above which the fabric is stitched, and the superfluous fabric cut off by a pair of blades, two plates above the pins or points serving to uncurl the fabric and hold it up while it is stitched and the superfluous portion cut off.

4500.    Doubling, Winding, and Twisting Fibrous Yarns or Threads, J. 'and J. Horrocks, Manchester.—21st September, 1882. Gd.

This relates, First, to machinery for doubling and winding threads on to spools without heads, and is a modification of patent No. 3132, a d. 1881. The spool is rotated on a spindle carried in a lever frame, which is carried in another frame jointed to the machine frame. The spool is pressed against a friction drum, and the lever frame carrying that for the spool is held up by a jointed prop resting against the end of an arm from the oscillating detector plate. When a thread breaks the plate is moved, the arm from it lifted, the prop allowed to slide forward by the action of the weight of or upon the two frames, and thus stops the winding by withdrawing the spool from the surface of the friction drum. The invention further relates to improvements on patent No. 4278, a.d. 1879, for stopping machinery for doubling and twisting when a thread breaks or is absent.

4514.    Temporary Partitions or Screens for Classrooms, &c , J. W. Cook, London.—21st September, 1882. 6d.

This relates to the combination with articles of furniture of sliding or folding partitions or screens.

4515.    Looms, IF. Smith, Heywood.—21st September, 1882. Gd.

This relates, First, to an improved shedding machine by which three patterns may be woven in the loom ; Secondly, to means to stop the box motion in order to weave with one shuttle only ; and Thirdly, to provide a plain picking motion when one shuttle only is used.

TT

.1

sit

superphosphates in combination with vegetable charcoal, with or without sulphate or other compound of magnesia.

4540. Harvesting Machines, J. Paul, Dorset.—23rd

Gd.

or un-

Ei

rB

Gd.

by means of draw rivets let in about half way in the rim. Other arrangements are described.

4477- Manufacture of Soap used in Fulling, &c., J. Glover, near Wakefield.—20th September, 1882. 2d.

Bags, shivvy, flocks, hair, mill waste containing wool or hair or other like fibrous materials containing animal matter are dissolved into a pulp by caustic soda, after which water is added to wash the same, which precipitates the foreign matter. The water is run off and acid added to it, so as to precipitate the animal matter it contains, when the water is again run off, and caustic soda added to re-dissolve the animal matter. It is then allowed to saponify, and after a few hours is ready for use.

4478.    Self-acting Tackle Hooks, J. T. Hoe, Wands-worth.—20th September, 1882. Gd.

The object is to provide a safe and effective selfacting hook for hoisting, lowering, and picking up goods, and which will release the same as soon as they touch the ground. The hoisting chain passes through an eye at one end of a bar, and is attached to the upper end of a second bar pivotted to the centre of the first, and formed with a hook at its lower end to receive the goods. When the goods touch the ground, the chain being slack will disengage the hook from a notch in the lower end of the first bar, and so release the goods.

4479.    Securing Windows, W. McNicol, Leith.—20th September, 1882 —(Not proceeded with.) 2d.

This consists in the uso of a spring bolt fitted to the sliding window frame, and which is disengaged from a recess in the outer sash by turning back a hinged plate.

4480.    Tablet Diaries, J. W. Cochrane, Glasgow.— 2Oth September. 1882.—(Not proceeded with.) 2d.

This relates to the construction of tablet diaries, so that as the sheets are finished with, they may be turned over to the back of those still to be used, instead of having to remove such leaves from the diary.

4481.    Decoration of Ceramic Ware, &c , A. Wenzer, Hanley, Stafford.—20th September, 1882.— (Void.) 2d.

This relates to a process of applying colours to ceramic ware so as to produce the effect of being marbled. The article is placed in a vessel containing water, and the colours to be used are sprinkled on the surface of the water and stirred so as to cause them to spread. The water is then drawn off at the bottom, and the colours thereby deposited on the article, which is then fired in the usual way.

4482.    Handles for Table Cutlery, H. and T. W.

Hall, Yorkshire.—20th September, 1882.    2d.

This relates to the manufacture of handles for table cutlery of cast or pressed annealed glass, coloured to represent ivory, pearl, buffalo horn, or other substance.

4483.    Spring Packings for Metallic Piston Rings, J. Duffield, Derbyshire.—20th September, 1883.—(Not proceeded viith.)

This consists in the use of india-rubber rings for the purpose of pressing the piston rings out horizontally or laterally against the inner surface of the cylinder, and vertically against the bottom flange of both the piston block and the cover.

4485.    Shields for Protecting, Strengthening, or Concealing Buttons and Button-holes, <Sic., W. P. Thompson, Liverpool.—20th September, 1882.— —(A communication from. Messrs. D. Sauget and N. A. Aubertin and Madame Veuve Grangier.) Gd.

This relates to the use of ornamental shields provided with some adhesive substance on its inner surface, so that it may be readily attached to an article of attire, so as to protect, strengthen, or conceal the buttons and button-holes.

4486.    Manufacture of Biscuits, Cakes, &c , T. C. S. Cook, Reading.—20 th September, 1882.—(Not proceeded with.) 2d.

This relates to the cooking of the dough of which biscuits, cakes, &c., are composed, and consists in subjecting it to the direct action of steam, preferably under high ^pressure in a closed oven, after which it may be baked by the usual methods.

4487- Treatment of Phosphorites for the Manufacture of Manures, J. Imray, London.— 20th September, 1882. — (A communication from L. Daudenart, Brussels.) id.

The object is to treat phosphorites so as to separate from them carbonate of lime and obtain tricalcic phosphate suitable for being converted into phosphate, soluble in water or in organic ammoniacal salts, so as to be readily assimilated by vegetables. It consists, First, in decarbonating phosphorites by subjecting them to heat in compartments of a kiln worked in rotation ; Secondly, hydrating decarbonated phosphorites by treating them under the influence of heat with water or steam ; Thirdly, separating lime from phosphate by treating decarbonated, hydrated, and washed phosphorite with soluble salts of magnesia or of manganese, zinc, or iron; Fourthly, the application of sea water for enriching decarbonated and hydrated phosphorite, and producing hydrated magnesia; Fifthly, the use of decarbonated phosphorites for precipitating from solution of tricalcic phosphate in hydrochloric acid, a phosphate soluble in citrate of ammonia, and, therefore, capable of assimilation by vegetables ; Sixthly, the use of hydrated magnesia for precipitating from solution of tricalcic phosphate in hydrochloric acid a precipitate soluble in citrate of magnesia ; Seventhly, the process for reproducing the hydrochloric acid employed for dissolving the tricalcic phosphate, by transforming calcium chloride into magnesium chloride, and concentrating and decomposing the latter by heat; and Eighthly, treating liquids containing ammonia with neutral phosphate of magnesia for extraction of the ammonia, and the production of ammoniaco-magnesian phosphate, available as a manure.

4488. Hair-pins, &c., F. Kingston, Kent.—20Ih September, 1882. Gd.

This relates to the construction of hair-pins with the two prongs formed with a helical twist, so that they can only be withdrawn from the hair by a screw-like rotation. This is effected by the twisting the prongs on a central mandril introduced between them.

4493.    Registering Padlocks, W. R. Lake, London.— 20th September, 1882.— (A communication from R. G. Usher and C. C. Dickerman, Boston, U.S.) 8d.

The locking devices—consisting of a sliding block, called the tumbler carrier, containing in it the tumblers ; a safety guard and a small bar in a groove in the carrier, and called a fence—are placed in one part of the shell, the hasp and locking dog partly in and between both parts of the shell, and the devices for registering consisting of a series of concentric plates, the pawls actuating the plates, the lever carrying the pawls, and spring dogs holding the plates in position are placed in the other part of the shell and are all suitably arranged so as to perform the required functions.

4494.    Grape Sugar or Glucose, Ac., W. R. Lake, London.—20th September, 1882.-—(A communication from W. 2. Jebb, Buffalo, U.S.) Gd.

One mode of converting starch into glucose is by two successive conversions, the first in an open converter in which the starch is partially converted at a moderate degree of heat, whereby the starch is uniformly heated and converted and prevented from becoming pasty by overheating; and the second conversion taking place in a closed converter, in which the conversion is completed under steam-pressure at a higher temperature. Other modes, and the apparatus employed, are also described.

4495.    Manufacture of Bricks, IF. R. Lake, London.

20th September, 1882.—(A communication from

H. R. Dickinson, Hamilton, U.S.) Gd.

This relates to machines for compressing nearly dry pulverised clay into bricks ready for “ hacking up ’ or making into piles for drying. A circular table

with four pairs of moulds is employed, and beside it is a stationary table to hold the clay for filling the moulds. The table turns on a saddle piece to bring the moulds true under their plungers, and is actuated by a crank and suitable gearing so as to bring each pair in turn into position for filling, compressing, and discharging. The bottom of the moulds can slide up and down.

4502. Appliances to be Used for the Rigging of Boats or Ships’ Masts, G. Hughes, Wolverhampton. —21 st September, 1882. id.

The lower end of the standing rigging of ships and boats is fitted with a screw, having a box with a right and left-hand screw therein, into which two eye bolts are fitted, the eye of one containing a sheave or thimble, into which a stud is inserted to prevent collapse, and having through the stud an aperture to carry the bar, rope, or chain of the stanchions. The eye of the other bolt is oval or oblong to reave the eye of a shackle used to connect the rigging screw with a chain plate of the boat or ship to which it is applied.

4505.    Wheels and Axles for Railway and Tram-cars, JF Morgan-Brown, London.—21st September, 1882.—(A communication from G. W. Miltimore, Chicago.) Gd.

This relates to improvements on patent No. 5285, a.d. 1879, and consists in forming the wheel with a short sleeve and making the opening through it and the wheel of uniform size throughout. A supplemental sleeve is then forced into the opening in the sleeve. Other improvements are described.

4506.    Combination Nut-crackers, IF. Brown and D. Robertson, Glasgow.—21st September, 1882.—(Not proceeded with.) 2d.

The object is to combine with nut-crackers devices which serve for opening champagne bottles, and as grape scissors. The nut-crackers are formed with two light hand levers jointed at one end, and having close to the joint the usual expanded part to crack the nuts, but beyond the joint the levers have projecting pieces which close like scissors, and serve to undo the wires of champagne and other bottles. A short lateral web is formed on one of the projections, and the other closes against it and forms the grape scissors.

4507.    Leather Paring Machines, E. G. Brewer, London.—21st September, 1882.—(A communication from H. Mayer, Paris ) Gd.

This consists in the construction and combination of parts, comprising a paring cylinder having a roughened surface, a bearing bar for holding the leather to be pared against the paring cylinder, a sliding carrier for feeding the leather to the paring cylinder, a binding device for holding the leather on the carrier, a lever for moving the said carrier, and means for adjusting the various parts.

4509. Drain Pipes, F. H. Noott, London.—21sf September, 18S2. id.

This consists in forming each end of a drain pipe with a half flange or faucet, in lieu of with a whole flange or faucet at one end only.

4513. Potato Planting Machines, II. Gardner, London. — 21s< September, 1882.—(A communication from R. Weiensche, Saxony.) Gd.

Through the lower part of the hopper passes the flat broad rim of the planting wheel, which is provided with cavities in the form of a bell at equal and short distances.

4516. Construction of Fire-arms, IP. I IF. Greener, Birmingham.—21st September, 1882. Gd.

This consists, First, in the construction and arrangement of the locking mechanism of hammerless guns to allow of the gun being more readily stripped and put together; Secondly, the construction of a swing pivot in the barrel lump for the purpose of cocking the lock mechanism, and so arranged as to be self-acting ; Thirdly, the construction of automatic transversely pivotted swing cams for the purpose of automatically bolting or rendering safe the lock mechanism of hammerless guns ; and Fourthly, the construction of twisted gun barrels without a weld.

4517- Hay Bogie, R. Swann and J. Batie, Bedlington. —21 st September, 1882.—(Not proceeded with.) 2d. This relates to an arrangement for facilitating the tipping of the hay from the bogie.

4519.    Ventilating Rooms of Ships, J. and J. K. Leather, Liverpool.—22nd September, 1882. Gd.

This consists in the employment of cowls, fans, or equivalent devices with passages, deflectors, and regulating valves for directing the currents of air upwards.

4520.    Button-hole Attachment for Sewing Machines, I. Nasch, London.—22nd September, 1882. Gd.

This relates to the combination of parts forming the attachment or arrangement of apparatus for use with sewing machines, or machinery for stitching buttonholes or equivalent work, such as over-seaming or herring-bone stitching, or the like.

4521.    Sizing Machines, IF. Whalley, Amsterdam.— 22nd September, 1882.—(Not proceeded with.) 2d.

This relates to those machines known as Howard and Bullough’s cold air sizing machines, and the object is to size a greater quantity of yarn in a given time than can be done by machines now in use; to regulate the supply of size and keep it from clotting; and to prevent the yarns adhering together.

4522.    Spring Mattresses, J. Lockie, Glasgow.—22nd September, 1882. Gd.

The mattress is constructed with wire springs of the well-known double volute or spiral form, which are connected together by short wire links, and combined with a novel construction of supporting and binding framing of wood or other material.

4523.    Malted Farinaceous Food. J. Schweitzer, Brixton.—22nd September, 1882. Gd.

The inventor claims, First, mixing an acid with the raw flour, to assist the baking operation and improve the result; Secondly, adding to baked flour mixed with malt a certain proportion of an alkali suitable to the acid used.

4524.    Gas and Oil Stoves, J. S. Willway, Bristol.— 22nd September, 1882.—(Not proceeded with.) 2d.

This relates to the arrangement of the stove, whereby cooking can be carried on upon the grill or grating under a hinged and readily removable cover.

4528. Apparatus for Preventing Shocks to Ships, B. C. Le Moussu, London.—22nd September, 1882.— (Not proceeded with.) 2d.

The apparatus consists of a cylinder or barrel provided with a piston and rod, around which rod is a spiral spring. In connection with this apparatus is employed a friction wheel or roller. The chain to which the anchor is secured passes over this friction wheel or roller, and after having been paid out is made fast by one of its links or by larger links arranged at intervals thereon to the hook at the end of the piston-rod, or to the hook on the chain terminating the said rod.

4528.    Frosted Glass, W. H. Beck, London.—22nd September, 1882.—(A communication from G. Bay, Paris ) id.

The frosted glass consists of a plate or sheet of glass, one face of which is smooth or polished like the faces of ordinary window or plate glass, and the other face frosted or crackled in a variety of ways.

4529.    Manufacture of Paper Pulp from Marine Plants, <&c., IF. R. Lake, London —22nd September, 1882.—(A communication from E. V. J. L. Gorges, Paris.) 2d.

The inventor claims the manufacture of paper or pasteboard pulp from marine and other plants, by a succession of operations, consisting essentially in the rolling, the separation of the fibres, the steeping in lye, compressing, washing, bleaching, and drying.

4530.    Coupling Apparatus for Railway Carriages, A. W. L. Reddie, London.—22nd September, 1882.— (A communication from the Cie. des Apporeils Auto-matiques pour Accrocher et Decrocher Us Wagons des Chemins de Fer, Paris.) Gd.

To the end frame of each carriage is fixed a case or box which carries the necessary coupling gear. Each of these boxes has a spreading mouth and is divided into three compartments, the central one of which allows for the passage through it of the ordinary coupling hook, which is retained. In one of the side compartments one end of a draw-bar of peculiar construction is secured by a bolt. The other side compartment is fitted with the automatic coupling bolt, . which at the right moment drops through the open loop of another parallel draw-bar carried by the adjacent carriage. Thus from one side of each carriage a draw-bar projects, and enters a corresponding corn-14 550 1

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partment when the carriages come together. The automatic coupling pin consists of a bolt loosely connected to a pair of lever arms, by depressing which the bolt may be raised and the carriages uncoupled. Within each of the right-hand or female compartments is a hinged flap, kept by a weighted lever in a position to cover the hole for the lower end of the coupling bolt. When the latter is raised, before the coupling takes place, the flap falls forward and retains the bolt in the raised position. When the end of one draw-bar enters the compartment it pushes back the flap, and allows the bolt to fall through its open end into the hole in the bottom of the compartment. It will be understood that the carriages are simultaneously and automatically connected by two parallel draw-bars, one on either side of the central draw hooks.

4531. Perambulators, &c., IF. J. Ingram, Westminster.— 22nd September, 1882. — (Not proceeded with.) 2d.

The object is to connect the body or superstructure of the vehicle with the wheels, so that the whole may be readily put together or taken to pieces.

4533.    Construction and Housing of Ships’ Anchors’ J. Scott, Helensburg, N.B.—23rd September, 1882. 8 d.

This relates partly to the arrangement of the conducting hawse and its attachments to bring the anchor direct upon the main or upper deck by its own cable.

4534.    Railway Couplings, &c., R. Lansdale, near Liverpool.—23rd Sepember, 1882.—(Not proceeded with.) 2d.

Each carriage has a half loop in the centre of the ends of the body, and the loops of two adjacent carriages are connected by a harpoon link or coupling bar consisting of a bar shaped at one end like one side of the end of a harpoon, the opposite fork being absent. This coupling is pivotted to the carriage and lies over the loop, so that it is raised by the loop on the other carriage, and then falls into the latter, and thereby couples the loops.

4536. Stop Watches, H. J. Haddan, Kensington.— 23rd September, 1882.—(A communication from 0. F. Domon, France.) Gd.

The distinguishing features of this invention are, First, complete independence of the stop mechanism from the rest of the mechanism ; Secondly, tho use of a snail with two inclines and three stops ; Thirdly, a forked spring provided with a regulating screw; Fourthly, replacing the intermediate transmitting gear with special teeth by a single-gear wheel with ordinary teeth actuating a loose centre pinion, the back-lash or loss of time of which is neutralised by means of a light brake spring; Fifthly, the application of a pair of polished friction cones adapted to drive the seconds hands, which may be instantaneously stopped or set in motion, by setting the friction cones in or out of contact with each other. 4538. Purification of Gas, &c., H. Symons, Totnes. —23rd September, 1882. id.

This consists in the purification of gas by the use of

September, 1882.—(Not proceeded with.) 2d.

The body of grass is removed from the ground by a set of sliding or spring teeth, and is carried up an inclined plane by toothed bands, and then turned over into a receptacle, where a toothed shaft tosses it about, so as to convert it into hay. The apparatus can also be used for cereals.

4541.    Breech-loading Fire-arms, H. and E Hammond, Winchester.—28rd September, 1882.

The object is to render the “ safety” of hammerless guns more secure, its action more effective, and to s implify the construction. A safety spring catch extends back to the end at the trigger plate, and acts at the fore end against the hammer when the lock is accidentally “jarred off.” Two slides are used for indicating whether the gun is cocked or loaded cocked and unloaded.

4542.    Pumps, J. S. Sawrey,A. Altwood, and II. Wood-burne, Ulverston.—23rd September, 1882. Gd.

This relates to pumps for mining and other purposes. In the drawing A A are tubular plunger shafts, which take the place of the ordinary wooden spear rods. B B are suction valves, C C the lower delivery valves, and D D the upper delivery valves, these latter being contained in boxes forming part of the tubular plungers A A. In a double stroke of each pump, therefore, the water is drawn through the suction valve B, into the lower side of the piston E, during the upstroke, at the same time the water above the piston E is discharged upwards through the openings F in

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the hollow ram G, through the upper delivery valve D, into the tubular pump rod, which i3 provided at its top end with a spout or casing to discharge its water while moving up and down. During the down stroke of the piston E the water below it is all discharged through the lower delivery valve C into the upper side of the piston, but as the hollow plunger G occupies in its descent part of the cubic space above the piston E, a quantity of the water equivalent in bulk will be forced upward through the upper delivery valve D. The pump, therefore, delivers during both strokes, but sucks only during the up stroke. Modifications are described.

4544. Compound Atmospheric Funnels, E. Wery, Kensington.—23rd September, 1882.—(A communication from G. E. Wery, Paris.) Gd.

This relates to funnels for the economical production of heat from fuel and for ventilating purposes, such funnels being formed with internal blades of increasing or decreasing area upwards, and surrounded by one or more jackets, suitable means being provided for regulating the admission of air into the funnels.

4545.    Apparatus for Manufacturing, &c., Gas, &c., J. Coley-Bromjield, Hove, and G. Symes, Lime-house.—23rd September, 1882. 6d.

This relates to improvements on patent No. 4526, a.d. 1S76. Partitions are inserted into a retort so as to divide the charge of coal and cause the gas to be generated more rapidly. The partitions may be hollow and supplied with air or liquid, and in the latter case the liquid will be converted into steam, which is admitted to the hydraulic main to serve the purpose of a scrubber and exhauster. The invention relates further to an apparatus acting as a purifier or filter and a governor, and also for impregnating hydrocarbon with air or gas. Cotton waste is saturated with the hydrocarbon, and placed between screens of oxidised iron. A further improvement relates to apparatus for mixing sewer gas with hydrocarbon, and utilising it for lighting purposes.

4546.    Extracting Moisture from Air for Drying, (F. R. Lake, London.—23rd September, 1882.—(A communication from R. S. Jennings, Baltimore, U.S.)

This relates to the treatment of atmospheric air, so as to convert its natural humidity into its gaseous constituents, and then reducing the air to blood heat and utilising it for drying. The air is heated in a furnace by being drawn by a fan through a coil, and is then diffused through the drying chamber by passing through a perforated floor. The temperature of the air issuing from the coil may be reduced by passing through a refrigerator.

4549.    Metal Hurdles, •Fencing, and Gates, 5. Bay-lies, Wolverhampton.—25th September, 1882. Gd.

This relates to the methods of fixing horizontal bars of hurdles, fences, and gates to the uprights, so as to dispense with rivetting. According to one method the bar is depressed on each side where it is to he carried by the upright, in which latter a hole is formed to admit it while a tongue is punched out of the section of the wire. The wire is inserted in the hole formed by punching out the tongue, and the depressed part caused to enter the hole to receive it, when the tongue is forced back to its original position.

4550.    Indicating the Presence or Absence of Water in Cisterns, &c., J. Shaw and F. Milan, near Huddersfield. — 25th September, 1882. Gd.

Below the cistern an indicating apparatus is placed consisting of a case containing a hollow spring capable of expanding and contracting by the pressure of water, such spring being connected to a toothed segment gearing with a pinion, the axis of which carries a pointer. If the tube connecting the indicator to the cistern is empty the pointer completes an electric circuit and causes a bell to ring. A valve will also be opened by steam pressure and a whistle sounded. The dial carries movable tablets, so as to enable them to be set to suit any cistern.

4551.    Railway Wagons and Carriage Couplings, T. Archer, jun.—25th September, 1882.—(Not proceeded with.) 2d.

This consists in the use of many separate strands of small wire, combined into short ropes or fabrics with interlaced eye pieces or stoppers, secured therein at the ends and adapted to the hooks or other attachments on the wagons or carriages.

4552.    Paints and Compositions for Coating Ships' Bottoms, &c., A. B. Rodyk, London.—25th September, 1882.— (A communication from N. B. Dennys, Singapore.) 2d.

This relates to an improvement on patent No. 3751,

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4581. Removing Ink Stains from the Human Skin, G. F. Redfern, London.—26th September, 1882.—(A communication from H. Buczkowski, Vienna.)—(Not proceeded with.) 2d.

This consists in the use of leaflets of paper or woven fabric, or other suitable material, impregnated with a solution of oxalic acid.

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a.d. 1881, and consists in substituting for the “ Vah-in-shi ” or “ Chinese varnish,” a varnish made of 1 gallon of turpentine to 9 lb. of powdered resin, the composition otherwise being the same as in the above-mentioned patent.

4553.    Injectors, H. J. Haddan, Kensington.—25th September, 1882.—(A communication from W. E. Macdonald, Sandy Lake, U.S., and J. Morrison, Toronto.) 6d.

The object is to form an injector which can be depended upon to start immediately that steam is turned on, and which can be readily graded to work against various pressures, and it consists in the peculiar arrangement of two or more lifting and forcing tubes, situated within a chamber containing a reservoir through which the water must pass on its way from the suction to the discharge pipe.

4554.    Loading and Unloading Carts, Wagons, &c., F. Wheeler, East Cowes.—25th September, 1882.—(Not proceeded with.) 2d.

This relates to an apparatus which can be fixed to carts, so that when drawn over cut crops they will be automatically raised into the carts, and it consists of an endless toothed apron driven from one of the cart wheels.

4556. Pipe Mounts, E. Lorge, France.—25th September, 1882.—(Not proceeded with.) 2d.

This consists of a plate cut externally to fit the stem, and through which passes a short tube, one end of which screws into the stem of the bowl, while the outer end has an internal thread to receive the other part of the mount secured to the mouthpiece.

4557- Looms for Weaving, H. Lomax, Darwen.—25th September, 1882.    6d.

This relates to means for weighting warp beams without the use of springs, and whereby the maximum efficiency of any given weight is utilised, and certain and uniform drag on the beam ensured. One end of a chain is attached to a weighted lever, and then passes round the neck of the “ ruffle” of the beam any desired number of times, and its end fastened to the pendent part of the chain above the weight.

4559.    Steam Boilers and Furnaces, T. Gilmour, Bute, and J. Gilmour, Glasgow.—25th September, 1882.—(Not proceeded with.) 2d.

The fire door and ash-pit openings are covered by a case, to which air is supplied by a fan.

“firing” the upper door of the casing and the fire-door are opened, and they are so connected with a valve in the air-pipe as to cut off the supply. The steam from the boiler, after being utilised in a high-pressure engine, is led through a surface condenser, the water in which is thereby heated before being supplied to the boiler.

4560.    Composing and Distributing Type, B. G. Brewer, London. —(A communication from J. Del-cambre and M. Veuve Riesz, Brussels.) 6d.

This relates, First, to forming the grooves in the inclined plane on which the type slides in a wave-like line at top and bottom, so that a greater number of guides may he arranged in a similar space, and the characters cannot return, but arrive at the bottom in the required position ; and, Secondly, to the small hammer at the bottom of the inclined plane, which serves to push the characters after their arrival against the row of the series already placed. The hammer communicates tangentially with a small wheel, the axis of which becomes displaced during the rotation, so that it advances and recedes regularly, thereby causing the hammer to rise and fall corresponding with the arrival of a letter from the inclined plane.

4562.    Producing Eelievos with Equally Deepened Excavations, L. H. Philippi, Hamburg. 2d.

This relates to relievos produced by etching, and it consists in covering a plate that will not be affected by the etching acid with a layer of the material to be etched of uniform thickness. The layer is then covered with a protecting couch of etching varnish or gelatine, which is afterwards removed at the required places and the plate exposed to the action of the etching acid.

4563.    Brake Mechanism for Carriages, &c., A. Oliver, Kent.—25th September, 1882.—(Wot proceeded with.) 2d.

A couple of lugs are formed on the axle at about the same distance from the centre, and to each a rock bar is pivotted, the outer ends of which carry pads or brakes, which are caused to bear upou or be removed from the naves of the wheels, as the inner ends of the rock bars are raised or lowered by means of a vertical rod under the control of the driver.

4564.    Supports for Revolving Chairs, &c., J. Unger, Germany.—25th September, 1882.—(Not proceeded with.) 2d.

The head of the stand or pedestal is furnished with a cap with ears for hinge pins, and also perpendicular quadrant pieces with slots to serve as guides. In the ears are articulated the butts of upwardly projecting arms fitted at their upper extremities with rollers bearing on a plate on the underside of the table, chair, or stool, and in which a volute groove is formed to receive the rollers. The arms have springs tending to force them inwards upon their hinges.

4565.    Bottles, &c., A. Pullan, New Cross-road.—25th September, 1882. lOd.

This relates to various forms of bottles and similar vessels and the stoppers for same, and also to apparatus to be used in the manufacture of both. One improvement consists in making the neck of the bottle removable from the body.

4568. Heating Water, A. J. Billing, Holbom.—26th September, 1882. id.

Through a water holder passes a smoke or fire tube, the case of such holder being continued downwards, and forming an enclosed space below the holder, in which is placed a shallow vessel of wedge shape in •cross section, and which is connected to the lower part of the holder by one or more tubes, which allow water to enter it. Gas or other burners are placed beneath the shallow vessel. A vent tube leads from the shallow vessel into the holder, so as to limit the pressure in the former.

4570.    Treating the Leaves and Stalks of Plants, <fcc., A. V. Newton, London.—26th September, 1882. —(A communication from The Sanford Universal Fibre Company, Incorporated, New York.) 6d.

This relates to the treatment of plants for the production of fibres, and consists in subjecting them to the rubbing action of a concave or other bed and a cylinder, both having grooved or roughened surfaces, the cylinder having both a reciprocating motion and a progressive rotary motion imparted to it by suitable mechanism.

4571.    Lamps, N. T. Hewens, Wellingborough.—26th September, 1882.—(Not proceeded with.) 2d.

The object is to prevent miners’ and other lamps being opened without extinguishing the light, and it consists in providing the keyhole of the lock of the lamp with an escutcheon or cover, and which, when turned to permit the introduction of the key, releases a spring arm carrying a cover, which falls directly over the wick.

4574. Hydraulic Machines for Shearing, Stamping, <Stc., B. H. Tweddell, Westminster.—26th September, 1882. 6d.

The chief objects are to provide a stop for the stroke of the machine, to maintain the tool on the moving part constantly in its proper position relatively to the tool on the stationary part, to provide against lateral strains resulting from the action of the tools, and to enable the operator to have an uninterrupted view of the tools as they approach the work. In the frame is a cylindrical cavity in which the hydraulic piston works vertically, and below the cavity and excentric with it is a cylindrical guide for a ram head projecting excentrically from the piston, and which carries the moving tool. The excentricity of the guide prevents the head turning, and thus keeps the tool in its true position. The guide, which is of considerable depth, particularly at back, supports the head and tool against lateral strains. As the axis of the head is in front of that of the cylinder, the tool carried by it is near the front of machine, and the operator has a comparatively uninterrupted view. The stroke of the piston is stopped by the part of the piston which extends beyond the guide coming down on the bottom of the cylindrical cavity.

4575.    Propellers for Steamships, &c., R. Gibb, Liverpool.—26th September, 1882. 4d.

This consists in forming a propeller with its blades projecting from the boss, not in one plane at right angles to the axis of the boss, but from different points in the boss, forming a spiral extending from one end of the boss to the other.

4576.    Camp Stools or Folding Seats, J. C. Mewbwrn, London.— 26th September, 1882.—(A communication from W. Walcker, Paris.) id.

The object is to so form the seat that when folded up it may serve as a support or stick. The two side frames are of X shape jointed in the middle, and provided with a handle at top, while a leg is hinged to one of the frames near the bottom.

4577.    Stowing Wool, Hair, Jute, &c., Inboard Vessels, and Formation of Chambers thereby, within which Meat, &c., maybe Preserved, H. M. Whitehead, London.—26th September, 1882. 8d.

Open or skeleton partitions are formed of timber or battens, bars, and screws for compressing bales or bags of wool, hair, &c., so as to form walls of chambers in which perishable food may be kept in ships.

4578.    Dredging Buckets, W. Clark, London.—26th September, 1S82.—(A communication from W. H. Wood, New York.) 6d.

The object is to facilitate the entrance of dredging buckets into sand, clay, and other hard resisting bottoms, and it consists of a bucket with double sides and ends forming water spaces in the ends and sides, into which water is forced by a pump when the bucket cuts into the bottom, which water issues from the openings of the water spaces and loosens the bottom into which the bucket enters. It further consists in a pulley, chain, and balancing weight for automatically raising and lowering with the bucket the hose ducting the water into the spaces in the bucket.

4579. Ice-making Machinery, W. H. Beck, London.—

26th September, i882.—(A communication from G.

Dubem, Calcutta.) 8d.

This consists, First, in the employment in machines in which cold is generated by the compression and subsequent expansion of a gas or vapour of an auxiliary pump worked in combination with the ordinary air pump, so that one pump draws the vapour or gas from the vaporiser, producing a vacuum therein and partly compressing the vapour or gas, and the other draws the gas or vapour from the first pump, and further compresses and forces it into the condenser. It also relates to machinery for purging the water to be frozen of air, after which it is kept in a closed vessel without coming in contact with air, and is frozen out of contact with air, the object being to produce transparent ice.

4582. Preparation of Crude Earth Wax for Manufacture of Candles, Ac., F. E. Tucker, Peclham. —26th September, 1882.—(Not proceeded with.) 2d.

The object is to purify and refine crude earth wax combined with paraffine scales or other similar material, so as to adapt the same for the manufacture of candles and other articles made of wax.

Locomotive Brakes, W. M. Lendrum, Northampton.- 27th September, 1882.—(A communication from S. C. Sloan, New York.) 6d.

The chief object is to balance and equalise the strains of the brake blocks on the wheels, so that the axles and bearings are entirely relieved from the pressure of the brakes when applied. For this purpose each driving wheel is provided with two brake blocks, on each side of it, arranged as nearly as possible in the horizontal line of the centre of the wheel, and all these brake blocks are connected with one brake shaft and lever, by which they are worked simultaneously, the levers being proportioned in such a manner as to throw on each block an equal strain.

4588. Steam and Water Gauge Taps, T. Allison, Huddersfield.—27th September, 1882. 6d.

This invention relates to taps for regulating the pas sage. of steam or water through pipes, and is also applicable to water gauge taps, which are attached to boilers to indicate the height of the water. The valve of the tap is opened or closed by means of a cam or swell attached to a spindle, and which bears upon the back of the valve, the spindle being operated from the outside in the usual manner.

4591. Pasting and Applying Labels to Bottles, F. Foster, Horton —21th September, 1882. 6d.

A roller is caused to revolve on a table in which recesses are formed to receive the labels, the top one of which is pasted by the roller, which takes up paste from a pad on the table. The article to be labelled is then rolled over one of the recesses, and the top label adheres thereto.

4593. Independent Car Wheels and Journal Bearings, H. J. Allison, London.—21th September, 1882. —(A communication from G. W. Fairman, W. H. Gray, and W. R. Austin, New York.) 6d.

The wheels A and the axles B are similar to those in common use on railways, except as to the devices for assembling these parts together and forming the journal hearings. The improvement consists in the construction of both the wheel and axle, and in the bushings D Di interposed between the axle and the wheel and forming part of the bearing. The bushing is made in two parts D and D¹, each of which is semi-145951

FIG.I

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cylindrical m formation. The periphery of the bearing surface of the journal of the axle B is surrounded by a continued series of annular grooves and ridges or bands b. These grooves and ridges, alternating as they do, like the threads of a screw, except that each groove and ridge is perfect and complete in itself, and m formed perpendicularly to the axis of the axle, constitute the entire bearing surface of the journal, and take up all the longitudinal thrusts, and prevent any lateral motion of the axle in the bushing. A longi-tudmal groove 6¹ cut in the periphery of the journal bearing, admits a lubricant to the whole length of the journal bearing, right through or between the grooves and ridges of the bearing.

4597. Bicycles, Tricycles, Ac., T.

Birmingham.—21th September, 1882.    8d.

This refers, First, to the construction of metallic rims of velocipede wheels; Secondly, to the driving mechanism; Thirdly, to an arrangement for disconnecting one travelling wheel from the driving shaft when travelling in a curved path; Fourthly, in supporting the seats on spiral springs; and Fifthly, in reducing the resistance to the motion of the driving wheels when travelling at a high speed by covering them with a thin fabric, preferably of silk.

4602. Vessels for Oils and Liquids, G. A. J.

Schott, Bradford.—28th September. 1882. 6d.

This relates particularly to improvements on patent No. 3449, a.d. 1880, and consists, First, in fitting the outflow orifice of the delivery pipe with interchangeable nozzles for filling different vessels; Secondly, forming the discharge pipe in sections ; and Thirdly, in providing the vessels with a pressure filter.

4606. Compound Vacuum Pumps, J. H. Johnson, London.—28th September, 1882.—(A communication from W. Richter, Berlin.) 2d.

This consists of a vacuum pump in which an ordinary vacuum pump provided with slide or heat valves is combined with an ejector. In case of the evacuation of water, such ejector, when operating by means of a jet of water, will itself condense the vapour.

SELECTED AMERICAN PATENTS.

275,453. Straw Stacker, Eli Anderson, Carpenters-ville, Ind.—Filed December 2ord, 1882.

Claim.—(1) In a straw stacker, the combination of the transporting frame or axle, a plate D, bolted detachably thereto, the upright or shaft I, secured to said plate, the folding carrier mounted upon said shaft or upright, and the wing E, hinged to plate D and attached permanently to the transporting frame, as set forth. (2) In a straw stacker, the combination of the transporting frame, the shaft or upright mounted upon the same, the sleeve secured by a setscrew upon the said shaft and having laterally-projecting arms, a shaft journalled in the latter, a band wheel, a belt connecting said band wheel with the carrier shaft, a pinion at the inner end of said shaft, and a driving pulley journalled upon the vertical shaft and provided with teeth meshing with said pinion, as set forth. (3) The combination, with the sleeve

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mounted upon the vertical shaft, the shaft journalled in the laterally-projecting arm of the same, and a pinion on said shaft, of the flanged pulley mounted upon said vertical shaft and having a downwardly-projecting annular flange, by which it is supported upon the said sleeve, substantially as set forth. (4) The combination of the transporting frame, the vertical shaft or upright, the carrier swivelled to the upper end of the latter, a hinged forked bracket terminating in a curved rack, a sleeve mounted upon the said upright and provided with a rearwardly-extending bracket, a pinion engaging said rack, and means, substantially as described, for communicating motion to the apron of the carrier, as set forth.

275,559. Hand-saw Attachment, Henry Winter, Hanover, III.—Filed January 23rd, 1883.

Claim.—A hand-saw provided with the bellows C, attached to its handle B, having the extension bar d

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275,613. Incandescing Electric Lamp, Thomas A, Edison, Menlo Pork, N.J.—Filed August 1th, 1882.

Claim.—(1) The within-described process of repairing the waste of or building up the incandescing carbon filament of an electric lamp, or equalising the resistance of such filament, consisting in decomposing the vapour of a material containing carbon by the heat of the incandescing carbon filament in the presence of a

1275 6 13 1

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material which will absorb the gas set free. (2) An incandescing electric lamp provided with a compound of carbon volatilisable at low heat and a gas absorbing material, substantially as and for the purpose set forth. (3) The within-described process of repairing the waste of or building up the incandescing carbon filament of an electric lamp, consisting in decomposing the vapour of a mixture of chloride of carbon and a hydrocarbon by the heat of the incandescing carbon filament in the presence of a substance which will readily absorb the gas set free. (4) An incandescing electric lamp provided with a chloride of carbon vapour for depositing carbon upon the carbon filament by decomposing such vapour by the heat of the filament, substantially as set forth.

275,871. Valve Gear, John E. Sweet, Syracuse, N.Y.

—Filed December 16th, 1881.

Claim.— (1) In a reciprocating engine, the combination of a shifting excentric with an ordinary slide valve, having an excentric rod and rocker arm, arranged relatively to each other in such a manner that the excentric maybe shifted when the crank is at two diametrically opposite points, without any

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perceptible change of motion being imparted to tne valve, as hereinbefore set forth. (2) The combination, of the shifting excentric, excentric rod, and roeker arm with a governor for operating the slide valve of an engine as hereinbefore set forth. 275,875-ICentrifugal Machine, David M. Weston, Boston, Moss.—Filed August 22nd. 1882.

Claim.—(1) In a centrifugal machine, the basket c, open centrally at its bottom, combined with the sliding or movable valve e, the weight of which is counterbalanced, as described, the said valve being adapted to be moved to close the bottom of the basket by the weight or pressure upon its upper side of the contents of the basket in contact with the said valve, substan-

I2758751

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CONTENTS.

The Engineer, May 18th, 1883.

The Iron and Steel Institute ..    ..

Crude Iron Exports..........

Sir W. Siemens on Solar Physics.. ..

Professor Huxley on Oysters and Tunnelling. 374 New York Harbour Works On the Measurement of Electricity for Commercial Purposes Railway Matters ..

The New Experimental Field Guns Subsidence of a New Tidal Dock ,

Emigration of Engineers .....

Literature—

Technologie der Waerme und des Wassers .. .. 385

Text-book of Gunnery ............

Gas Managers’ Hand-book ..........

Dr. Young....................

Calcutta International Exhibition......

Machine for Making Continuous Concreted

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

Golding’s Sand Distributor (Illustrated.)

Letters to the Editor—

Liardet’s Windlass.....

Cutting Spirals on a Planing Machine.. .. 388 The Iron, Coal, and General Trades of Birmingham, Wolverhampton, and District ..    .. 388

Notes from Lancashire ..........

Notes from the North of England ..

Notes from Sheffield ..........

Notes from Scotland............

Notes from Wales and Adjoining Counties .. 389 The Patent Journal Abstracts of Patent Specifications. (Illus.) .. 390 Abstracts of Patent American Specifications.

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

Pa ragraphs—

Vienna Electrical Exhibition ,

Naval Engineer Appointments The Patent Bill ..

The Ben Nevis Observatory.—Mr. Clement L. Wragge, F.R.G.S., lias undertaken to reorganise the meteorological work at the Ben Nevis Observatory, which he first commenced about two years ago, under the auspices of the Scottish Meteorological Society, and hopes to have the observing system reopened and in order by 1st June.